Driving a 46 class.mpg
HTML-код
- Опубликовано: 13 окт 2011
- A brief glimpse of me manipulating the controls of a Metropolitan Vickers 46 class. 40 of these beasties were obtained by the NSWR from 1956 when the Blue Mountains section of the Main West line was electrified. Capable of 410 tonnes climbing the 20 miles of 1 in 33. Today no electric locos do battle on the Blue Mountains. 4602 is stored by the mob up in Dorrigo NSW. Bonzer machines to drive, but towards the end of their "use by date" painful cab conditions. You could set them up in regenerative brake goiing down a moderate grade and at the bottom they would start to power.
Working Under Wire DVD now available at Alcoworld Ingleburn NSW.
Ah the memories! There was no comfort like a 46 class in the winter.
I lived at Winmalee for 8 years (1976-1984), commuting to Central from Springwood station.
I loved the sound of the 46'ers, particularly when there were several of them at the head of a coal train coming down the Mountains. You could hear them from miles away. :)
I'm still disappointed by the fact that there are no electrics anymore - such irony that it is cheaper to run diesel locos than it is to buy the electrical power.
Love your videos. Good driving as well not a drop spilled from your cuppa
G'day Robert,
Yep the old butter boxes were fun to drive, but were very cold in winter.
Plus most of them were so modified that no two were identical towards the end.
And as train loads increased they did become redundant.
But, when LE you could take a couple of resistance notches in series.
Slam the reverser into series-parallel, return the controller back to notch 1 to engage and take a couple of notches.
Slam the reverser into parallel and notch up.
You were flying by that stage.
If you were seated, it could slam you up against the cab rear wall.
Steve.
Very interesting footage, thanks!
They were a great loco to drive, I was at Valley Heights depot until it closed down.
I loved the VR L-class, in the early ‘70s at 2400HP were the most powerful loco in the VR until the 3300HP C-class in 1978.
I never got to look into the 1920s era E-class which I’m sure had brass dials and guages worthy of the Bride of Frankenstein set. Crews called them electric chairs, or butter boxes. They were just 1101, 1102 etc until the E class steam locos were phased out and then became E1101 etc. They would sit there going tika-tika-tika-tika...
G'day Daryl,
I never got to squiz the VR buzz boxes in action.
It woulda been interesting to compare the performances and crew facilities to our 46 class.
Electric traction did offer a cleaner mode of propulsion compared to soot belchers.
Alas, a large cost is required in infrastructure, plus naturally the production of electricity was then still dirty.
Our 1500 vDC systems did not present viability for modern day freight haulage.
I also missed out on squizzing the Kiwi electric traction at Arthurs Pass for the Otira tunnel.
Though, some of the infrastructure was still lurking during me 1999 visit.
The VR 1100 and 1101 beasties woulda been derived from the US Steeple Cab.
And the E class from the US GE box cab unit design.
The VR L class having noses did possess a bit more style than our 46 class.
Plus potentially more crew collision protection.
Yes, any old electric traction, including trams, had that slow compressor pumping sound.
Gotta say that I did enjoy driving the buzz boxes as such required a bit more manipulation compared to weasels.
Steve.
@@aussiealco I remember in 1978 during the Cavalcade of Transport, there was a shuttle done of wooden cars pulled by a K class and an E class at the rear. It ran from Spencer St Station to Caulfield and was pulled back by the E. We all peered into the windows.
I recall a driver telling us he was driving an E class train (GYs) out of the APM mill in Fairfield and had blocked the Chandler Highway when the E class caught fire. He set back down the slight grade back into the APM mill.
@@aussiealco I noted that the 46 class had brown livery and were very grimy looking. A freshly painted 46 class looked very smart. Pity the Traralgon overhead was dismantled, not sure is the decision was correct if diesels were cheaper. I had hoped that more lines were electrified. There was discussion about electrifying the SG from Sydney to Melbourne but fizzled out.
G'day Daryl,
Yes, the 46ers got very grotty towards the end.
And, they were so modified that they varied considerably inside.
Plus, the worn MU cables became a nightmare to insert and remove.
And, yes a couple of 46ers erupted into flames over the years.
