A-class loco from the era of shining brass

Press, 24 June 1978, Page 16

A-class loco from the era of shining brass

through traffic on the main trunk railway between Wellington and Auckland. Built to the latest standards available at the time, the A class incorporated a system of steam compounding developed by a famous French locomotive designer, A. G. Glenn. Designed as a four-cyl-inder locomotive, two high-pressure 12in by 20in cylinders were fitted be-

tween the frames. Steam at boiler pressure was used in them before it passed to the two outer (19in by 22in) low-pres-sure cylinders where the steam was used before exhausting through the funnel. At 225 pounds a square inch steam pressure and a total of 30 tons resting on the three driving axles, 17,000 pounds of tractive effort was developed using compound steam and

21,170 pounds using, via a cab-mounted valve, high pressure steam in all four cylinders. This gave more power for starting and for working difficult sections.

First modifications to the A class came with an increase in the amount of coal and water being carried for longer runs. A 428 received a new boiler in June, 1933. This was a more modern superheated type. With a higher steam temperature being available at the -cylinders than provided by the original saturated steam boilers, the advantages offered by the original compound design were found to be largely unnecessary. Because of increased maintenance problems associated with the two inside cylinders and their mechanical operating gear, a decision was made to convert all the compound A class to two cylinder simple engines. This was done by removing the two inside cylinders and resleeving the outside cylinders to an 18inch bore. With a decrease in steam pressure to 190 pounds a square inch, a tractive effort of 20,060 pounds was now developed. A 428 was converted to two cylinders in February, A 428 was mainstay of the Midland line for many years until the advent of the similar-powered Ab and more powerful J classes. It helped, with sister engines, to reach a peak in the mid-19505, when the highest recorded east-bound tonnages were passing to Canterbury. The advent of newer steam power relegated the A class to the Ross, Rapahoe. and Westport lines. Two A class locomotives

were stationed at Reeftcm for shunting local services and assisting trains over the difficult InahgahuaTawhai section which includes the steeply-graded Reefton Saddle. The arrival of diesel locomotives brought a sudden end to steam haulage on the West Coast, and A 428 ended her New Zealand Railways days at Reefton. Still in good mechanical condition, having not long received a mechanical overhaul, A 428 was saved from scrapping. It was bought by the A 428 Preservation society, a group comprising railwaymen and other steam enthusiasts. It is now the property Of the people of Westland. Pending a permanent home, it is housed in the railways locomotive depot at Greymouth. “A popular engine, very sure-footed and reliable, the. A class gave service that must have exceeded even the faintest dreams of the designer,” says Mr Coates. “With this country’s heavy dependence on imported fuels, A 428 may cme day steam again.”

In the days when locomotive drivers were assigned to the charge of one engine, A 428 was under the control of the late Mr W. G. Skelton, of Cobden, whose sons went on to make names in the field Of race horses, rather than "iron horses.” The secretary of the A 428 Preservation Society, Mr Frank Lucas, who is also a railwayman, says that the money for the purchase of the locomotive was raised among the people of the West Coast. The society regularly maintains the locomotive, and pays rent to the Railways Department for the lease of part of its depot.

By

PAT TAYLOR