History

When the Channel Tunnel started becoming reality, along with the Eurostar units required for passenger services, a new freight locomotive was needed that would be able to operate in the UK, France and Belgium and be able to cope with the difference power supply systems that were in place in each of these three countries. Powerful enough to cope with a 1600 tonne train over Beattock Summit on the West Coast Main Line and fast enough to fit in with the high speed passenger services around the various networks led to the Class 92 concept being launched. From experience with the Class 60 'heavy haul' locos, Brush Traction was awarded the design and build contract in the early 1990s.

Using a Class 60 style bodyshell with slightly rounded cab ends and a different bodyside grille configuration, the first locomotive was outshopped in 1993 and subject to acceptance tests required for any new locomotive. The outcome of these was that this extremely complex and power hungry locos were restricted in operation from the outset. Initially through the Channel Tunnel only and later from Wembley Yard to Dollands Moor and on to France. Railfreight Distribution - then operators of the 92s - seemed happy with this utilisation which was to change following the creation of EWS International. First on the list of priorities was clearance of the West Coast Main Line from Mossend to Wembley Yard and this was achieved through the creation of a dedicated pool of locos with modifications rendering them unable to work through the Channel Tunnel.

Obviously an unsatisfactory solution, work continued to create a common, interchangeable pool and finally in 2001 - nearly 10 years after their introduction, the whole fleet was passed to work solo on the West Coast Main Line. The East Coast followed in the same year although with restrictions on numbers of locos on the route at one time were created due to the inability of the power supply to cope. Obviously having the two main freight arteries passed for Class 92 operation removed the need for loco changes and the productivity of the 92s increased massively, replacing unsuitable diesels on many 'under the wires' duties

Current Status

Since being passed for both Scotland-London main lines, the 92s operate a majority of intermodal services on the West Coast but have also appeared on such services on the East Coast. There is one daily working booked for a Class 92 on the ECML; the Wembley-Healey Mills and return 'Enterprise' service which a 92 works to and from Doncaster. Once power supply problems have been resolved, the class is expected to gain full route approval allowing widespread use. Popular for use on charter trains, the locos have appeared on both the East Coast and West Coast on such trains. One rare event was the appearance of a 92 on the Great Eastern Main Line to Harwich International which opened the possibilities of locos being used on workings to and from the port.

As the drive for higher and higher productivity means less locos are needed in the fleet, a number of 92s have been stored - most with major faults which requires the locos to be removed from the operational pool - with a return to service when the fault has been repaired. A programme of light overhauls is also ongoing for these locos.