1022’s boiler is presently at Ainsworth’s Engineer-ing at Goulburn. The front tube plate has been re-moved revealing a boiler barrel in surprisingly very good condition. Frank Moag’s liberal doses of boiler compound in years past, looks like it has paid big dividends.

In consultation with our boiler inspector, a range of repairs to the fire-box etc. has been agreed upon and an estimate for our considera-tion is being prepared by the company. Ken Ains-worth reports as follows re work to date:-

Since that report was made, we have been advised that the welding process is now complete and that corroded stays have been removed. Steel for a new front tube plate has been ordered.

Meanwhile back at the Valley a lot of work has been done by Steve Tolhurst over the last few years, particularly, in preparing the newly metaled bearings for the wheels and other machining work to enable

the wheels to be re-united with the frame. When the boiler is eventually returned, it too will be placed back on the frame and the restored yoke casting.

With this work done, the whole lot can be moved into under-cover storage in the tram shed where further work can be progressively done under cover.

Funding for the project comes from the Millier bequest.

1022’s Boiler under Restoration (The ‘Ugly Duckling’ is on the way back !)

Vale—Peter Goodman

He was a keen railway enthusiast and together with his father, manufactured a replica Sheffield “hand-pumper” and a ’trike’ that looked like an oversized tricycle. The replica letter-box on the back of the tram together with a substantial rack for hanging up cou-pling hooks etc. will remain a tangible legacy of Peter’s relatively short involvement with the soci-ety. Our sincere condolences to Peter’s wife Christine, daughter Teena and all of the family, on their sad loss. Peter’s funeral was on April 10. A great many folk were there, testimony to the high regard Peter was held in by the many groups and organizations he was associated with. Peter Stock represented the Society.

April 2015

“Preserving the past, enriching the future” STEAM SCENE

Newsletter and Journal of the Steam Tram and Railway Preservation (Co-Op) Society Ltd. t/a Valley Heights Steam Tramway.

Proudly associated with the Transport Heritage NSW ( Blue Mountains Division). Affiliated with the Council of Tramway Museums of Australasia and

Rail Heritage Australia (NSW).

Volume 12 Issue 2

From the From the From the EditorEditorEditor Hi dear members Hi dear members Hi dear members and friends and friends and friends ---

This issue of Steam Scene is running This issue of Steam Scene is running This issue of Steam Scene is running behind as you will have gathered. A behind as you will have gathered. A behind as you will have gathered. A ‘downed’ computer and going on a ‘downed’ computer and going on a ‘downed’ computer and going on a short holiday are the culprits. To short holiday are the culprits. To short holiday are the culprits. To makemakemake---up, this issue has an extra page up, this issue has an extra page up, this issue has an extra page devoted to Bob Tebb’s motor essay.devoted to Bob Tebb’s motor essay.devoted to Bob Tebb’s motor essay.

On page 4 there is a series of photo-On page 4 there is a series of photo-On page 4 there is a series of photo-graphs taken at various times in Par-graphs taken at various times in Par-graphs taken at various times in Par-ramatta Park. Those of us who were ramatta Park. Those of us who were ramatta Park. Those of us who were present at Parramatta, sometimes look present at Parramatta, sometimes look present at Parramatta, sometimes look wistfully back on what had been wistfully back on what had been wistfully back on what had been achieved at Parramatta, especially in achieved at Parramatta, especially in achieved at Parramatta, especially in the great strides of last few years of its the great strides of last few years of its the great strides of last few years of its existence. Given what has transpired, existence. Given what has transpired, existence. Given what has transpired, especially in the regulatory field and especially in the regulatory field and especially in the regulatory field and what has been achieved by the society what has been achieved by the society what has been achieved by the society since our move to Valley Heights, I am since our move to Valley Heights, I am since our move to Valley Heights, I am convinced once again, that we made convinced once again, that we made convinced once again, that we made the right move. Yes, we would like a the right move. Yes, we would like a the right move. Yes, we would like a longer tram journey, yes, we would like longer tram journey, yes, we would like longer tram journey, yes, we would like it to be as scenic as Parramatta Park it to be as scenic as Parramatta Park it to be as scenic as Parramatta Park but we recognize that the heritage rail but we recognize that the heritage rail but we recognize that the heritage rail world has changed markedly since the world has changed markedly since the world has changed markedly since the relative freedom of movement we relative freedom of movement we relative freedom of movement we experienced in Parramatta. In concert experienced in Parramatta. In concert experienced in Parramatta. In concert with the Valley Heights Museum and with the Valley Heights Museum and with the Valley Heights Museum and Transport Heritage NSW, the way Transport Heritage NSW, the way Transport Heritage NSW, the way forward can only be one of sound forward can only be one of sound forward can only be one of sound progress. The old heritage tram world progress. The old heritage tram world progress. The old heritage tram world has gone, however nostalgically we has gone, however nostalgically we has gone, however nostalgically we look back on the ‘good old days’. We look back on the ‘good old days’. We look back on the ‘good old days’. We have successfully met the challenge of have successfully met the challenge of have successfully met the challenge of the new, closely regulated environ-the new, closely regulated environ-the new, closely regulated environ-ment, despite the ‘nayment, despite the ‘nayment, despite the ‘nay---sayers’ and are sayers’ and are sayers’ and are confidently moving forward. With the confidently moving forward. With the confidently moving forward. With the continued support of a vibrant mem-continued support of a vibrant mem-continued support of a vibrant mem-bership, every dream we have ever bership, every dream we have ever bership, every dream we have ever had can be achievedhad can be achievedhad can be achieved