The cost of fuel oil did reduce thus making diesels more viable.
The NSW PTC / SRA had intended to electrify the Maldon-Dombarton line as 25 kVA.
Then, gradually convert the existing network to 25 kVA.
But, the cost was deemed too extreme.
Had that occurred, then potentially freight electric traction may have developed and survived.
I was told that 8650 was capable of being converted to 25 kVA.
However, the QR network was extensively electrified, but today diesels rumble around more and more.
Pretty much the same conundrum for tramways.
A tram can only go where the infrastructure permits, but a bus can go anywhere.
More autonomous suburban trains may appear in the future.
But, that system is also not suitable for heavy freight trains.
And, any hope of high speed electric passenger trains would also prevent freight participation.
I doubt that any concerted Aussie investment towards long haul electric freight traction would occur.
Until global pollution is so extreme that governments are forced to act.
Or the planet runs out of oil.
And, there remains the problem of how you produce the electricity without pollution.
Diesels will be around for a while yet.
At least we got to experience the old buzz boxes while they were around.
Steve.
some sweet rides u have drivin
Gday Sergey, Yes, the narrow longer handle to the right of the throttle is the regenerative brake selector handle. You engage set up and then set the speed zone desired, then slowly notch the throttle handle out of resistence. If the selected speed setting will not hold the train, you can adjust this. But, if regen is not possible, the alarm sounds and it drops out.
Steve.
G'day Huttworker, no the position of the brake valve is dependent upon the particular loco class cab design. But, generally older cab designs did have the brake valves on the left to allow right hand throttling and left hand braking. Now today orcourse the CDW30 desktop style places the brake valve handles near the window for a left hand drive unit.
Steve.
The short answer is no. There was quite a bit of variation across locomotives and operators. Go to my home page on RUclips and you will see a link to my Picasa pics. There is a loco cab gallery which will show you a lot of the variety.
Gday Sergey, Our NSW electrified system is 1500 volt DC. There were three classes (plus one experimental unit) of electric locomotive on our system, 46 class Metro Vickers, 85 class and 86 class CL627A both built by Comeng. A total of 100 units. All three classes had regen brake. Sadly today no electric locos remain in revenue service. Today, freight is all diesel hauled. Steve.
Thankfully, there are two 86 classes still operational (8606 and 8649)
Interesting video. I understand you are following in the regenerative braking mode?
Hi, Steve! Your electric AC or DC? On our DC electric regenerative braking is applied.
So, the brake controls are mounted to the left of the driver. Is that done on all lefthand drive locos?
Thank you for sharing your interesting videos.
I'm actually curious of the 46 class members were there any particular numbers that were stand outs in the class for the crew that drove them? In so far as those that were the best/most reliable performers as well as those that may have been notorious for being less reliable or troublesome? Of those preserved (4601 4602 4615 4627 4638) were they among any of those notable ones?
Also, among the 86 class, were there any notable numbers both good and bad as well?
G'day John,
I don't know that any specific member of the 46 class was either notable or notorious.
They were unique in regards to subsequent NSWR electric motive power in being able to motor in regenerative brake.
With a light load train, setting up regenerative brake for descending grades, they would then power when climbing a grade.
Look Mum, NO hands.
This only possible in Series-Parallel or Series motor combination, not in Parallel.
Working loco hauled red sets down to smog hollow was at first exciting during the late 1980s.
Hitting 115 kph on the Speedway, the ride was way to rough to sit on the kidney puncher seats.
You stood and held on with both hands, the cab doors open during summer time.
In wafted swirling dust and brake block smoke.
Sadly, by the mid 1990s the 46 class had been so extensively modified that no two units were identical.
Plus, being 1950's design, they had become most uncomfortable when compared to the 85 and 86 class units.
Jamming in the stupid metal head trio of jumper cables for multiple unit working was a nightmare.
4638 was the last unit to be overhauled, so I suppose a good candidate for preservation.
4620 suffered a couple of nasty prangs, the Wentworth Falls runaway in 1965 and Granville in 1977.
I took photos of 4615, in Freightcorp scheme in Lithgow yard in feb 2003 after it had been modified up at State Mine.
