Life on the Hunter Heavies...

KRviator · Posted: Tue Sep 30, 2008 7:25 am

Today's shift:

Rostered 2120 last night for a Hunter Valley train. Pack the tucker box, watch Top Gear Australia (Very unimpressed I am too, mind you) and head off. Since the KRviatrix wants to take the new Patrol to work to show it off, and I couldn't be bothered riding the bike, so I take her Hyundai.

Pull into the carpark, a quick stop at the locker to grab some gear and meet my Driver in the signon room a few minutes before our rostered time. The ZONA clerk advises our train has been "blown out" or cancelled, and we're now going to be doing Local Relief, probably an inbound Hunter Valley train, but go relax in the mealroom for a while until we know for sure.

So we retire to the mealroom, and spend an hour with a couple of other drivers there who are doing the 92 Class ground instruction. Naturally conversation centres around the new loco's for a while, seat placement, the functions available on the screens, radio fitout, location of the dunny and a few other topics besides.

Eventually the ZONA pokes his head around the corner and summons us to actually do something productive. We're issued a set of car keys, and with our personal gear and a crew bag in tow, we head out to the carpark to find one of the fleet of Ford Territory's they've got here at Port Waratah.

There's a bit of a crackdown on at the moment about filling in the running sheet, as the rumour mill has stories of certain people about to lose licences because of speeding fines where they can't identify the driver of the car. So while the cars warming up we sign off the previous entry and fill out our details.

Heading out of the carpark, we swing right onto Industrial Drive and after stopping for fuel at Hexham, continu northwards, checking back with the ZONA clerk passing through Branxton to get an update on where the train is. After conferring with the Middle Hunter control officer at Broadmeadow we're told to effect relief at Singleton. So we continue on, and arrive a few minutes before the train. Being bored and inqusitive I poke around the station, having a look-see in the traffic room and generally trying to find the key for the station toilet. Embarassed

Unsuccessfully, I retreat back to our bags as the train arrives, and after a short potty break, I'm installed in the left seat for the run back to Kooragang. With the brakes released on the train, the Independent brake is released and one notch of power is brought in, to let the train gently stretch out while the "B" trucks brakes release.

As the gentle jerking of the train stretching dies away more power is applied until were finally in 8 notch for a combined total of 12,000HP burning around 2,000 Litres of fuel an hour. Power is left in 8 Notch as there is a speedboard not far out of Singleton that allows the heavy coal trains, those with the 120-tonne wagons to run at 80kph instead of the normal 60kph. Reason behind this is just south of Singleton is Minimbah Bank, a 1:80 ascent for about 3 miles and it gives you more of a runup.

Passing through Whittingham the horn gets a workout to ensure some early-rising soldier is going to stop at the crossing gates and again as we get closer. The good book says 4 seconds on approach and a further 1 second prior to entering the crossing. And as the horn use is recorded onthe datalogger it pays to do it right.

The track drops away slightly from the gates at Whittingham to the base of Minimbah and power is reduced to 7 notch as we're touching on 80kph. Rounding the curve we can now clearly see the "tonnage signal" even though it was easily visible before passing through Whittingham, such is the terrain coupled with the darkness. The rules governing such signals are simply that trains with mroe than 75% of the published load of the loco's pulling them must wait until at least a certain aspect is shown. In this case it's a Medium indication , but as we've got green lights we're fine to go. This is why you may sometimes see a train waiting at signals even though they are showing a proceed aspect.

As we reach the base of Minimbah the horn is used again for a small farm crossing and 8 notch is brought back in to maintain precious momentum up the hill. Tonight we seem to have a light train or good engines as we're still going 60kph as we pass under the Golden Highway overpass. From memory we're usually down below 50 here.

As we crest over the hill power is gradually reduced until we're in two notch and that's where I leave it. Normally I'd use Dynamic brake down towards Belford but I've been practising using the airbrake only lately to try to perfect timing the release. Last trip I screwed it up in a big way and had to use full dynamic while going uphill through Belford to stop the train going over the now-normal 60kph speed. Embarassed

Today was somewhat better, but not great and I still only manage 55kph going back up the other side of the dip.

