Wagons on Train 209/309 continue from November
2018 blog http://westgateswr.blogspot.com/2018/11/train-209309.html
After
the introduction of the MTW’s, the next Platform Wagon to enter service on
Queensland Railways was the PX wagon in October/November 1959, built by
Commonwealth Engineering at a cost of $5,522.91 per wagon. The classification
code was changed in 1964 to “PE” following the introduction of the ROA
interstate coding system. “P” was 8 wheeled Platform Wagon and “X” was being
used for 12 ton axle load. In the new ROA code, “X” was for wagons suitable for
bogie exchange. “E” replaced the “X” as the second letter for the 12 ton axle
load (4 x 12 = 48 t gross). Running Numbers 31609 to 31618 were allocated to
the class.
Partington 06 July 1999.
The
wagon tare was 12.8 t and could carry 27.8 t on all lines and 36 t on “A” class
lines. Dimensions, Imperial: 32’ long by 9’ wide. Metric: 9750 long by 2740
wide. The wagons could carry a symmetrical load, but unlike the QFX/QFC wagons,
its full load is not intended to be supported in the headstock area. The smart
looking wagon was fitted with QR 11 three piece cast steel bogies with spoke wheels
(5’6” axle centres with 33½” wheels).
The drawhooks were fitted with fixed screw coupling, thus a hook was provide
under the headstock to carry the coupling then not in use. This type of couple
came standard on other rollingstock for a few years, WHE’s, 1460 class DEL’s to
name a couple. These coupling were very heavy and stiff without side movement,
thus not very popular with shunters, in time most kind of came off. The drawgear was rated as D2 or Premium in the
old language. Later, (likely 1969) the
wagons were fitted with red circles for express freight operations as 80 Km/h
runners. Around the mid 80’s the wagons were fitted with container securing
equipment and could carry a standard 20’ ISO container in the centre of the
wagon and fitted with auto coupling, spoke wheels were replaced with disc along
the way. The single slot wagons were used on Branch lines, containers where
often stuffed/loaded across the wagon floor.
The truss rods were welded angle steel type arrangement. Another feature of the wagon was the
headstock hand brake wheel on one end, this was just “Micky Mouse” when
shunting at Roma Street.
I
guess I better explain shunting Roma Street, it was a gravity yard, all
downhill just like Countess Street. After a train arrived at Roma Street all
the Westinghouse air was bleed from the wagons. The shunt engine (PB in steam era or a DH after about 68) would
hook on the pull the train up into Normanby. The Shunter in Charge would
control the move using a set of traffic lights hanging under College Road
bridge. There was 2 sets of lights, one for the North Yard (Roads 1 to 16,
these were on the Park Land side of the yard) and the second for the South
Yard. Red light was stop, Green light to go forward and a Yellow light to come
back. The shunt engine would push the train back into the yard with the Shunter
in Charge cutting off wagons for the various roads. There was a hand sign for
day and a light sign by night for all roads. After the wagons were cut off, the
Shunter in Charge would give a sign to the Shunter to which road the wagons
were to be placed, by this time the wagons were rolling freely. The Shunter
would change the points and ride the wagon operating the hand brake, sometimes
you could have 6 or 7 wagons in the sting, hopping off and on to apply or
release brakes. Didn’t take long to become a fit little digger I can tell you.
The older wooden wagons with lever brakes were a lot of fun, the lever is only
on one side. Sometime the Shunter in Charge would check them before letting them
loose, if the lever dropped to the bottom he would stop the move, crawl under
the wagon and place a dog spike in the hand brake chain.
Back
to PE wagons, it was like winning the casket if you got a PE, you would set the
road and jump up on the floor, sit on the floor with your legs hanging over the
headstock, apply/releasing the brake just like a ship’s captain, being roller
bearing it didn’t take much time before you had the wind blowing through your
hair. One afternoon I was taking one down 24 Road to place under the gantry, I
think 24 Road was the longest road in Roma Street, the gantry crane was next to
Platform 8, about were platform 9 is today. As I turn the corner I could see
there were a couple of wagons on the stop blocks, Platform 8 was packed with
passengers waiting for their train. They didn’t look to very happy and appeared
half a sleep, so I decide I would wake them up and bring them into life. I
release the brake, jumped off let it go, and found a place to hide so I could
watch proceeding, a few seconds later the PE slammed into the other wagons,
lots of noise and dust everywhere. The PE bounced into the air along with all
the waiting passengers on Platform 8. Lucky for me the wagon stay on the track,
I turned and walk back up towards College Road bridge for my next wagon/s. You
can see why I pulled the pin, no more fun in the job anymore????? This method of shunting is still in the
Shunter’s Manual and is called “Controlled Shunting”, you need authority to do
it. I think I may have been the last to have that authority. . The PE wagons were withdraw
from service in 2000.