I confess to helping to get rid of the 46 class, being the union cab committee rep, I had requested numerous modifications.
Management were only too happy to elect to withdraw the dilapidated beasts, stating that modifications were not feasible.
I remember one trip home back in the 1991 with a trio of 46 class.
I had entered the engine-room of the lead unit hunting for something.
When I returned to the cab, no sign of my driver, I found the Enfield North Box signalman and me driver hiding in the grass.
GET DOWN, they both yelled at me, somebody is shooting at us.
WHAT ?
The engine-room of a 46 class was very noisy, and I had not heard any gun shots.
Upon investigation, we discovered that the rear 46 class had suffered an electric explosion, actually in the cab.
Metal shrapnel laying on the cab floor and black scorch marks going up the rear cab wall and onto the ceiling.
After resetting the overloads, the unit came good and we set sail home.
I went into the loco chargeman's office to ask questions when we had arrived at Lithgow and gone into loco.
It transpired that some 1500 volt modification had protruded into the cab near the battery box knife switch.
This particular modification subsequently deduced as very dangerous as it had exploded.
I hate to think what would have occurred had we or another crew been sitting in there at the time of the explosion.
So, in hindsight, GOOD riddance to the Pommy Butter Boxes (46 class).
They were fun to drive, but had been bashed into antiquity during 40 years odd of battling the Blue Mountains.As for the 86 class, 8650 being a tri-bo wheel arrangement was different to the rest of the fleet. It did yaw and rock as it rattled along. You almost needed seasick pills.
Steve.
@@aussiealcoHi Steve, just curious, what was it about the overhaul to the 46's that resulted in the loss of one of the port windows along the sides? I also noticed that some overhauled units like 4615 and some others had a square panel along the middle of one side of the body, although some other other overhauled units did not. Also, was 4604 considered for preservation by any of the groups? This one had the unique austerity (single yellow stripe) livery and original head lamps (one of very few to retain them). Also, Valley Heights have mentioned that 4601 is missing some parts, when most of these were sent to scrap at Simsmetal, did some of the groups get their hands on ample spares?
G'day John,
I don't possess all that many photos of 46 class Butter boxes.
The only diagram of the 46 class that I have is the one in the operation manual.
This is also available as a free PDF download from SETS mob.
www.sets.org.au/docs/d46.html
Three PDF documents should still be available for the Butter boxes.
The diagram shows the number one drivers side, which has three glass port holes.
As to how many port holes existed originally on the number two side, I don't know.
I only have two photos showing a butter box with three port holes, both 1979 era.
All other shots only show two port holes with two grills inbetween.
It is not easy to identify the number one side from any of my photos.
I did possibly think that the number one side might be that with the 1500 volt power cable on the roof above.
The number one end pantograph isolation switch on the roof being above a grill on the side.
But, this appears to not be the case as another photo shows the power cable side with panto isolation switch above no grill.
It was always DIM inside the machinery room, the port holes not providing much natural light.
And, I have nil recollection of how many port holes were on each side.
There would be no alteration to the engineroom machinery that I could think of that would require the removal of a port hole.
I do possess a very brief snipped of video shot inside 4615 in 1993.
Proceeding from the number one cab into the machinery room, but not all the way through to the other end.
The first port hole on the number one side naturally being in the corridor beside the number one end high tension room.
There is one port hole visible on the number two side above the number two compressor in the immediate corner.
There is no corresponding port hole on the number one side upon entry into the machinery room.
A grill exists there.
There is a port hole at the number two end of the machinery room on the number one side.
The cabinets for the resistance fan motor switches and control contacts existing on that wall.
If the loco gets stuck in regenerative brake, you hafta enter the machinery room, climb over the number one compressor.
And, open the cabinet and "play the piano" (tickle the contacts).
My video infers that there are only two port holes on the number one and number two sides of 4615 in 1993.
The other port hole on the number two side being in the corridor adjacent the number two high tension room.
As union cab committee rep, I was only concerned with cab improvements.
But, as I have said earlier, the butter boxes were very modified (electrically) towards the end.
