|
Climax - A Locomotive Resurrected, Part 2 |
||
|
Following approval by the Society and the Board, work began on preparing 1694 for movement from Menzies Creek to Belgrave. 19th August, 1982, saw four tubes removed from the boiler, the external lagging and cladding removed, boiler fittings and drive trains removed and the boiler given a washout. As viewed through various washout holes the inside of the boiler was heavily encrusted with mud, no doubt picked up when filling from creeks via the flexible hose. The DLI. inspected the boiler on 24th August and made recommendations which would be required to make the boiler serviceable. A letter had been sent to the Forests Commission on 22nd September, enclosing a cheque for $1.00 as payment for one locomotive and two timber bogies, to transfer ownership to the E.T.R.B. so that restoration work could commence. (The Commission could not sell the engine to the Society as under government regulations such a sale could not be made unless through public tender. It could however sell it to the Board as it is a government body.) Preparations to move 1694 to Belgrave took place on 16th October a  nd
on 23rd October 8NA journeyed to Menzies Creek to tow 1694 back to
Belgrave. 1694 was found outside the Museum compound, having been moved
out by the Peckett. After the last passenger train the Consist moved out
at 5 mph. towards Belgrave, stopping only for photographs (the only
problem was worn tyre profiles allowing the wheel flanges to touch fish
plate bolt heads),finishing in the Belgrave workshops.
Stripping of the locomotive began on 23rd October. Stampings over the firebox door indicate that the boiler is original, and this was confirmed by a series of dates stamped on the fireman’s side and try cocks on the driver’s side. Another unusual feature is a cast iron fitting on top of the boiler inside the cab — called a piano — from which lead several steam lines and valves.To help replace missing parts drawings were sought. After a search through the F.C.V. files and other sources, shame, shock, gasp — some drawings were discovered in the P.B.P.S. archives — how embarrassing.Climax parts have numbers cast into them, so that if a R/H cylinder, an axle box cover, or a coupler pocket were needed part numbers B123, 0179 or P80 were quoted. By September, 1984, reassembly of the front bogie was under way. The Climax was originally equipped with a steam brake which operated both on the leading and trailing bogies. The locomotive had no hand brake fitted while in use with the Forests Commission. To make the locomotive compatible with other locomotives and rolling stock on our railway a Westinghouse air brake system had to be fitted. Patterns were produced for builder’s plates. nameplates, and a numberplate. The smoke-box door was ground true and airtight to ensure a good draught through the chimney. Saturday 8th December 1984. saw the locomotive lifted, the workshop bogie run out and the rear Climax bogie run in and placed under the locomotive, which was then lowered onto the locating seat and the centre pin fitted. 12th January, 1985 saw the front bogie fitted which involved towing 1694 out with 8NA, running in the bogie. pushing in 1694, jacking up the front, removing the workshop bogie and lifting it out of the way by crane, and then rolling in the Climax bogie. The locomotive was then towed up and down the yard to test the wheel profiles through the point work. The mechanically operated rear sand boxes attached to the water tank were missing presumed scrapped back in 1944 when the present replacement tank was made. In addition, both front and rear headlamp brackets, complete with the unique ‘Climax headlamps, were also on the ‘lost’ list. Although one of the Climax headlamps was used on 6A back in the ‘Young Sun’ running days between Upper Ferntree Gully and Belgrave, the lamp was STOLEN from the Upper Ferntree Gully Station (from a locked storeroom, in fact!) after cessation of these runs. Working on early construction photographs taken at Newport Workshops in 1928, early photographs of the Climax taken at Tyers Junction, Climax Catalogue photographs, and photographs from overseas logging tramways where Climax locomotives were used, design drawings were eventually produced after much ‘midnight oil burning’ to enable manufacture of these missing items. 12th October, 1985 saw a hydrostatic boiler test, unfortunately however some tubes leaked so it was decided to replace all remaining ‘old’ tubes. With all the old tubes out the opportunity was taken to chip out all the encrusted scale and mud. The Carshops volunteers had made up windows and frames, doors and frames to fit the cab. In April and May 1986, the boiler was hydrostatically tested, and while the result was a great improvement on the previous test there were still leaks, including a stay in the firebox. The stay had to be replaced and the boiler was tested again in March, 1987.
|
To enable all this to happen,
work parties were held every second Tuesday night and on the second
Saturday of every month, during the period of restoration.
The boiler was inspected and hydrostatically tested by the DLI. on 1st July, 1987, and approval was given to operate it at 180 psi. (the same pressure as the NA fleet). 25th July, 1987, saw 1694 given its first public display since restoration began, the occasion being the Silver Jubilee of the P.B.P.S. when the workshops were open to the public, and 1694 was exhibited outside the workshops. It was in steam, but not mobile due to work on the valve gear not being finished. On Saturday 18th June, 1988, at 2.30 pm, 1694 moved under its own steam, in trials around the Belgrave Yard. It was the first time in 38 years that the Climax had moved under its own power, and naturally the group of volunteers who had toiled on its restoration were slightly impressed. 9th July, 1988, saw another trial up and down the yard. During this time the automatic couplers were fitted, and the hand brake was designed and fitted to the front pilot beam. 9th September, 1988, saw a trial run to Emerald and return towing a rake of passenger cars and guards vans. The run was timed, and note taken of firewood and water consumption. The firewood was devoured hungrily, and an emerqency supply left at Emerald was needed for the return journey Top speed seemed to be about 6 mph.; at this speed the frame, being more pliant than that of an NA, could be seen to be flexing. The cab and the water tank move quite visibly. The main problems on this trip were a hot driver’s side big end, and a hot axle box brass in the front bogie. On Saturday 8th October, there was a special trial run for the restoration volunteers so they could savour the results of their labour. The inclement weather did not dampen anyone’s spirits. On Friday 21st October 7NA double-headed with 1694 to Lakeside and return as part of the Austeam Festival.
Thursday 17th November, saw 7NA again double heading, only to Menzies Creek, while the Climax continued to Emerald and then to Nobelius Siding. The special was booked for past and present members of the Forests Commission to journey behind "Their" locomotive, and also to examine the T.A.C.L. under restoration at Emerald. Over 9,000 recorded hours were spent by volunteers in the restoration over a period of six years. The Board’s staff also gave time in a voluntary capacity. The cost of restoration was just over $32,000. These figures do not take into account time spent planning and discussing the project, or the value of donations by industry, and by the volunteers themselves. The locomotive is slow, as reported earlier, 5 to 6 m.p.h. seeming to be a most comfortable speed. It is, however, quite powerful and during load trials was able to manage a 12 car train without undue strain. In deference to the age of its mechanical components its operating load has been set at 50 tons. 1694 is the only Climax operating in Australia, although there is one (1653) being restored as a static exhibit for the Rainbox Museum in Hobart. One (1203) is in operation in New Zealand and four in USA. There are 17 in existence, from a total of between 1000 and 1100 built, so 1694 is in rare company.
REFERENCES
ACKNOWLEDGEMENTS The author gratefully acknowledges the assistance cod advice of the following persons:
and those whose photographs and drawings are included in this article, and also the band of volunteers who toiled for six years to create the restoration that made this possible. |
|
On Saturday 12th
November, 1988, the Climax was returned to traffic, with Press, Radio,
and T.V. Coverage. The Age featured it on the front page. At a ceremony
at Menzies Creek Norm Wadeson spoke to the assembled masses re the
history of 1694 and the work involved in its restoration. Norm, by the
way, was the mysterious public servant mentioned in the introduction to
this article.