Railway_Digest__February_2018

oven. It may not be well known that the GE and EMD built locomotives
don’t come standard with these basic creature comforts that would
be expected and taken for granted in the 21st century. An SD70’s
traditional driver’s control stand is very imposing in comparison to the
desktop-mounted controls found on the older GE Dash 9’s, and the
driver is all but hidden from anyone sitting in the observer’s seat on the
opposite side of the cab. But many drivers prefer the control stand as it
allows for a more relaxed driving position, whereas the neater desktop
controls encourage a less comfortable, lean forward posture.
At 5.30pm with the sun close to setting, Geoff receives clearance
from control in Perth to proceed, and the loco throttle is moved to notch 6,
setting the vast load of ore rolling towards the port. A very slight
downgrade assists with forward progress and our train’s speed slowly
builds towards an ambling 25kph. Entering the port balloon loops just 2
km later, the position lights beside the movable frog turnouts indicated
the route was set for our train to take the outer circuit through to the
No. 1 dumper, or TUL 1, situated 3.5 km further on. Several minutes had
passed when the distinctive white compressor cars coupled onto the tail
of the preceding rake were reached. It is certainly a unique experience
to be gradually closing up to another train and leaving just a short space
when there is nearly 40,000 tonnes behind you. However, this is very
normal practice that outsiders would not expect. Naturally, great care
is exercised, there being little tolerance for negligence. Drivers are
very conscious that second chances are rare if it is proven their actions
have led to a costly mishap. It was apparent there would be some time
before our train could enter the dumper with around twenty cars of the
preceding rake still to be tipped.
Once the rake ahead had completed being unloaded and having pulled
clear, the green signal at the entrance to the dumper shed was activated
by the operator in Perth. This indicated it was clear for Geoff to move the
train forward through the very tight confines of the TUL 1 rotary tipper
at a snail’s pace. By tight, I mean clearances for locomotives in the tipper
can be measured in just millimetres. With the first two ore cars correctly
positioned, the shunter promptly uncoupled the locos. As soon as the
compressor cars were attached at the rear to maintain the air needed to
hold off the brakes, the three hour dumping operation could begin. Just a
short distance ahead of our locos were the two compressor cars detached
from the preceding empty rake, which was by now slowly making its way
out onto the main line. It was the task of our locos to push the compressor
cars forward 3.5 kms to the stand point at the end of the balloon loop.
A full time shunt loco attaches the compressor cars to the arriving loaded
rakes, and then collects them again after the departure of empty trains
headed back to the mines. Following the shunt loco coming to take them
off our hands, the way was then cleared for our locomotives to continue
on to the provisioning shed to refuel and receive a quick hose down.
While at the shed I captured images of the activities being
performed. Apparently past refuelling mishaps have led to there being
a 17,000 litre fill limit regardless of the loco type. SD70s and Dash 9s
each have 18,000 litre tanks, but the SD90s have a 21,000 litre capacity.
This difference had occasionally resulted in the unintended over-filling
of the smaller tanks. It was decided that 17,000 litres should become
the standard maximum fill limit to always err on the safe side.
Kanyirri depot itself possess two very large fuel storage tanks capable
of holding six million litres of diesel. Over two million litres of this vital
fuel are transported by rail out to the mines several times a week. In
2014 I saw a 24 fuel wagon consist, which amounts to a substantial
load, with each unit having a tare weight of 37 tonnes and a capacity of
95,000 litres.
Also that night I was offered a special bonus of witnessing up close,
the very intriguing unloading task performed by the rotary tipper in
the TUL 1 shed. This is something that I missed out on seeing in 2014.
Observing the 240 car rake being effortlessly moved forward by the
discreet, but very powerful (1.1MW) indexer arm, with pairs of wagons
being tipped in the dumper every 88 seconds, is mightily impressive.
It is especially amazing when you realise it is all being operated by
someone who is performing the task from Perth, 1,300 km away.
But it is plainly obvious that the very long rakes endure a relatively
violent three hours, with abrupt starting and stopping with each positioning
movement. This is despite the coupler slack being significantly lessened
by the rigid bars connecting the ore cars into permanent pairs. Any
weaknesses in the traditional draw gear are eventually exposed, and it
is very likely they will develop during this unloading operation which
each rake is subjected to, on average, every 24 hours.
When all three dumpers are operating, the delivery of crushed ore
is relentless, typically achieving 500,000 tonnes per day. But as TUL
2 on this occasion was undergoing scheduled maintenance which
was planned to continue at least until 7.30 the next morning, the
daily tonnage total would be greatly impacted. But to coincide with
the reduced delivery capacity at the port, the Christmas Creek mine
loadout was also closed for routine maintenance.
Above left (page 28): Viewed
from the popular tourist friendly
Redbank Bridge vantage point
at Port Hedland, at 12.41pm on
Wednesday 31 August 2016,
BHPBIO’s EMD SD70’s 4424 and
4326 wait beside Rio Tinto’s
evaporative salt pans before
entering Point Nelson yard with
another load of ore being carried
in 268 ore cars. The mid-train
locomotives can be seen in the
distance, 134 cars back.
Right: The loaded rake delivered
90 minutes earlier continues to
be unloaded in TUL 1 at FMG’s
Herb Elliott Port. Seen here from a
walkway above the shed entrance,
the rake is pushed and then
precisely positioned in the rotary
tipper by the 1.1 MW indexer unit
utilising a retractable arm and a
rack and pinion drive, moving the
ore cars forward two at a time
every 88 secs. The retractable
arm is just visible between the
two nearest ore cars
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