Class 92 on sale

[jp4712]

I've just had a look. They DO go round, but they're shiny and mainly hidden by the bogies and shoe gear, so not too easy to see.

Paul

[spellow3010]

Here's a scenario to try... sampled from my Flickr page.

http://www.flickr.com/photos/dewisant47600/8750020457/

Class 92, hauling another Class 92, having gone to the rescue of a failed EWS liveried Class 86 working a Virgin (Mark 2 stock) Euston to Wolverhampton service... Was rescued somewhere south of Rugby.

[Austcoop]

Also, is there a minimum speed reduction to aim for when doing a running brake test? I normally aim for a 10% speed reduction but not sure what would be expected prototypically. What are you watching when you do a running brake test? Are you watching the speedo, the brake gauges or just getting a feel for the train? Or maybe all three at once?

10 mph reduction in speed is the current guidance from DBS. Usually performed once up to line speed, although the simulator training chaps like to press the "ASAP" message. And yes, all three at once. You want to feel the brakes 'biting', see the speedo needle fall and observe the brake gauges react as they should.


Although I haven't bought the 92 download I have viewed several YouTube videos and, driving these things for a living can say that the most glaring thing for me is the AWS noise.

A 92 has a totally different pair of AWS tones to any other ex BR loco. It is difficult to describe, but they are extremely different to the generic tones that are used in the game. I have not found a video with the vigilance device yet, but this is also different. Classes 60 & 66 emit a 'bleeping' tone for the vigilance, whereas a 92 has a steady 'beep'.

In cab they are extremely quiet with the most noise from a partially open window.

[xguerra]

Here's a scenario to try... sampled from my Flickr page.

http://www.flickr.com/photos/dewisant47600/8750020457/

Class 92, hauling another Class 92, having gone to the rescue of a failed EWS liveried Class 86 working a Virgin (Mark 2 stock) Euston to Wolverhampton service... Was rescued somewhere south of Rugby.

Just occurred to me that someone needed to recreate that.

Here's my attempt:

[ightenhill]

Sounds about right when you just had to arrive on time

[yyyyamst]

To be honest the Rule Book stipulates various constraints re a Running Brake Test. The many types of Wagons result in all different levels of braking. You really need to get the Train up to a near maximum speed and then make an Initial application and then further reduce to around 4 Bar on the Brake Pipe. Depending on the type of Wagons. length and weight will dictate on the level of speed reduction. If you loose 30 mph on a Running Brake test for example this is all well and good. The objective is to feel and understand exactly what is happening behind durring application and release. On Locos fitted with Air flow Indicators it is important that no Power is re applied untill the Air Flow settles to within 2 Ltrs a second above the original setting. This takes away the risk of snatching and Train division on the longest of Trains. Unfortunately the sim does not have the ability of giving a true representation of Brake systems so the the characteristics of a l Brake application are flawed.

[749006]

I thought you need to do a running brake test before you needed to stop?

[Austcoop]

I thought you need to do a running brake test before you needed to stop?

Erm, yes. That's the point of it.

Set off, build some speed up and get a good feel of the brakes. The DBS Simulator trainers like to get you to do the running brake test around 25 mph, whereas older drivers tend to advise getting more speed up before really digging in with the brake to get a feel of what they are like. To be honest I've done both and both are effective, but at a lower speed you risk losing time/causing delay by whacking a great lump of speed off.

And I agree that TS cannot give an accurate representation of true brake characteristics. Ona real freight train, especially the longer ones it can take an age for the brake to come off. You don't leave the brake on until you reach the speed you want and then release it (like in a car). You brake and by knowledge and judgement, release it knowing that when the brakes release all the way down the train, you'll be doing the speed you want.

For example, you might want to reduce speed from 50mph to 25mph. You wouldn't keep the brake on until you reached 25mph, then release. You'd brake to about 32-35mph, release and watch the airflow meter start to settle as you reached 25mph. (A falling needle on the airflow meter indicates the brakes coming off).

[749006]

I thought you need to do a running brake test before you needed to stop?

Erm, yes. That's the point of it.

Set off, build some speed up and get a good feel of the brakes.

Erm, yes. But if you get up speed and then find the brakes do not perform as expected you are in POO.
You might be building up speed and find a Double Yellow or even a Single Yellow - not the best time to see if the brakes work or not.

http://www.raib.gov.uk/cms_resources/11 ... stairs.pdf

[yyyyamst]

Great source of reference which concludes the reason for this incident as.........


The absence or reduction in braking forces on the FSA and FTA wagons
was caused by a combination of the following factors:
l snow and ice ingress restricting movement of brake rigging and reducing
the force that the brake pad applies to its brake disc (a probable causal
factor); and
l a reduction in the coefficient of friction between the brake pads and the
brake disc due to the ingress of snow/ice and water between them (a
possible causal factor).
Snow and ice restricting movement of the brake rigging

In addition under these climatic conditions there are clear cut additional rules and requirements regarding braking where Snow and Ice are being thrown up by the passage of Trains. The original Running Brake test was carried out correct and proved the Train was able to stop.
.

[749006]

I was not suggesting the incident had been caused by poor driving or not carring out a Brake Test.

And also from the report
At 19:53 hrs, train 4L81 departed from Coatbridge. At 19:57 hrs the train reached a maximum speed of 37 mph (60 km/h) and at 19:59 hrs the ferry driver made several initial brake applications on the approach to Mossend.
At 20:03 hrs, the ferry driver made a full service brake application and train 4L81 stopped on the main line at Mossend.
The driver made the Running Brake Test at 37mph - not running at a 'Good Speed' as suggested you should do by previous posters.

[K2rover]

How do you release the brakes on this train? I think I might have got an emergency brake application by not cancelling the DSD when going on walkies at a red signal. Returned to the cab to find the brakes all locked up and can't move the thing. Have got the AP soundpack and can't find any help in the AP manual. The RSC manual wasn't a great deal of help either.

[phat2003uk]

Make sure the emergency brake plunger is up. This was added to the manual a few days after release so apologies if you were an early purchaser!

[37114]

To Perry and Peter and any other drivers,

It would be great if you could do a separate thread relating to braking characteristics of various traction you have experience of. Going a bit off topic on this one I appreciate you all sharing the gen though!