I have created this thread to continue the discussion of NSW electric locomotives.
I have managed to unearth my WET (Working of Electric Trains) book amongst the clutter.
In regard to the number of pantographs raised;
When running Light Engine, for one and up to three units, Only ONE pan is to be raised anywhere on the network.
Single unit working a train anywhere on the Main Line network, Both pans to be raised.
Two units working a train;
I pan per unit within the Metrop (subsequently inner metrop region).
Train speed below 90 kph; Both pans between; Nepean River (Penrith) and Lithgow; Rhodes and Gosford; Liverpool and Glenlee.
Train speed above 90 kph; One pan between Rhodes and Gosford; Liverpool and Glenlee.
Train speed above 90 kph not permitted between Nepean River and Lithgow.
Three units working a train;
One pan within the Metrop; Rhodes and Gosford; Liverpool and Glenlee; Katoomba and Lithgow.
Both pans between Nepean River and Katoomba; and on the UP, between Lithgow and Newnes Junction.
For THREE units in multiple, Parallel motor combination shall not be operated.
The date of my WET book is prior to the introduction of the 85 and 86 class, so would only refer to the 46 class.
However, my Western WTT dated 1985 refers to the WET book Regulation 5 pages 173 / 174.
Plus, my Metropolitan WTT dated 1987 also refers to the WET book Regulation 5 pages 173 / 174.
I presume that WET Regulation 5 remained as detailed in my copy.
The 1987 WTT also stipulates that the load for THREE electric units working between the Metrop and Gosford may only be that as tabled for TWO units.
In regards to LOADS for electric locomotives;
For the City Underground, no distinction is made as to specific class.
The maximum load of 615 tonne is permitted, except for Central to North Sydney being 410 tonne (1 in 30 grade onto The Coathanger).
A single 46 class may haul a maximum load of;
615 tonne to Cowan;
410 tonne from Valley Heights to Katoomba (715 tonne when assisted) (765 tonne if train length reduced from equal to 60 down to 45 and assisted).
560 tonne from Lithgow to Zig Zag (615 tonne if train length is reduced from equal to 70 to 60).
The equal to length being in four wheel S truck equivalents.
A single 85 / 86 class may haul a maximum load of;
800 tonne between Enfield and Cowan;
600 tonne from Valley Heights to Katoomba (1000 tonne if assisted by a single 46 class) (1200 tonne if assisted by two 46 class or one 85/86 class).
765 tonne from Lithgow to Zig Zag.
Subsequent ROVA MECH telegrams permitted the operation of train loads in excess of that stipulated under the WTTs.
Those Rova Mechs also stipulating the maximum traction amps and motor combinations permitted.
The first dated Rova Mech that I can unearth that details the working of a coalie from Lithgow with Quad units is 22nd july 1987.
This was purely for test purposes and details the train load of being 31 NHFF / NHJF type coal hoppers.
This test permitted the train WB7178 to be worked by TWO 86 class plus TWO 85 class assisting on the front to Mount Victoria.
Motor combination restricted to SERIES and ONE pantograph only to be raised per unit.
Both the train units plus assist units being manned.
The train continuing from Mount Victoria with the two 86 class.
I also possess a Rova Mech dated 23 Nov 1991 detailing the working of train 8331 by THREE 86 class.
A train load of 1572 tonne with 28 bogie vehicles.
Granville to Emu Plains; either Parallel to a Max of 400 amps, OR Series Parallel to a Max of 600 amps permitted.
Emu to Valley Heights; either Parallel to a Max of 550 amps, OR Series Parallel to a Max of 800 amps permitted.
Valley to Katoomba; Series Parallel to a Max of 800 amps, Reduced to 725 amps between Wentworth Falls and Leura.
Katoomba to Lithgow; either Parallel to a Max of 500 amps, OR Series Parallel to a Max of 750 amps permitted.
Reducing amps (not specified) between 136.0 km and 137.0 km due to low substation output.
Should the temperature exceed 30C then Valley to Katoomba only Series with weakfields combination permitted.
A power margin of 20 minutes must apply between multiple unit trains.
My 1985 Western WTT only stipulates a load for Single or Double 85 / 86 class units.
With the exception of trains being assisted from Lithgow to Zig Zag; Bell or Mount Victoria.
And trains assisted from Valley Heights to Katoomba.
Rova Mech dated 31st Oct 1997 permits the TRIAL over two months for coalies with 33 hoppers working between Port Kembla and Baal Bone.
Lithgow to Zig Zag, Two train units with Two assist units 85 / 86 class.
Zig Zag to Enfield, Two train units.
Enfield to Waterfall, Two train units with Two assist units.
Waterfall to Port Kembla, Two train units.
No traction amp restrictions are stipulated, but would comply with those earler detailed.
I remember that when coalies were increased to 33 hoppers, some dramas occurred when being assisted on the front to Zig Zag.
The assist units detached at signal 93.6 (Zig Zag UP Starter), to cross over to the Down Main.
With a large portion of the coalie still sitting on the 1 in 42 grade, many trains struggled to get mobile.
Banking did not resolve the situation as the train was still required to stop at signal 93.6 to permit the bankers to detach.
Hence, after some numerous trials, a system of NON Air banking was developed expressly for Zig Zag.
A chain was attached to the bank locos which held the auto knuckle coupler lift bar raised.
This prevented the banker auto knuckle from locking shut.
The train tail light marker had to be relocated to prevent being crushed.
But, after some fell out en route, an adapter bracket was designed to elevate the tail light sufficiently above the couplers.
The bankers would approach the train in Lithgow and ensure that the coupler did not lock shut.
When the train was granted permission to depart, the Bankers had to power up first to ensure remaining in contact.
Upon passing signal 93.8, the Bankers would shut off power to permit the train to continue without stopping.
The Train units taking second gear (Series Parallel) after also passing signal 93.8 while still being banked.
The Bankers would then slam on the brakes to stop at signal 93.6 to await the train to clear the overlap for signal 93.6.
If for some reason, the bankers did not break free from the train, they had to continue with the train to Mount Victoria.
After some initial hiccups, this method did succeed and was employed until through working by Quad units was introduced.
I don't remember ever seeing a Rova Mech, or Rova Safe being issued which granted permission for this NON air method.
Some time ago, I made diagrams for the controls of the 46 and 86 class.
Basic, but should explain the details.Steve.