Cheers,Cheers,Cheers,

Bruce Irwin, Editor.Bruce Irwin, Editor.Bruce Irwin, Editor. Sad to an-nounce that member Peter G o o d m a n passed away on F r i d a y

March 27, 2015 in Liverpool Hospital. Peter had been valiantly fighting pancreatic can-cer for the last fifteen months. At times he sur-prised his doctors with his remarkable response to treatment but inevitably and sadly, the cancer would not be denied. In the meantime, Peter lived life to the full. He and Christine went for a trip to North America last year and Peter celebrated his last birthday with a great ’knees-up’. Peter joined the society in 2003 on April 1.

(Above) The replica tram letter box made by Peter, will be a lasting tribute to his memory.

“I have had the guys working along on your boiler and to date about 90 % of the pad welding is completed. We have looked closely at the two corners of the fire box that were corroded and both of these are small enough areas that we can pad weld so there is no need for extensive plate replacements. This part of the repair had pro-gressed very well and all of the welding repairs will be completed this week. I have had a good look at the stays and we will have to replace around 12 in total. All the rest are a bit waisted but nothing to get to excited about. A lot look like they have already been replaced in the recent past. We have not got back to your axles yet but in the next week they will get started Regards Ken “

(Above) 1022’s boiler has been loaded onto a truck en-route to Goulburn.

Memoirs of a Mangler - “Blood Alley” The first steam tram line built in Sydney was in 1879. Its original route was from Hunter Street via Elizabeth Street, across Belmore Park to Pitt Street, then up to Devonshire Street where it terminated at the Old Sydney Station. From 1880, the steam tram system rapidly expanded with the existing line serving (apart from Eastern Suburbs services which left the line at Liverpool Street) as a spring board for the Western suburbs (Balmain, Leichhardt, Abbotsford etc) and Dulwich Hill. The massive increase in traffic on the city end of the line had fatal ramifications. The following account only covers the vicinity of Belmore Park. Accidents and fatalities did happen elsewhere as the lines extended.

Belmore Park today, is bounded by Eddy Avenue, Campbell Street and the East and West ramps leading to Central Station. The park was originally founded in 1868 and named in honour of the then State Gover-nor. It was much bigger then than it is now but the

construct ion of Central Station in 1901 and the land resumpt i on s leading up to it and subse-quently, re-sulted in it b e c o m i n g much smaller and more to the dimensions that it is pre-sent day.

Seeing the park today, it is difficult to picture that it was once bi-sected from

the Corner of Elizabeth Street to the corner of Pitt and present day Eddy Avenue by what eventually became, dual tramlines. This bisection of the park by a tramline was part and parcel of the construction of the original 1879

line. The line from Hunter Street to the Old Sydney ( R e d f e r n ) station was duplicated in 1880 and ex-tended from Hunter Street back to Bridge Street yard in1882. The line through Belmore Park repr e sen ted the only ‘right-of-way’ on the original line. As such, is was

a venue for tram drivers to open the throttle, particu-larly on the rising grade on the inward journey, with-out the impediment of stops in between. For the pe-destrian and casual park user, this made for a venue fraught with danger as a mounting death and injury toll amply demonstrated. Although a paling fence isolated the lines, there were evidently two crossings to begin with. One crossing was subsequently deleted and a

flagman placed on duty at the other. Never-the-less, there was nothing to prevent people, particularly children oblivious to the lurking danger, walking within the right-of-way. Apart from this, the venue was used for a number of attempted and successful suicides.

