NSWR Water Facilites Part 3 - 1892 to 1915

This period can be described as the second period of expansion. By 1892 the South, West and North mainlines had reached their termini – Albury, Bourke and Wallangarra respectively. It was now time to commence construction of the branchlines, some of which in the last 30 years have become the virtual main line. There are three distinct sub-period in this section and they are:

• 1892 to 1898
• 1899 to 1906
• 1906 to 1915

Most of the lines built during this period were done so with an expected high percentage of return although some were of a speculative nature.

1892 to 1898

In 1888 two new bills were introduced into the New South Wales Parliament, 'The Public Works and Railway Management Bills'. These were introduced as a direct result of the government's desire to ‘manage’ the railways rather than the Commissioners. The bills combined with the subsequent demise of Whitton from the Railways in 1890 due to ill health saw a great change in the way railways were constructed in New South Wales. By late 1891 the Public Works had for all intents taken control of new line construction.

The result was a significant re-design of the railway's infrastructure – station buildings, bridges and watering facilities being among those that saw major change. While the re-design was as a result of updated materials and methods it can be safely said that the Public Works took the opportunity to stamp their authority on the Railways by the implemenation of new designs.

The first line constructed that was impacted by the new designs was the branch from Nyngan to Cobar which was opened on 1^st July 1892. The designs on this line were a mixture of the classic Whitton and the new Public Works. The bridges and stations were Whitton designs while the watering facilities were of the Public Works design. The branch is 131 kilometres long and as the area is of low rainfall the placement of the watering facilities was entirely dependant on the availability of water. Apart from the terminus at Cobar there was only one place where there was the sufficient availability of water – Boppy Mountain (or Mount Boppy as it was known until 1930).

The structures built at Boppy Mountain and Cobar were the first of 20 round tanks built between 1892 and 1898 in three variations. All were associated with the construction of new lines.

The First Round Tank

The first and most elaborate design had 12 examples built and was confined to the Nyngan – Cobar, Culcairn - Corowa, St. Leonards – Milsons Point, Cootamundra – Temora, Molong – Forbes and Lismore – Mullumbimby sections of new line. In construction order the tanks were (the dates indicate the approximate time the tank was available for use):

• Boppy Mountain - February 1892
• Cobar  - June 1892
• Brocklesby - August 1892
• Corowa - September 1892
• Milsons Point - April 1893
• Springdale (called Possum Power when constructed) – July 1893
• Meranburn – September 1893
• Mandagery – November 1893
• Parkes – November 1893
• Forbes – December 1893
• Lismore – January 1894
• Byron Bay – March 1894

The 20000 gallon round tank at Meranburn.

It is interesting to note that the only other line built in the same period, the section between North Kiama (Bombo) and Bomaderry did not have a water tank built as the facilities at Dapto and Minnamurra and a set of 400 gallon tanks at Nowra were sufficient for the needs of train running, there being only 40 kilometres between Minnamurra and the terminus at Bomaderry. It was not until 1910 that facilities were constructed at both Kiama and Nowra

A circular brick stand of 20 foot internal diameter and 21’ 6" above the ground supported a wrought iron tank of 20000 gallons capacity. Milsons Point was slightly different in that the brick stand was only 12’ 9” as the tank was located on the side of the cutting a considerable distance above rail level. The structural rigidity of the stand was increased by the addition of eight pilasters placed every 45 degrees and an extra ring of bricks near the base of the stand.

The wrought iron tank was 10' 8.5” high and 20’ 9” in diameter and as there was no internal bracing a lipped extension 12” high and extending 6” from the tank was provided at the top. Three wrought iron rings each of seven panels made up the tank. The panels in the bottom ring were 3' 6” in height and were 5/16” thick. The middle panels were 3’ 6” high and were ¼” thick while the top panels were 3’ high and 3/16” thick. The middle ring was arranged so that it was overlapped by the bottom and top rings. The base of the tank was made up of 18 triangular shaped panels 5/16” thick resulting in a concave arrangement. Riveting was used where each panel joined. Water was supplied to the tank via an exterior pipe with a float valve and was fed to either an attached jib or column located nearby via an outlet pipe in the base of the tank.

The only example of this type of tank that did not survive until the end of steam was at Milsons Point which was demolished shortly after the station was replaced as a result of the opening of the Harbour Bridge. Since the demise of steam all examples with the exception of Byron Bay and Meranburn have been demolished (Brocklesby was demolished in the 1980s or early 1990s). The foundations of the tank at Mandagery can also still be seen.

