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This may be somewhere else on here but can't see for looking.

 

I'm interested in knowing if diesels are shut down whilst refuelling or if they left idling away.

Obviously as a car driver, when you refuel you have to switch off, but didn't know if this is the same for the bigger beasts.

 

Paul

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Shut down, because you would normally do more than just refuel, and you wouldn't want someone jumping in the cab and ripping the refuelling and coolant hoses off the rig....

When coming in for servicing the fuel and coolant would be topped up, the fault book checked for reported defects, anything really serious should have been relayed from Control. Then if IRC, external walk around to check brake blocks, tyres, guard irons, inspection hatches etc. locked and drain air receivers. Internal walkaround to check lube oil level, oil/water/exhaust leaks etc. While electrically check lights functionality, reset any fault flags and check safety system isolation seals intact.

Winter months might also include air system antifreeze reservoir top-up too.

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Thanks fir yesterday replies.

 

Another question. Presumably (for example, a class 37) were to come on shed, had half a tank of fuel, this would go on the fuel road ready for filling. Would this happen regardless how much fuel it arrived with or would the yard crew decide if it was worth filling up ie, used mostly on local trips?

Or do all engines get topped up just in case they are called away further afield? 

 

Thanks Paul 

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If you took a loco onto shed just for the fitters to look at a particular fault and were in a hurry to get going again then you wouldn't bother with fuel, but generally otherwise all locos would be fuelled regardless of how much they already had

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I think the policy of fuelling will be either a local instruction for a depot or a company policy, our company policy is to leave a depot with not less than 50% of capacity whenever possible.

Mistakes happen, the depot ran out of fuel when the office forgot to order supplies in spite of a rigorous system of recording date/time fuel taken and driver signatures.

In the 1970s a specially cleaned and  prepared class 47 for an enthusiasts  charter trip from Crewe to Scotland had to come off with low fuel by Preston, all the cleaning and polishing to no avail, the near empty tanks had been missed at the depot.

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Standard policy, as far as l knew, was that locos would arrive on the depot onto the fuel point, be fully fueled and fuel point exam described as Davexoc above, then stabled or go to maintenance shed.

 

The last thing you wanted was a loco due off shed at a certain time to take up its working, and finding it needed to join the queue at the fuel point.

 

Also bear in mind, when getting  a stabled loco, a driver would just be booked a set Preparation time, 20 mins for most locos, before the booked time off the depot.

This included visual external check, fuel and coolent levels, starting engine and building up reservior air, then operation of brakes, AWS, DSD, Power, and lights at both ends

 

Locos in BR days, such as 37s quoted, had much lower fuel capacities generally that modern locos.

 

 

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