Life on the Hunter Heavies...

Trenton · Posted: Sun Aug 03, 2008 10:12 am

A good read there KRviator. Cheers mate

Termite · Posted: Sun Aug 03, 2008 10:35 pm

How could I be jealous 'of not getting in first' when I don't feel any need in glorifying myself about the job I do.

As for the person whose criticism was about spelling, if that's the best you got, then it sucks to be you!

However, the same person did also suggest respect in the job, that's a massive thing in any job to have the respect of your workmates. KR, what was written was advice, so you don't want to make friends, but to atleast gain the respect of your workmates makes a huge difference, the truth is currently your workmates are laughing. That's the truth, there is no malice intended.

Say what you want about me, I don't lose sleep at night worried what you're thinking....

coachdriver · Posted: Mon Aug 04, 2008 8:05 am

broy · Posted: Wed Aug 06, 2008 11:24 am

Rob

1 tip with the speed master don't notch up or down when it's in or sand let the loco find it's feet, Use the speed masters up and down speed control, we have his problem a lot at Tahmoor when its wet, and thats what i have found to work best, So if loading at 0.6 give it 5 notch then move it up to 1.2 on the speed setting this will take out the wheelslip then move it back to 0.6 just keep doing that,But our trains are not as long, And we start to load as the train brake comes off to keep it all strechted, What can happen as the brakes come off your speed will go up down as the slack is taken up,we get this at Clarence.

Oops,tips,Mentor need a pay rise....
Idea

Broy

KRviator · Posted: Wed Aug 06, 2008 11:59 am

Thanks Broy... Our DT here said a similar thing, but if that doesn't work, then to start notching up as the system can apparently start farting around if you don't give it enough power to play with.

4426_No_2_end · Posted: Wed Aug 06, 2008 12:16 pm

See now everyone is learning something about playing with the speedmaster control Very Happy

Broy does it also happen when you have the Loco's in Distributed Power (Push - Pull) mode on the Tahmoor runs?

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broy · Posted: Wed Aug 06, 2008 1:45 pm

broy · Posted: Wed Aug 06, 2008 1:51 pm

KRviator · Posted: Wed Aug 06, 2008 1:53 pm

So your Southern Coal Mentors get paid for it, but up here they're refusing to pay them?

And they wonder why they are running out of qualified crews up here... Rolling Eyes

Trainee Driver, Pacific National

Comments made are strictly the opinion of the author and do not reflect the opinions of the ADF, Pacific National, Freight Australia or the Boy Scouts of Antartica.

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broy · Posted: Wed Aug 06, 2008 2:01 pm

Yes makes you wonder why it can happen in one place not the other

Broy

ShowMeTheMoney · Posted: Thu Aug 07, 2008 12:42 am

I hear Enfield has 6 trainee drivers (over 5 years in training so far) and 8 Mentors/DTs!

WTF is going on there????????

4426_No_2_end · Posted: Thu Aug 07, 2008 12:53 am

KRviator · Posted: Thu Aug 07, 2008 2:05 am

That's the ones, 4426...

A "B" Wagon is a wagon (funnily enough ( Rolling Eyes

)) that is capable of having the brakes applied from the #3 "Control" pipe from the locomotive, in addition to the normal BP pressure reduction. Effectively, the wagon brakes are applied whenever the locomotive brakes are applied. So far as I'm aware, only the NHFF/NHSH series are defined as "B" wagon's in as much as having the "B" on the sides, but most, if not all, later wagons are capable of such operation.

The logic behind this is, generally, when stopped a Driver will release the trainbrake and allow the train to stand with the Locomotive brakes only applied. On the bigger & heavier coalies, the loco brakes themselves are not sufficient to hold the train on some grades & to avoid having the long recharge time for the trainbrake, they fitted some wagons with a means to have the brakes applied with pressure from the #3 pipe. Thus giving greater holding power without the long recharge time of the traditional brakes.

Loco's without a pressure maintaining brake valve are not permitted to stand with the trainbrake applied for periods longer than 10 minutes. This is due to the BV not being able to maintain pressure in the BP, the BP could then fall to zero and the brakes would eventually release. With relay-braked wagon's, by maintaining the initial pressure reduction in the BP, the brakes will stay applied indefinitely. In theory.

NSWRollingstock shows a good photo of the leading end of a YH pack. Looking closely you can see the #3 pipe in the middle of the walkway on an inverted L shaped bracket.

Trainee Driver, Pacific National

Comments made are strictly the opinion of the author and do not reflect the opinions of the ADF, Pacific National, Freight Australia or the Boy Scouts of Antartica.

My fotopic gallery: http://KRviator.fotopic.net

4426_No_2_end · Posted: Thu Aug 07, 2008 2:42 am

Seems like a handy apparatus to have on any type of train as a back up of sorts.

Can this be used if the train brake is cactus say at the last 5 wagons due to a fault whether it be a broken air hose and no replacements are available as you already checked the last wagon and the bugger at the end is already busted and not replaced (I wont laugh as I have known it to happen) however the rear tap is closed and you have bled the air out of the wagons behind the busted train brake air hose, would you be able to use this locomotive air braking or would you be bunching the wagons up?

If your confused dont worry.....

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ShowMeTheMoney · Posted: Thu Aug 07, 2008 9:27 am