  

The Second Round Tank

The second type of round tank was of a similar but simpler design resulting in a cost saving although the time to construct did not change to any great extent. The new design saw the iron panels of the tank change to the same height and thickness, the pilasters on the stand removed and two of the three windows removed, the remaining window being located opposite the door.

The tank at Murwillumbah – note the extra ring of bricks at the base of the stand.

The tank at Condolbolin.

The rings continued to be made of wrought iron and were 3/16” thick. The plates while of the same size were shorter than the first design as eight were required for the circumference of the tank. Like the first design the top and bottom ring of plates overlapped the middle ring. The tank again did not have internal bracing and a strengthening ring was provided at the top. The ring was 9” wide and was angled slightly above the horizontal. The floor of the tank was made up of 16 triangular plates ¼” thick. The brick stand was slightly wide in diameter at 21’, but sightly smaller in height at 20’ 8”.

These tanks were built between 1894 and 1899 when the Byron Bay – Murwillumbah, Moree – Gravesend, Bogan Gate – Condobolin and Berrigan – Finley sections were constructed. The tanks were constructed in the following order:

• Murwilllumbah
• Carlachy
• Condobolin
• Warren
• Finley
• Yagobie

Some of this type of tank had detail differences and both Murwillumbah and Yagobie has an extra ring of bricks at the base of the stand while both Carlachy and Yagobie had attached jibs and were thus located very close to the running lines – all other examples being some distance from them.

All of this type of tank survived to near the end of steam but today only Condobolin and Murwillumbah are still standing.

 

  

The Third Round Tank

The third series of round tanks saw only two examples built. Both were constructed as part of the extension from Narrabri to Moree. This line was the first in the series of lines built to a cheaper standard. These lines were called pioneer lines and were constructed using cheaper methods – ash ballast, no fences and minimal infrastructure being the major examples of this type of line. The general view being that traffic on these lines would be light and thus smaller locomotives would be required.

The watering facilities on the line were provided at Bellata (called Woolabra during construction) and at Moree. Both structures were identical and were for all intents a reduced version of the second type of tank – the storage capacity being only 10000 gallons.

The tank was constructed of the same 3/16” wrought iron and consisted of two rings of five plates. Both sets of plates were 4’ high but were slightly different in their length. The bottom plates being 8’5 ½” long, the top plates being 3/16” longer. The resulting difference in lengths allowed the top ring to overlap the bottom. The panels of the tank were riveted together making it 7’10” high and 16’2” in diameter.

The base of the tank was made up twelve triangular segments that were riveted together meeting in a 3’ diameter centre piece that had the delivery pipe bolted to it.

The brick stand was of a similar design to the second type and even had the same height. The diameter though was only 17’ the centre line of the bricks being in line with the smaller sized tank.

The two tanks were supplied from an artesian bore located a short distance from the tank, at Moree it was near the current location of the local swimming pool and artesian spa. The tank at Moree was located at the very north end of the yard where the original loco depot was located and was demolished prior to 1950. The tank at Bellata was on the western side of the line and survived to the end of steam working – it has since been demolished although the foundations can still be found.

1898 – 1906 - The First Standard Plans

The construction of the state's railway system continued apace and as had occurred since 1855 there was a constant enhancement in designs. The brick stand and round tank construction was found to be both time consuming and costly, the structure taking probably twice as long to erect as the previous timber and steel designs that were used prior to 1892.

The result was a return to a design that was virtually identical to the types built after 1877 but before 1892. On 17^th May 1901 the line from Koorawatha to Grenfell was opened. This was the first line to be opened in over 14 months, the previous line being Moree – Gravesend in February 1900 (where the tank at Yagobie was erected).

In late 1898/early 1899 a series of plans were drawn for the stands of tanks of 5000 and 15000 gallon tanks. These plans show a timber stand using round poles of 12” diameter with bracing 8” x 3” in size. The poles were embedded in concrete foundations. 12” square bearers were placed on top of the poles and 12” x 5” joists supported the actual tank. 12” square wood poles were also used.

