Life on the Hunter Heavies...

KRviator · Posted: Mon Jul 28, 2008 6:12 pm

Alright. 4426#2end asked what it's like driving the Hunter Heavies. After posting a couple of trip details, I thought I'll start a blog-type thread detailing some of the highlights of the daily trips.

I'll add various photo's and links to provide oyu a bit of an idea just what I'm talking about, so hopefully you'll be able to understand just what life is like as a Driver out of Port Waratah.

If you've got any question's, feel free to ask. I knew sweet FA about the job initially. RP was a great resource in learning what goes on, why, and all that other bollocks...

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 Jul 28, 2008 6:14 pm

0300 Where the effin hell's my phone...Only reason I want to know is the Roster Clerk's trying to reach me for my wake-up call. After a somewhat sleepy acknolwedgement I'm out of bed, the kettle's on and the air con is slowly warming the lounge room.

Wheeling the bike out of the garage, I kick it over to let it warm up while I tend to a few more things in the warmth of indoors. Packing a few things from the fridge into the tucker box, I strap it down to the rack, don my jacket, helmet & gloves and set sail for work, 20 minutes away.

0400 After dispensing with helmet, gloves, pants & jacket into the locker & retrieving my backpack I duly present myself in the signon room for my assigned start & to find my Driver. We sign for our gear, a couple of radio's, mobile phone, some forms & the crew bag & get told our train is split between the "Hot Road" and 5 Departure here at Port, so we wander out to find it.

On the way we're greeted by one of the TO's who tells us they're still trying to find a Telemetry unit as the one from our train is missing. We accept that and board the engine, one of 51 remaining 82 Class. Pre-departure checks on my part include filling out the Logbooks, checking the Unit Train Certificate matches the Brake Certificate (a legal document) and the Train Consist Form we've been given when we signed on. 90% of the time they match. This time they don't.

So, we're on the radio to the TO to tell him of the problem and the rsponse is "We'll sort it out later". We shrug & go back to finishing our paperwork & checks. After we finally recieve a "tele" we're dispatched out the front door to reverse, or propel, back onto 5 Road to couple to the rest of our train. About here is where it gets interesting. Port Waratah & Kooragang are fitted with Sliding Wheel Detectors to detect (funnily enough) wagon's with sticking brakes. We set this off as we slowed to let the TO off at the signal. After about 25 minutes sorting out the problem we draw forward again only to set the SWD off with the very next wagon.

Finally we couple back ontto our train and we lose another 20 minutes trying to explain to the TO's just what is wrong with the Brake Certificate and that under no circumstances will we change our copy up here. So we're told to walk back to get a new one. About this time Port Waratah Control calls us on the Countrynet radio to enquire as to how long we're going to be. After a brief discussion I'm granted a block on the Port Arrival Signals to give me a safe place to walk back to get a new brake ticket.

the new ticket is duly written, the old one cancelled & I reboard the loco's and we finally depart, a full two hours late. After this it becomes a relatively normal trip up the Hunter Valley, calling signals, noting times, keeping the coal mine abreast of what time we expect to be there and of course, keeping the billy boiled.

Once we arrive at the mine's turnout, we're usually required to slow to some rediculous speed aronud 25kph for the balloon loop and crawl around to the actual loading bin. Most mines here load using the Telemetry so we plug that in, and set the correct frequency in the window, and call the loader operator on the discrete frequency. After approval is given, we make our way under the bin & engage the Speedmaster (A gorified cruise control) to maintain the speed of the train around 0.8kph until we're either stopped to let the mine refill the bin, or told we're finished loading and we're right to head home.

This is when we'll call Broadmeadow Train Control and let the Control Officer know we've finished loading and we'll be right to depart in about 40 minutes.

Our meal break (called "Crib") usually follows loading, and while most crews will eat on the run, we're entitled to our 30 minute break, and again, most crews will claim it. If you work it out, it is a full 10 hour shift you are diong yourself out of if you don't claim it, over the course of a month. If nothing else, it gives you a chance to put your head back and nap for half an hour. We're also required to do two complete brake applications before departure to try to mitigate the risk of skidded wheels.

As our alotted dpearture time draws near, we'll tidy up the cab, open the blinds & set off when the signal clears. From here, it's a relatively straightforward run home to either Kooragang or Port Waratah. Depending on how close to your timetabled path you are, you might be required to wait anywhere between Thornton & Kooragang for upto two hours before they can slot you into the Dump Stations.

