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The New Zealand Railways Magazine, Volume 7, Issue 6 (October 1, 1932.)

Novel Locomotive Transport — From Tangowahine to Dargaville

Novel Locomotive Transport
From Tangowahine to Dargaville
.

An economical and satisfactory method of providing the Dargaville section with an “F” class locomotive in good repair was evolved early this year.

For the benefit of those unfamiliar with the Kaihu line, it should be noted that this isolated section of railway, twenty-four miles in length, has its headquarters at Dargaville, on the Northern Wairoa River, and terminates at Donnelly's Crossing, away up in the heart of the Kauri forest, and only a few miles from the famous Waipoua Kauri forest and Trounson National Park. Dargaville is at present reached by leaving the main line at Waiotira Junction, 107 miles north of Auckland, and travelling along the branch line to Kirikopuni, fourteen miles from Waiotira. At Kirikopuni, the train comes under the jurisdiction of the Public Works Department for seven miles, until the present railhead is reached at Tangowahine, also on the banks of the Northern Wairoa River, and approximately eight miles up stream from Dargaville.

New Methods for Old.

In the past, when either of the two “F” class locomotives required overhaul, it was necessary to send a gang of fitters to Dargaville, strip the locomotive which required repairs, and pack and consign for shipment to Helensville practically the whole of the engine. At Helensville the gear was loaded into trucks for transport to Newmarket workshops, where the repairs were undertaken. When this work was completed, the gear was again packed and consigned by rail and steamer back to Dargaville, where the slow work of erection, hampered by lack of lifting facilities, would be carried out. The cost, needless to say, was prohibitive, and the locomotives were not “shopped” until they absolutely needed it.

Early this year, locomotive “F” 216 reached the stage when a heavy engine overhaul and retubing of the boiler was required. It was suggested that locomotive “F” 254 be overhauled and steamed from Auckland to the railhead at Tangowahine, and from that point be placed on a trailer and towed on approximately five miles of good and fairly level road to Dargaville. Enquiries at the latter place, however, revealed the fact that this was impracticable, but that transport by barge from Tangowahine to Dargaville could be arranged page 55 at a small cost. This suggestion appeared so practical that arrangements were completed and locomotive “F” 254 was forwarded “dead” 'to Tangowahine. At this point it was coupled up and steamed.

The Barging Described.

The actual work of barging the locomotive to Dargaville and bringing locomotive “F” 216 out from Dargaville is best explained
The First Difficult Operation Accomplished. (Photo, A. Cole.) Safely on the barge at Tangowahine.

The First Difficult Operation Accomplished.
(Photo, A. Cole.)
Safely on the barge at Tangowahine.

by the engine driver and fitter (both of Auckland) who carried the work out in one week. Their description of this interesting transport feat follows:–

“Early on Tuesday morning ‘F’ 254 was steamed from Tangowahine siding down the river bank to the edge of the water, and when the tide was full the rails were run out on to the barge, the latter being secured with two wire ropes. The engine was then steamed on to the barge. This was quite an anxious moment for all concerned, because as the weight of the engine came on to the shore end of the barge it naturally sank, and the other end stood high out of the water. However, by keeping the engine moving forward steadily, the balance was reached, the barge rested on an even keel, and the first operation was accomplished successfully.

“The rail was uncoupled, the ropes let go, and the long tow to Dargaville commenced. It was quite fair sailing except for the difficulty experienced at the Dargaville traffic bridge. We were informed the bridge opening was not quite at right angles to the river current, and the launchman, Mr. H. Stanaway, displayed fine seamanship in safely getting the barge and launch through the comparatively narrow opening. This was accomplished by running the launch up into the current and allowing the barge to drift, the launch meanwhile running at ‘slow’ holding the tow-rope taut, thus steering the barge through.

“At Dargaville there are three sidings running parallel to the river front, and by running the barge inshore the engine was landed at right angles to the sidings. In order to allow the engine to be turned, two rails were laid down on the siding rails, and the temporary road from the barge was laid on these rails. All was now ready to steam ‘F’ 254 ashore. It was quite a comfortable operation steaming on to terra firma compared with the Tangowahine operation.

“The turning was done by ‘F’ 216, to which was attached a length of stout wire rope. The turning was accomplished successfully, the engine standing exactly over page 56 the siding rails but about eleven inches above them. This difficulty was overcome by removing the sleepers at the lightest end of the engine and putting in two-inch timbers. With two wooden wedges bolted on to the rails the engine was run down into the siding rails and was safely on the Kaihu railway.

“‘F’ 216 was steamed up the wedges on to the temporary track and ‘F’ 254, and the wire rope soon had ‘F’ 216 at right angles to the siding and in position to steam on to the barge at high tide. Locomotive ‘F’ 216 was soon ‘sailing’ up the river to Tangowahine, and steamed ashore and up the river bank to Tangowahine siding and uncoupled for her long tow to Auckland.

A Maori Boy's Humour.

“‘F’ 254 is fitted with the Westinghouse brake, a new thing to Dargaville. The first afternoon ‘F’ 254 was on the Donnelly's Crossing express, and standing on the train, two Maori boys stepped up to see the ‘new engine.’ When the Westinghouse pump started to work, the boys were bewildered. One remarked: ‘Py corry, she make the noise all right, but don't go.’”

It is interesting to note that locomotive “F” 216 spent the whole of her life on the Kaihu section, having been erected there in 1888. She was known as K.V.R. No. 1 (i.e., Kaihu Valley Railway No. 1), and
Thirty Years Ago. (From the W. W. Stewart collection.) Locomotive “F” 216 on a log train at Dargaville.

Thirty Years Ago.
(From the W. W. Stewart collection.)
Locomotive “F” 216 on a log train at Dargaville.

was quite a picture at that stage. This locomotive was reboilered in 1923 at Dargaville.

When received at Auckland, the boiler (which was comparatively new and required only a new set of tubes) was removed and forwarded to the South Island for use in re-boilering an “F” class locomotive on that division.

The remainder of the locomotive, viz-, frame, wheels, etc., was sold to the Auckland Farmers' Freezing Company for use in building an internal combustion shunting unit.

The contract price for the barging of both locomotives was very reasonable from a Departmental point of view, the sale of the frame, etc., covering the cost of this work, and the cost of freight on the boiler to Dunedin exactly; so this is one instance during the present depression when the “budget was balanced.”

The Railways and Science

The discoveries and inventions of science are consistently utilised by the Home railways for the improvement of their equipment. One line—the London, Midland and Scottish—has gone so far as to set up a special investigation bureau to examine every promising new invention that is brought out.