The tanks also reverted to the square design made up of iron panels. To provide strengthening the panels were buckled so that they extended 3” at the centre. The panels were bolted together by numerous ½” diameter bolts. Cast iron 'T' shaped brackets were attached to the base of the tanks and these rested on a series of cast iron shoes. The tank was strengthened with the addition of diagonal bracing from the sides to the base and steel rod across the top of the tanks.

The tank that was erected beside the Down Starter at Locksley was an example of this type built on the round timber poles. The tank that was at Koorawatha and has been relocated to Gundagai in 2000 is an example of this type of structure using square poles.

It is interesting to note that the structure at Grenfell which was identical to the example at Koorawatha was significantly rebuilt in 1946. This was as a result of the failure of the actual tank which was replaced with a later design. Traffic requirements no longer need a tank of 20000 gallons capacity and a 10000 gallon tank was used instead. The size of the tank resulted in the stand going from 16 legs to 9 legs. The bracing was adjusted as a result.

Within 12 months of the drawing of the plans with the timber stand a further series of plans was produced in December 1900 for steel stands with tank capacity varying from 5000 gallons to 20000 gallons. These plans were for the buckled tanks in particular but were with minor differences the first of what became the standard series of designs for water tanks.

The structure at Koorawatha before its relocation to Gundagai.

The interior of the tank at Koorawatha showing the bracing across the top and the diagonal braces from the sides to the base.

The plans issued in 1898/1899 were first used for the construction of watering facilities at Koorawatha and Grenfell on the Koorawatha – Grenfell line, this was followed by Lockhart, Brewarrina, Tarrion, Inverell, Holbrook, Mount Horeb, Tumut, Barmedman, Wyalong, Wee Waa, Burren (Junction), Clearfield, Gurranang, and Grafton. The last location constructed being Burren where the line was opened on 2nd December 1906.

The Second Standard Plans 1906 – 1915

The plans drawn in April and May 1901 were as far as can be ascertained not used until the construction of the section from Bogan Gate to Trundle. As this was the first section of the line to Tottenham a watering facility was provided at the temporary terminus.

The new designs came in two parts – the tanks and the stands. The tanks were made with 5/8” thick cast iron panels that were 4’2” square. The panels had a 3 1/8” lip around the edge. Each side had seven 5/8” gussets to provide strengthening at the edges. Between each gusset was a 7/8” square hole. These holes were provided to attach the panels together by ¾” bolts. A total of 8 bolts were used on each side. The exterior of each panel was provided with scalloping that was purely for visual purposes. The interior of each panel also had a cross shaped gusset to improve rigidity of the panel. The gussets were 5/8” wide and sloped from flat to 2” high at the centre. Bracing was also provided as this was attached by the same bolts that were used to attached each panel. The bracing was between the base and side of the tanks – each panel had two braces.

The exterior of a panel of the standard design first constructed at Trundle. This example is from the tank at Coonabarabran.

The interior of the panels of the first standard design showing the strengthening gussets and the method of attaching each panel. Note also the interior bracing on each panel. This example is the tank at Ungarie.

The base and corners of the tank were made of the same cast iron and were curved on a 9” radius. These separate pieces provided the connection between the horizontal and vertical panels of the tank.

The design of the panels was fundamentally the same as panels that were used some 20 years earlier during the initial expansion of the railways. The difference is that the panels on the base and the sides of the tank were identical and thus interchangeable. The major advantage of this was that a second tier of panels could be attached if required, thus doubling the capacity of the tank.

The legs of the stand were constructed of steel “I” beams 8”x 4” x 25/lbs in size. Each leg was embedded in 2’ 6” square concrete foundations. The depth of the foundations varied according to the soil at the location. Bracing was provided by 1” diameter rod in a diagonal arrangement between two legs. Where the rods crossed each other a steel ring of 9” internal diameter was used to tension each rod. Across the top of the legs a steel beam of similar size to the legs was placed and the tank rested on these bearers. At every point where the beams met the bearer angle gussets were used with bolts. The height of the stand was 14’ above rail level.

The next four diagrams show the plans drawn in April and May 1901 that were the first set of standard designs for water tanks.

 

 

The plans drawn in mid 1901, with minor differences, were used for the large majority of tanks constructed with steel stands from 1906 thorough to 1946. These plans allowed for a stand height of only 14’ above rail level and this was very quickly to be found insufficient in some situations. As a result additional plans were drawn in November 1910 for a steel stand for a 20000 gallon tank with a stand 20’ high. Where as the second set of standard plans had only one level of bracing in the stand, this plan had two levels of bracing with a cross member 9’5” above the foundations. The other change was that of the 16 separate foundations the inner 4 were 3’ square whereas the outside 12 were only 2’6” square.