Again , over the top, power is reduced and we hear the recorded message from the hotbox detector at Belford report "No defects". Having never heard it say anything other than this, I presume it will tell me to stop if it detects an abnormally warm or hot axlebox bearing on the train. I have heard Sydenham Signalbox in Sydney stop a train to report a "hotbox on axle 5". The bemused tone was clearly evident in the crews reply that "Axle 5 is on the engine and just fine" after a quiock check.

Topping over the hill power is brought back to two notch again and the brakes applied, and released as we near the bottom of the hill. Power is then brought back in to drag the train through Branxton station, still running under Green signals. At the bottom of the Branxton dip, full power is applied, and maintained until we top over at Allandale, as I'm doing under the "required" 55kph into Greta so I don't have to back off. The slight dip through Greta Station results in a 5-6kph increase in speed if you leave the power at 8notch, so if you're only doing 53-55, you won't run over the 60kph limit and can leave the throttle where it is.

Anyway, power comes back to two notch after Allandale, and I practise "cyclic braking" down the hill through Lochinvar and towards the location of Farley. This is nothing more than applying and releasing the brakes, as opposed to a "balance braking" approach where you try to get just the right amount of brake force that you neither speed up or slow down.

Approaching Maitland, I release the brakes for the final time and introduce Dynamic brake as that provides finer control for he approach to the 50kph speedboard in Maitland Yard and is easier to release once on speed. Passing the 50 board dead on 50, dynamic is selected to Set-Up, then Idle, and finally power is brought back in to one and then two notch to hold the train speed at 50.

Setting the counter as we pass the 80kph board power is gradually increased to maintain the 50kph speed and as the red numbers increase towards 145, for our 1445m long train power is applied to bring the speed back up to 60. Passing East Maitland and then Victoria Street, power is reduced back to two notch with me aiming for about 55kph through Vic St as that "should" allow me to bottom our at Metford and run over the hill at Thornton without touching the brakes or throttle. In this case it doesn't quite work and I nudge 61 briefly before we start heading uphill, having got an annoying shove from the train as it caught up to the slower locos. I thought 2 notch would be enough to prevent that. Obviously not. Ah well,I'm still learnining.

Topping over Thornton at about 30kph dynamic is brought in to allow the train to bunch on on the locos and provide a nice gentle slowing for the restrictive signal we see over the hill at Beresfield. Even though we've got 3 or 4 green signals between us and the first "flasher" I'm paranoid and not confident enough to go right up to it at track speed, so start slowing well before we pass it, still showing it's Medium indication.

Passing it's associated Caution indication at "The Oak" and with the speed not far about a jogging pace power is lightly applied to stretch out the train and as the locos run out, the signal at "The Airfield" or "Smithy's" cleares to another Medium. I've never understood why, but along the Hexham flats you can get 5 or 6 continous Medium indications. 4 notch is all I select and the train gradually accelerates to about 30kph, as we pass a company train on the Down Coal road.

Approaching Sandgate we're greeted with a Caution at the flyover and remarking that I've never had to stop adjacent the station we pass underneath the Main North line and as we straighten up, now on the opposite side, the signal clears to a caution, then full clear aspect allowing us to go at least as far as the Hunter River Bridge.

Rounding the curve onto the Koorgang Branch power is brought in to 4/5 notch as it's uphill and a tight curve, resulting in quite a considerable amount of extra friction from the "stringlining" effect of the flanges against the inside rail.

Crossing the bridge we get a caution indication on the far side and a stop indication on signal K1. Hardly unusual but it clears to another Caution and we go as far as signal K3. Here we sit and after a brief discussion with the ZONA clerk, we're relieved after a short wait to go out and get another train, this time a Camberwell whose crew is presumably on long hours.

We relieve him at the Mitland Road overpass at the beginning of the branch and get clear signals with a briefpause at K3 again. Hearing there's been a derailment in Kooragang's depparture roads we creep down towards signal K9 and note a quad of engines sitting near building known as the Greenhouse. 8138 is most asssuredly derailed, all wheels #1 bogey, though not foul of the arrival road, so a couple of quick pops of the horn to warn any staff and we creep past to a ground signal near the arrival road weighbridge.

