servicing depot of diesel locomotives

[class37418stag]

hello

 

diesel locomotives need servicing before ready next duties by

 

1)fill full tank of diesel

2)fill new sand in box

3)fill air compressor

4)fill oil in engine

5)water ?

 

from

1)diesel storage tanks

2)sand bags or industrial slio/small slio

3)air compressor tank (how size tank big or small)

4)small storage tank

5)water tower?

 

thank you

[Fat Controller]

Generally correct, though the air compressor wouldn't need filling up with air, as it draws it from the atmosphere.

Water for radiators would probably be pre-mixed with anti-freeze, and so would be pumped from one of those plastic tanks on pallets- the sort that have mesh reinforcement around them. Other water (for steam heating) would be drawn from hoses, ultimately supplied by a water tower.

Sand silos seemed to be a feature of Eastern Region purpose-built diesel depots- elsewhere, sand seemed to come in plastic sacks.

[Pete 75C]

Not too many diesels at Selhurst depot when I worked there so the visiting Thumpers from the Oxted/Uckfield line and the central division Cromptons were usually serviced at Stewarts Lane in Battersea. Sand was always in the form of builders merchants 25kg sacks on a pallet kept bone dry (obviously). Water was from a standpipe with any additives either added before or after the water. There was (is) a dedicated refuelling point staffed by the fitters as required.

Pete.

[Clive Mortimore]

From and article I wrote for DEMU's UPDate magazine

 

"Rationale and Functions.

 

For there to be a depot at a location there has to be a reason for it being there. Usually it is at the end of a traffic flow or major junction. Some locations today do not seem as obvious to us as there were to the planers of modernisation. In fact some depots were built following old steam workings and were found to be in the wrong location and were under utilized very early on.

 

Depots were there to provide several functions. At some locations all that is required is for somewhere the loco crews could sign on. Other locations were purely for the stabling of locos between duties. For modellers who wish to provide this level of provision all that is required is a siding or two for the locos and a building which can be allocated as the drivers lobby etc. During the sixties and seventies some old steam sheds were utilised as covered accommodation for stabling locomotives without any other facilities. 

 

When deciding on a diesel depot for a model railway you will need to look at the level of maintenance you will be providing for your locomotives. This does not generally affect the basics of the track plan but it will help with setting your parameters. Using the 1986 destination codes for depots as a guide I will endeavour to show how these can be applied to our model railways. 

 

Level one. Basically this is a fuel point able to supply fuel, water, oil, sand and to carry out routine servicing. Some of these could be quite simple affairs, like Ranelagh Bridge, without any buildings to what on the surface looked like a higher-level depot with buildings. Old steam sheds often fell into this group.

 

Level two. As above with the ability to carry out A and B examinations. Some diagrams would include the loco having its A exam at a fuelling point like Ranelagh Bridge so to differentiate between a level one and level two depot in model form would be quite hard.

 

Level three. These have covered accommodation with inspection pits, lifting or jacking facilities. We are looking at a medium to large size depot, which in model form would be a layout on its own.  

 

Level four. Has the ability to carry out major overalls, including bogie and power unit changes. When built many depots were not designed to perform power unit changes but since have adapted to do so. This would be a Depot of the size of Old Oak Common or Cardiff Canton, how’s that for a model idea?

 

Level five. Is a depot with fully equipped workshop for component exchange and body repairs. Some WR depots could under take this type of work due to the WR managements forward thinking and equipping their depots with heavy lifting equipment early on. Liara or Toton come into this class of depot.

 

Some depots were built with predicted levels work are a lower level than the facilities suggest, this has come about due to the changes in traffic patterns and stock in use. The HST and electrification have often had detrimental effects on diesel depots.

