1959 - BOYHOOD DREAM COMES TRUE

FRIENDS IN LOW PLACES

Mighty C 38 Class 4-6-2 backs down onto The Cessnock Flyer
 at Sydney's Central Station -1959?

Coupled and ready for the Main Northern  Line
 - A little rain is nothing.

Our steely lynx-eyed Driver.

The Inspector whose presence makes my presence possible
 - was his name Ray Burke ?A really nice bloke.

Our very hard-working Fireman.

I can't believe my luck!!

A full head of 245 lbs psi Steam 
and champing at the bit!

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, opened 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 to the draw of the exhaust -drawing heated air  through the boiler tubes..

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.

The Main Northern line 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 is 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 left and right 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. 

Double - headed C38s leaning into a hard uphill climb.
Photo Courtesy of our Son in Law  Paul Whiting .
This is a high quality image unlike my original 1959
images above, taken with a very inferior camera - 
as much as I could the afford, or was readily available.