As to when and why the port hole was replaced by a grill on the number one side, I have no idea.
You might be able to contact somebody at the SETS web site to ask.
They would also have a better idea of just how many spare parts were snavelled.
I know that one physical modification was the removal of the wooden footwalk on the roof.
When Butter boxes were used to load coalies at places like Clarence, they could go into resistance overheat.
Crawling along in just a couple notches of series motor combo for a considerable time.
If performing numerous power on and off manipulations of the master controller, the resistance fans can stop.
The fans firing up after one minute when the master controller is placed into a resistance notch.
The fan timing contacts can get stuck.
After a couple of incidents when the wooden footwalk erupted into flames on the roof, due to the heat, they were removed.
Normal running of a resistance locomotive being either in Full Field, or weakfileds, within the desired motor combination.
Notching out of resistance as quickly as train load and gradient will permit.
If the resistance fan warning light remains illuminated you only have five minutes to notch out to Full Field.
Stall attempting to notch out on a steep grade and you only have another 5 minutes of time to notch out before overheat can occur.
I have witnessed one of the eight resistance cooling fans erupt into flames, quite spectacular.
The best fun with a butter box was running Light Engine.
Take a couple of series resistance notches to get mobile and slam the reverser into Series-Parallel.
Holding the controller button in, whip it back to notch 1 to engage second gear.
Quickly take a couple of resistance notches and again slam the reverser into Parallel.
Holding in the button, whip the controller back to notch 1 to engage top gear.
Then notch out of resistance.
You would be hurtling by that stage.
You had to hold on, or get hurled into the cab rear wall.
Just don't let management catch you doing it.
Steve.
Great loco on the short north. Spent a little time on them.
G'day Tater, Yeh a trio of butter boxes trundling over Hawkesbury River bridge did make a good sight. The red, grey and black jumpers were nightmare towards the end of their service.
Steve.
aussiealco I can remember some times under unusual circumstances at Gosford 46 class siding, jumpers were ripped apart when auto couplings not tested during amalgamation. Rumour has it that said broken jumpers are resting beneath Hawkesbury bridge.
@@tatersalad9416 , Yes, I have also heard that yarn and could well believe it. I was always impressed by the pilot crew at Valley Heights in their expert method of amalgamating their 46er with train units, jumpas in and out in a flash. Also a good situation as they then drove the train up the hill. It was a sad day when Valley loco closed. But, them metal head jumpas were a nightmare otherwise. Much the same as the metal head and receptacle jumpas on the Tassiemanian Z and Z class weasels that I had to manipulate. To keep them inserted, cable ties were used. But, the things could still work just loose enough to loose pin contact but not fall out to indicate which jumpa was the drama.
Steve.
How current can be drawn from the catenary?
Even double or triple heading is limited by the maximum current that the line can supply
G'day Steven,
The driver must know the limitations imposed when working trains with multiple electric locomotives. Overhead supply substations are situated approximately every 30 kms. When demand exceeds the maximum supply (5000 amps) and line volts drop below 950 volts, the substation circuit breaker opens. The overload circuit breaker on the locomotives can also trip. Overhead supply in NSW being 1500 v DC. The three classes of NSWR electric locomotives, had three motor combinations; Series, Series-Parallel, and Parallel. With three locomotives working in multiple, Parallel motor combination was not permitted. A four car V set interurban is regarded as one locomotive, and an 8 car V set regarded as two locomotives. When ever a train with three locomotives was climbing the Blue Mountains, another train was not permitted to enter the same substation supply section. This was called a Power Margin. The following train had to wait for 20 minutes. When coal trains went to FOUR locomotives, a power margin was also applied for the descending grade direction due to regenerative brake possibly exceeding the maximum voltage permitted (2050 volts). Drivers were limited to the maximum motor amps permitted either in Series, or Series-Parallel, (parallel only permitted with one or two locomotives) depending upon the particular grade steepness and substation section. Some sub station sections had slightly increased voltage supply. Climbing the 1 in 33 to Katoomba, three locomotives a maximum of 800 amps in Series-Parallel (equal to a total of 4800 amps). Series motor combination, used for starting a train or climbing a steep grade with a heavy train at slow speed, all 6 traction motors are in line, therefore one bank of 6 receiving the amps demanded. Series-Parallel, medium speed, the motors are aligned into two banks of three, the actual amps being twice that demanded. Parallel combination is actually three banks of two motors, for high speed, where the actual amps is three times the demand. Weak Fields permits the motor armature to spin faster than when in full field. Four locomotives were restricted in the use of weakfields within motor combinations of series and series-parallel. Climbing the 1 in 42 from Lithgow to Zig Zag, series full field only was permitted with a maximum motor amps demand of 900 amps. Climbing the 1 in 90 from Zig Zag to Newnes Junction, Series with weakfields was permitted with a maximum of 900 amps demand. From Newnes Junction to Enfield, Series-Parallel Full Field only (no weakfileds) was permitted. To go from resistance to full field, train speed had to be above the minimum permitted. Remaining in resistance too long could overheat the resistance banks. To change gear (motor combination), normally 20 kph to go from Series to Series-Parallel, and 40 kph to go from Series-Parallel to Parallel. Driving electric locomotives was fun, but the driver needed to keep an eye on the line volts and motor amp gauges.