 

Workload

 

Maintenance of diesel locomotives was worked out, in conjunction with careful diagramming of locomotives, so they were at the right place for servicing and examination. With all the variants that still plague the railway timetables this was did not always happen to plan. Things were greatly helped with the introduction of TOPS, the location of the locomotive was known as well as when it was due for servicing and could be diagrammed so that it would be able to receive attention.  The table below has been taken from Modern Railways March 1967

 

Exam  Hours run between exams (real time)  Time taken to perform exam.    Examination carried out

A               32-38 hr   (2days)                                  1hr (2man–hrs)               General service. Visual exam, test brakes and heating equipment*

B            125-150 hrs    (7-12 days)                     6 hrs (20 man–hrs)           As above. More compressive service, checks on engine and running gear.

C             500-600hrs   (Monthly)                         8 hrs (32 man-hrs)            As above. Change lubricating oil filters, clean air and fuel filters. Clean radiators.

                                                                                                                       Check engine speed and running. Take lubricating oil sample for chemical analysis.

D           1500-1800hrs (3 monthly)                      16 hrs (72man-hrs)           As above. Check engine tappets. Remove and test fuel injectors. Examine regulator.

E           3000-3600hrs  (6monthly)                      16 hrs (96man-hrs)           As above. Inspect engine cams. Check all control equipment and tighten connections.

F           4500-5400hrs  (9 monthly)                           This is quoted in some documents but I am unable to find anything about it

 

* This applied to steam heating generators.

 

. Over the years there were slight variations. The next table relates to the servicing of class 58 in the 1990s (Life and Times of Class 58, Marsden and Hartshorne, OPC)

 

Class 58 table

Exam                                            Hours run between exams (real time)                                    Examination carried out

Fuel point or service check     Once a day to once every five days depending on diagram        Similar to the old A exam

A                                                           80 hrs                                                                            As above. More compressive service, checks on engine running gear       

                                                                                                                                                   Take lubricating oil sample for chemical analysis.

B                                                             400 hrs                                                                        As above. Change lubricating oil filters, clean air and fuel filters. 

                                                                                                                                                    Clean radiators. Check AWS, and batteries. This takes 8 hrs

C                                                          1,200 hrs                                                                        A more detailed exam lasting 16 hours

D                                                          3,600 hrs                                                                        A more detailed exam, including changing of fuel injectors,

                                                                                                                                                 checking the compressed air system, traction motors, suspension etc.

F1                                                         7,200 hrs                                                                      This is part of the component exchange maintenance system,

                                                                                                                                                  where items are renewed and the old ones go to a

                                                                                                                                                   main works for reconditioning

F2                                                        14,400 hrs                                                                     As above but includes components which have a longer service life

 

Most locos entering a TMD did so for a reason, even if it was for refuelling. If a loco were coming in for servicing or examination it would be refuelled prior to anything else. Some locos coming in for unscheduled repair would be shunted into a siding while awaiting a repair berth. There would be a few locos just coming on shed for stabling normally shunters and locos working ECS trains. On a model it is a fairly safe bet to run most locos on to the fuelling point on entering the shed.

 

From the Modern Railways 1967 article the amount of work done by Toton for a 4-week period was 1410 locos fuelled. A total of 748 were serviced and repaired, comprising of 260 A exams, 194 B exams, 82 C exams, 40 D exams and 17 E exams. This leaves 155 locos, which were repaired without being scheduled for servicing. The article goes on list a total of 353 repairs and modifications to locos but does not state how many locos had more than one repair, nor the number of faults found on examination. To fuel a loco would take sometime. The fuel pumps at Tinsley delivered fuel at 50 gallons per minute, a class 47 had a tank capacity of 850 gallons. Fuelling was normally done at the same time as the A exam, a long with other servicing, and restoring the levels water, sand and oil."

 

I hope this helps.

 

Editted to make tables look like tables again.

Edited May 26, 2013 by Clive Mortimore

[Rivercider]

Here is the fuelling point at Barton Hill in 2001, it shows some of the items mentioned above.

I think at Barton Hill either a wheelbarrow or small 4 wheel hand truck was used to bring the

bags of loco sand from wherever they were kept in dry storage. Note the sand spilled on the ground.

 

Also note equipment for cleaning the windscreens.

 

47786 Roy Castle at Barton Hill fuelling point, 7/4/2001

 

cheers

[Crisis Rail]

Here is the fuelling point at Barton Hill in 2001, it shows some of the items mentioned above.