As the service expanded, so did the risk of collision with life and limb. With the introduction of the steam trams to Sydney, people were quite taken by surprise, at the speed the little ‘demons’ traveled at. The atten-dant safety issues such as the lurking danger of two trams passing each other, were something else to comes to grips with.

The trams provided a great attraction for young boys and the temptation to take risks in acts of bra-vado. The SMH of 7-6-1880 reported that boys in Belmore Park were lying close to the track and lifting their feet up as close as possible to passing trams!

The following is a litany of the carnage wrought by the steam trams in “blood alley”.

12-4-1882 - Elizabeth Street, just out side the north-ern entrance to Belmore Park—Margaret Alice Wells (aged 5) Fell in front of tram—”... was dragged along about 40-50 yards and was shockingly mangled. Her clothes were torn to rags and her brains scattered over the line…”

10-11-1882—By good fortune there were no fatali-ties in the following. Crowded lunch time tram enter-ing the Park derailed. Narrowly escaped capsizement upon line-side fence. “...the majority of passengers would in all probability have been impaled.”

8-3-1884—Belmore Park—John Maguire– partly drunk—jumped in front of motor (No.53) — “....literally crushed to pieces, hardly a bone in the body being whole. On being drawn out he gave one convulsive shudder and breathed his last.”

24-10-1884—Pitt St. near depot—Anne Glover—whilst drunk walked in front of tram and was run over—taken to hospital—arm and leg amputated, subsequently died.

29-10-1885— Pitt St entrance to park—Daniel Isaacs (3y 11m) Run over by motor (No.89) “The body was terribly injured, the head being nearly severed from the trunk.” The jury recommended placement of three flagman in park—two at either entrance and one in the middle.

13-7-1886—Belmore Park– Mary Ann Brougher-ton -Deliberately walked in front of tram. Died in hospital of injuries sustained and shock.

30-8-1886—Belmore Park—Susan Clynne (52 y.o) Attempted suicide by walking in front of tram. Tram stopped in time.

17-5-1887—Belmore Park—Ching Goo—Suicide? - unseen before being run over (Motor 57). The con-ductor deposed at the Coroner’s Court, “...felt two

STEAM SCENE

(Above) A city bound tram c.1890 cuts through Belmore Park. The new overhead bridge and Christ Church St. Lawrence can be seen in the distance.

(Above) Taken from an old postcard, featuring the loco and three cars on the Blakesley Hall track.

(Above) Two paling fences enclose the right-of-way through Belmore Park. This enabled the motors to gain a charge at the grade at Elizabeth Street. It also provided a potential slaughter-house for the unwary.

Page 2

distinct bumps...shortly after the Chinaman was run over, the head was handed to him in a handkerchief; upon the head falling from the handkerchief, he replaced it; there was no blood issuing from the head; he could not say whether the head was warm or cold.”

22-7-1887—Pitt St. entrance to park—Evelyn Mary Betteridge - (12 y.o) — Stepped out from behind one tram into the path of another. Sustained a fatal frac-tured skull.

17-9-1887—Belmore Park—John O’Keefe (6 y.o) Wandered from his mother and brother onto the tram reservation at the middle crossing and was run over by motor (38). “His head and left shoulder were almost com-pletely severed, only a strip of skin connecting them with the remainder...right foot and hand smashed almost to a pulp.”

In reporting this fatality, the “Evening News’ of 17-9-1887, made the point of the rising dread notoriety of the Park. They also remarked about the lack of a watchman to keep the line clear. They considered that a footbridge over the line might be considered by the ‘powers that be’. The city council pursued the case of providing an over-bridge however they were informed by the Secretary for Railways that the overbridge was not considered necessary. The council considered the reply ‘scandalous’.

15-1-1888—Belmore Park—John Halliday - fell under tram (motor 36) whilst trying to ‘pace’ the tram. “...the child was nearly cut in two and his bowels were pro-truding.”. Jury recommended flagmen at Pitt, and Eliza-beth Street entrances as well as the crossing in the middle of the park.