Steve.
@@aussiealco WOW ..... Great explanation .... Too bad I didn't understand it! :)
every now and then a W class tram would go “POCK!” and lose power, from the street you can see arcing reflected off the rails. I think there was a line breaker pedal in the drivers cab.
One day I saw an incident on the Footscray line where a tram driven by an inspector pushed another dead W to the Footscray terminus where men waited who held copper wedges on long poles and stuck them under the tram. I imagined the poles either held open or closed the line breaker.
@aussiealco ThNks for the very informative reply, I for some reason have only just seen it.
It sounds like you really needed to understand a lot more to drive an electric loco than a diesel.
If the line had been 25kv it would have been much simpler as you only need 1/16 of the current for the same power.
I often wonder how much the line voltage varies.
I saw a French video on there huge 1500 dc network and when they raised the pan the voltmeter read 1850v
@@Steven_Rowe On Melbourne’s tram network it was 600v, but when they got new trams it was raised to 750v, apparently they didn’t have to modify anything.
Did the 46 class throttle have any notch’s? it looks like it just slides
25 notches existed for the master controller for powering, 19 resistance notches, notch 20 being full field, and five notches of weakfileds. Changing motor combination after the reverser is moved to the next position, the controller is returned to notch one while holding in the button on the end of the handle. The next motor combination will be engaged and notched out to full field and or weakies. When under motion, it was not necessary to notch out each of the resistance. But when commencing motion on a steep grade, each resistance notch would be selected to ensure that wheel slip does not occur, or excessive motor amps demanded.
I remember the L class had 36 notches, it was a wheel with a handle arising from a cylinderal column.
Great video did you ever drive 85 classes?
G'day,
Yes, I drove all three of the electric loco classes, 46, 85, 86.
The Butter Boxes were a buzz with fully manual controls.
And being able to motor in regen (regenerative brake).
But, they were past their use by date and very uncomfortable.
The 85s were ok, though you had to be wary of the resistance overheat.
The 86ers were fun when working the Silver Streak.
But, did struggle when coalies were increased to 3300 tonne.
Steve.
Rough riding the heater was rubbish the seats were hard l think l still have a key
G'day Robert,
Yes, them butter boxes were past their use by date.
But, I would imagine many a fireman woulda enjoyed swapping a soot belcher for one climbing the big hill.
Motoring in regen was bonzer fun, if you were not in a hurry.
And you could make them take off like a jumbo jet when working LE.
Hold on, or get slammed into the cab rear wall.
Sadly, they were so modified towards the end that no two were identical inside the high tension and engine rooms.
SETS mob would probably like to get that key.
