Leading Pan Up
Issues just after departing Waverley - firstly with two of the Mk2 coaches' ETS connections and then 92 044 seemingly not wanting to play ball - resulted in 1M16 being reversed back into the station and a significant delay whilst the errant coaches were removed and a replacement engine sourced.
Eventually GBRf Class 92, 92 033 - having just arrived in Edinburgh with the Down Highlander (1S25) from Euston - was kindly asked to do a very rare double-shift and work all the way back to Euston with 1M16 - an 800 mile round trip which took over 13 hours "door-to-door". This is only the second occasion in recent times that the 1S25 EUS-EDB engine has also worked 1M16 EDB-EUS on the same night (the previous time being 90 042 on 7 November 2017).
Class 92s have two identical pantographs - originally designed to provide additional resilience in the Channel Tunnel. Usual practice is for the rear/trailing pantograph to be up (except when working the 6X41 loaded car train to avoid copper spray on the new Fords). However, as 92033 was heading back the way it came with 1M16, it resulted in the slightly unusual sight of it working the beds with the leading pan up instead.
The Caledonian Sleeper Highlander service ended up departing Edinburgh 175 Late, had recovered marginally to 156 Late here at Acton Bridge, but then drifted a little having been sent via Northampton to eventually arrive Euston 162 Late.
Leading Pan Up
Issues just after departing Waverley - firstly with two of the Mk2 coaches' ETS connections and then 92 044 seemingly not wanting to play ball - resulted in 1M16 being reversed back into the station and a significant delay whilst the errant coaches were removed and a replacement engine sourced.
Eventually GBRf Class 92, 92 033 - having just arrived in Edinburgh with the Down Highlander (1S25) from Euston - was kindly asked to do a very rare double-shift and work all the way back to Euston with 1M16 - an 800 mile round trip which took over 13 hours "door-to-door". This is only the second occasion in recent times that the 1S25 EUS-EDB engine has also worked 1M16 EDB-EUS on the same night (the previous time being 90 042 on 7 November 2017).
Class 92s have two identical pantographs - originally designed to provide additional resilience in the Channel Tunnel. Usual practice is for the rear/trailing pantograph to be up (except when working the 6X41 loaded car train to avoid copper spray on the new Fords). However, as 92033 was heading back the way it came with 1M16, it resulted in the slightly unusual sight of it working the beds with the leading pan up instead.
The Caledonian Sleeper Highlander service ended up departing Edinburgh 175 Late, had recovered marginally to 156 Late here at Acton Bridge, but then drifted a little having been sent via Northampton to eventually arrive Euston 162 Late.