By the time this took place, a flagman had been in-stalled at the crossing in the middle of the park. Despite his best efforts, he was unable to avert this tragedy.

2-10-1888—Belmore Park—Margaret Hole—Attempted to commit suicide by throwing herself in front of a tram. The tram stopped in time. She said that her husband had ‘ruined her’ and that she was ‘tired of life.’

15-10-1888—Belmore Park—Jane Timmins (11 y.o). Attempting to cross tram line in the park. Knocked down by tram. Escaped with lacerations and contusions.

16-3-1889—Elizabeth St. stop at entrance to Belmore Park—Henry Alfred Currie (38 y.o). Attempted Jump onto express tram, struck by passing cart, was swung around falling between second and third cars.. “..head and face mutilated beyond recognition.”

2-11-1889—Belmore Park—Richard Wooldridge (18 y.o). (Sunday School teacher) Stood on footboard to speak to some of his charges on top deck—knocked off by passing tram. Died in hospital of fractured skull.

It was reported in the Evening News of 13-12-1889, that an overhead bridge was being constructed. When the bridge was completed it became a constant attrac-tion for boys and louts to throw stones etc. from the bridge down onto passing trams.

21-6-1892— Intersection of Gipps and Pitt St (entrance to park) Maurice Levy (15 y.o). When crossing between two trams, knocked down by motor sustaining crushed limb. Survived.

July 1893—Belmore Park—Mary Hammer (29 y.o)

Rushed in front of motor, knelt on the rails and threw her hands up as if in prayer. Not struck.

2-6-1894—Belmore Park—James Gardiner (22 y.o) Jumped from moving tram when it was dark. Sustained a broken neck. Conductor on another tram saw body

and had it placed in a cab and taken to Sydney Hospi-tal.

6-1-1900—Elizabeth St. stop near park entrance. Albert Franklin (4 y.o) Suddenly ran from footpath into the way of a motor (No.37*) Flagman at the cor-ner and others called out to the boy without success.

He was extricated from beneath ash-pan after the motor was lifted. Died shortly afterwards.

* This motor capsized 6-2-1890 killing driver Logan.

The death of the child, Samuel Frederick George near the Pitt Street tram shed on 11-5-1897, could also be added to the list. This fatality was covered in last Oc-tober’s SS.

The progressive electrification of Sydney’ tramways commenced in 1898 with the new George Street elec-tric line opening on 8-12-1899. Steam services from Bridge Street to Redfern Station, ceased on the same day, the service being taken up by the new electric George Street line. Steam was progressively phased out but remained to play a small occasional role until 10-9-1910 when the last steam tram in the city (to page 4)

Page 3 Volume 12 Issue 2

(Above) An old map of Bel-more Park. The red lines depict the duel tramway that bisected the park.

(Above) .

operated on a ‘special’.

With the acceptance of the plan for a new ’central’ station, the existing buildings and cemetery on the site were demolished and or relocated.

The resumptions took place between the Old Syd-ney station bordering Devonshire Street and the south side of Belmore Park. Included in the buildings and sites for demolition, was the Pitt Street shed in 1901 and likewise, Belmore Park. Much of the spoil that was dug out for the station site, was dumped on the park site and obliterated the original layout.

From during 1900 to 1906, the park consisted of bare earth and a few trees. The Park was returned to Council management in 1907 and was progressively landscaped to the park we know today.

It is interesting to read the coronial findings on the various fatalities that occurred. The inquiry generally took place within a day or two of the death of the unfortunate. Usually they took place at a nearby hotel. The findings after evidence, generally impinged on whether any blame attached to anyone. Invariably the

Page 4 STEAM SCENE

(Above Left) Diesel powered 133A hauls the ‘dummy’ truck and the KA car towards the OGH terminus. (Above) A photo line captures the tram in full charge up “Termite Hill” 1975.

(Above) 1022 with a motley crew aboard (L to R) Andrew Brique, David Lewis, Craig Connelly? , Greg Stock. (Right) 1022 with 191B trailing has no trouble in charging for the 1 in 19

finding was one of “accidental death” .

Contrary to such enquiries nowadays, there were few recommendations ever made as to contributing circumstances and possibilities for their remedy. When there was, they frequently fell on deaf ears.