Steve.
had we had 25kv I think electric locos would still be viable.
sad that you simply can't draw as much power on DC as high voltage AC
do like the DC electrics.
last year travelled from Tours to Paris on 1500dc and we did 200kph
I don't think that Mr Bradfield envisaged 4500 tonne coalies working under wire. Had the Maldon Dombarton deviation been completed to 25 kva and then the rest of the smog hollow 1500 dc system been converted, then yes electric traction would be more viable. 8650 had the ability to be converted to 25 kva for test purposes. Europe does provide the benefit to high voltage electric traction. Mr. Bradfield looked to the New York subway for his inspiration. Mind you, I had a tangarbage up to 135 kph one time. SSSHHHSHSHHH.
I don't envy any short blokes who had to drive these beasties. I've sat in the cab of a few myself and at 6'2'' it's fine but any shorter I could see having a visibility problem.
G'day Aiden,
The original "back-slapper" seat in the butter boxes were very uncomfortable.
But, then at the time, most enginemen were accustomed to similar seats on soot belchers.
The ride across the Speedway being so rough, that many blokes stood in the cab.
The Sable replacement seats were a tad more comfortable, but being larger made it awkward to get in and out.
The air ride height adjustment did permit smaller framed blokes to see over the dash.
The butter boxes were a buzz to drive, but had passed their use-by date well and truly.
Steve
@@aussiealco Interesting stuff. You're always a treasure trove of old tales Steve, Cheers.
G’day Aiden,
Were you at Enfield, Broad or Valley ?
I was always amazed at how fast the Valley Heights banker crew were able to amalgamate and detach butter boxes.
The trio of jumpa cables becoming a nightmare towards the end.
I recollect one trip home from Enfield with a trio of butter boxes.
We had relieved the train up at North Box and I had had to go into the machine room for some reason.
With the motor gennies and compressors thumping away, you could not hear anything else.
I emerged to find me driver missing and the dash lit up like Xmas with fault alarms.
Poking me head out of the cab, I heard my driver and the pointcop yelling at me.
GET DOWN, somebody is shooting at us.
They were both hiding in the tall grass near the box.
WHAT, I yelled back.
After a while, they emerged and we then had to discover the reason for the alarms.
In the third unit number two end cab, there was shrapnel all over the floor.
Plus, a black scorch mark emanated on the wall near near the battery box and went up onto the ceiling.
WHAT was that thing, I begged pointing to the remains on the wall.
Me driver also had no idea.
Both of us had not seen what was obviously a high tension coil like it before.
I hate to think what we would have suffered had we been in that loco cab.
But, the explosion was obviously what both my driver and the pointcop had heard.
After thumping reset buttons, the alarms ceased.
We got home ok.
Back at home, I strode into the boffins office to beg questions.
It was apparently some hasty modification which should NOT have been exposed in the cab.
I brought about the ultimate demise of the butter boxes by requesting various cab improvements which management were NOT about to agree to.
YES, they were a buzz to drive, but outmoded and dated.
Steve.
@@aussiealco Nah Steve I'm far too young to have worked out of any of those depots. I'm still in school and railways are just an interest and not my livelihood. All my experience with the butterbox has been within preservation and talking to blokes like you who drove and maintained them. Have crawled over every inch of 27 at Rothbury and sat down in 15 when it was at Junee with a former driver. It amazes me how reliable I've been told they were even in their days of complete obsolesce, a real testament to their quality. Love hearing a good story about the 'old days' from guys like you, You're bloody lucky that loco wasn't leading when that little bushmechanic 'mod' decided to blow up. One mad story I've been told was of an Enfield driver sending his young fireman down to belt the blocked sanding hoses on a pair of 46s using the master train brake lever of all things as they battled upgrade in the rain. Well the bloke dropped the thing and the train crushed it and of cause without the train brakes it would be impossible to get to Valley Heights to get a replacement or even stay stationary on the hill with power off. After a brief moment of sheer panic they of cause remembered they had two locos on and the driver sent him into the trailing unit to get it's lever. Can't even imagine how much of a ribbing they'd get if management found out about that incident, Lucky for them it's long in the past now. Hopefully one day soon we'll see 46s running under the wires again on tours for SETS and the like. They're such characterful sparks.
G'day Aiden,
Ah, the Riot Mob near Branxton, They used to run rail motor trips to Tarana and go to the iconic pub there.
Not seen them doing that for some time.
I know that they have the "Mexican" R class up there for regauging.