Once you're "On the Island" you call the Resource Coordinator and let them know your arrival time & get told when they can spare a Terminal Driver to come & relieve you. If you are only 8-9 hours on, you're relatively low priority. 10+ hours on, they'll usually be waiting when you arrive.

Then back to Port Waratah in the call-truck, 10 minutes to sign off & you can head home to do it all over again.

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 Jul 28, 2008 6:18 pm

0040 brings my wake-up call, but I'm already up & dressed. (this can lead to you being awake for hours if they lay you back so don't do it regularly) and I've now figured out how to set the timer on the A/C pack we've got so the house is toasty warm when I walk out of the bedroom.

Usual stuff getting ready, youghurts into the tuckerbox, tea & sugar full, some snacks and my intended breakfast, a cup of noodles and this gets thrown into the better half's car that I'm taking tonight because it is pi$$ing down outside and I don't want to get wet on the bike. (Though it's gonna cost me something shocking when the KRviatrix get's home.)

A quick trip to work through some heavy showers, grab the bag out of the locker and at 0135 my Driver and I are told that since our rostered Stratford job has been cancelled, we're now local relief and we're going striaght out to relieve a crew that is 10 hours on (Shift limit is 11, so they don't like you going beyond 10 unless you're within spitting distance of HBT), so we sign for our gear, throw it in the call-truck, a Ford Territory and a short drive to North Fork Kooragang to relieve the crew and wait for the signal to clear to let us onto the Island.

Billy's boiled, logbooks filled out, a quick check of the Brake Ticket (though if it didn't match now there's gonna be hell to pay) and after a short chat the signal clears letting us move off. Tonight we go as far as signal K3, an exceedingly common occurance and we wait some more. Finally K3 clears, as does K9? and we make our way around to the Kooragang dump stations. We're routed to Bin 2, so we set up the Telemetry as we approach and note the indicaitons change, telling us there's already a train unloading, though soon enough the speed indicatior drops off-scale and we can hera the TO telling the train ahead that he's passed complete. That being the case we approach and stop a few yards outside the dump station to await the yellow light from PWCS.

After a good 30 minute break (presumably to let the coal conveyors clear themselves of a different grade of coal) we're given the light and I set up the Speedmaster again to take us through at around 3kph until the loco's clear the pit. As PWCS only hose down their unloading grids, coal builds up on the railhead and the loco's can lose traction, especially while they are trying to lift the train around a 180* curve, so the added speed assists in maintaining momentum.

Once the trailing loco is over the grid the speed is brought back to 1.1kph and we continue at that pace, stopping 400 yards from the dump station due to a train ahead. After another 30 minute wait, during which I get on my soapbox about some idiot truckies crying "Woe is me" on the radio, the train ahead moves off and we resume unloading.

Now all that is left to do is recycle the Vigilence system every minute or so, and contemplate the meaning of life until we get the call that we've finished unloading and are clear of the bin. Some Driver's will now disengage speedmaster and drive the train normally to the top of the road. I don't like doing that as you can get the train catching up to you, and you just go too plain quick for the area you're in, IMO, so I'll let it creep up at about 5kph in speedmaster and stop short of the yard road crossing.

After being told the operating crew is on their way to relieve us, we perform 3 Full Service brake applications to minimise the risk of sticking brakes, enter the train dettails into the datalogger, tune the radio to a popular station and give the cab a quick wipe out with some wet & then dry, rags and wait for the crew to arrive.

After a quick discussion, they load their bags onto the footplate as we rerieve ours, and we retreat back to Port Waratah, pausing to grab a copy of the local paper.

Once back at Port, we're told to sit back and they'll find us if they need us for a job. So I retreat to the computers to type the previous post, my Driver settles in the mealroom with the lights off & after about 3 hours of sitting there doing nothing, we're told to go home, signing off after 7.2 hours.

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 Jul 28, 2008 7:03 pm

Alright, todays rostered job was 0520 to Drayton. I was really looking forward to this as it's the last trip with a well-respected Driver who I've had for the last week and has been showing me a few tips and tricks as we go along.

Anyway, I wake up at about 0615 and seeing as I can see the lightening sky immediately panic and think I've acknowledged my wake-up call and fallen asleep again. I've done it before. Once. Anyway, after a check of my phone log there's been no such call, so I give it a few minutes and then call our ZONA clerk to find out what's going on. After umming and ahhing for a few moments, he decides to bring us in at 0730. As I get a 60-minute wake-up call, this pretty much means out of bed now and start getting ready.