Whilst folk were horror-struck by the carnage of the accidents themselves, they seemed powerless to change the status quo. Many, many people com-plained about the speed of the trams, the carnage and damage to property they caused but officialdom was very hard to move to doing anything to modify and improve the situation. As can be seen, they had to be heavily badgered into putting an overhead bridge across the Belmore Park right-of-way. The automatic mechanical safety guard was a great im-provement for the steam trams but people were still slaughtered in other ways. It seems it took a long time for people to adjust to the speed of the trams and frightful damage they could cause if one should fail to get out in their way.

References Used: SMH: 7-6-1880;3-11-1887;2-3-1888;

Evening News 11-11-1882; 20-9-1887 7-12-1889;13-12-1889

Blast from the Past Park - A Selection of shots from the old days in Parramatta Park

THE EVOLUTION OF THE CONTEST-ANTS

What follows is a summary of the relevant evolution, and function, of each of the four which took part in the investigation; it is not intended as a ‘proper’ his-tory of any of them; it is presented in the order of their building.

‘Kitty’ Although built for service in Christchurch, Canterbury, New Zealand, this was, and is, basically a perfectly standard early Kitson steam tram of the 1881 period – exactly what was being built for Britain at the time – and, historically, New Zealand (and Christchurch) might well be thought of as the ‘proving ground’ for the Kitson design. As such, it is somewhat smaller than some of the later locos of the mid to late 1880s and beyond, but has no significant non-mainstream ‘peculiarities’! Although over 300 Kitson steam trams were built, they achieved a healthy overseas market, and thus around 200 operated in Britain.

I admit I could but gaze in awe at this amazing work-ing survivor of a bygone age, when first seen by me at Ferrymead, Christchurch, in 2014; here, after travel-ling half-way round the world, I saw a proper, produc-tion, British, steam tram engine, 133 years old, in working order and looking the part perfectly – even more so when the fireman moved it under its own power, albeit light engine on level ground, with no visible boiler pressure whatsoever on the gauge – particularly as I had just, en route and equally astonish-ingly, experienced the city’s still-outstanding tragic near-destruction in the 2010/1 earthquakes.

(I could not resist including this illustration I found on the internet of Christchurch Kitson No.8 passing the 1913-built Government Building there. This western elevation is now the main visitor entrance to the Heritage Hotel in Christ-church; this beautifully restored hotel was our saviour after our travel agent messed up our Christchurch accommoda-tion! Its present (August 2014) surroundings are a stark reminder of the earthquake devastation.)

Supplied initially with Kitson condensing equipment, this had disappeared many years earlier from ‘Kitty’ with roof-mounted tanks supplementing the original well-tank; similarly there is no surviving speed gover-nor, as would have been required in Britain. It was – and is – equipped with mechanical clasp brakes acting only on the locomotive (seemingly standard on Kitson’s design – few British-designed engines offered an alternative – and through non-mechanical power braking to their trailers even rarer). Kitsons seem generally to have provided but a single injector, sup-plemented by a feed pump (which also seemed to have become commonplace among makers).

Kitson’s own documents give high praise to the very high position of the cylinders, and the corresponding unusual valve gear arrangement, in an effort to keep as much of the motion as possible clear of road detritus; in this they were undoubtedly successful, at the largely-unrecorded expense of creating a somewhat-congested footplate area at the smokebox end.

Uniquely, as their last surviving steam tram engine, ‘Kitty’ remained almost continuously op-erational, latterly on non-passenger work, in Christ-c h u r c h (Canterbury) until the city’s tramways closed in 1954, and, after being pre-served, was back in museum service as early as 1968.

Much larger engines were developed for home and overseas markets, including two, large, 0-6-0 Kitson tram engines which were supplied to Sydney in 1882, in competition with the Baldwins there, and main-stream production designs developed significantly in most dimensions. Views of the Sydney engines show no sign of condensers and the like, while reports about their performance vary, with references to predominant use on non-passenger work, but also a claim that, when nec-essary, they could, and did, for example on race-days, haul more loaded passenger car-riages than the regular Baldwin engines.

The historical jury seems to be very much ‘out’ on this one – but perhaps their brute haulage power outrated the usual speed of NSW opera-tions (‘flying through like a Bondi tram’ was in the steam era the catchphrase for what the Baldwins did!). The British Board of Trade was not supportive of such speedy performance!