I think at Barton Hill either a wheelbarrow or small 4 wheel hand truck was used to bring the

bags of loco sand from wherever they were kept in dry storage. Note the sand spilled on the ground.

 

Also note equipment for cleaning the windscreens.

 

scan0002b.jpg

47786 Roy Castle at Barton Hill fuelling point, 7/4/2001

 

cheers

 

 

Is this the (upgraded and newer) Fuelling Point off the Old Knightwing Kit boxes?

 

Ian

[Clive Mortimore]

Is this the (upgraded and newer) Fuelling Point off the Old Knightwing Kit boxes?

 

Ian

Hi Ian

 

The Barton Hill EWS depot was an old goods shed (I think) converted into a diesel depot when Bath Road closed so the Fuel point was new to the "new" depot. The Knightwing kit is a lovely model of the fuel points found on the former North Eastern Region. They are a wonderfull kit and can be adapted to look like pumps used by other regions.

[class37418stag]

On 26/05/2013 at 15:46, class37418stag said:

hello

 

diesel locomotives need servicing before ready next duties by

 

1)fill full tank of diesel

2)fill new sand in box

3)fill air compressor

4)fill oil in engine

5)water ?

 

from

1)diesel storage tanks

2)sand bags or industrial slio/small slio

3)air compressor tank (how size tank big or small)

4)small storage tank

5)water tower?

 

thank you

More information -

 

anti freeze ?

battery acid ?

grease

 

[Crisis Rail]

On 26/05/2013 at 16:40, Clive Mortimore said:

From and article I wrote for DEMU's UPDate magazine

 

"Rationale and Functions.

 

For there to be a depot at a location there has to be a reason for it being there. Usually it is at the end of a traffic flow or major junction. Some locations today do not seem as obvious to us as there were to the planers of modernisation. In fact some depots were built following old steam workings and were found to be in the wrong location and were under utilized very early on.

 

Depots were there to provide several functions. At some locations all that is required is for somewhere the loco crews could sign on. Other locations were purely for the stabling of locos between duties. For modellers who wish to provide this level of provision all that is required is a siding or two for the locos and a building which can be allocated as the drivers lobby etc. During the sixties and seventies some old steam sheds were utilised as covered accommodation for stabling locomotives without any other facilities. 

 

When deciding on a diesel depot for a model railway you will need to look at the level of maintenance you will be providing for your locomotives. This does not generally affect the basics of the track plan but it will help with setting your parameters. Using the 1986 destination codes for depots as a guide I will endeavour to show how these can be applied to our model railways. 

 

Level one. Basically this is a fuel point able to supply fuel, water, oil, sand and to carry out routine servicing. Some of these could be quite simple affairs, like Ranelagh Bridge, without any buildings to what on the surface looked like a higher-level depot with buildings. Old steam sheds often fell into this group.

 

Level two. As above with the ability to carry out A and B examinations. Some diagrams would include the loco having its A exam at a fuelling point like Ranelagh Bridge so to differentiate between a level one and level two depot in model form would be quite hard.

 

Level three. These have covered accommodation with inspection pits, lifting or jacking facilities. We are looking at a medium to large size depot, which in model form would be a layout on its own.  

 

Level four. Has the ability to carry out major overalls, including bogie and power unit changes. When built many depots were not designed to perform power unit changes but since have adapted to do so. This would be a Depot of the size of Old Oak Common or Cardiff Canton, how’s that for a model idea?

 

Level five. Is a depot with fully equipped workshop for component exchange and body repairs. Some WR depots could under take this type of work due to the WR managements forward thinking and equipping their depots with heavy lifting equipment early on. Liara or Toton come into this class of depot.

 

Some depots were built with predicted levels work are a lower level than the facilities suggest, this has come about due to the changes in traffic patterns and stock in use. The HST and electrification have often had detrimental effects on diesel depots.

