TANGARAKAU STEAM 6
One memorable day the loaded train arrived at the coal screen yard and the attendant was temporarily absent. Myself as usual not being far off and for better or for worse being on good terms with the engine driver he asked me to drive the engine while he did the points and strop duties. For me this was the ultimate wow factor. He actually performed the movement of taking up the slack of the strop then left me to restart the engine ever so gently and puff quietly up to the empties. So there it was this mighty 7-ton (7.1 tonne) hissing and vibrant locomotive. My pictures of those American 32 and 40 wheeled behemoths faded to nothing, this was it, the real thing. I gently eased the throttle a little bit open, there was a hiss, a tremble, movement, a lurch towards the diagonal pull. A puff resonated back through the boiler, another puff and another, no more throttle needed, just keep it moving, keep an eye on the driver back there and the closing gap to the row of empty trucks up front. The driver signalled that the loads were in, close the throttle, and swing over the hand-brake lever. Stopped now, a goal, the end of a journey, one of the great achievements, does attainment always feel like that!
At this time the permanent railway bridge to cross the Tangarakau River was being built. The bridge construction plant was set up on one bank. Part of the plant consisted of a pile driver with its rope winch and tower. An ex-steam engine that was piped into the compressed air pipeline from the powerhouse powered the winch that performed several construction operations from its fixed site. It hauled the pre-cast steel reinforced concrete piles into their positions in the riverbed, aligned them vertically and operated the pile driver that drove them to depth. When the casings for the cappings and piers were placed the winch then repeatedly hauled out the large tub of concrete mix, the tipping and pouring of which was a spectacular sight. After the piers were completed and the boxing removed the winch then assisted with placing the bridge girders.
The permanent section of railway between Tahora and Tangarakau was now ready for the ballast metal. This brought a new look and new sound to the locomotive scene in the form of a 21.5 ton (21.8 tonne) 0-6-0 Barclay with 32 inch (813mm) diameter wheels. This was PWD number 514 of very pleasing lines with nicely proportioned fore and aft overhang, roomy cab, elegantly curved saddle water tank and a neat rear coal bunker. It had a mellow toned whistle, steam powered brakes and a transverse throttle lever operable from either side of the cab. On a memorable occasion I had my first ride on a standard gauge locomotive on this engine. It had the power to haul the ballast trains and pull the spreader or plough van to evenly distribute the ballast metal. It also hauled the screened coal to the Tahora railway yard for onward movement by the NZR trains.
Monday, August 24, 2009
Sunday, August 16, 2009
TANGARAKAU STEAM 5
The coalmine track was fairly rough and the engine used to roll to an alarming degree. One day a stirrup linking an axle-box spring to a frame bracket slipped off and allowed the engine frame to bear on the axle box. The driver stopped the train at the engine shed that was immediately opposite our home. He produced a wood block and a long crowbar and after showing me what had happened asked me to lift the stirrup and drop it over the end of the spring while he raised that corner of the engine with the aid of the bar. As the movement was not great and he had plenty of mechanical advantage with the lever the operation was easily accomplished to the benefit of the driver, the engine and my stature,
The mine worked from Monday to mid-day Saturday. We used the local coal in our homes and ordered it by the mine skip load at a cost of 30 shillings ($3.00). At mid-day Saturday the truck would be located on the line opposite our house. We would barrow the coal home until the truck was lightened enough to derail it and push it home to finish the operation. We would then place the truck back on the rails with its mates ready for Monday morning start.
The mine itself went into the side of a hill with its shaft inclined slightly upwards from the entrance. Outside on a small flat area was sufficient marshalling yard for an empties road, a loads road and spare wagons and mine stores road. Twin rail tracks passed onto the mine right up to the coalface. An endless steel wire moving cable between the rails of both tracks enable loaded trucks coming out of the mine to haul the empty trucks up to the workface.
Electric power in the mine to drive the coal cutter, ventilating fans, drainage pumps and provide the lighting was produced by a very smart shining black Bellis and Morcom engine and dynamo set that was steamed from a large Babcock water-tube boiler. The powerhouse with its engine exhaust echoing in the bush-clad valley was built partly into the hillside adjacent to the mine entrance. About halfway between the mine and Tangarakau the tramway crossed the river via a single span wooden truss bridge making short radius 90 degree turns onto and off the bridge within the confines of the narrow gorge. A further mile (1.25-km) from Tangarakau was a locomotive watering point consisting of a wooden plank dam across a small stream issuing from a bush clad gully. A 3 inch (76mm) pipe and hose conveyed the water to the engine tank filler. No water stop valve was fitted as the dam continually overflowed. A short walk up the stream took us to a part of the creek bed that flowed through a channel of smooth papa clay that we lads used as a natural water slide. Ferns, Pongas, bush scents and the calls of tuis were the normal features of this scene.