Seeing the rear end of a train ahead, we think it's the HV train we brought in earlier, we presume he's still on the track circuit for the points, preventing the Area Controller at Broadmeadow from clearing K31 signal. A quick call confirms this and the friendly chap on the board tonight even offers to call us back before he clears the signal as a heads up. this is duly done and I engage speedmaster at 9.9kph to tke us along #3 arrival road towards the dump station.

We finaly arrive at Bin 1 and stop short of the red light. As my mate hops down to check the fuels, I refill the water bottle and pull the blinds down to reduce the glare from the floodlights. After a longhish wait we're told we're to be relieved and that we're to sit on the derailed loco's while the crew involved undergoes the relevant post-incident testing.

We're on there for all of 10 minutes when the ZONA clerk calls us to ask if the crewcar is still there. Poking my head outside I reply it's not and we tells us that he'll send a driver to return us to Port. Curious as to who took our car, my Driver walks back to discover it right where we left it. Just around the corner of the building. I was sure it would have been visible from the loco, but it wasn't, so a somewhat sheepish call is made by me to the ZONA telling him I screwed up and our car is here and all's well.

After returning our gear and the car keys we sign off just as the suns coming up. Noting with displeasure I'm still DFP'd tomorrow, I head outside and notice RL305 & RL306 coming into Port Waratah with a container job. The photo's on the phone don't turn out so I reteat to the interior of the Hyundai and head home, stopping to refuel at Hexham.

As it's only around 0630 when I get home I figure it's a good a time as any to clear some reports on RP, and generally bum around until the KRviatrix is awake. And now she is, I'm off to "enjoy her company" before I go to bed for the day... Cool

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

PI_Dash_9 · Posted: Thu Oct 02, 2008 2:24 am

Tooo-oooot, you sure make this train driving thing sound like a pretty damn technological, exciting caper. After 23 years, I am afraid I don't share your enthusiasm anymore. I do still enjoy it and still learn new things about driving trains regularly though.

How big are these "hunter heavies", length, weight, number of locos etc? The place where I work at the moment the trains are pretty big and heavy.

You are a very clever writer, you have these gunzells on the edge of their seats, hanging on every word. Keep up the good work. Smile

KRviator · Posted: Thu Oct 02, 2008 9:26 am

PI_Dash_9 · Posted: Thu Oct 02, 2008 11:17 am

1500 mtrs and 11,000 tonnes with headend power is still a pretty big train, it certainly is no toy, big enough to turn round and bite you if not treated right.

Sure our trains over here are pretty big 2500 mtrs and 30,000 tonnes headend, however I reckon mine would be easier to drive than yours. We have some things that make life easier for us; like a digital signaling system that is displayed on the screen in the cab. I know what my signals are for the next two sections in advance. And then if I still stuff it up I have a full ATP system that will take over and stop the train.

You just have to be a little gentle with these or they tend to break into two or three pieces. I can't release the brakes unless I am in full dynamic or stopped. If I make a brake application while in power I have to stop before releasing or the front half of the train with releasing brakes will try to run away from the rear half with brakes still not released and break in two.

I hope you continue to enjoy your job for a long time to come, keep going with this thread as it gives those on the outside an insight into the highs and lows, the irregular shift patterns and the intensive training that all makes up our chosen profession.

One bit of advice, try not to take the job home with you. Home is a place for your wife, family and friends.

PI_Dash_9 · Posted: Sat Nov 29, 2008 11:36 am

Hey KRviator, everyone is hanging out for your next installment. I hope you haven't stopped posting on this thread because of something that I said? If I offended you I am sorry as that was not my intention. I was enjoying reading your posts as your skills as a Driver progressed, as I am sure a lot of others were as well.

So pull your finger out and get typing Very Happy

BFCYU · Posted: Sat Nov 29, 2008 2:46 pm

G/DAY KRviator;

Waiting too mate.

We are ALL EARS here. Smile

4458; Feb 1961 (same D.O.B.'s)
and we are both still alive
(sort of !!)

Botany Freight Corp Yes Utopia.

TTDWannabe · Posted: Sat Nov 29, 2008 9:15 pm

Yes KRviator. I do hope you can continue sharing your experiences.

I would also be grateful if you or others could share their methods of learning roads (Signal Locations/Id, Power on Power off points, Braking points etc

Keep up the good work

Sometimes life is about doing things that we don't want to do.

tomohawk · Posted: Sun Nov 30, 2008 1:34 am

Well KRviator, it does somewhat demean my exploits learning to drive EMUs around suburban Melbourne, doesn't it! LOL

Via the City Loop.

