class 73 EDL's

Can anyone tell me are those that are left on the system still capible of being used to haul passinger stock on network rail.
With the ammount of steam work that now happens on third rail routes i cant understand why West Coast didnt buy some of the ex fragonset 73s when they purchased the assets, or have they in fact got some, but dont make use of them, the class 37s are underpowered and struggle to keep to time on the deisel legs, a 73 on electric power is far more powerful and would in its self be an attraction, i know that there is the privatly owned one at eastliegh and the thunderbird owned by SWT , i just for the life of me cant see why they run deisels on 3rd rail ,if the stock is stabled at a depot close to southern metals, the 73 can still use its deisel engine at reduced power cant it?

 

Yes there are plenty out there, but I don't think you are right about how powerful they are
According to wikipedia:

73/0 (electric): 42,000 lbf (186.8 kN)
73/0 (diesel): 34,100 lbf (151.7 kN)
71/0 (electric): 40,000 lbf (177.9 kN)
73/1 (diesel): 36,000 lbf (160.1 kN)

Class 37 Maximum: 55,500 lbf (247 kN)
Continuous: 35,000 lbf (156 kN) @13.6 mph (22 km/h)[1]

 

But you're talking Tractive Effort, not power.

Class 37 @ 1,750 hp,

Class 73 at nominal 1,600 hp, but ISTR capable of (1 hour rating?) 2,000hp on DC.

If you factor in the reduced dead weight of a 73 compared to a 37 (about 30 tons lighter?) it would make a difference, but of course only on DC.

I remember pairs of 73s pulling MGR coal trains were extremely slow pulling out of Hoo Jn on diesel, but once they were clear of the gaps and could put down all 4,000 hp then 30 MGR went very quick indeed.

 

If you notched them up instead of using run up and relying on the current limit relay

The trick is to keep the ammeter right round without overloading, but you gotta know where the con rail gaps are, to get them notced back in time. We used to do that climbing out of Dover Town yard with a string of ferries, especially if the Siggie had let you out in front of a stopper, come out of the yard on aux power on the juice controller, shoes down with the shoe down button, then switch aux power off and away you go!

 

I think that someone underestimates the complexity of maintaining - not running - a Class 73. Recent reports from Fregbert ( of Eastleigh fame ) noted the amount of work required to restore 73119 to health and although a reliable machine still requires a good knowledge for when things go wrong. I understand this latter point was exemplified by the use of 73136 on the Bluebell biut I have seen nowt in print to tell the full story.

As fas as West Coast is concerned they work with what they know; since it is based in Lancashire where it has its maintenance base it uses the classes of diesel traction with which it is familiar including 37 and 47s. Whilst the 73 might be a better loco than a Class 37

the overall operation is best undertaken with known traction hence the use by West Coast of the traction its drivers and maintenance staff know best - Class 37s.

This seems another case when an enthusiast does not appreciate what it takes to keep heritage traction operational and perhaps needs them to understand the effort required to keep heritage traction alive. I personally loved the 73 and 74s on the main line but I understand the complexity that saw the 74s withdrawn and the 73s retained on SR routes. That said I am glad to support 73 operators where I can but it means I have to go south to do so - such as Swanage in May when IIRC Fregbert is offering too supply a Class 73 for the Swanage Diesel Gala.

 

All very true what Fred Kerr says above but I would add that 73136, Perseverance, is accredited to WCRC and has hauled a train for them.

 

Cracking little engines; willing enough on diesel, but on electric they'll just about fly.

But they take some learning, and getting the best out of them is a skill.

 

as 73136 has been used by WCRC before , what chance is there of a 73 getting some use on a steam charter , i can understand the rational of WCRC not having the expertise to maintain a 73 there are those down here that do, at eastleigh prehaps and as keelar sayes they fly when on the juice do any current WCRC drivers have73 experience? after all if 37s are not able to keep to time then doesnt it cost them money for delays ,im not saying that all 3rd rail tours that need a deisel go to ed's but one or two ,if it sells extra seats might not be a bad idea

 

Given the amount of locos that are still on the main line register such as those with GBRf and Network Rail I am surprised there is not more chartex action for them, One problem of course is that the ETH doesn't work on diesel power so the stock would have to be berthed in an electrified yard or enter service cold - not a good thing this time of year !

 

Wasn't that one of the differences with the 73/0, ISTR they could pre-heat on Diesel power, but not when running?

 

JA's preheat on diesel
JB's preheat on juice

both train heat on juice

 

I must admit I do have a soft spot for these little things. Great to see 006 last year at the SVR gala:

http://englishelectric.zenfolio.com/p821508223/e322d7024