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The New Zealand Railways Magazine, Volume 3, Issue 4 (August 1, 1928)

New Shunting Locomotive — Twenty-four to be built in New Zealand Railway Workshops

page 35

New Shunting Locomotive
Twenty-four to be built in New Zealand Railway Workshops

It is ten years since any new type of engine has been designed for use on the New Zealand Railways, the last being the Wab type designed in 1918.

Much interest, therefore, centres in the new locomotive (upon which Mr. G. S. Lynde, Chief Mechanical Engineer, and his staff have been working for some time) which is intended to provide the service with a modern type of shunting engine.

The engines are of the 2-6-2 type, having eight-wheeled double bogie tenders.

The accompanying outline drawings give the estimated weights on the axles, and the leading dimensions. These may, of course, be slightly varied as the design is proceeded with, but the diagram indicates approximately the appearance of the engines as they will actually be built.

The superheaters will have 12 elements. The header will be fitted with a combined regulator valve on the superheated side so that the elements will always be full of steam when the engine is in working order. This is the first time this type of superheater has been fitted in New Zealand.

Such auxiliaries as the Westinghouse pump, the turbo-generator, the blower, and the whistle, will be fed with steam from the superheated side of the header.

Boiler feed will be taken through a double check valve placed above the boiler barrel feeding into anti-scaling trays.

The locomotive will have its own electric light equipment.

Line Drawing of the New Shunting Engine.

Line Drawing of the New Shunting Engine.

The trailer truck will be of the Commonwealth patent design. The springing will be compensated, the front truck being compensated with the leading coupled wheel, and the second and third coupled wheels compensated with the trailer truck.

Both Westinghouse automatic and straight air brakes will be provided.

The tender tank slopes downwards at the back end with a view to giving a better outlook from the cab for the engine crew. This innovation will also be appreciated by shunters. The bunker will be self-trimming.

Although it is intended to use this type of engine primarily for shunting purposes, the design is such that the engine will be suitable for suburban passenger traffic, etc., this point having been kept in view in preparing the design.

The boiler will have a large, wide firebox suitable for burning coal of inferior quality.

The weight of the engine in working order will be 36 3/4 tons, but this figure will be increased, if it can possibly be arranged, in order to get more adhesive weight. The tender will weigh, in working order, about 25 1/2 tons.

The following are the leading dimensions:—Cylinders, 14in. × 22in. Heating surface: Firebox 140 sq. ft., tubes 450 sq. ft., flues 196 sq. ft., total 786 sq. ft. Elements, 146 sq. ft.; grate area, 24 sq. ft.; boiler pressure, 180lb. per sq. in.; tractive force, at 80 per cent. of boiler; pressure, 13,800lb.; coal capacity, 3 3/4 tons; water capacity, 2,000 gallons.