The plan for the 20000 gallon tank on a steel stand drawn in November 1910.

The base of the tank at Canowindra showing the earlier style of embedding the steel columns in the concrete footings.

The second set of standard plans was used for a large number of water tanks constructed between 1906 and 1915. During this period the following locations (in approximate date order) received water tanks of this design:

• Barraba
• Beckom
• Tullamore
• Gulgong
• Kyogle
• Canowindra
• Peak Hill
• Dungog
• Nimmitabel
• Oaklands
• Taree
• Gloucester
• Garah
• Tocumwal
• Mungundi
• Kendall
• Wauchope
• Denman
• Coffs Harbour
• Glenreagh

The Parachute Tanks - 1911

The origin of the Parachute Tanks can be placed with the railways of Britain and predominately with the Great Western Railway. The exact date of the first design is not known but there were examples in the l890’s in England. The first design in New South Wales was drawn in August 1911 when a set of four drawings were made covering all aspects of the design. The drawings were for the Cast Iron Base and Column, the tank, the water crane and various details and a general arrangement. Six months later a separate plan was drawn for the foundations. All five plans are plainly labelled Parachute Tank – the term Pillar tank coming at a later date.

The locations where parachute tanks were used were wide and varied although they are predominately in areas where space was at a premium. It is also noteworthy that following discussions with a noted engine driver (Ken Groves) it was established that the pillar tanks with the attached jibs filled the loco tenders faster than any other type of tank or column. At locations like Moss Vale on the Up Main and Valley Heights on the Down Main their placement was conducive to the loco being serviced while the train was at the platform performing passenger duties.

The foundations were a concrete slab some 10’ square and a minimum of 3’ deep. The rail sleepers were actually above a section of the concrete. Six 1” bolts, 3’ long were attached, two each to three separate lengths of bull headed rail that was embedded 2’ 6 deep in the concrete. The cast iron circular base of 6’ foot diameter was attached to the foundation by the previously mention six bolts. A further 12 bolts were used to attached a 16’ cast  iron column to the base. The column narrow from 2’ 6 internal diameter at the base to 1’ 7” internal diameter at the top. A 9’ 6 external diameter and 9’ 10” high circular tank was attached to the top of the column by a further 12 bolts. The total height of the structure being 28’3”. The tanks were made from six or eight (the plan indicates either) 3/16” thick plates on the sides and the bottom of the tank from one or two ½” thick plates. The tank was internally braced from an extension of the supporting column. One set of bracing went from the top of the column to the outside base of the tank while the other went from the top of the column to the outside top of the tank. The tank had a capacity of 4000 gallons. A 12” diameter swinging jib was attached to the base of the tank and the tank column.

The exact date and location of the first tank of this type has not yet been established. The example at Lismore was constructed in 1914 and this would have been one of the first built.

The Parachute tank seems to be an example of a situation where there was the desire to place the tank as close to the rail as possible. Space did not allow a full sized tank so the Parachute style was the only option. Some of the locations that the tanks existed do not prove this theory as at both Toronto and especially Warilalda on the Inverell line there was plenty of room for a full sized tank. Toronto could have been an example as it rarely had more than one loco at any one time and the 4000 gallons was more than enough capacity for a loco tank.

The general arrangement of a parachute tank dated August 1911.

Roofing

Since the first tanks were constructed they had all been built without any roofing or cover. In certain situations this allowed the stored water to be polluted by materials being blown into the tank. In cooler areas there was also an issue with the parts of the water freezing on occasions. The solution was to place a roof on the tank and in 1920 a plan was drawn that covered the three types of square tanks that had been constructed.

The roof was made of numerous timber frames supporting a galvanised iron roof although some examples were built using asbestos type roofs. To allow access to the tank a small trap door was provided at one end of the gabled roof.

The roofs were used in various locations and for various reasons and their use is by no means consistent. Some of the locations that had roofs were Canowindra (the only example still surviving in original form) and Kiama.

The plan drawn in February 1902 for the proposed roofs on water tanks.

