Agree completely with rail freight - there are some very good locations just itching to be utilised for freight but it's not happening. Yesterday I watched a video here where a lorry driver hauled a trailer of bricks from Birmingham to Inverness - loads like that should be on rails. The Class 66 engine in my opinion comes second to the 37s. It's an incredible machine.
James, how loud it is inside while driving? I read that there were complains about it and in 2008 they changed materials to make it better. Is it bearable? I applied for work on 66 and the only one thing that scares me is the level of noise in the cabin.
If you calculated the equivalent mpg to a truck that never had to keep stopping & starting, had a much slower acceleration& traveled A to B with rare stops you would see better returns, simply because they are more aerodynamic & they have more modern clean engines.
A class 66 is on max power only 25 % of running time. Coasting about 30 % Each loco has running data on its EM 2000 screen. A class 59 can pull 4000 tonnes in one train . Mileage covered by that loco in the video is 850,000 since 1998
Hi a 32'000 ton train from Humber refinery near Immingham to Kingsbury oil terminal Birmingham (about 125 miles each way ) then return with empty's uses 2'000 litres , a class 60 uses about 200 litres less . They use hardly any fuel returning with empty's , another amazing fact they use virtually same amount of fuel each trip with different drivers
The air flow indicator is mostly used to tell when the brakes have charged after a release. I'm not a driver in the UK, but the overcharge button is probably used to quicken charging of the brakes. This function is replaced by 'release' on 6 & 24 schedule brake stands on US locos, and it connects the brake pipe directly to the main reservoir for the same purpose. On 26L brakes, this function is absent.
Do freight wagons have direct or graduated release? I’m asking because in North America passenger equipment allows a partial brake release, but freight doesn’t. I’ve also noticed that your wagons have 2 brake hoses. Are they brake pipe, and main reservoir? I’m a locomotive engineer (driver) in the US and Canada.
Red for brake pipe 72 psi and yellow main res 100 psi. direct brake in loco only, proportional when loco on a train. Its system is same for passenger and goods. But there is a goods position switch which gives a slower brake apply / release
Is it possible to not have the loco brakes apply whilst making a service train brake application? I’m wondering this because I operate locomotives in the US and Canada.
That sure makes the way you handle a train much different. We try to either keep the train slack stretched or bunched. Most time to bunch it we use dynamic brakes, if the loco has it. Often we stretch brake. Our brake valves allow the service train brake to be nullified on the locomotive(s). This is handy on a uphill stop. That way the slack doesn’t roll back once the brakes release. My company has a series of locomotives just the same internally as a class 66. They were like a Class 59, with the 16-645 diesel, but replaced with 12-710, and EM2000. I do agree with your statement that the newer EMDs are tinny. Until 4 years ago we still had some from the 1950s. They were built to last. Those were finally rebuilt with new bodies, and 8-710 diesels replacing the 16-567. These also have advanced Super Series wheel slip control, and EM2000.
Hah so they actually do it in the US (about moving trailers on wagons). I have always question why instead of using lorries who are part of jams and are dangerous, they dont use trains. Is it cheaper to use lorries? I am not that sure. So why not?
Auto subtitles - "great day drinking", "big fight", "play ball!" 😂
Agree completely with rail freight - there are some very good locations just itching to be utilised for freight but it's not happening. Yesterday I watched a video here where a lorry driver hauled a trailer of bricks from Birmingham to Inverness - loads like that should be on rails.
The Class 66 engine in my opinion comes second to the 37s. It's an incredible machine.
There are too many companies after declining bulk freight traffic
Unmistakable EMD 710 sound. Love it!
Cracking video. Just listen to that engine just ticking over, absolutely love it. One of my favourite locos Class 66
Thougherly enjoyed your video. Very interesting, good point on the class 60 as well.
Thank you, the 66 class is one of my favorites.
Love that sound
LOL, with the subtitles on, is shows [Music] as the engine is purring away.. Guess its tuned right !
think the caption feature is pissed lol
Very interesting. Thanks.
Similar to our 201s but we dont have the amp meters, EM 2000 computer is the same and we have dual controls.