So we already have a strong hint that the British regulations were having a seriously-negative effect on overseas steam tram engine market opportunities – they could be designed to pull anything – but not very quickly – or not quickly enough anyway! Combined with the suppression of smoke and steam requirements, this really did seal the fate of British designs overseas; was

‘John Bull’ thus doomed before it arrived? Wilkinson Patent ‘John Bull’

The 200 or so Wilkinson engines built be-tween 1881 and 1896 means that there were pretty well equal numbers of Kitson and Wilkinson designs operating in Britain, both well ahead of all the others. Because the latter’s designer had only a relatively small general engineering factory – the Holme House Foun-dry in Wigan – the sudden popularity of his design of steam tram forced William Wilkinson to allow other manufacturers to produce them to his patent.

Page 5 Volume 12 Issue 2

(Above) A Kitson motor adjacent a Baldwin hauled tram at the old Redfern Station.

(Above) .Christchurch Kitson No.8 passes the Government Building in the city centre sometime after 1913, and electric car No.178 passes the same building, now the Heritage Hotel (Old Govern-ment Building) in 2014 on the re-opened, but then still cur-tailed, City Loop service.

To Cap It All ! Part 3 of Dr. Bob Tebb’s essay re four examples of the steam tram, their history ,development and a rare comparative testing appraisal by Bob.

Page 6 Steam Scene

(Above) “John Bull” as built by Beyer Peacock.

Around one-third of the total production was by Wilkinsons themselves, whilst the remainder were built by Beyer, Peacock & Co., Thomas Green & Son Ltd., and Black Hawthorn & Co. Ltd.

This makes it rather difficult to compare Wilkin-son engine production volume in relation to other,

single manufacturer, designs. Nevertheless, it is clear that Wilkinson and Kitson were the two principal design contestants in Britain with around 200 apiece (and several city systems used both types at the same time).

The most noticeable features, which made it very different from most other designs (which more closely resembled small conventional railway engines in a carriage or skirted body), were the combined use of a vertical boiler, with single-ended vertical ‘Field’ tubes, vertical cylinders and a geared drive; the ‘Patent’ actually covered these, but also

an exhaust steam drier centrally within the boiler, which (theoretically) removed the need for other exhaust condensing equipment as fitted to most other steam trams. The safety valves (and brake exhauster) similarly exited via this steam drier.

A.R. Bennett, in his 1927 book ‘The Chronicles of Boulton’s Siding’ suggests that Wilkinson rebuilt his first tram engine from an Alexander Chaplin verti-cal-boiler, vertical-cylindered, shunting engine (which it certainly resembles), but also notes for Wilkinson engines that:-

“A surviv ing specimen was stated in 1921to be still shunting in Beyer, Pea-cock’s yard”

This was, of course, ‘John Bull’ itself, thus demonstrating its fame as early as 1921! Bennett does also urge a sobering note of operational caution gener-

ally however regarding the geared drive:-

“The engine is said to have run best when [the cylin-der end] water tank was quite full – rather a difficult condition to maintain, one would think, during a long day’s work. Otherwise, when running bunker first with a load the pinion had a tendency to creep up the spur-wheel, as much as 1½ inches sometimes, so as to take the weight off the springs. The driver thus had to keep a critical eye on his ballast.”

Better to run fire-hole door first then!

The design probably reached its peak (and finale!) in 1886, with a batch built by Beyer Peacock of Gorton for the Manchester, Bury, Rochdale & Oldham Com-pany; amazingly, not only does ‘John Bull’ exist, but the major components of a Wilkinson's – one of these ‘peak’ examples of the batch eulogised by Whitcombe in 1937 – also survives today, as noted earlier, after being preserved, and then neglected, by the National Collection. Now safely in the care of the National Tramway Museum, there does remain a hope that one day what is left of the surviving bits can be restored to working order. Restoration will present an interesting technical challenge!

Although not really directly connected with ‘John Bull’ itself, it is worth exploring here an engineering conundrum with these ‘peak’ Wilkinson engines – something I have previ-ously commented upon – to equally no avail, in the Journal of the Tramway Museum Society. They were ‘proper’ Wil-kinson Patent locos, with exhaust nother of their steam superheaters in the boiler – but they also had roof-mounted condensers; the first seeks to dry the exhaust steam so that it gets as far from the engine as possible before becoming visible by condensing, but the latter seeks to achieve condensing directly. The former requires the steam to be as hot and dry as possible, the latter to be as cool and wet as possible! So the one totally conflicts with the other! I look forward to No.84 being restored, and to observe the resulting conflict! – yet these were the best of the bunch!)