The butter boxes have the A7EL brake valve which was fun to play with.
Hit it with the Hammer, was the standard rule when something went wrong.
The train brake valve handle being as heavy as a hammer.
Filling the butter box sand boxes at LMC was a bit of a chore as you had to attack them from underneath the stand with the long hose.
There was one driver at LMC who could mimic the sound of a butter box wheel slipping.
At nite time climbing a hill he would make that sound when you were driving.
Most blokes would quickly tromp the sand pedal with their boot.
Until they realized that it was him making the sound.
Working them LE was fun.
You could quickly take a couple of resistance notches in series.
Slam the reverser into second gear.
Notch back to one to engage.
Whip up a couple of notches, and repeat for top gear.
Then notching out to full field parallel.
You were flying by that stage.
If you didn't hold on, you would get hurled towards the cab rear wall.
And, the body would rise up at the front and then settle back down again.
Steve.
Interesting footage, but some commentary on what was being done when would have been very informative.
G'day Graeme, firstly you see me utilize the air brake, A7EL (manual lapping). The larger handle being the train brake and the smaller handle being the engine brake. To keep the train stretched out during a brake application, you release the engine brakes, otherwise the train coupler slack will bunch up. Manual lapping means you must move the handle into the application zone to achieve the desired brake pipe reduction, then move the handle to the lap position to hold that application. The A7EL brake valve had the problem that with multiple units, the engine brakes can creep back on during the application, so you often need to manipulate the engine brake handle to keep them released. Next, I engage regenerative brake. On less severe grades you can rely on the regen to hold a light load train. You firstly move the regen selector handle to the desired speed notch and then notch the master controller handle out of resistence. You can then slightly adjust the regen handle to achieve the correct brake result. Finally, you see me notch up the master controller in powering when climbing a grade. You quickly notch out in first gear (series motor combination). then move the reversor handle into the second gear (series parallel motor combination), return the master controller to notch 1 (holding in the end button prevents returning to Off) and notch out. With multiple engines, only light loads on slight grades permit using top gear (parallel motor combination). You hafta be careful to not pull the overhead (demand too much amperage from the sub stations). The 46 class had 19 notches of resistence, 20th notch being full field, followed by 5 notches of weak fields. When starting a train on a grade, to prevent resistence overheat, you had to notch out to increase train speed as quickly as possible to permit attaining full field. When motor amps drops below 850 amps take another notch, and so on. Once train speed is between 10 - 15 kph, go for second gear. You really fly when in weakies. There is nothing like working a red set Mountains commuter job on the "speedway" in Sydney during summer with the cab doors open. You held on tight to prevent being thrown out with the train hitting 115 kph. The 46ers were great beasts to drive, but had long past their use-by-date and had consequently suffered ongoing problems. Steve.
+aussiealco Thanks for all this - makes much more sense. Did you notice any difference with the coupling being on the subframe, rather than the main?
G'day Graeme, Yes, the articulated bogie 46 concept proved less stressful on the body than the subsequent 85 and 86 class where the overload coal train stress cracked most of those body frames. And, the 46'er body would rock back and forth upon take-off at speed. Light engine, you could whip a 46'er up through the motor combination gears rapidly. If you didn't hold on, you could be hurled into the cab rear wall. By comparison, tri-bo oddity 8650 (designed to reduce flange wear on the constant Mountains curves) was like riding a boat in rough seas. Regarless, with electric locos you had more to play with than on a diesel with just the basic 8 power nothces. You had to think more about what you were doing on an electric. Had the Maldon-Dombarton bypass actually been completed, and the rest of the metrop system thence converted to 25 kVA, things today would be very different. Ho hum. Steve.
+aussiealco Thanks Steve - I thought the Bo-Bo-Bo would have provided a better ride and better adhesion on the curves. The arrangement seems popular in Italy and Japan, less so than elsewhere. Again, it's a bit of a surprise to hear that an electric gave you more to think about than a diesel. My reaction would have been the opposite. A salesman at Bunnings today does some volunteer work with the Canberra Rail Museum, and was involved in the restoration of 6029. One of life's coincidences.
Graeme Durie I