Brilliant video, thanks for sharing. 👍
Awesome train video the uk class 66 sound like Australian n class locomotives
James, how loud it is inside while driving? I read that there were complains about it and in 2008 they changed materials to make it better. Is it bearable? I applied for work on 66 and the only one thing that scares me is the level of noise in the cabin.
can be loud in notch 7 and 8. no worse that a truck at the lower settings
Give me a headache most shifts! Not the best soundproofing especially notch 5 & above. Everything rattles, shakes and rumbles.
Nice video.Enjoy it thanks
If you calculated the equivalent mpg to a truck that never had to keep stopping & starting, had a much slower acceleration& traveled A to B with rare stops you would see better returns, simply because they are more aerodynamic & they have more modern clean engines.
A class 66 is on max power only 25 % of running time. Coasting about 30 % Each loco has running data on its EM 2000 screen. A class 59 can pull 4000 tonnes in one train . Mileage covered by that loco in the video is 850,000 since 1998
Hi a 32'000 ton train from Humber refinery near Immingham to Kingsbury oil terminal Birmingham (about 125 miles each way ) then return with empty's uses 2'000 litres , a class 60 uses about 200 litres less . They use hardly any fuel returning with empty's , another amazing fact they use virtually same amount of fuel each trip with different drivers
GBRf should do that with the class 60 and let ukrl hire out the 56,s . but hey exiting times .
Excellent, informative video!
Oh man, I love Class 66's
Wow
Great video many thanks.
Would love to drive a class 66 but no one is taking people on where I live.
The goods button has exploded lol.
Drivers put paper in the indicator because its too bright and a distraction
How hard or easy is it to get a licence or ticket for freight trains ,, this is exactly what I would love to do ,,
Are you allowed to have music on in the cab or a radio station to listen to especially doing long freight runs
Like the vid, where are parts 1 and 2 please
Perhaps a comment on the air flow indicator and brake overcharge?
could have , retired now so too late
@@DOCTORDROTT Well done. Same link as me now....
The air flow indicator is mostly used to tell when the brakes have charged after a release. I'm not a driver in the UK, but the overcharge button is probably used to quicken charging of the brakes. This function is replaced by 'release' on 6 & 24 schedule brake stands on US locos, and it connects the brake pipe directly to the main reservoir for the same purpose. On 26L brakes, this function is absent.
Do freight wagons have direct or graduated release? I’m asking because in North America passenger equipment allows a partial brake release, but freight doesn’t.
I’ve also noticed that your wagons have 2 brake hoses. Are they brake pipe, and main reservoir? I’m a locomotive engineer (driver) in the US and Canada.
Red for brake pipe 72 psi and yellow main res 100 psi. direct brake in loco only, proportional when loco on a train. Its system is same for passenger and goods. But there is a goods position switch which gives a slower brake apply / release
Nice video you now only need to give the lens on camera a good clean
did a bit of videoing in drizzle a few days before, will have to get a spray and cloth
Is it possible to not have the loco brakes apply whilst making a service train brake application?
I’m wondering this because I operate locomotives in the US and Canada.
only if a fault on the loco, relay valve fault
That sure makes the way you handle a train much different. We try to either keep the train slack stretched or bunched. Most time to bunch it we use dynamic brakes, if the loco has it. Often we stretch brake. Our brake valves allow the service train brake to be nullified on the locomotive(s). This is handy on a uphill stop. That way the slack doesn’t roll back once the brakes release.
My company has a series of locomotives just the same internally as a class 66. They were like a Class 59, with the 16-645 diesel, but replaced with 12-710, and EM2000.
I do agree with your statement that the newer EMDs are tinny. Until 4 years ago we still had some from the 1950s. They were built to last. Those were finally rebuilt with new bodies, and 8-710 diesels replacing the 16-567. These also have advanced Super Series wheel slip control, and EM2000.
Hah so they actually do it in the US (about moving trailers on wagons). I have always question why instead of using lorries who are part of jams and are dangerous, they dont use trains. Is it cheaper to use lorries? I am not that sure. So why not?
Loading gauge in the UK makes it hard, but low wagons could be used but it would cost a lot to set up. But would reduce road congestion
Which one is more dangerous, 60 or this?
66 are better than the 60's, but 60 pulling powers is slightly better but lose out on reliability . Worked on both types from new
@@DOCTORDROTT I mean which one is more dangerous to drive
Where’s the horn?
Właśnie taką prowadziłem - w grze