Whistler40145
Established Member
Is there any news on the future of the Freightliner Class 86/6 fleet?
I wonder if Freightliner will allow any 86/6s to be used on Railtours?
Can't see why anyone would ask Freightliner when there's several specialist rail tour operators that own/operate Class 86s. Especially as the Freightliner locomotives, most likely, do not have working ETH supplies (electrical train heating).
Sounds possible,or using the freight to get a loco back to Crewe because of a failureToday's 1433 Felixstowe North F.L.T. to Coatbridge F.L.T. left Ipswich 90 minutes late and had three Class 86 locomotives at the front when it passed me in London. I wonder if one of them was a failure.
https://www.realtimetrains.co.uk/train/H49978/2020-04-03/detailed
Today's 1433 Felixstowe North F.L.T. to Coatbridge F.L.T. left Ipswich 90 minutes late and had three Class 86 locomotives at the front when it passed me in London. I wonder if one of them was a failure.
https://www.realtimetrains.co.uk/train/H49978/2020-04-03/detailed
Could be for reliability reasonsI've always wondered why they are used in pairs. Why is this? The Freightliner ones only have 3600hp, yet this is more than a class 66, which are used singly. Is it to do with tractive effort?
The rear one has Pantograph damage (86612), therefore another was required on front as a pair is needed for the weight of this train.
I've always wondered why they are used in pairs. Why is this? The Freightliner ones only have 3600hp, yet this is more than a class 66, which are used singly. Is it to do with tractive effort?
Could be for reliability reasons
That's interesting; are class 90s not very reliable then, or is it more a case of "we've got loads of them which we're note fully utilising, we might as well run them in pairs so we'll never break down sice it won't really cost us much to do so"?From memory the 86/6s run in pairs manly for braking.
A few years ago is was decided among operators to run the 90s in pairs for reliability reasons apparently but soon afterwards it was decided to switch out some traction-motors for fears of overloading the OHLE supply.
They are very reliable. Plan is for extra power to,operate them in multiple. Following extensive testing last year that will be with 1 motor on each loco being isolated when working like this.That's interesting; are class 90s not very reliable then, or is it more a case of "we've got loads of them which we're note fully utilising, we might as well run them in pairs so we'll never break down sice it won't really cost us much to do so"?
Ok, thanksThey are very reliable. Plan is for extra power to,operate them in multiple. Following extensive testing last year that will be with 1 motor on each loco being isolated when working like this.
That's interesting; are class 90s not very reliable then, or is it more a case of "we've got loads of them which we're note fully utilising, we might as well run them in pairs so we'll never break down sice it won't really cost us much to do so"?
They are very reliable. Plan is for extra power to,operate them in multiple. Following extensive testing last year that will be with 1 motor on each loco being isolated when working like this.
They are very reliable. Plan is for extra power to,operate them in multiple. Following extensive testing last year that will be with 1 motor on each loco being isolated when working like this.
Of course its capable of charging the brakes. I dont recall saying it wouldnt. Hadnt heard of any subsequent mods. Last I was told earlier this year was that they'd both be on 3 legs.They used to run with a motor on each loco cut out but subsequent modification means this is no longer required. Overall current draw is now managed such that they can run all four motors.
Running pairs is down to TE and not braking. A single loco is quite capable of charging the brakes.
Of course its capable of charging the brakes. I dont recall saying it wouldnt. Hadnt heard of any subsequent mods. Last I was told earlier this year was that they'd both be on 3 legs.
Interesting stuff.Mod in conjunction with FL, DBC and NR. Productionised now.
Don't forget tractive effort falls with speed so power consumption probably fairly linear, may be slightly lower at starting so as not to overload motors as current will be high.The normal reason for running a pair of locomotives is starting tractive effort. If this is not high enough then there is a possibility of a train stalling on a steep upgrade or the motors overheating. Cutting out a motor would mean you lose some of tractive effort and make the train slower to start - very undesirable.
Power consumption at starting is quite low (remember power = tractive effort X speed) but will rise with speed. If power demand is a problem then it would be better restrict power demand at speed. If a driver can not be relied on to do this then it would not be difficult to do this with some minor mods to the control circuit. On a class 86 this could be done by locking out the top notches of the tap changer and on a class 90 some calibration changes to the control electronics.