94 Class Diesel Hydraulic Shunting Units (ex NSWGR 73 Class)
Click on thumbnail for larger images
These are rebuilt ex New South Wales Government Railways 73
class diesel hydraulic shunting units, weighing 42.5 tonne.
were originally standard gauge.
We operate 7 of these with four being set up for multiple unit operation.
94 Class locos are set up to run as a multiple unit with
a remote control brake van.
Mostly they drive using the “traction”
screen which constantly displays the status of both
locomotives and the brake van.
brake van does have a bit of intelligence built in to
it. It constantly monitors the direction of travel and
speed of the lead locomotive and compares it with its
own speed and direction of travel.
other two screen shots show a master locomotive screen
and a brake van screen.
|The few driving controls required (service brake, power/dynamic controller, emergency brake, sander and vigilance acknowledgment button).|
|The dash with controls for the second locomotive and the brake van.|
Last but not least, a photo showing the driving position and layout of the dash around the driver.
locomotives as they were when in use on the New South Wales
government railway network. [Now class 94]
|An empty train consisting of 2 x 94 class locomotives double headed leaving the Farleigh mill yard.|
|Two class 94 locomotives and brake van|
remote controlled brake van that is attached to the
rear of a train and is controlled by the crew on the
locomotive. This assists with controlling the trains
as we do not have air through the train. Only
brakes on the locomotives!
We operate 5 of these.
|A 94 class climbs Church Hill ahead of a looming storm. 30 x 6t bins is the load. Gross train weight 265 tonnes maximum. By this stage of the climb in the photo, speed is down to about 8 kph.|
|Looking back along a distributed power train exiting Victor creek and powering on for the 1:100 climb over the 15 mile gradient. The second loco can be seen rounding the curve while the tail of the train and brake van is still out of sight crossing the creek.|
|The distributed power trains normally head out as a double header with a brake van on the rear of the train. The second loco is only a vehicle on empty trains; however the driver can apply the brakes or power on the second locomotive if required. Farleigh mill’s multiple units (94 class locomotives Cedars and Dulverton) are seen here marshalling an empty train at Carlisle loops approximately 1 km from the mill.|
|Cedars and Dulverton are seen here powering through Whites creek loop nearing the end of their run 42 km from Farleigh on the North Coast line. Shortly the crew will park up the second diesel while they shunt Ossa 13 and 14 siding where the train will terminate. The reason the second locomotive is shunted out is that to shunt these two sidings the train will stop in the middle of the Murray Creek bridge which has a load limit of 60 tonnes, before setting back into Ossa 14 siding.|
|1. Slave unit [class 94] working in the Farleigh network. This shot shows Cedars at the head of the train nearing the crest of the 1 in 45 (2.2%) Government bank. The train consists of 170 x 6t bins with a 94 class locomotive at the head, a second 94 class locomotive mid train, and a 32t brake van at the rear. Gross train mass is 1392t and train length is 780 metres. Train speed here is down to about 10 kph.|
|2. The second 94 class locomotive, Dulverton is unmanned in mid train.|
|3. What comes up must go down! Cedars is already out of site as Dulverton commences to descend the 1 in 70 (1.43%) Azzopardi’s hill.|
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