 

Workload

 

Maintenance of diesel locomotives was worked out, in conjunction with careful diagramming of locomotives, so they were at the right place for servicing and examination. With all the variants that still plague the railway timetables this was did not always happen to plan. Things were greatly helped with the introduction of TOPS, the location of the locomotive was known as well as when it was due for servicing and could be diagrammed so that it would be able to receive attention.  The table below has been taken from Modern Railways March 1967

 

Exam  Hours run between exams (real time)  Time taken to perform exam.    Examination carried out

A               32-38 hr   (2days)                                  1hr (2man–hrs)               General service. Visual exam, test brakes and heating equipment*

B            125-150 hrs    (7-12 days)                     6 hrs (20 man–hrs)           As above. More compressive service, checks on engine and running gear.

C             500-600hrs   (Monthly)                         8 hrs (32 man-hrs)            As above. Change lubricating oil filters, clean air and fuel filters. Clean radiators.

                                                                                                                       Check engine speed and running. Take lubricating oil sample for chemical analysis.

D           1500-1800hrs (3 monthly)                      16 hrs (72man-hrs)           As above. Check engine tappets. Remove and test fuel injectors. Examine regulator.

E           3000-3600hrs  (6monthly)                      16 hrs (96man-hrs)           As above. Inspect engine cams. Check all control equipment and tighten connections.

F           4500-5400hrs  (9 monthly)                           This is quoted in some documents but I am unable to find anything about it

 

* This applied to steam heating generators.

 

. Over the years there were slight variations. The next table relates to the servicing of class 58 in the 1990s (Life and Times of Class 58, Marsden and Hartshorne, OPC)

 

Class 58 table

Exam                                            Hours run between exams (real time)                                    Examination carried out

Fuel point or service check     Once a day to once every five days depending on diagram        Similar to the old A exam

A                                                           80 hrs                                                                            As above. More compressive service, checks on engine running gear       

                                                                                                                                                   Take lubricating oil sample for chemical analysis.

B                                                             400 hrs                                                                        As above. Change lubricating oil filters, clean air and fuel filters. 

                                                                                                                                                    Clean radiators. Check AWS, and batteries. This takes 8 hrs

C                                                          1,200 hrs                                                                        A more detailed exam lasting 16 hours

D                                                          3,600 hrs                                                                        A more detailed exam, including changing of fuel injectors,

                                                                                                                                                 checking the compressed air system, traction motors, suspension etc.

F1                                                         7,200 hrs                                                                      This is part of the component exchange maintenance system,

                                                                                                                                                  where items are renewed and the old ones go to a

                                                                                                                                                   main works for reconditioning

F2                                                        14,400 hrs                                                                     As above but includes components which have a longer service life

 

Most locos entering a TMD did so for a reason, even if it was for refuelling. If a loco were coming in for servicing or examination it would be refuelled prior to anything else. Some locos coming in for unscheduled repair would be shunted into a siding while awaiting a repair berth. There would be a few locos just coming on shed for stabling normally shunters and locos working ECS trains. On a model it is a fairly safe bet to run most locos on to the fuelling point on entering the shed.

 

From the Modern Railways 1967 article the amount of work done by Toton for a 4-week period was 1410 locos fuelled. A total of 748 were serviced and repaired, comprising of 260 A exams, 194 B exams, 82 C exams, 40 D exams and 17 E exams. This leaves 155 locos, which were repaired without being scheduled for servicing. The article goes on list a total of 353 repairs and modifications to locos but does not state how many locos had more than one repair, nor the number of faults found on examination. To fuel a loco would take sometime. The fuel pumps at Tinsley delivered fuel at 50 gallons per minute, a class 47 had a tank capacity of 850 gallons. Fuelling was normally done at the same time as the A exam, a long with other servicing, and restoring the levels water, sand and oil."

 

I hope this helps.

 

Editted to make tables look like tables again.

 

Interesting and informative  - a while back and time flies Clive.

 

All that servicing and upkeep the mind doesnt comprehend the costs to a nationalised BR back in the day - it has only come home to me being a CFPS member and seen the astronomical sums quoted for the repairs and upkeep of the Class 40 fleet.