The
kindly intervention of my boss in the Solicitor for Railways Office -
the Chief Clerk Mr Harry Bateman ( Staff Papers marked "LOYAL DURING
1917 STRIKE")who, on account of his long service knew many people all
over the Administration of the New South Wales Government Railways,
secured for me at age 18years, a ride on the footplate of a C 38 Class
Pacific ( or 4-6-2 wheel arrangement) express steam locomotive - they
didn't come any better. So it came to pass that on the appointed morning
I turned up at Central Station - neatly dressed in clothes I could
afford to get dirty.And there at Platform 4 at Central Station stood the
consist of 7 or 8 steel carriages (non- air conditioned) for the
Cessnock Express. All was still slightly wet from earlier rain.
But
I was not so much interested in the carriages as the Locomotive ,whose
train they would form. I headed up to the Southern end of the Platform ,
looking expectantly out onto the maze of tracks, sets of point and
crossovers and signal gantries that made some 20 Country Train Platforms
function properly. In due course, coming tender first of course, came
into view, 3819 our designated locomotive, slowly, carefully drifting
back through the maze of track toward us. Quietly she came on, passed me
and proceeded to gently couple to the train. Three men in the Cab -
Driver, Fireman and the Inspector Mr. Ray Burke ( if my memory serves me
properly). The Inspector, wearing overalls, swung down and introduced
himself, told me what he expected from me, and what I MUST DO. He then
asked me to sign the Indemnity Form, which I quickly did, and we were
ready to go. In essence, he asked me to ensure that I stayed out of the
Fireman's way and that AT ALL TIMES, I held onto a firm handhold.His
manner was friendly but firm and he spoke with authority.
A
final photo of the Locomotive showing every sign of her full head of
245 psi steam, back aboard. The driver, with the brakes full on , and
the cylinder cocks open and valve gear centred, open the Regulator (
throttle) for about 10 seconds and a huge rush of steam enshrouded the
front of the locomotive - this is not theatre, but serves to blast any
condensed steam out of the cylinders and superheater elements. Then two
or three times he winds the reversing gear fully back , then fully
forwards forcing any remaining water out of the valves and
cylinders.Ensuring forward gear is set, the brakes are released and the
driver awaits the Green Signal.He gets the Green Light, looks back down
the Platform and sees the Conductor's Green Flag raised and right on
time he blasts the manly triple chime steam whistle ( no maidenly
English shrieks, or foggy American hoots - but a full-throated roar!). He
tugs on the long Regulator lever and with a deep blast from the exhaust
through the chimney, the locomotive seems to lift slightly and
commences to move forward dragging the 500 tons or so train behind it .
In a short time the beat of the exhaust is beginning to pick up and , at
a cautious 15 mph we are weaving our way through the Central Station
Yard toward the mainline. The cylinder cocks are closed and the
locomotive settles down to some serious work. The regulator is pulled
wide open, but the valve gear is set to provide steam for only part of
the pistons' travel in the cylinder. This is enough to get the locomotive
up to 30 mph through Redfern Station. The exhaust is now a sharp
powerful bark and the fire in front of us in the cab is responding
fiercely.
It
is one of the beauties of steam locomotive design that the faster you
go the stronger the exhaust, the fiercer the fire, the more steam you
get, the faster you go and on and on - the beast has to be restrained
and carefully so.
The
Fireman is not idle, he checks the water level in the Boiler and starts
the Injector to top it up. On this trip the Injector will be on most of
the time and, when the locomotive is working at its hardest it will be
pumping 55 gallons of water into the Boiler every minute!By Newtown, the
locomotive is doing 50 mph the maximum allowed over this section .This
is maintained until we pass up the long hill to Ashfield where there is a
complex set of points and crossovers . To reduce speed the Regulator is
shut down a fair way and the valve gear is closed down a fair way so
that live steam is only briefly entering the cylinder. If it had been
cut off completely and the locomotive allowed to drift a vacuum could
form causing damage to the locomotive especially in the coupling rods
and the connecting rods. ( I have seen a photograph of an English built
Victorian Railways locomotive where the connecting rod has completely
buckled wrecking the valve gear!).
We
are quickly back to speed and take Burwood Bank at 60mph, but then have
to brake for Strathfield where we take on passengers and then set off
cautiously around a relatively sharp curve which takes us onto the main
Northern Line.This Northern Line leading initially
to Hornsby,
features very long stretches at 1 in 40 grades - heavy going.Speeds up
to 65mph are briefly checked by slow spots on the track, but are quickly
recovered until we hit the stiff grades. By Cheltenham the locomotive
is working flat out and we thunder through the Platform crowded with
school children, one little fellow I notice sitting on his Globite
School Case ( No back packs then!) his straw boater crammed on his head
and he intently watching the Driving Wheels and flashing Connecting Rods
and Valve gear as we roar past. I became aware of the slight working of
the locomotive from left to right as the pistons in their cylinders
deliver the alternate thrust through the rods to the Driving Wheels .At
this time they are producing well over 2,000 Horsepower in a mighty
struggle against nature as they take locomotive and 500 tons plus train
up the long climb.All of this Herculean effort is carried on based upon a
great cast steel frame 43 feet long and imported from the United
States.
Later
on after Hornsby we travel through the long tunnels down to Hawkesbury .
The driver has the steam blower hard on to ensure that entry into the
tunnels does not induce a blow-back of smoke,steam and gas through the
fire tubes into the firebox and cab which could cause serious burns to
those in the cab.And so it continues a brilliant performance by Driver,
Fireman, and Locomotive every grade up or down beautifully anticipated,
with ample steam for any climb or any possible burst of speed. The
constant vigilance for signals, special speed limitations,building the
fire for what lies 15 minutes ahead, but not wasting coal, sensing how
the great machine is responding, are all impressive. Yet for all that,
it is in some way less like a machine and more like a noble steed, on
the hills a charger,occasionally reduced to a draught horse, then on the
downward slopes and flats a real sprinter, but somehow ALIVE,
breathing, heavily when working hard, lightly and chattering to itself
when at speed and panting steadily when at rest as the steam compressor
keeps up the pressure on the brakes.
The
C38 Class with their large Fireboxes and Boilers built to the limit of
the loading gauge are right at the limit of what a Fireman can readily
handle without mechanical assistance, and particularly when the
locomotive is working hard for a long period as in this case.It is cruel
work serving that great fire. It was particularly pleasing then, to see
the Inspector freely and generously offer to give the Fireman a break
and shovelling the coal for him on a couple of occasions - very much
the sort of man his subordinates would admire. It confirmed my own
impression of him
Once
again,the comedian Tommy Mack is proved right and" all good things must
come to an end." As we approach Hamilton, where my Special Pass will
get me to my booked seat on the air-conditioned Up Newcastle Flyer to
Sydney hauled by another C 38 , I say "Goodbye and THANKS"to the Driver,
Fireman and the Inspector - but they only have to look at my face to
know that I have been transported in more ways than one - I am THRILLED
and showing it with a smile from ear to ear!!!
One
little detail - as I walk away , and try to get some directions, I
realise I am deaf as a post! The condition slowly eases over the next 24
hours.
I SALUTE the Drivers and Firemen and the Locomotives of the DAYS OF STEAM.
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