Locomotive Multiple Working

[D365]

RHTT consists have the necessary control wiring to enable top-and-tail working for Class 66 or Class 56. Is that what is being said?

 

[wickham]

RHTT consists have the necessary control wiring to enable top-and-tail working for Class 66 or Class 56. Is that what is being said?

I wonder if all the RHTT sets are wired up the same or are different sets wired up for different types of loco depending upon where they are allocated, on the Southern Class 73s are often used out of Tonbridge for instance.

 

[Taunton]

The Scottish MGR trains from Ayrshire collieries to Longannet power station in Fife in the 1970s had two Class 20 for haulage, and may have had a banker as needed, which would just be a normal banker arrangement. They came right through the middle of Glasgow, and on the 1 in 50 climb up from Bellgrove through Springburn to Cowlairs the two locos would be down to near-walking pace, flat out. I suspected that they would be signalled straight out onto the main line at Cowlairs regardless of impact on others, for once stopped they would probably need a banker sent out to get going again. They really did seem overloaded for the gradients and the traction provided. When they passed where I happened to be working there for a while, they were a notable midday distraction.

Despite being fully electrified, there were also bankers for both sides of Beattock, on the Glasgow to Carlisle main line, which at this time were further multipled pairs of Class 20s.

If you wanted largest formations at this time the MGR trains from Wath yard westbound to Woodhead, and ultimately Fidlers Ferry power station near Widnes, these had four electric locos, two hauling at the front and two banking at the rear. Given the voltage was only 1500V DC, the current draw at the substation must have been huge.

 

[norbitonflyer]

I've driven the RHTT services using 66s for a number of years. Both locos do provide power however I normally isolate the lead loco and have the rear push me for a quieter ride.

Also means the loco is having the advantage of the freshly treated rail!

 

[strimmer]

On 5th May 1988 33113, 4-TC 8015 with 4-VEPs 3049 and 3016 worked 1V18 18:10 Waterloo - Yeovil Junction / Bournemouth.
At Basingstoke the train divided, with the 33/1 and TC going forward to Yeovil Junction. The 8-VEP formed 2B53 to Bournemouth.
On 22nd August 1988 4-TC 8007 with 33113 propelling, worked 1O47 08:39 Yeovil Junction - Waterloo. At Salisbury they were attached to an unidentified 4-TC with 33106 leading. This went forward as the 09:35 Salisbury - Waterloo, with a loco at front and rear, with both under power. Both these working were regular at the time.

 

[Acathater]

On 5th May 1988 33113, 4-TC 8015 with 4-VEPs 3049 and 3016 worked 1V18 18:10 Waterloo - Yeovil Junction / Bournemouth.
At Basingstoke the train divided, with the 33/1 and TC going forward to Yeovil Junction. The 8-VEP formed 2B53 to Bournemouth.
On 22nd August 1988 4-TC 8007 with 33113 propelling, worked 1O47 08:39 Yeovil Junction - Waterloo. At Salisbury they were attached to an unidentified 4-TC with 33106 leading. This went forward as the 09:35 Salisbury - Waterloo, with a loco at front and rear, with both under power. Both these working were regular at the time.

Just as an aside from this, the 33/TC/VEP/VEP combination was regular on that ~5pm departure from Waterloo.
However on a couple of occasions while on a Waterloo-Exeter train we overtook a down 73/TC/VEP/VEP combination with the 73 running on diesel. I've no idea what that was about, seems unlikely both would be heading to Exeter