‘John Bull’ was the largest and heaviest of the design ever built; constructed by Beyer Peacock in 1884/5 to order number 6413, works number 2464, and the 47th example by that manufacturer to the Patent; it was intended as a demonstrator to the New South Wales Government tramways around Sydney, Australia, which used quite large engines.

Curiously, although the NSW railways were large-scale users of steam locomotives mostly built in Britain (or to British designs), they had almost completely turned their back on Britain for steam trams; in a fleet of around 100 such in 1885 (and nearer 120 by 1900), they had just three other British tram engines – two Kitson locos and one Merryweather – all of which were in Sydney, and on the fleet register, at the time ‘John Bull’ ran its trials. The dominant NSW steam tram machine was an 0-4-0ST by Baldwin of America, of which some 500 were built in total for service worldwide.

It is often claimed that the British engines were unpopular because they were designed to be one-man-operated when Sydney’s engines were still two-man, although there would be no difficulty in double-manning them, but it would appear that Beyer Peacock actually made a monumental and fundamental market-ing error in shipping ‘John Bull’ out to Sydney in 1885 – the exact moment that, after six years intensive expansionist activity, the NSW tramways simply stopped buying new tram engines – and for a long six years thereafter! Thus, no matter how good (or bad) it might have been, neither it, nor any more, simply were not wanted or needed! Being built for Sydney, it was equipped with the Eames non-automatic vacuum brake.

(In Britain only the Bradford & Shelf steam street tram-way had through power braking; curiously it had started to haul two, and even three, trailers on its long steeply graded [c.1 in 28] line up the Manchester Road. After a number of incidents only the usual single trailer became permitted, but then the automatic vacuum brake was installed here

(Above) ‘John Bull’ as Beyer Peacock’s works shunter.

for use through to the single cars; initial operation was with Wilkinson Patent engines, but after power braking and single cars came, the entire fleet used horizontal boiler engines! I know Manchester Road well, as I was involved professionally in implementing a kerb guided busway thereon, which opened in 2002. In so doing, I drove the first test guided bus journeys on all sections of this corridor as they were completed – so am well appreciative of its gradi-ents!)

Because it was seemingly rejected so rapidly (never even being given a fleet number), I doubted, personally, for many years that it ever even reached Sydney. Fortu-nately, during his researches for his 1997 book ‘Juggernaut’ on Sydney steam trams, David Burke was able to trace and quote a letter from William Brewster, Beyer Peacock’s Agent there, which recorded:-

“We have done trying the motor for the present and though she is by no means a success on these roads, Mr Samuel hopes (with the aid of a 50 pound note) to dispose of her to Mr Downe (Tramway Superintendent) without any reduc-tion in price.”

Obviously the £50 ‘bribe’ failed, and nothing further is known for certain of its time in Australia, but it was back in Britain by around 1890, becoming a shunting loco at its manufacturer’s Works (I must remember the phrase “by no means a success” – could be quite useful in place of ‘failure’!). Back in Manchester, it was adapted by the removal of the ‘cylinder end’ driving controls and the Eames brake, an independent steam brake being added, together with railway-type buffing and drawgear; a new boiler, to the original 1885 draw-ings, was provided in 1930, complete with flanges for long-removed bits of double-ended tramway equip-ment.

During early restoration at Crich in the late 1960s, the steam drier was found to be severely corroded and placed in store. There were long contemporary argu-ments (as reported in Gladwin) that in the Wilkinson design the drier wasted half of the fire energy in heating the exhaust steam, but this does not seem valid as this drier was only heated by the fire gases furthest from the water spaces, therefore contributing less to initial steam production.

Actually, it was quite normal practice with commercial Field tube vertical boilers to have a concentric plug down the middle of the fire flue to direct gases nearer to the water space – otherwise the boiler layout was akin to a pre-Stephenson horizontal boiler with but a single flue – not so efficient.

(To be continued, next issue)

Page 7 Volume 12 Issue 2

(Above) “John Bull” cele-brating 100 years of age at Crich UK.