On arrival at Tangarakau the coal train stopped at the entrance to a two road yard approaching the foot of a steeply inclined trestle ramp leading up to the wagon tipper of the screening plant that was built over part of the railway yards. The incline was fitted with an endless steel wire haulage rope between the rails of both tracks, one direction to haul the loaded trucks two at a time up to the tipper and the return direction to lower the empties to the yard. The endless rope winch and the screen shaking mechanism were powered by a large cross compound steam engine supplied by a large horizontal flue boiler. The order of procedure with the coal train was to draw up to the entrance points to the yard. A coal attendant set the points to the left hand empties road, unhooked the engine that then drove over the points that were then be reset to the right hand road. A long wire rope strop was linked between the engine and the loaded train to haul it in clear of the points. This brought the engine onto the empty train that was then hooked on and returned to the mine.
The coalmine track was fairly rough and the engine used to roll to an alarming degree. One day a stirrup linking an axle-box spring to a frame bracket slipped off and allowed the engine frame to bear on the axle box. The driver stopped the train at the engine shed that was immediately opposite our home. He produced a wood block and a long crowbar and after showing me what had happened asked me to lift the stirrup and drop it over the end of the spring while he raised that corner of the engine with the aid of the bar. As the movement was not great and he had plenty of mechanical advantage with the lever the operation was easily accomplished to the benefit of the driver, the engine and my stature,
The mine worked from Monday to mid-day Saturday. We used the local coal in our homes and ordered it by the mine skip load at a cost of 30 shillings ($3.00). At mid-day Saturday the truck would be located on the line opposite our house. We would barrow the coal home until the truck was lightened enough to derail it and push it home to finish the operation. We would then place the truck back on the rails with its mates ready for Monday morning start.
The mine itself went into the side of a hill with its shaft inclined slightly upwards from the entrance. Outside on a small flat area was sufficient marshalling yard for an empties road, a loads road and spare wagons and mine stores road. Twin rail tracks passed onto the mine right up to the coalface. An endless steel wire moving cable between the rails of both tracks enable loaded trucks coming out of the mine to haul the empty trucks up to the workface.
Electric power in the mine to drive the coal cutter, ventilating fans, drainage pumps and provide the lighting was produced by a very smart shining black Bellis and Morcom engine and dynamo set that was steamed from a large Babcock water-tube boiler. The powerhouse with its engine exhaust echoing in the bush-clad valley was built partly into the hillside adjacent to the mine entrance. About halfway between the mine and Tangarakau the tramway crossed the river via a single span wooden truss bridge making short radius 90 degree turns onto and off the bridge within the confines of the narrow gorge. A further mile (1.25-km) from Tangarakau was a locomotive watering point consisting of a wooden plank dam across a small stream issuing from a bush clad gully. A 3 inch (76mm) pipe and hose conveyed the water to the engine tank filler. No water stop valve was fitted as the dam continually overflowed. A short walk up the stream took us to a part of the creek bed that flowed through a channel of smooth papa clay that we lads used as a natural water slide. Ferns, Pongas, bush scents and the calls of tuis were the normal features of this scene.
On arrival at Tangarakau the coal train stopped at the entrance to a two road yard approaching the foot of a steeply inclined trestle ramp leading up to the wagon tipper of the screening plant that was built over part of the railway yards. The incline was fitted with an endless steel wire haulage rope between the rails of both tracks, one direction to haul the loaded trucks two at a time up to the tipper and the return direction to lower the empties to the yard. The endless rope winch and the screen shaking mechanism were powered by a large cross compound steam engine supplied by a large horizontal flue boiler. The order of procedure with the coal train was to draw up to the entrance points to the yard. A coal attendant set the points to the left hand empties road, unhooked the engine that then drove over the points that were then be reset to the right hand road. A long wire rope strop was linked between the engine and the loaded train to haul it in clear of the points. This brought the engine onto the empty train that was then hooked on and returned to the mine.
Saturday, August 8, 2009
TANGARAKAU STEAM 4
The various railway installations at Tangarakau in those construction days consisted of four parts. There was the PWD 3ft-6ins (1067mm)-gauge arrival and departure yard for materials brought in from Tahora. The permanent railway yard under construction, the 30 inch (762mm) gauge PWD service railway for formation works on towards Ohura and the 24 inch (609mm) gauge tramline serving the Egmont Collieries owned coal mine in the Tangarakau River gorge.
As the tunnels, bridges and earthworks and permanent rails linking Tahora and Tangarakau were completed all of the workforce and mobile machinery concentrated on the Ohura section. The several tunnels were bored from the ends to meet at their centres. The bores were pierced 10 ft square with narrow gauge rails and power cables to operate the electric locos engaged in hauling out the trucks of spoil. The bores were then opened out to finished size and shape and concrete lined. As the tunnels were finished a third rail was laid outside the narrow gauge to accommodate standard NZR wagons. For hauling them the narrow gauge steam loco was equipped with an offset standard NZR coupling. The electric locos being too light for that work were not thus fitted.
