tag:blogger.com,1999:blog-9074654920193695267.post2742232969145512987..comments2023-12-24T12:05:31.362+11:00Comments on BYLONG: Further information on train loads and locomotive combinationsRay Phttp://www.blogger.com/profile/16624865987062727847noreply@blogger.comBlogger3125tag:blogger.com,1999:blog-9074654920193695267.post-70614230187787900402014-01-18T23:24:28.512+11:002014-01-18T23:24:28.512+11:00Ray,
The way so many things operate these days i...Ray, <br /><br />The way so many things operate these days is a wonder in more ways than one.<br /><br />Certainly the link & information is both interesting & a huge benefit to the modern day modeller, & from what I have seen of it, it looks as if one publication provides all the details of all lines in one comprehensive publication, rather than the different WTT's for each district.<br /><br />Cheers<br /><br />Col<br /><br />Colin Husseyhttps://www.blogger.com/profile/10166476334786660482noreply@blogger.comtag:blogger.com,1999:blog-9074654920193695267.post-16815037928383478722014-01-18T20:07:33.962+11:002014-01-18T20:07:33.962+11:00Colin
Since Bob was good enough to supply the lin...Colin<br /><br />Since Bob was good enough to supply the link to the modern operations I thought it would be of some interest for comparison and also for those modern image modellers who follow my blog.<br /><br />Of course the 10% reduction today did not apply to diesels back in the 1950-60s; the Working Time Table has them as double the single load which I have in the spreadsheet, I just found the shift in thinking interesting.<br /><br />RayRay Phttps://www.blogger.com/profile/16624865987062727847noreply@blogger.comtag:blogger.com,1999:blog-9074654920193695267.post-87752847617975758672014-01-18T18:59:45.688+11:002014-01-18T18:59:45.688+11:00Ray
I have had a bit of a skim through that link ...Ray<br /><br />I have had a bit of a skim through that link from Bob, but have not got to the section on the combinations of loco types & train loads. <br /><br />What I see though in what I have seen is that this is relevant to operations today or since it was published in 2013, the set up also is vastly different to my time which was pre 1988. Up to that point of time, the only engines that were downrated when coupled to early series engines was the 81cl. When coupled in MU with any other class type other than another 81, the load of the 81 was dropped to that of an 80cl.<br /><br />I understand that no longer applies. Another condition that was put on the 81cl was the same as applied to loaded CHS type vehicles & any wagon that had a load all up in mass of over 90tonnes, this applied over certain old culverts, & the 81 just as a loaded CHS was restricted to 50Km/h over the culverts, There were several such locations between Muswellbrook & through to Gunnedah.<br /><br />The 10% reduction in MU of diesels did not apply in my time, as usually they were permitted to operate at the exact same double load as a single, the conditions that restricted them once again was the length, also it depended on the schedule applied for the various express goods services.<br /><br />For many years the 900 ton load for garratts & big engines between Enfield & Glbn was not permitted for 44cl or other diesels & they hauled only 800tons, this was changed around 1967 IIRC. <br /><br />In the 1955 WTT, all garratts that had the short bunker were restricted to 680 tons just 105tons more than a freighter, reason, they would run out of coal.<br /><br />Loads for heavy garratts were also never issued for the blue mountains, & the short bunkered garratts were loaded at 30tons less than the big engines, & they were kept off the working where possible, when electrification came, & garratts were transferred west they did so on loads, but rare prior to that.<br /><br />Thus the aspect of loads for the earlier days will always find some sort of confusion associated with it. Not only for steam but also for diesels.<br /><br />For those modelling the transition period, I would recommend that a similar approach to what are run behind the models are close to those that I have pointed out with steam.<br /><br />Basically then 1st gen diesels, prior to the 80cl 42, & up would all take the same load as a garratt, 600tons on 1:40. Branch line engines, around 20 tons more than a standard goods. Lengths would be similar also.<br /><br />A 40cl on 1:40 grade (Tumulla) was 460tons, 630tons Lithgow - Georges Plains, & back to 600 from Wimbledon. Not much more than a single standard goods.<br /><br />PS, I have to do another proof read of what I said on my blog as I do not think I put the mileage above Tumulla where the loads changed.Colin Husseyhttps://www.blogger.com/profile/10166476334786660482noreply@blogger.com