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4079 "Pendennis Castle" arrived at Dampier, Western Australia on 29
April, 1978. She arrived there after Sir Russell Maddigan (Managing
Director of Rio Tinto Zinc Corp, parent company of Hamersley Iron)
promised to acquire a steam engine for use by the Pilbara Railways
Historical Society. His original aim was to purchase 4472 "Flying
Scotsman", but as that deal fell through, he purchased 4079 "Pendennis
Castle".
Her first couple of runs in Australia were in the exact condition she
had arrived in from the UK – with the exception of an additional
5,000-gallon water tank fitted immediately behind her. Because Pendennis
Castle was fitted with vacuum brakes, she had to be modified to correctly
operate the air brakes which were fitted to the carriages that had been
purchased to run behind her. It was not practical to convert Pendennis
Castle to operate air brakes because of the restricted space available
around the engine frames. The Westinghouse Brake Company in Sydney came up
with an answer - a proportional valve which controlled the air pressure in
the brake pipes of the carriages by measuring the vacuum in the vacuum
system within the locomotive. This was mounted underneath the 5,000-gallon
water tank - and it worked!
During 1980, a front lamp was to be fitted which altered the frontal
appearance of the engine. This lamp was purchased from West Rail and was
fitted mid-July 1980. It was powered by a turbo generator fitted on the
top of the firebox, and took its steam from a valve on the turret inside
the cab.
Two UHF antennae were fitted, which allowed communication with
Hamersley Iron’s train control centre.
Her first trips to Tom Price and Paraburdoo were made during September
1980, using Newcastle coal that had been delivered in 1978 with the
locomotive. Due to work commitments, it became increasingly more difficult
to get qualified drivers for the engine, with the result that there were no
excursions during 1982.
During 1983 she was making a trip to Camp Curlew (108Kms from Dampier)
when three superheater elements failed whilst climbing up the Chichester
Ranges. As a result, there was not enough water to make the return
journey, so she was left at the camp whilst the carriages were hauled back
under diesel power. She returned a couple of days later after a tank full
of demineralised water was pumped into the tender. Following this, all the
elements were removed, and a number were found to be in poor condition and
were in need of replacement. This work lasted about 14 days, with
workmen working after their normal shifts to complete the job as soon as
possible.
It was found that all the tender baffles needed replacing and the water
tank top plates were corroded - new baffles were made and the entire
tender interior was treated with a zinc coating before re-assembly. This
work was carried out during November 1983 to February 1984 - cold here in
the UK but in blazing temperatures of 40°C in Australia. Not an ideal
temperature to be running steam engines!
By mid 1983 supplies of the Newcastle coal were starting to get low, so
quotes were obtained for replenishing the stock. The original costs were
quoted at AUS$40 per tonne, but with freight charges this came nearer to
AUS$240 a tonne by the time it reached Dampier. Hamersley Iron came to
the rescue - they offered a shipment of South African black coal at AUS$120
per tonne, and as an experiment 10 tonnes were imported. Unfortunately it
was not as good as the Newcastle coal - it "clinkered" quite badly - the ash
content was approaching 15% w/w, whereas Newcastle coal was much less at around
4% w/w. Following this, discussions took place about the possibility of
converting 4079 to run with oil - but luckily this never happened as a good
quantity of Newcastle coal was obtained from Perth following the visit of
3801 from the Eastern States.
During 1984 a steam leak developed and after being returned to the Seven
Mile workshops, a number of serious problems were noticed. One of the vacuum
ejector pipes was severely pitted and the blower/ejector casting had a leak
which allowed steam to be blown into the smokebox when used. There was also
an eleven-inch crack on the rear smokebox saddle casting, and it was established
that this was the cause of the elusive steam leak!
All in all, it took nearly three years to complete the work, and during
August 1987 she was seen back on the tracks, hauling a 302-tonne load to Camp
Curliss in a crisp new coat of Brunswick green paint.
When she visited Perth during 1989, she met up again with her old adversary,
4472 "Flying Scotsman". Soon they are to meet again at Didcot, England, during
the "Didcot 2000 Steam" event to be held at the Great
Western Society's Didcot Railway Centre.
Release 1.0a/2000-01-29
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