Steam Incorporated

Locomotive details: Ka945

  • Locomotive running number: Ka 945
  • Designed by: New Zealand Government Railways
  • Built at: NZR Hutt workshops, Lower Hutt
  • Date built: 1939
  • Builders number: 328/39
  • Entered service: July 1939
  • Written off: December 1967
  • Returned to heritage operation: April 1985
  • Current condition: Out of service for boiler and mechanical overhaul after 10 years of excursion running.
  • Technical details:
  • Wheel arrgt: 4-8-4
  • Driving wheels: 54 inches dia
  • Cylinders: 20 inches dia, 26 inches stroke
  • Valve gear: Walschaert, 11 inch dia inside admission piston valves
  • Boiler pressure: 200 psi
  • Total weight in working order: 145 tons
  • Overall length: 69ft 8inches
  • Tractive effort: 32,740 pounds @ 85% boiler pressure
  • Fuel: Oil fired. (Converted from coal in 1947)
  • Capacities: Fuel, 1570 gallons. Water, 5000 gallons
 Ka945

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History:

The Ka class locomotives were an improved version of the K class locomotives first introduced by NZR in 1932. Ka945 was the first built of the Ka class, though not the first in the eventual number series. Among the improvements incorporated in the Ka’s were SKF roller bearings in all axleboxes, thicker frames, and a stronger design of the cast steel rear frame under the firebox.. Some locos were also subsequently fitted with cast steel (instead of cast iron) cylinders. When designed, the K and Ka locos were arguably the largest conventional locomotive that would fit through the loading gauge on the principal North Island main lines. As originally built, Ka945 was fitted with an ACFI feed water pump and pre-heaters covered by a “streamlined” casing at the front end. This was removed in 1947, the pump and feed heaters replaced with an exhaust steam injector and the locomotive converted to oil firing. Its current appearance is as it was after the 1947 conversion. Unlike some locos of the Ka class, 945 was never fitted with a cross-compound air compressor and is currently running with the dual single pumps at the front end that produce the typical “Ka sound”.

Ka945 spent its entire working life allocated to Taumarunui depot and worked both freight and passenger trains on the North Island Main Trunk, through the “mountain country” between Taumarunui and Taihape. While most of its life was uneventful, in July 1961 it ran in to a large boulder hidden in a slip across the track at Hihitahi, was derailed, and in the process suffered a bent frame. The frame is still bent and is one of the jobs that it is hoped can be rectified during its current overhaul.

The locomotive took part in many rail-fan excursions during the 1960’s when steam was being replaced by diesel electric locomotives on the Main Trunk. Its last run in NZR ownership was on 30 September 1967, when it made a return excursion between Taumarunui and National Park traversing the world famous Raurimu Spiral. It was officially written-off in December 1967 but remained at Taumarunui until June 1975 when it was towed to the Steam Incorporated depot (The Engine Shed) at Paekakariki. The locomotive had been purchased by Mr. (now Sir) Len Southward for display at his proposed vintage car museum at Paraparaumu, and came to The Engine Shed for temporary storage.

While at the Engine Shed the locomotive was partly cosmetically restored. Sir Len subsequently donated the locomotive to Steam Inc. and it was then decided to restore the locomotive to main line working order, even though the likelihood of it ever running on the main line was then exceedingly remote. By October 1984 the locomotive was in a very stripped down condition for what was expected to be a 5 year overhaul. At that time NZR was planning a steam event to mark the centenary of the start of construction of the last link in the Main Trunk through the “King Country” and Steam Inc. was approached to see if we were interested in having Ka945 take part. Needless to say, we were, but only had six months to restore the locomotive to working order to meet the deadline of Easter 1985.

After much hard work and many late nights the locomotive, accompanied by Ja1250 from the Glenbrook Vintage Railway, and the societies combined vintage carriages worked the triumphal Centennial Special from Auckland to Wellington on 13th & 14th April 1985 and returned to Auckland the following week-end. Although officially a “one-off” operation, this train proved to be the start of the return of steam to the main lines in New Zealand. Steam Inc. was subsequently awarded the A & G Price restoration award for this locomotive.

Ka945 has since run many excursions and charters throughout the country and is very popular with rail fans and the general public alike. It has, over the years, achieved many places in the rail history books and created many ‘firsts’.

To celebrate the locomotive’s 50th birthday in June 1989, it hauled a three day excursion from Wellington to Taumarunui and back. At Taumarunui many ex-NZR locomotive crews and maintenance staff had the chance to re-aquaint themselves with an engine that they had known in everyday service many years previously.

May 1991 saw Ka945 become the first preserved steam locomotive to haul an NZ Rail scheduled express passenger train. To celebrate the centenary of the completion of the Wellington to Napier route via the Manawatu Gorge, 945 hauled the Bay Express from Paekakariki to Napier and back to Wellington.

In February 1992, together with J1234, Ja1250, Da1431 and F163 it hauled passenger trains operated in connection with the 2nd BP Pan Pacific Car Rally at Palmerston North. In September the same year it was the first Ka to run over the Masterton to Woodville line.

In 1993 it first ventured across Cook Strait on the interisland ferry on its way to Invercargill. This was perhaps its greatest claim to fame when it ran, over a three week period, from Invercargill to Whangarei, hauling a promotional train for Cadbury Chocolates. It was in steam for the entire period and ran over 4000km in the process.

1994 saw Ka945 together with Ka942 (owned by the Mainline Steam Trust) re-create the sights and sounds of double-headed trains on the Raurimu Spiral and this was repeated the following year. Two Ka’s on a heavy train create sights and sounds never to be forgotten and certainly turn the phrase “earth shaking” in to reality.