General
Appendix 1962 clause 62; Wagons for Heavy Machinery. 10 PX
wagons to carry 35 tons 8 cwt have been allotted, 6 to SE Division, 2 to
Rockhampton, and 2 to Townsville. They are available for conveyance of heavy
machinery or heavy loading. This class of wagon must not be used without the
author of the relevant General Manager. Their travel with a gross weight of
over 40 tons shall be restricted to those sections available for B 18 ¼ or
heavier steam locomotives. However, provided the gross weight does not exceed
40 tons, i.e. with a maximum nett load of 27 tons 8 cwt, PX wagons may travel
on all lines available for steam locomotives.
Back to 309/209 on Westgate, the train has 2
“PE” class wagons in the consist conveying farm machinery. Some time ago, I
purchased two GHQ farm equipment kits. # 60-0 13 Hay Baler and a # 60-006
1940’s Green 12 A Harvester. Austral Modelcraft has some GHQ kits. The biggest
concerns I had was the overall width of the plant. The harvester was going to stretch the
limits, the widest platform wagon on the QR network is a QFX/QFC which is 9’ 4”
across the floor. On completing the harvester kit the overall width across the
wheels came in as 10’ 6’’ (bugger). I did consider adding a wider floor using
crossing timbers across the top of the wagon floor, 10’ 6” was OK for a wide
“Out of Gauge” load, but in jacking up the floor I was going to be to high. The
grain elevator would arrived at it destination in a different shape, I don’t
think the customer would be to happy. It was common practice to load caravan on
their axles without wheels to reduce the height. Removing the wheels the
harvester came in at 9’ 3” wide. I did
not have a QFX and didn’t feel like building one, so I decided to build at PE
making the floor 9’ 3” wide (3” modellers licence, if I didn’t tell you, you
wouldn’t pick it). The wagon was built from evergreen styrene and fitted with
Southern Rail bogies. Most QR manufactures have bogies that could be used. The
coupling are Kadee whisker scale head type # 158. I make my own couple boxes as
part of the floor which allows for the buffers and give plenty of clearance
around the wheels. The harvester was placed on old sleepers and chained to the
wagon, some old sleepers were also used to stop any movement along the wagon.
The old sleepers are match stick painted, the pine chock are the same cut with
on an angle and left unpainted.
The Hay Baler was loaded onto a 3’ 6” Models PE
wagon, the wagon has been on the layout for some time conveying a tractor with
a slasher attached, not the best use of a PE wagon. The bogies are Steam Era
XSC bogies cut back (At the time I was
able to buy bogies without wheels) and regauged with K & S brass rectangle
tube # 8262 (3/32 x 3/16) cut to 15.5 mm long, Steam Era spoke wheels were
added making a very free running wagon. The couplings are Kadee H0n3 # 711/714.
The method in my madness at the time was to use these couplings on hook wagons
which should be marshalled towards the rear of the train. If I didn’t marshal
them correctly, the same thing would happen as the prototype. ??? A good one hey. They don’t work the best,
plus I want to run trains, not repair wagons, thus over the past few years have
changed to using whisker couplings. I has since changed then over using a the
Kadee # 262 narrow boxes with a # 158 scale whisker coupler, mainly buy the bulk packs without boxes.
3' 6" PE Kit.
Steam Era bogies modified for 12mm tracks with # 711 Couplers.
Both wagons were weathered using Doctors Ben
weathering powers applied with Isocol (rubbing alcohol available from the
supermarket).
I was talking to Peter Kennedy who was Manager
of Special Loads in QR for many years. Here is some of what Peter had to say
about modifications to PE wagons to carry special loads. You may recall I
modified one for the harvester load.
The next issue was
bridge loading. The loaded modified PE would be just over 16 TAL but also
considerably exceeded the linear limit of 1.5 ton /ft. After lengthy
consideration the Bridge Engineer approved the movement with restrictions
including each loaded PE must have an empty wagon before and after over
certain bridges. It was all in vein as the transport dept. would not
allow the army tank transporters over the road bridges between Gympie and Tin
Can Bay. The Army took the tanks by sea on LSM barges to the
Bay.
Some months later the
Army approached QR, this time they wanted to take 4 Centurions from Tin Can Bay
to the Army tropical trials near Innisfail. They would take them to Lucinda by
an LSM and hoped to road transport them to their tropical trials unit. But!!
the transport dept. refused to let their loaded army tank transporters over the
Herbert River Bridge. Could QR carry them the short distance from Ingham
over the river and then unload them at the next
suitable unloading station, the name of which I cannot
remember. QR agreed to do it, but to modify only one wagon PE31612 and
conduct a shuttle between the two stations. A B18 ¼ did the 4 shuttles
and was supervised by Harvey Bamford from my section. I cannot recall if
the tanks were ever returned by this method but PE31612 remained in the
modified condition for the rest of its life. Whether its original bogies
were returned I am unaware but this movement brought home to QR the
serious need for a much heavier flat wagon and I was privileged to work in
conjunction with the CMEs design staff the outcome was the
QFX/C wagon. Originally, I asked for 10 QFX wagons, they were
so popular QR built several hundred of them. Hope this added a bit more
to Arthur’s great story.
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