http://www.youtube.com/watch?v=_dhQq3oxpgQ&feature=relmfu
This link is for an American Frieght set up. We had this type of system till the hump was closed in the mid 1980s.
I was trained as a rolling stock techician as well a guard duties.
It show trains being humped and coupled together in the yard.
The difference in the UK is freight vehicles did not have buckeye coupling as they did in the US.
We had 3 link couplings, Instanta couplings, and continental screw couplings.
Recently a buckeye type coupling were introduced.
I noted the in the US, the red pipe of the air brake was broken, but pulled apart by the tucks.
If we got caught doing this, it was frowned apon.
The reason why is the red pipe could be pulled from the headstock.
The most important job on train preperation, is taking all the handbrakes off, making sure that you completed a roll by of the whole train. This was done after you went to the back of the train and did a brake test, and insured that the last three waggons brakes were applied and blown off.
All this was done by the train preparer in conjunction the the driver
After all this you sign the tops sheet, and stamped it with a rubber stamp with your name on it so if owt went wrong it came back to haunt you.
This link is for an American Frieght set up. We had this type of system till the hump was closed in the mid 1980s.
I was trained as a rolling stock techician as well a guard duties.
It show trains being humped and coupled together in the yard.
The difference in the UK is freight vehicles did not have buckeye coupling as they did in the US.
We had 3 link couplings, Instanta couplings, and continental screw couplings.
Recently a buckeye type coupling were introduced.
I noted the in the US, the red pipe of the air brake was broken, but pulled apart by the tucks.
If we got caught doing this, it was frowned apon.
The reason why is the red pipe could be pulled from the headstock.
The most important job on train preperation, is taking all the handbrakes off, making sure that you completed a roll by of the whole train. This was done after you went to the back of the train and did a brake test, and insured that the last three waggons brakes were applied and blown off.
All this was done by the train preparer in conjunction the the driver
After all this you sign the tops sheet, and stamped it with a rubber stamp with your name on it so if owt went wrong it came back to haunt you.