STEAM AT WAR 6




The trains were generally made up equivalent to 60 to 65 four wheeled wagons. A double bogie wagon was counted as two 4 wheelers, thus the train gross weights were 1200 to 1300 tons. They were totally unbraked except for the steam-powered brakes on the engines and tenders. The brake vans had hand operated brakes that were rarely if ever used. Depending upon the tension on the coupling links and hooks and compression on the buffers the distance between adjacent wagons could vary by 18 inches which caused any train length to vary by a hundred feet depending upon whether the engine was pulling or braking. Starting and stopping always demanded careful judgement. Instant stops were not possible and the official train speed was limited to 40 KPH. On descending grades and approaching known stopping places preparations to take control were initiated about three kilometres out.

The locomotives and tenders weighed 127 tons, carried 9 tons of coal and 4000 gallons of water. Permanently coupled and piped to each main line locomotive were two 4000-gallon tank wagons known as water batteries. These supplies had to last the Similla-Masheifa-Similla round trip of 313km which depending upon the visitations of war could take two to four days.

For reasons of safety and to conserve the train engine supplies a helper locomotive was attached to the rear of each train to assist it up the 28km 1-117 climb from Similla to Mohalfa. At the all clear signal to proceed the pusher engine had to start first to close the buffers to the point of nudging the lead engine which then gradually opened up to take its share of the load. This avoided the possibility of snatching the bank engine and the risk of draw gear failure. At the top the grade the helper engine was detached and the train proceeded on it way over generally flat terrain with the horizon visible all around. In the final third of the journey the line descended into and traversed a wide shallow wadhi followed by 19Km of a one in two hundred climb to the railhead at Masheifa.

The opposing trains met and passed at crossing stations spaced about 12.5Km apart manned by small detachments of 16th ROC personnel who lived a fairly lonely existence, but those who wished were relieved at regular intervals. One of their staff met each train at the station outer limits and either directed us into the passing loop or gave us a train order to proceed into the next section. We surrendered the train order that we had carried through the section that we were vacating.

Naturally, half our operations were through the nights. There were no engine headlights and we covered the gaps between the engine cabs and tenders with tarpaulins to conceal the flashes from the furnace fire door openings. To view the steam pressure and boiler water level gauges as well as to make feed-water injector adjustments we carried kerosene bulls-eye lanterns with the lenses covered while not in immediate use.

Kerosene lanterns shielded within petrol can housings with tubular apertures facing approaching trains marked the crossing loop outer limits. The attendant at the points carried a shunter's signalling lantern which displayed a steady red light for stop, a green light for go on through the main line and a white light waved from side to side to indicate entering the crossing loop. On moonlight nights visibility was good but on really dark nights we got by with our interpretations of the shades of darkness. Our night vision became highly developed and by glancing away from the direct line of travel we could pick up the distant pinpoint signal lights. On clear moonless nights the brilliance of the stars helped. Under winter storm cloud cover the nights were pitch black, but our familiarity with the feel of the track, sounds, bumps, kinks, curves and grades kept us informed of our whereabouts.