The KRviatrix groans as I get out of bed, though she joins me shortly, and, after breakfast I push the bike outside to warm it up while I hunt for something to take with me for lunch. Leftover pizza, some yoghurt, biscuits and the tea & sugar complete the line-up.

A quick trip to work on the bike has me there at about 20-past and after storing my gear in my locker & collecting my backpack I walk into the signon room at 0725 for a quick chat with the ZONA clerk. Turns out our Drayton job was cancelled and we're now Local Relief again. Evil or Very Mad

Despite my request for something waaay up the Valley, he sends us out to relieve SF626, a Stratford train, at the mine.

So after signing for our gear we grab a Territory and head off. Noting I've gotta stop & grab some milk, and my tucker box is full, we agree to stop off in Stroud Road and head north along the Pacific Highway and turn off at Buicketts Way for the run to Stratford. On the way we call the operating crew to find out where they are and organise where we'll relieve them. The advice is at the Paddock as there's a QR Duralie train unloading ahead of them.

A quick stop off in Stroud Road for milk and we're off again, though as we turn into the mine access road we see the QR job departing underneath us and we call our train to let them know we'll relieve them at the loading bin. Makes things a lot easier that way.

After a quick crew change, brought about by the mine loading personnell arriving to commence operations, we hop on board and prepare the train to go through the bin, releasing the brakes, setting up the Speedmaster system & getting the billy on the boil.

A friendly call to the loaders results in the advice they're filling the bin, will be ready to go shortly and we're going to load at 0.7kph. So a quick readback of the above and we make our cuppa's and relax until the next call comes in.

Once we get underway things go smoothly for about a hundred yards after which we start getting wheelslip on the leading 82. We've got an 81 in trail and, remembering the advise a DT gave me last month, progressively add power until we're in 5 notch. A great deal higher than what I'd consider normal, even here. And we're still getting wheelslip, major fluctuations in the loadmeter and the speedmaster is varying between 0.00 and 1.2kph, making things difficult for the loaders.

The traction control isn't coping with the wheelslip so I am more or less continually holding down the sand pedal trying to regain traction, without much success. We discover the rear 81 is loading upto 600 amps and then completely off-loading back to zero, this is causing the fluctuations we're getting in the 82 and the wheelslip as the 82 alone can't handle the load. With nothing to do but persevere with it, I begin cycling the throttle between 3 & 5 notch, backing off when it starts to spin and then reapplying power before it comes to a complete stop.

This is somewhat successful, and everything settles down after about 30 minutes when both locos enter the straight track leading to the departure signal. Once it has settled I comment that as its' working I'm not gonna touch anything and the loaders can deal with the slight speed imbalance. Another 20 minutes and we've finished loading, and I apologise to the mine guys for the sloppy performance at the start, explaining we've had engine problems. They're happy nonetheless and send us on our way.

We draw down to the departure signal and I apply the brakes for the 2 applications as my Driver hops down to contact control. Very little mobile phone coverage here means he needs to walk ahead and I release & reapply the brakes as he organises our departures clearance. Onc he returns to the loco we'll only go as far as the loop at Craven to wait, and, with a brief of how to get out of the mine, we depart.

1 Notch, then 2 gets us moving and at 10kph I shut off and go to Set-Up, then into Dynamic braking to hold the speed of the train below the 15kph restriction in the loop. At the bottom of the hill, dynamic is reduced and we let the train push us towards the mainline. As the train begins to balance, we come out of Dunamic and start powering lightly. Passing the Home signal at Caution we can see the Craven Up Home signal at Stop, with the Low Speed light displayed. With a comment the entry speed is 25 kph though the exit is 50 we blow the horn for the road crossing, reenter dynamic and being checking the trains speed as it's quite a steep drop[ and the departure Home signal is difficult to see.

Setting the counter to know when we are in clear, I increase Dynamic to mid-range & then full letting the train slow to around 15kph. As we fully enter the loop, we give the train a minimum (75kpa) brake applicatoin & gently ease out dynamic to continue moving and as we sight the signal dynamic is pushed forward to maximum & the brake pipe lightly reduced further, thus bringing the brakes on slightly harder, stopping us well short of the signal, with the independent brake applied slightly to stop the loco's runnign forward ont he train and thus spiling our cups of tea.

Once stopped, the independent brake is fully applied, and the train brake increased to a full-service reduction & once equalised it's released. Discussion about what we might be crossing settles on the Grafton XPT and we check the 81 Class to reset the faults causing the off-loading & note the fuels remaining.