Any opinions expressed in the above post are my own, and my own only, given without endorsement nor support of my employer, unless otherwise advised.

Termite · Posted: Sun Nov 30, 2008 1:20 pm

KRviator · Posted: Mon Dec 01, 2008 11:13 am

Apologies chaps. Life's been pretty boring at work of late. Nothing of note to report that is any different from what I've written before.

But here's yesterday's job anyay.

Rostered for a 1250 start for Relief. Basically going out to get any trains that have the crew on long hours. My rostered Driver's gone sick, so I'm paired with another Driver from a Warkwarth job as we're both 92 Class qualified, although it's our first trip on one on the mainline.

Sign for our gear, a bit of banter in the signon room with another crew and the now-driverless bloke from the Warkwarth train and we're given a set of keys for one of the Territory's. A new procedure says we now have to sign out the individual vehicle (to guard against wayward speeding fines arriving weeks later) so that's duly done and we wander out to load our gear and head off.

A Brief stop in the carpark so I can get my 92 Class manual from the 4wd and we're on the road heading up the Valley. Last information we have is the train is still loading in the mine, so we're told to check back passing Singleton. Moderate rainfall has made things a littel slippery and everyone is taking it easy today, so it's well over an hour before we get into Singo.

A brief stop off at the local Macca's allows yours truly to get a slushie and burger, as I haven't eaten today, while in the meantime, we've heard back from the train they there sitting at the Starting signal, expecting to leave at 1510. We leave Singleton around 1435 and make good time on the now-dry roads past Newdell Junction, the Antiene turnoff and finally arrive at the mine to see the crew waiting for us.

As we climb on board the loco, the signal's cleared so, with me installed in the left seat, we release the trainbrake and select Dynamic brake. Being a 92 Class, the counter is intergrated into the IFD screen, so with a few keypresses, we've confirmed our train length, and selected the countdown function, so we'll know when the train had cleared the 25Kph resptriction over the points.

As the flowmeter drops below the 1000L/min mark, the independent brake is released and the train pushes us down the hill towards the mainline and home.

Drayton's mine is the steepest grade in the Hunter, at 1:50, IIRC, with loaded trains running downhill, so some care is required to both prevent a buildup of speed, and a loss of air due to bad braking techniques. The 92 Class has an electric compressor so that goes some way to minimising the second problem, with the removal of the 20Kph TSR on the trackwork here helping the first, by allowing fewer brake applications down the hill.

Cyclic braking down the hill, we get a green light on the Drayton Junction Distant signal, and with a final brake application increased to the Full Service position to guard against sticking brakes towards the rear of the train, we allow full dynamic to hold our speed below 40kph and keep it in as we bottom out and start heading uphill, slowing for another 25kph restriction over the mainline points and crossover.

Resetting the counter, the train is slowly brought out onto the mainline and, with the beeps signalling we're clear of the crossover, power is slowly brought up to 8 Notch for the climb up the hill past Lake Liddell. Topping over the hill, dynamic brake is brought in for the run down past the mine towards Newdell Junction, still running under green signals.

A brief discussion about whether Dynamic brake will be sufficient to hold the train speed below 60kph and we resolve to give it a go, with the acceleration indicator on the screen showing at 58kph we're accelerating at 2kph/min before we touch 59 and it starts showing a decelleration rate indicating dynamic can be eased out.

Dynamic is held at maximum down towards Newdell junction, oevr the crossing and towards Ashton siding being gently eased out to hold the speed at 60, before power is brought in for the climb towards Mount Owen Junction. There's a G TRAINS 80 board at the bottom of Ashton, so we can exceed the normal 60kph for the climb, and the following descent to give us a better run at Nundah Bank.

I'm overly cautious coming down from Mount Owen and we only manage around 75 at the bottom of Nundah, so we're slightly slower up the hill than we otherwise would be, but Meh...

After the slug up the hill we pass Camberwell Junction, empty of trains through the dip and past the Auto signal heading down hill before power is reduced to idle, then SetUp, then clicked into Dynamic for the downgrade of Singleton Bank.