The power for residential lighting as supplied by the Tangye engine was brought on at 3.00 o’clock in the afternoons and ran until midnight. On Tuesdays it was brought on at 1.00pm to provide for the weekly household ironing. The engine was only just adequate to maintain the required power demand and one could by watching the rhythmic fluctuations of the lights in one’s own home count the engine crankshaft revolutions. This engine was near a small door in the engine room that gave access to a staff shower room. An extension of a valve spindle protruded through a gland in the outer end of the valve chest, presumably in a previous installation to have worked a boiler feed-water pump. However, this spindle aimed towards the door nakedly poked back and forth. One day someone got poked and a complaint was laid. So a flat metal bar was bent up, drilled and bolted to the steam chest allowing about one eighth of an inch (3mm) working clearance between the end of the extended rod and inside face of the nice new guard. This guard immediately became a useful handgrip for anyone mounting the doorstep and entering the building. It did not take long for the inevitable “splat” one finger instantly press-formed to 1/8” (3mm) thin. The other quick reaction was the brazing of a sleeve into the guard so that the valve stem could jab harmlessly inside it.
The fuel for the powerhouse was supplied from the local coalmine sited 4 miles (6.4km) up stream in the Tangarakau River gorge. The mine was close to the river on the opposite bank from the road where it descended from the Moki Saddle and converged with the river for a short distance. The mine tramline conveyed the coal from the mine down to the company screening plant situated at Tangarakau. The motive power was a delightful little 0-4-0 well tank steam locomotive built by Andrew Barclay of Scotland. It weighed 7 tons (7.1 tonnes) and had 22” (559mm) wheels. The trucks were typical ¾ ton (0.76 tonne) capacity four wheeled skips some with pressed steel and others with hardwood plank bodies. There were enough trucks for three 24-truck train sets plus a few spares. One rake of trucks would be filling at the mine, one rake emptying at the screening plant at Tangarakau and the third either full or empty in transit. The coal was of relatively poor quality, contained too much stone and shale thus producing a lot of clinker and ash. The PWD powerhouse boilers consumed 12 tons (12.2 tonnes) a day. All of the local steam machinery used it and boiler fire cleaning and ash-pan clearing were ongoing chores throughout the working days.
The various railway installations at Tangarakau in those construction days consisted of four parts. There was the PWD 3ft-6ins (1067mm)-gauge arrival and departure yard for materials brought in from Tahora. The permanent railway yard under construction, the 30 inch (762mm) gauge PWD service railway for formation works on towards Ohura and the 24 inch (609mm) gauge tramline serving the Egmont Collieries owned coal mine in the Tangarakau River gorge.
As the tunnels, bridges and earthworks and permanent rails linking Tahora and Tangarakau were completed all of the workforce and mobile machinery concentrated on the Ohura section. The several tunnels were bored from the ends to meet at their centres. The bores were pierced 10 ft square with narrow gauge rails and power cables to operate the electric locos engaged in hauling out the trucks of spoil. The bores were then opened out to finished size and shape and concrete lined. As the tunnels were finished a third rail was laid outside the narrow gauge to accommodate standard NZR wagons. For hauling them the narrow gauge steam loco was equipped with an offset standard NZR coupling. The electric locos being too light for that work were not thus fitted.
The power for residential lighting as supplied by the Tangye engine was brought on at 3.00 o’clock in the afternoons and ran until midnight. On Tuesdays it was brought on at 1.00pm to provide for the weekly household ironing. The engine was only just adequate to maintain the required power demand and one could by watching the rhythmic fluctuations of the lights in one’s own home count the engine crankshaft revolutions. This engine was near a small door in the engine room that gave access to a staff shower room. An extension of a valve spindle protruded through a gland in the outer end of the valve chest, presumably in a previous installation to have worked a boiler feed-water pump. However, this spindle aimed towards the door nakedly poked back and forth. One day someone got poked and a complaint was laid. So a flat metal bar was bent up, drilled and bolted to the steam chest allowing about one eighth of an inch (3mm) working clearance between the end of the extended rod and inside face of the nice new guard. This guard immediately became a useful handgrip for anyone mounting the doorstep and entering the building. It did not take long for the inevitable “splat” one finger instantly press-formed to 1/8” (3mm) thin. The other quick reaction was the brazing of a sleeve into the guard so that the valve stem could jab harmlessly inside it.
The fuel for the powerhouse was supplied from the local coalmine sited 4 miles (6.4km) up stream in the Tangarakau River gorge. The mine was close to the river on the opposite bank from the road where it descended from the Moki Saddle and converged with the river for a short distance. The mine tramline conveyed the coal from the mine down to the company screening plant situated at Tangarakau. The motive power was a delightful little 0-4-0 well tank steam locomotive built by Andrew Barclay of Scotland. It weighed 7 tons (7.1 tonnes) and had 22” (559mm) wheels. The trucks were typical ¾ ton (0.76 tonne) capacity four wheeled skips some with pressed steel and others with hardwood plank bodies. There were enough trucks for three 24-truck train sets plus a few spares. One rake of trucks would be filling at the mine, one rake emptying at the screening plant at Tangarakau and the third either full or empty in transit. The coal was of relatively poor quality, contained too much stone and shale thus producing a lot of clinker and ash. The PWD powerhouse boilers consumed 12 tons (12.2 tonnes) a day. All of the local steam machinery used it and boiler fire cleaning and ash-pan clearing were ongoing chores throughout the working days.
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