Once the XPT is past, we head for home. As I've got "limited" experience driving over this route, I'm talked through it by my off-sider until we get to Telerah where I'm confident of where we're going. After being held at the Up Home, we conclude we're following a city-bound passenger train, though there is a Hunter set waiting at the Telarah crossover as we pass through, we figure it is a Dungog service.

Rounding the corner to Maitland we are slowed by a series of Medium & Caution signals and I let the train run at about 30kph. Finally getting a series of consecutive green lights through Victoria Street I being powering lightly & increase to 8 notch passing High Street only to round the corner at Metford and see a string of lights culminating with the Gantry signal at Thornton at STOP. So power comes off and we coast for a while before lightly bringing in Dynamic to check our train's speed, as if left to its' own devices the train will run all the way to the buffer stops at Newcastle Station.

The signal at Thornton clears before we reach it and we top over the hill at a fullsome 20kph not powering at all, as we see the signal ahead at Caution again and we figure we'll simply amble over and let the suburban ahead get some distance in front, and by that time, we'll be picking up speed downhill thorugh Thornton.

Blowing the horn for a group of trackworkers replacing a point frog at Thornton's crossovers I lightly bring in Dynamic to hold the speed down slightly and prevent the loco's running out on the train over the downgrade with the train still coming over the top.

Once clear of Thornton, dynamic is reduced to Set-Up & we coast all the way to Tarro where we bring in 1 notch of power and lightly power along the Hexham flats until we again see a Medium signal indication, then Caution, followled by a Medium Turnout, then Full Clear as we cross the Down Main to join the Down Branch line to Kooragang.

The speed of the crossovers is 75kph, but the speed under the flyover is 50, so speed is held at about 45 in 1 notch and we cross to the coal roads and under the mainline. Expecting to be held at North Fork we're greeted with green lights all the way to Kooragang Island, a Caution at signal K3, a dead-end signal at K9 and we're routed to #3 arrival road. As we coast along I setup the Telemetry unit & note that there's already a train unloading. Shortly thereafter my mate queries the telemetry frequency I've put in and I realised I've stuffed up. I've put in the frequency for Bin 3. We're in 3 arrival but going to Bin 1. Stupid setup but it caught me out. So I correct the frequency and we recieve a STOP message on the telemetry unit. That doesn't apply until we actually enter the bin though so I'm okay to take the train to the entrance to tthe bin, obeying the red STOP light on the side of the building.

After a few short minutes we're cleared for entry into the dump station at 1.1kph & we commence unloading. As we exit the dumstation in the loco's the 82 begins to slip again & continues to do so until we get both loco's straightened up on #5 departure road where we continue until we get a call on the portable radio from our RElief Driver wanting to know where we are.

Advising him, we simultaneously recieve a STOP signal on the telemetry so we stop the train and pack our belongings away, and disemback as our relief driver arrives. Briefing him on the fuels & the faults with the 81 he takes over our train & we take the car back to Port Waratah to sign off.

A quick check of tomorrows roster reveals the Roster Clerks upstairs have given me a DFP, or Duty Free Period. Basically an unrostered day off, because I'm already well over my 152 hours for this months cycle despite having upto 6 days still to work. I'm none to happy about this as I was looking forward to about 40 hours overtime this month, or about $2,000 extra in my paypacket next week.

Handing our gear back to the ZONA clerk we sign off at 1530, for an 8.0 hour shift. And go home to do it all again. The one saving grace about this afternoon was the rain stopped just long enough for me to get home safely (and more importantly, dry) on the bike. Very Happy

And everyone lived happily ever after. The end. Cool

EDIT: Corrected Minimum BP reduction to 75kpa. The Brake Valve's minimum is 50...

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

Pressman · Posted: Mon Jul 28, 2008 8:09 pm

An excellent read, Thanks KRviator Very Happy Teal

Cheers,
Tony
On the road again, it's my yearly "paid holiday" time again! Very Happy

http://tony33.fotopic.net

witsend · Posted: Mon Jul 28, 2008 8:54 pm

Thanks KRviator. It is a pleasure to read about life on the rails.