The speed is allowed to creep upwards to around 55 before the brakes are applied, holding the speed below 60, withdynamic eased out to maximise the run downhill before they're released again, letting the exhaust chokes hold the brakes applied for an additional 45 seconds from the times the brakes are actually released.

Passing Singleton I note the time in my notebook and comment "we've got a yellow down the end" with the response being "It's flashing". "So Whittingham then" I reply.

Having seen the yellow light, dynamic brake is retained, albeit lightly and we slow for the red light at Whittingham Junction. As we approach, the signal clears to a Caution indication, so we slowly make our way across the Level Crossing, ensuring the horn is blown for the minimum of 4 seconds on approach, and a further minimum of 1 second closer to the crossing. (Can't give the Truckwits any excuse to say "I didn't hear him cos he didn't blow the horn")

As we pass over the crossing, the counter is setup again, to let me plan the stop just off the crossing, giving us the best run at Minimbah bank.

As the counter dips below 100, a minimum application is made on the Electronic brake valve, while dynamic is slowly brought to maximum, and as the speed slowly decays, the independent brake is lightly applied, and as the pressure reaches 100Kpa, the dynamic brake drops out. A safety system on the 92's to prevent skidded wheels due to both the dynamic and independent brakes aplying enough force to lock the wheels.

Once stopped, the independent is fuly applied, Dynamic is brought back to 1 notch, through the gate to Setup then clicked back into Idle, the reverser is centred, headlights and ditchlights turned off and a full service application made again, to guard against sticking brakes on the rear of the train, being released again after a couple of minutes pass.

Once the Tonnage signal clears to a Medium indication, the process is reversed. Lights on, forward gear selected, independent released and 1 notch of power is taken to stretch out the train. In a 91-wagon train, even with drawbars between most of the wagons, you can still have around a full wagon's length of slack in the train, so if you take a large amount of power, theres every chance you'll break the train in two as the front half accelerates away from the stationary rear wagons. Not a good way to endear yourself to Train Control, or the Live Run team back at Port...

Once the gentle jerking dies away, power is brought up to 8 notch and now all I've got to do is reset the vigilance system for the next 15 minutes or so while we tackle the 1:80 grades of Minimbah Bank.

An excellent feature of the 92 Class is the Vigilance system can be reset by any number of actions, not just pressing the button or moving the throttle aas on the 82's and 90's, or, in the case of 81's & 48's, simply pressing the button. In the 92, using the Airbrake (even just "Bailing Off" the independent, changing functions on the IFD screen, using the horn or pressing the button will all reset the system.

Topping over Minimbah bank power is reduced back to Idle before the crossovers, before Dynamic brake is brought in to hold the speed of the train down towards Belford gates. The old Signalbox at Branxton shows there used to be old crossing loops here, on tboth the Up and Down lines. Once you hit the gates, again ensuring the horn is blown for the minimum timeframe, the train won't really stop pushing you faster until you pass the HotBox Detector, about 500 yards up the other side. Not althgether surprising considering you have nearly 1500m of train behind you...

Once the speed stops increasing, dynamic is slowly reduced, before power is taken to pull the train over the hill. There are a pair of LX Signboards that mark the top, and if you've shutoff by the time you reach the road bridge, the Dynamnic will usually hold you down to the farm crossing which marks the bottom of the dip towards Branxton.

As we've had green lights at both Belford, and the top of the hill, we're not being held at Branxton's Up Accept, a not-unusual occorance if the Middle Hunter bloke wants to run something around you, as both the Up and Down lines are signalled for Bi-Directional running between Branxton and Whittingham, with work underway to extend that all the way to Maitland.

Bottoming out after the farm gates, power is brought back in to pull the train towards Branxton station up a light grade. Noting the time past the staiton in my notebook , power is left in 4 notch as we accelerate down the dip on the other side before 5 notch is taken, as the speed increases towards 60. Shortly after passing the signal at the end of the straight power is increased to 8 Notch.

Approaching Greta, the track drops slightly though the station before climbing again, all the way to Allandale. If you can pass the signal before Greta doing around 53-54, you will gain about 6 kph if power is left in 8 notch. Any faster and you will run over the 60kph maximum for the 120-tonne wagons. In this instance we are marginally over at 55, but power is left on, dropping it back to 7 notch a few hundred yards the other side of Greta for a minute before increasing it back to 8 notch.