The interior of the roof on the tank at Canowindra. 15 March 1993 

External photo of the roof at Canowindra. Note the wire mesh to stop bird access.15 March 1993

 

NSWR Water Facilites Part 2 - 1855 to 1892

This is what can be regarded as the first period of railway construction in New South Wales. In the 25 years, the lines from Sydney to Gerogery (and a year later Albury) in the south, Wellington in the west with a branch to Richmond and from Newcastle to Tamworth with a branch from Werris Creek to Gunnedah. With the exception of some station buildings the majority of the infrastructure built during this period has either been replaced by more modern examples or removed altogether. Unfortunately no water tanks from the period survive today and there is very little information available of the watering facilities infrastructure of the period. What can be deduced is that initially there were many different types of tank and stand - Whitton was no doubt establishing the best way to construct infrastructure with the limited funds that were being made available to him.

The first five engines of the New South Wales Government Railways were classified the 1 Class and with tenders that had a water capacity of only 2000 gallons the one tank at Sydney Terminal could have successfully filled all five tenders and still have remained half full. It was not until the arrival of the L(304) class, (renumbered to the (Z)21 Class in the 1924 renumbering) in March 1885 that saw the capacity of the locomotives tender rise to 3000 gallons (13,650 litres) and it was not until 1891 with the arrival of the J(483) Class (Z 29 Class in 1924) and the P(6) in 1892 that saw tender capacity rise over 3000 gallons. As a result of the small tenders the size of water tanks were limited as there was not a great requirement - even the water tank at the first Lithgow Loco Depot only had a capacity of 9000 gallons although this was in addition to a tank supplying Lithgow Coal Stage.

The tanks built during this period can be divided into two main types:

1. A plate type which were made from both iron and steel, the centre of which buckled outwards to provide rigidity. The bulge is square and protrudes approximately 3” (7.5 cm). Adjoining panels are fastened to a flat bar positioned behind the join, resulting in paired vertical rows of bolts on the exterior of the tank. Angle was used to join the corners and brace the top edge of the tank. This tank is known as Type One.

An example of a Type 1 tank with buckled plates, this one at
Koorawatha on 15 November 1993. This tank and stand have
subsequently been dismantled and re-erected at Gundagai.

2. A square cornered cast tank which had panels that were flat on the outside. This type was characterised by rows of bolts along the bottom edge and down one side of the tank. Adjoining panels are bolted together through flanges on the inside edge of each panel. The bolts only passing through the panels on each corner. This tank is known as Type Two.

A Type Two tank at Tallong on 29 July 1994

 Both these types of tank had numerous shortcomings - the capacity of the tank could not be increased if required, there were three different types of panels required for each tank and repair of the tank if required was difficult - this was shown many years later in 1946 when a tank of this type at Grenfell failed and it was replaced rather than repaired.

From the very beginning it was established that the vertical sides of the tanks could not withstand the weight of the water on their own and that bracing was required. This also took two forms - that of bracing from the floor of the tank to the sides using iron bars and by using steel rods connecting the upper edge of the sides. The weight of the rods across the top would have pulled the sides inwards when the tank was empty, this was avoided by using timber to support the bars in the middle of the tank.

The interior of the Type 1 tank at Koorawatha.
Note bracing from the floor of the tank to the sides
and additional bracing across the top of the tank.

The interior of a Type 2 tank at Swan Ponds - note the bracing
from the floor of the tank to the sides. 1994.

The interior of the Type 2  tank at Tallong previously shown. Note bracing from floor to side of tank and bracing across the top with timber support. Note also the different method of attachment for he bracing across the top when compared to the Koorawatha tank. The railway line is in the upper left background. 29 July 1994.

 The construction of the stands varied greatly with wood, brick and stone being used. The tank at Sydney was supported by part of the workshops which was made of stone while the tank at Duck River, although no plans exist would probably been constructed with timber. When the line was extended in 1856 to Liverpool, a third watering facility was constructed , using a brick structure as the stand. Thus in the first three watering facilities built there were three different types of construction.

The tank at Liverpool which was a Type 2 structure was supplied from the Georges River which runs beside Liverpool station, had an attached jib which had two valves between the tank and the outlet. The first valve which was controlled from ground level was a simple pull down to flow affair, releasing when the desired amount of water had been delivered. There was an additional screw valve on the jib to allow operation from the tender of the locomotive. Additionally there was a screw valve on the end of the jib.