Ka 945 is an exceedingly well traveled locomotive, having traversed almost the entire New Zealand rail system. The only significant lines it has not run over are from Stillwater junction to Westport in the South Island, and in the North Island, the Rotorua and Taneatua branches, from Napier to Gisborne, and north of Whangarei.

In 1995, unfortunately it had to be taken out of service for its 10 year boiler overhaul which includes patching in the firebox and many new stays. We also have to replace the driving wheel roller bearings which, after a million miles, are life expired, re-bore the valve liners and possibly the cylinders, fit new valves and pistons, investigate the bent frames, repair the header and regulator valves and carry out other more minor repairs. This work has been delayed somewhat because of other restoration efforts that have been accorded a higher priority. It is hoped that the second restoration of Ka945 will soon begin in earnest and this popular locomotive will return to the main line within 2 to 3 years.

The Second Restoration of Ka945

By Alan Bailey
Engineering Manager

When Ka945 first ran in private ownership in 1985 (see our locomotives page) it had been the subject of a very rapid restoration to working order. While much was achieved is was by no means a complete restoration since, at the time, there appeared little likelihood of it running on the main line again. As events turned out, further work could be carried out in between trips during the subsequent ten years that it ran on main line excursions and charters. Now that the locomotive is out of service for it’s 10 year boiler overhaul, it is an opportune time to carry out those other jobs that either never got done or have become necessary after a hard ten years of operation.Much of the work is simply a matter of man-hours of volunteer labour, but real money will be needed for materials and for those jobs that the society has to contract out simply because it does not have the required facilities. Because of the nature of the steam locomotive it is not always possible to know exactly what needs doing until the machine is dismantled. Having dismantled it, it is sometimes appropriate to do something simply because it would be a big job to do it later. Some of the work that now needs to be done is given below as an indication of the need for financial support in this project.

Frames: Check alignment and straighten if possible. Examine for cracks and repair if required. Replace most of the pedestal liners. Straighten the front headstock. Check for wear, and re-bush where required, all of the suspension and brake hanger brackets. Repair cracks in smokebox saddle.

Cylinders: Tighten, or replace, loose cylinder bolts. Check diameter and length of cylinder liners and replace if required. Check diameters of valve liners and re-bore or replace if required. Repair or re-pack the exhaust passage expansion joints. Repair valves and make new rings. Replace pistons and rings. Re-position cylinder lubrication chokes for ease of cleaning.

Suspension: Check dimensions of equalizer beams and correct if required (Some are believed to be from K class locos which are different). Check dimensions of spring hangers (some may be from K class) and repair/replace where required. Check all suspension pins and replace where required. Check all springs for cracked or loose plates and camber, and repair where required. Check pedestals for wear and repair as required.

Driving wheels: Dismantle cannon boxes, check liners and repair pedestal bearers. Replace roller bearings with new ones. (The bearings are on hand, but the actual job of replacement will be expensive). If any of the wheels should prove to be loose on their axles, it is likely that new axles may be required. (However, we have the forgings). Re-profile the tyres. (One of those jobs it is expedient to do while the wheel sets are removed). Check the diameter of the crank pins and re-machine if required.

Front bogie: Check profiles of tyres and re-machine if required. Check alignment of axles and correct if required.

Smoke box: Remove superheater elements, pressure test, repair where required. Remove superheater header to repair regulator valves, camshaft, and camshaft gland box (this will first necessitate removal of the main steam pipes, the blast pipe, and the chimney). Repair thin areas of smokebox casing.

Brake gear (mechanical): Check all pins, bushes, spreaders, hangers, pull rods, brake shoes, and repair where required.

Brake gear (equipment): Check, clean and repair as required the brake valves, distributor, brake cylinders, and brake piping.

Boiler: Washout tubes and flues. Remove a sample number of the tubes and flues to gauge their general condition (generally good from what can be seen through the washout plug holes). Brush down front tube plate, check for thickness and cracks, and repair as required. Hopefully we will not need a new one. In the firebox replace cracked areas of plate, and check the combustion chamber tube plate. Replace wasted staycups, cracked stays, and those needed to be removed for the plate repairs. Check for grooving of plates at the foundation ring.

Mountings and fittings: Rebuild the two air compressors. Repair the control gear for the injectors. Repair vanes and linkages for the firedoor and bottom damper. Remove reverser cylinder so that boiler cladding can be removed for access to boiler stays.

Motion work: Check all valve gear, connecting rods and coupling rods for cracks. Check all pins and bushes, die blocks, expansion links, and bearings for wear and replace/repair as required. Check knuckle pins and bushes and repair as required. Check all ring brasses and steel bushes and repair/replace as required. Check little end bearing, plate, wedge and bolt, and repair as required. Check sizes of slidebars, crosshead slippers, valve guides, and valve crossheads, and repair as required.

Tender: Check water tank bottom plate for thickness and repair/replace as required. Repair baffles. Repair tank top. Fit water level gauge. Check bottom of oil tank for corrosion and repair as required. Check oil heaters and repair/enlarge as required. Fit oil level gauge. Possibly fit ground level fillers. Check alignment of bogie frames. Re-profile tyres.

It will be seen that there is a lot of “as required” in this list. But that is the nature of the steam locomotive. Until it is taken apart one is never quite sure what should be done. Having taken it apart, usually with great effort and much time, should one repair it anyway to make sure it will last another ten years?

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Updated 19 Oct 2009