Regards,

Samuel Wittwer
Member - LC of Yorke Peninusula Rail

Termite · Posted: Wed Jul 30, 2008 10:45 pm

Hi Robin it's Alified

I would just like to say that why are you making out your a "driver" when in actual fact you are classified as a "Second person who can now drive under supervision"
I remember when you first started at the narrabri depot and you didn't make any friends quickly, still aren't it seems you've got a name for yourself even around port waratah, so what do i think, i need to be straight with you. Working for Pacific National is a way of living, no a way to live, it's really not that exciting people, i like driving trains but that's as far as it goes, i like what i do but it is a way of means to survive, Robin, you don't need to live your life around the trains and complain about anything that isn't even worth complaining about, like brake tickets... I hope for your sake that brownie points dont get you anywhere they just annoy a lot of people and i think that you need to know that.

I'd also like to point out that those that are in rush to become a driver, there is no rush, we are all goin to become drivers at one stage and the more experience the better and i think they don't need any more boy drivers!!

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

ShowMeTheMoney · Posted: Thu Jul 31, 2008 12:28 am

4426_No_2_end · Posted: Thu Jul 31, 2008 12:45 am

Perhaps as the Person who asked about Driving Hunter Coalies and what It was like I would like to say THANKS to KRviator for actually enlightening us who normally would be standing lineside and photographing them,but to the people who have criticised Rob for doing so I ask you this "Why didnt you do reply?" It was open to ANYONE who drives or works on these trains as I said in the other thread I actually admire how talented a driver must be to work these trains.

BTW KRviator oh KRviator.....You still didnt say how you went on after "borrowing" the KRviatrixmobile Twisted Evil

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nutbagg · Posted: Thu Jul 31, 2008 2:42 am

ShowMeTheMoney · Posted: Thu Jul 31, 2008 9:23 am

I would say, both Termite and KR are lacking certain elements of professionalism.

It's good to see KR is writing something that gives an insight into his "dream job" and other out there that can't get into his position enjoy reading it. However, as a result of his recent promotion, I think he is growing a bit tall in the paddock and the cows are getting hungry!

As for Termite, all I can say is "It's a cultural thing". It's possible he may be offended by things stated by KR and that's not all bad. Just needs to be sorted out in a different manner!

KRviator · Posted: Thu Jul 31, 2008 9:29 am

In the interests of transparency, I'm going to leave this thread exactly as it is.

4426_No_2_end · Posted: Thu Jul 31, 2008 1:12 pm

coachdriver · Posted: Fri Aug 01, 2008 9:46 am

To "Termite" and "ShowMeTheMoney".
Sounds like sour grapes to me boys, just because KRviator got in first writing about his experiences. If his version is so seriously flawed, let's hear yours. Although I respectfully suggest that Termite needs to brush up on spelling and/or learn what the "SpellCheck" button does. Yes KRviator is new and full of enthusiasm, but as one (very) experienced Tutor Driver keeps telling me, "the novelty will wear off eventually"

To "KRviator".
No, you don't have to make friends but you do have to gain the respect of Traincrew and other employees if you want to survive. Respect among Traincrew is worth more than friendship to some. As the new kid on the block you are all trained up and full of enthusiasm. It is reasonable to expect that this has given you all the latest and greatest information but you need to tread carefully.

If you want to charge in with a "Why should I have to explain to a supervisor what is written in the TOC manual simply because I've been reading up on the latest amendments? It's their job to do that, and advise us of any changes" attitude, so be it. Remember that eventually YOU will be the one who makes a mistake or whose information is out of date. It will be when this happens that this lack of respect will come back to bite you, big time.

These were just my observations during 15 years on the footplate in QLD. It hasn't changes here, and I doubt it's changed anywhere else Traincrew operate.

574M · Posted: Fri Aug 01, 2008 12:09 pm

I think I'd like to pass a few observations here.

My trade is writing and editing.

I have to agree with KR with his comments about "What's it like to be a driver?" package being absent from PN's (and others) pre-employment package. Driving or working on the railway is an occupation that a lot of boys and men aspire to be doing for a living. They need to be told what it is like, right from the wake up call in the dark.

Simply as a piece of writing (albeit 'insider' writing ... as there is a specific vocabulary employed) its excellent. That it has evoked the response it has is proof of the pudding.

coachdriver is right in his observations about Termite and Showmethemoney ... some very careless reactions there. I often observe that whenever someone tells what it is like, others come out and say "stop airing our dirty laundry"... I can recall the outrage of some PN employees about their EBA being published here. Problem was, it was also on their website for the whole world to see. Ergo, there was no kite on the end of the string.

To call another person a tall poppy, you must first have the quality and capacity of a tall poppy within yourself. Otherwise, how would you recognise it?

I tell you what, KR ... That sort of narrative might make a decent EBook for others to read.