Recognition and Equipment information
CLASS 92




The Class 92s are one of the most sophisticated locos in the world, with the design project dating back to May 1988 when various traction alternatives were considered for powering Cross-Channel freight trains for use through the Channel Tunnel.
Many proposals were put forward by various design/build consortia, but the one which was eventually accepted came from Brush Traction, not totally surprisingly, as Brush were already building the Cross-Channel EuroTunnel ‘Shuttle’ locos.
At an early stage in design it was realised that these unique locos would not only have to meet UK operating conditions but also satisfy the Channel Tunnel authorities and if, as originally proposed, main land European administrations, allowing the locos to operate freight and other traffic deep into Europe, rather than develop a practise of loco exchanges at the French side of the Tunnel.
The first order for Class 92s was placed on July 22, 1990 and was for 20 locos, this was followed by three repeat orders for 10, seven and nine machines giving a fleet size of 46. Of the ‘follow on’ orders nine were funded by the French National operator SNCF and seven by the then named European Passenger Services.
The Co-Co Class 92 body design was broadly based on the Brush Class 60 diesel, but encompassed many major structural changes, especially to the front ends, which had to meet EuroTunnel and European railway safety requirements. Even after the design was agreed serious concern was levelled by the European railway trade unions over the crash worthiness of the design.
In common with Brush Traction’s usual policy, the Class 92 body shells were sourced as complete units, being assembled by Procor of Wakefield, this followed the closure of such fabrication facilities at the Brush factory. The body shells were formed of an underframe onto which the side sections and cab ends were added, all being pre-painted prior to road transfer to Loughborough.
Such was the requirement for safety when operating through the Channel Tunnel, the Class 92s had to be designed as virtually two electric locomotives in one shell, with all equipment duplicated to ensure that any normal en-route failure would not stop a train from proceeding to at least the far end of the Tunnel.
Construction at Loughborough was carried out in 1992/93 with the first loco finished at the end of 1993 and tested at Brush. It was handed over to its operators BR Railfreight in February 1994. Delivery of the balance was a protracted affair, with the final loco not being handed over until early 1996. Although owned by BR Railfreight, SNCF and EPS, all locos were operated in a joint pool based at Crewe.
Such was the complexity of the on-board electronic and control systems, entry into traffic and certification by Railtrack took a long time, the first route to see locos was was through the Channel Tunnel between Dollands Moor and Calais Fretun, eventually agreement and certification was granted for locos to operate between North London and the Channel Tunnel, then over the northern sections of the West Coast Main Line followed by the northern sections of the East Coast Main Line and the entire West Coast route.
The locos are equipped to operate from either a 25kV ac overhead power supply or at reduced traction output from the former Southern Region 750V dc third rail system. Signalling and control systems permit operation with EuroTunnel and SNCF systems. However, operation in France is restricted to the terminal at Calais, this being governed by the non-fitting of French cab signalling.
The locos funded by EPS now Eurostar UK Ltd, were designed to power overnight ‘Nightstar’ services from the UK to France, but when this service was abandoned the locos became redundant and were operated by the UK privatised freight operator EWS, who became the owner of the original Railfreight locos. In 2000 the Eurostar UK locos were offered for sale and as no purchaser came forward are are now stored at Crewe.
All locos were built carrying the triple grey livery, with their owner’s branding applied to the cab side. Two locos Nos. 92001/031 have since been repainted into full EWS maroon/gold livery.


The two sides of the Class 92 are identical, with a black 'shoe-box' style structure off-set by just two ventilation grills at the far end on the drivers side. Showing the as built BR double arrow logo on the cab side, No. 92035 Mendelssohn is illustrated. All the Class 92s were delivered with 'stick-on' type names, some have subsequently been given proper cast plates. The Channel Tunnel roundels are seen above the nameplate. CJM.


The locomotives owned by French National operator SNCF, were built with the company logo on the cab side below the number, otherwise these locos are the same as the UK owned machines. SNCF No. 92006 is seen at North Pole and shows clearly the retractable third rail power collection shoes on the bogie, located just below the grey coloured shoe beam. CJM.


After the formation of EWS, the Class 92 fleet previously owned by BR were handed to their control. The SNCF locos while officially owned by the freight arm of the French National operator are used in one common pool with the EWS fleet. However the Eurostar locos, which when built carried a EPS badge on the cab side are now stored at Crewe. A start has been made on repainting a handful of Class 92s into EWS maroon and gold, which suits the body design well. No. 92031 is illustrated. CJM.


Class 92 front end layout, loco No. 92002 is illustrated. A-warning horns, B-roof height marker light, C-UK Group Standard lamp cluster, able to show marker, head and tail lights, D-coupling hook, E-air brake pipe, F-main reservoir pipe, G-ETS jumper cable, H-train control jumper, I-train control jumper socket, J-ETS socket. The two grey boxes on the front end just above track height are the pick-ups for TVM cab signalling. CJM.