Train Simulator 2018: Woodhead Electric Railway in Blue Class 76 First Look

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[@composerinoxford]

Dad would've loved this simulation. He was the young engineer who helped Gresley from 1936 with his final locomotive design: LNER no. 6701. Soon after WWII he was in charge of its trials in the UK and Netherlands. His highly detailed handwritten logs were sold in 2001 at the same auction as Eddie Johnson's book 'Woodhead: The Electric Railway' was launched, 60 years after 6701 was completed

[@omnicity43]

Just to let you know, you aren’t actually using the Paralell notches. When you change the combination lever to Paralell, knock the throttle lever back to notch 1, leave it for about 5 seconds, you will hear a click and you will notice the ammeter needle will increase, now the locomotive is in parallel. You will also now find that you don’t need to press the little button to get into the weak field notches. Love your videos 👍🏽

[@caVemAn-eu]

12:20 Here's what I finally found on the weight transfer: ...it is also possible to weaken the fields of the motors on the lead axles on each bogie (via the weight transfer switch) to reduce the likelihood of the lead axles slipping while accelerating ... this is a fairly unusual trait of the 76’s due to the unique way the bogies are designed; while there is a load on the drawbar (which gets naturally worse during acceleration), weight is transferred off the lead axle and onto the rear axle on each bogie, meaning the lead axles are much more likely to slip.

[@johngresty5063]

Having all your marker lights lit means you are on a royal train working. Thinks: her maj now needs a bath!

[@davidstrains4910]

Brilliant I love the look of the woodhead electrics

[@lauriecooper8194]

Great video Alan, thanks. I tried driving the 76-bx straight out of the box - total disaster! However, with the help of your excellent video & peoples comments I think I might stand a chance of getting it right next time. I'll watch it through a few times & write down some notes. A steep learning curve but very enjoyable.

[@laszlofyre845]

BTW, weight transfer was simply a reduction of current to leading bogie motors (brain fart---axles!), when switch was on. This would be the leading cab in direction of travel, obtained by cab control switch being on. This made wheel slip less likely on leading bogie, the extra current going to the rear bogie where it would do more good. The class 90 has auto weight tranfer, and the difference in motor current can be seen on the gauges. On a 76, driver experience was considered more useful. I note that the desk indicator lights are 2 of 3 permanently on- not correct. one is if the resistors are overheated, in which case back off or get notched up to full or weak field and allow to cool, the right hand (red) one is for the 'line switch' which closes to connect line volts to traction circuit and would flash once on taking N1, one other light (forget which) would be steady green when weight transfer was on. think the other was for SMG/exciter fail. Hard to take in perhaps but boots in cab, so much easier as I have said. Very rewarding to drive well, most satisfying. Everything I encountered afterwards being plug'n'play! (Mug mode, lol). There we go! It's now 40 years since closure and I still recall all this, but don't know what I had for tea yesterday!!

[@Spanderson99]

I got the route myself after seeing this video, I loved the original 76 and this one takes it to a whole new level! Im not sure if you noticed this, but Im pretty sure you did not transition from Series to Parallel correctly. I believe the correct procedure is to notch up to full Series, flip the switch to parallel, shut off power, then move the controller to the first notch until you hear a click and see the amps increase. You need to do this any time you shut off power in series. Otherwise, the loco will remain in paralell as it did in this video. The level of detail in this pack is incredible, it’s just a shame that the manual is so sparse!

[@laszlofyre845]

Actually, transition from series to parallel would be- nothch up to FF series, and.or weak field if required, set combo lever to Parallel, push button on controller which allowed controller to be (not too quickly) returned to notch 1, whereupon transition will take place. Then notch up in parallel as required using up to FF or WF 1to4 as needed to maintain speed. It was not necessary to return to OFF between series and parallel (this is on the real thing). Also, the clearcall is nothing but a comms device between train loco and banker. note too that the loco needs the supply MG and exciter MG to work the regen brakes when the time comes! I don't remember now if the loco would move if they were not on- its been a while since I had hands on!