Initial construction proved that Sydney Terminal and Liverpool were the exception to the rule during this period with the majority of stands being of wood construction.

Plan showing location of Jib on tank at Liverpool.
Note brick construction of walls supporting tank
and that the tank is only supported by the exterior walls.
Note also dual valve arrangement as mentioned above.

Detail of jib valve arrangement on the tank at Liverpool.

By the end of 1870 the railways had reached Aberdeen (from Newcastle) in the north, Rydal in the west and Goulburn in the south. In extending from the meagre beginnings of 1855 - 56 two further tank types were used, both of sunk into the earth. At Blacktown in a drawing dated 31st July 1860 (some four weeks before the line from Parramatta (Granville) was opened), subterranean tank is shown. This tank sunk some nine feet (2.75 metres) into the ground was constructed of brick using the ‘ best Portland Cement. The base of the tank had two separate floors with the plan detailing the requirements: “The first floor to be laid to a proper template, cut to form invert and well grouted in liquid cement. The second floor to have every brick thoroughly bedded and jointed and well flushed all round in the best Portland Cement, mixed in such proportions as the Engineer may direct. Turn the arch covering part09” & part 14” thick in like cement and in like manner properly cut to form Skewbacks and solid form. A 2 feet square manhole in the centre of the arch, build in sides of same two 3’6” iron bars each 2.5 x .5 iron” The tank was some 10 feet (3 metres) wide by 20 feet (6 metres) long. The roof was supported by four internal columns. It is not known how this tank was supplied.

The plan refers twice to construction being down as the Engineer directs. This is probably the first of many occasions where there was a plan of the structure but it was adjusted on site to suit local conditions. In later years this was especially prevalent.

Section through the tank at Blacktown. Extract from plan dated 31 July 1860

The main south line was the first line to reach the ultimate goal of the state border at Albury in 1881, thus providing the through connection to Albury and slowing down the drain of freight traffic to Victoria. With this in mind the majority of this section will concentrate on the watering facilities on the main south. During this period the Main West reached Wellington and the main north reached Tamworth and the development of watering facilities on these lines is mirrored by those on the main south.

The southern line was extended from Liverpool to Campbelltown in 1858, from Campbelltown to North Menangle in 1862 and to Picton in 1863. The extension from North Menangle to Picton required the crossing of the Nepean River just south of North Menangle and the opportunity was made to construct a tank with a jib on the actual bridge approaches., the water being pumped from the river. Trains would actually stop on the bridge so the locos could be watered. This tank was similar to the tank at Liverpool although it was built on a timber stand.

When the southern line was extended from Picton in 1867 heavy grades were required to climb the Southern Highlands and the locos of the time did not have the water capacity to haul a train from Menangle to Mittagong without replenishing their tenders. (Evidence suggests that neither Picton nor Mittagong had watering facilities at the time of opening.) The only reliable water supply between the two points was the Picton Lakes some 37 chains (750 metres) to the west and 160 feet (48.75 metres) below the line at its closest point. This location was located at 59 miles 58 chains (97.9 km) from Sydney Station (and six miles (9.84 km)from Picton) and was called Picton Lagoons Tank, subsequently renamed to Couridjah.

This was the first location where the water supply was some distance from the line and as such required a pumphouse, extensive piping and a tank. Although the tanks built since Blacktown (Menangle for example) were built on a stand the lie of the land at this location was used to advantage. Between the pumphouse and the line the land rose to some 8 feet (2.5 metres) above the top of the water column beside the track. At the top of the ridge two rectangular concrete tanks 150’ x 6” x 6’which were interconnected and were 9’ apart. The water flowed into the top of the tanks at the western end. At the eastern end a 9” suction pipe led from each tank , joining at a ‘Y’ piece and then travelled 263 yards via a 12” pipe before a the pipe size was reduced to 9” via a reducing valve located 75’ from the Down end of the station on the eastern side of the line. This 9” main directed water to the column. In addition to the 12” pipe from the tanks there was a 9” diameter pipe from each tank that join at a centrally located valve - this was used to drain the tanks if required.

