I don't think so, as all the ETH power, even if some of it is generated in the first loco, has to pass through the jumper connections between the second loco and the train. If those connections are not rated for ETS 180 something will go bang. (A class 90 is ETS 95, a 73/9 is ETS 96 - i don't have the figures for a mark 5's ETS but it is presumably nearer 10 than 6 (mark 3 sleepers were 6)
What about a generator car ? Not a new idea, I believe some Class 27s had an additional diesel engine fitted to provide ETH for Mk2 coaches ?
You are then adding to train length which causes issues at certain stations I think.
Still hit the train length problem at Euston though. There was a Caledonian Sleeper liveried generator coach (converted mark 3?) floating around Inverness for a while - what happened to it?
Better a slightly shorter train than no train at all !
Not quite sure what you are trying to say?
It is I believe more incompatible than that. In order to supply the increased power, the Mk5 ETS is at 1500V rather than UK standard 1000V. This is available from the 92s because it is standard on the continent. Higher voltage means less current for the same power, but an incompatible electrical setup and jumpers, hence why no other UK traction is currently capable of the ETS for the sleeper, apart from the ex-Nightstar generator vans. The van at Inverness is one of these, they all now belong to Eastern Rail Services.
www.railforums.co.uk
!00% of those over 50 can (in Scotland). https://www.scotrail.co.uk/tickets/club-50
But not on the Caledonian Sleeper (see above)!
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A shorter train - 15 coaches instead of 16 - to make space for a generator car or second lco.
They did - they were subclass 27/2.
British Rail operated this concept on the London to Inverness and Aberdeen sleepers (they were separate in those days) north of Edinburgh in two guises, first with Electric Train Heat Ex Locomotives (ETHELs) : a fleet of 3 converted former class 24s, and later with BGs converted into generator vans. The sleepers were double (non-heat) 37 hauled at the time.
Pedants' corner: They were actually class 25s.
Fort william portion cancelled supposedly - it says fatality/person hit by a train
Fatality in the Wigan area last night on the down main, took longer than normal to clear.
Thanks
I am glad you pointed it out - saved me from having to do it.Pedants' corner: They were actually class 25s.
I thought they were used on the Fort William portion. Inverness and Aberdeen used ETH fitted 47s, but they were not cleared for the West Highland
This is about two different periods. The first period was after the introduction of the Mk3 Sleepers, when 47/4s were used on the Inverness and Aberdeen portions, and Eastfield 37/4s on the WHL. The 47/4 fleets varied a little, but towards the end were a small number of "47/6" converted with a 75mph restriction to go with different brake blocks (I have notes of doing significantly more than 75 on a daytime train on the HML).
Two portions at least, as the up and down legs of each portion could use the same one - the southbounds reach Edinburgh long before the northbounds leave.
It certainly did when I first used the FW sleeper in 1980, (a convoluted operation involving one loco from Mossend to Cowlairs, a second down the bank into Queen Street, and a third to take it out again)
No, you can't. Standard ETH is ~800/1000V, the sleeper sets use 1500V south of Edinburgh when hauled by the 92s.
The ETHELs were ex-Class 25 and they were for the Fort William sleeper (not Inverness or Aberdeen) before the Class 37/4s were converted as there was nothing RA5 with ETH at that time. Once the 37/4s arrived the ETHELs went onto charter duties. Inverness and Aberdeen did not have the RA5 restriction, so Class 47/4s could be used.