[@inkyscrolls5193]

15:58 D.A. valve query: The 'D.A.' part stands for 'direct admission'.

[@rickygalle1053]

please do also some longer scenarios on woodhead line, i absolutely love it!

[@mickd6942]

Thought clear call was the system that allowed the driver of the front locos to talk to the driver of the rear banking locos via the overhead wire( hence the microphone on the left below the window, on the real thing you would be going at little over walking pace up the bank from wombwell with four locos and thirty haa's also nothing else was allowed to be in section between wombwell main and west silkstone junction such was the current draw of a banked train on starting

[@laszlofyre845]

Bang on, that man. There was a PTT foot button to be pressed when speaking, and released when receiving. I had a mic off one of these back when CB radio was hot, late 70's, which I never used on a radio after all!

[@crazygecko5385]

Not the first time something important is left out of the manual and won't be the last :P

[@laszlofyre845]

Bit late to the party here,but.... The clearcall was ONLY a voice intercom between train locos on the front and bank locos on the back, and would only increase power (in theory!) if you asked the bank engine driver to do so. The reverse being the case if adverse signals were met, (clearcall cab 1 to 4 selected, press 'call' button and speak to banker driver when (if- they answer! most drivers still used whistle codes, or nothing at all as they all knew how to cope with climbing the bank and didn't really need to call out every move to each other, just behave as usual) ''driver to banker-reduce power Kendall Green back un is on'' etc.) power change from the back was needed, or the bankers would climb over you if digging in! In practice, easy to drive- in a sim, not so much. Keyboard mither sees to that. Also, FWIW, you do NOT put the auto brake into release against spring lever pressure on any air brake loco, that is for overcharging the ATP after a brake test only, to ensure full brake release by equalising the brake distributor pressures (bit techy I know, but......), to prevent brake drag. Anyone needs info, on 76, just comment.

[@johnm2012]

I'm even later to the party. So you've actually driven one of these machines for real? Respect. I'm trying to get to grips with the series vs. parallel control. Once in parallel does it stay there until you select series or does it automatically revert to series whenever you notch back all the way to zero?

[@laszlofyre845]

@@johnm2012 Hi John= you could, once in parallel, keep the power controller where it was (as long as above notch 1), put the series/para lever back to series, and it would stay in parallel until you hit power off again, then it would revert to series. Yep I drove these on and off for the last 3 years of their lives. Miss em!

[@ozdazz]

Good video

[@johnking9859]

Hi..just bought the route and enjoying it..love your videos..one problem i cant seem to solve..i heard you mention a switch for the flash on pantograph..i cant see it anywhere..ive tried ctrl.shift..y as it suggests..any advice appreciated as i love that effect on electric locos..my settings are high with dynamic lighting..thanks

[@chrisgoddard1855]

Thanks - so much not covered in the manual -perhaps that is why I cannot meet the timings!

[@francisboyle1739]

I think the reason for that is probably that you've switched back to series. (Tripping the breaker of merely setting the throttle to off will do it.) If you're only pulling around 200 amps at max throttle you're in series. You need to be pulling something like 700 amps all the way or more or you'll be late. It's pretty frustrating that these things are not in the manual and you have to work themselves out for yourself.

[@davidreid7552]

Where do I find Manuals for these?

[@GWRProductions-kg9pt]

2:48 HAA's are air braked

[@malkymac7258]

This explains how a DA Valve on Vacuum brakes works - www.railcar.co.uk/technology/brakes/?page=direct-admission-valve

[@TheStig-ko7ik]

Not exactly fast is it. 😲

[@ChangesOneTim]

No - but then that usually depends on the type of wagons being hauled.

[@laszlofyre845]

But demanding and unforgiving of idiots. I have been there in real life and still get embarrassed by my cock ups on 76's.

[@sourotonuroy6739]

Don't give your personal information only play this game

[@AlanThomsonsim]

What bit were you not happy with mate?