Topping over Allandale power is reduced to Idle before the road bridge then into Setup as we pass the new crossover being installed for the aforementioned Bi-Di extension, then one notch dynamic, letting the train slowly catch upto the loco's. Apart from being uncomfortable, you can damage and/or derail a trin by going straight from idle to maximum dynamic, as the train suddenly catches up to the slower loco's. Doing this places large lateral (outwards) forces on the flanges as well as stress on the drawgear, and if you are on a sharp bend, going through a turnout or simply on rough track, it can be enough to cause the flange to climb the gauge face or the rail. Shortly after this happens, all hell breaks loose, with you in the middle of it.

Holding the speed below 60 down the hill, a good workout of the horn at Lochinvar follows and we enter Maitland Yard Limits slowing for a 50kph restriction through the platform on the Coal Roads. Again noting the time past the paltform, power is lightly brought in to hold the speed at 50, the counter reset passing the high board and we continue our homeward trek, passing High Street, East Maitland and Victoria Street, strangely absent of Gunzels. Through the dip after Vic Street, power is slowly brought back to idle and then light dynamic is taken to hold the speed below 60 as the track drops downhill until after Metford before climbing over the hill at Thornton.

Powering over Thornton hill power comes back to Idle, then dynamic to hold the speed at 60, while we see a red light in the distance, beyond Beresfield. In this case, Dynamic is retained all the way to Beresfield, where a minimum applicaiton is made, beinging the train to a stand at the platform, but well short of where I'd intended. As the signal is still at stop, a full service application is made before being released and we slowly amble down towards Tarro.

Following the signals along the Hexham flats, we're greeted wth another Caution signal at Ironbark Creek, so again the brakes go on, stopping us well short, and after they equalise and are released, we crawl down to the offending signal at the Sandgate Flyover. As it hasn't cleared after aronud 5 intues or so, a quick call is made to Kooragang Control to find out if he has a forecast as to when we'll get on The Island. The response is along the lines of "No Idea. We've had a breakdown. You could be there for hours, as you're number four behind one at K3, North Fork and one from Port". Ringing off, we settle down for what coud be a protaracted wait.

MAking use of the time, I begin clicking through the various screens on the IFD, seeing what button leads where and generally learning what I can and can't do from the Driver's side screen. For safety reasons, the Observer's side is severly restricted in what can be accessed. While I can access the Airbrake screen over there, I can't do anything with it, that kind of thing.

Finally the signal clears to a Caution aspect and we begin to move, but before passing the signal the yellow light starts to clash, clearing us to proceed as far as North Fork, where we sit and wait again. Again, this process is repeated, as we slowly make our way onto the Island, passing a couple fishing in the Hunter River just below the bridge where a friendly wave is exchanged.

Finally we are able to call the Resource Coordinator with our arrival time past K1, and that we're going as far as K3 where we wait again, before this signal clears to a Caution indication, with a "Dead End" subsidiary signal showing on the next signal K9.

As we draw alongside K9, the call comes over the radio letting us know our relief is on the way, so the train is stopped for the final time, we gather our gear and, switching the step and vestibule lights on, we leave the cab. Greeting the Terminal Driver, we brief him on the fuels, bookings (faults) with the loco's and then bid farewell as we're both keen to go home.

A quick trip back in the car has us signed off after a little over 9 hours, so with a quick check of the roster for tomorrow's job, it's out to the carpark and home.

And here's some photo's of the new technology availble on the 92's...Screenshots of the IFD and Telemetry units.

This is the "everyday" screen most blokes will use. You can see the counter buttons along the bottom of the screen.

Showing the "Loco Monitor" with digital readouts of the monitored parameters.

As it says, the screen for setting up slow speed control, for loading or discharge. "Plug Load" is a cool feature that we don't use at the moment, but from what I understand, it reverses the motors to hold your speed when loading downhill.

Showing the "Alarm Test" function with every warning illuminated.

The Air Brake screen, where you will actually cut in or cut out the brake valve.

And showing how good these new loco's are. You're able to set a new land speed record in them. This has not been photoshopped in any way. I think the algorithm needs a little work.

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

KRviator · Posted: Mon Dec 01, 2008 11:22 am