Continued on page 8

PERSONAL

NEWS IN BRIEF

State Heritage Listing Further to the society’s applica-tion to have the motor, the two “B” cars and the double-decker listed on the State Heritage Reg-ister, two reps from the Heritage Office visited the museum on Tuesday March 17. The rolling stock concerned was viewed and additional information obtained. Our application for listing is looking favourable but still has a long process to go through. Further written and photo-graphic historical information will be forwarded to the Office.

ooo0ooo

Rule Change The Rule change that was flagged at the last AGM, was ratified at a special members meeting in February this year. The change involved deleting the require-ment to have a company auditor audit our accounts annually. This

took advantage of national law reflected in state law whereby ‘small’ co-operatives with mini-mal turn-over etc. need no longer have to use audit services. The Rules were amended also to allow members at a meeting, to direct that the directors have the books of account audited if deemed necessary. Likewise the Board of Directors themselves, can direct that the accounts of the society be audited if they deem necessary.

The new provisions will see the Annual Report produced with the same detail as previously. Similarly, the books of account will be maintained in the same fashion as before. The new pro-visions will save the society in the vicinity of $2,000 in account-ing and audit fees annually.

ooo0ooo Do We have your Email

Address?

Having your Email address

Steam Tram & Railway Preservation (Co-Op) Society Ltd.

t/a Valley Heights Steam Tramway ABN 46 193 707 109

P.O. Box 571, Springwood NSW 2777 Web site:www.infobluemountains.net.au/

Chairman and Works Manager, Craig Connelly 02 9729 3536

Secretary and P.E.O. Peter Stock (02) 9587 9051

Treasurer and Editor “Steam Scene” Bruce Irwin

(02) 9651 1707 Email: starps04@gmail.com Membership Secretary, David Lewis

(02) 9630 6304

The museum is located at 17b Tusculum Road, Valley Heights. Ample parking is available. A

train service is available to Valley Heights station. Walk around via the overhead bridge to the gate at the signal box ,which is opposite

the station. Trams meet train arrivals after 10.30. DO NOT attempt to cross the running

lines.

The museum is open between 10 and 4 on the 2nd and 4th Sundays of

the month. Steam operations on both days.

“Preserving the past, enriching the future”

Works Report: 93B: Diaphragm replaced. . DD99: Further arched bracing for lower deck manufactured and fitted. LFA179: Triple-valve, hand-brake re-installed after checking. Brake system tested OK. End platform floor painted. 1022: Boiler to Goulburn for assessment. Fire-box defects pad welded.103A: Small adjustments to

water level cocks. Drain cock temporarily repaired. LV1597: 3 louvre doors under repair.

Last but not least…..

SAFETY ZONE ooo0ooo

The Safety of our opera-tion is of prime concern to the Board of Directors. If any member notices an occurrence the could impinge on the safety of the opera-tion, please bring it to the attention of the Operations Manager or any Board Member present.

Pause to remember these past members and their labour for the society.

Roger Franc is (Frank) P.F. Moag. MBE Passed away April 16, 2012. Past Chairman

and tireless worker for the soci-ety.

Leon Bruce Manny (past Treasurer) passed away April 8, 1993. Fondly remembered.

Sad to relate the passing of former member Arthur Moag (aged 70), son of esteemed member Frank Moag. Our condolences to Ar-thur’s family in particular, mum Leila, Ivy and sister Barbara.

“Gone, but not forgotten”

Latest news from Yesteryear Sydney Morning Herald Saturday,

26-5-1883 (Because of the poor quality of the origi-nal print, the story has been re-typed.)

“A most peculiar occurrence took place on the tramway yesterday morning, between 8 and 9 o’clock. A Newtown tram had stopped at the Gipps Street entrance to Belmore Park, when a motor with no one in charge, came at a fair rate of speed out of the engine-yard, run up behind (the) station-ary tram, and bumped the last car. Fortu-nately the shock was not sufficiently violent to do any serious damage. The peculiar part of the affair, however, was that the concus-sion appears to have reversed the machin-ery, and the runaway motor returned to its yard. As it entered the gates two of the employees jumped aboard and got it under control. It is said that the motor was acci-dentally started by a fireman employed in cleaning it, and that, finding he was unable to stop it again, he jumped off the save himself.”

enables us to forward you Steam Scene and important notices as soon as they are prepared. Further, Steam Scene comes to you in col-our form when Emailed. Maintaining normal mailing procedures is be-coming increasingly expensive and so we invite you to forward your Email address and apart from re-ceiving Steam Scene etc. earlier, your membership subscription dol-lar will be driven further. Please send you Email particulars to the Editor’s Email address.