In late 1867 the line was extended from Mittagong to Sutton Forest (subsequently renamed to Moss Vale) . In this section another watering facility was constructed where the line crossed over the Wingecarribee River the railway subsequently naming it Wingecarribee Tank. This tank and stand was of a similar construction to structure at Menangle although it was not attached to the bridge over the watercourse, it being located shortly to the south. With the opening of water facilities at Mittagong in 1880, Bong Bong (between Wingecarribee Tank and Moss Vale) in 1889. The need for the tank at Wingecarribee was diminished. Subsequently the facilities at Bong Bong were moved to Moss Vale in 1894 and the Wingecarribee Tank was removed in February 1895.

Up unto 1868 the majority of facilities constructed across the state were fully self contained in that they had jibs attached and they were immediately adjacent to the tracks. With the opening of the line from Moss Vale to Marulan in August 1868 and the construction of watering facilities at Barbers Creek (subsequently renamed to Tallong) the trend moved to separating the tanks from the watering point and moving the tanks some distance away from the tracks. Tallong was also the first facility on that required the railways to build a substantial dam that was specifically on a water course. Previously the supply of water was readily available in Lakes (eg: Picton Lakes) or in rivers that did not require the construction of a dam eg: Liverpool, Duck River.

May 1869 saw the arrival of the line in Goulburn. For over five years afterwards the line was not extended and the largest loco depot so far was built on the line. With a ready supply of water available in the Mulwaree Ponds a pump house was built to lift the water from the river to the loco area. A tank supplying both an attached jib and separate column was located in the loco yard on the Down side to the north of the station.

During the five years that the main south line remained at Goulburn the west was extended from Mount Victoria to Kelso and the main north from Muswellbrook to Murrurundi. These extensions saw the construction of water facilities at Wallerwang and Locksley on the west and Murrurundi on the north. In all cases the structures built were a cast iron tank on a timber stand.

In November 1875 the southern line was extended to Gunning after its five year hiatus at Goulburn. July 1876 saw it extended to Binalong, March 1877 to Harden and in November 1877 to Cootamundra. During this two year period facilities were built at Mulwaree Ponds, Fish River, Yass Junction, Illalong Creek, Rocky Ponds and Cootamundra. All of these tanks were of the same construction a cast iron tank on a timber stand. The capacities varied though with Mulwaree Ponds being a 6 x 6 panel tank holding 20,000 gallons (91,000 litres). The tanks at Fish River and Yass being 6 x 4 panels holding 13,200 gallons (60,000litres).

In the period of late 1867 to early 1877 the main trunk lines were extended from Mittagong to Harden in the south, Penrith to Blayney in the west and from Singleton to Murrurundi in the north. All of the tanks were of the Type Two version while the stands were of the Type A1 version, the construction during the period being to the same basic design - only the size and therefore the capacity of the tank varied. None of these stands survive today although some of the tanks have been relocated onto newer constructed stands or the stand replaced in the same location.

The tanks were made up of two separate types of panels. The base of the tank was made from 4’4” (1.32m) square cast iron panels with 2” (5cm) flanges on all sides. The panels also had a strengthening cross on the inner sides. The exterior of the panels was smooth. The sides of the tank were made from similar panels except they were 4’4” wide by 5’ high (1.23m x 1.524m). The stands were constructed from timber, the piers being 12” (30cm) square. The inside piers were vertical while the outside piers were splayed at 5.5 degrees. 6” x9” timber was used to brace the all of the piers against each other piers. All of these tanks also had a swinging jib attached and as a result were located close to the line.

The original tank as constructed at Mulwaree Ponds. This tank was 26’ (6 panels) square.

The original tank as constructed at Mulwaree Ponds. The valve seat was rusted into the bottom of the tank. The swinging section of the jib was made of sheet copper while the plumbing was like the tank of cast iron. (from plan titled Great Southern Railway Extension Goulburn to Wagga Wagga Plan of Water Tank.)

Diagram of the type of stand built between 1867 to 1877. (from a diagram titled frame for water tank)

By 1876 Whitton had been using his first standard design for around ten years and the first development of the timber stand was conceived. The splayed legs were difficult to construct and maintain as precise measurements of the angle were required. They also required additional bracing which negated the use of the shelter provided by the elevated tank. The opening of the southern line from Cootamundra to Bethungra in April 1878 and the construction of a 20,000 gallon tank at the terminus saw a change to the design of the stand. A drawing of the tank at Bethungra signed by Whitton on. 20th April 1877 saw changes to the stand. The splayed outside piers were replaced by vertical ones and bracing was only done to the outside piers and then only to the piers adjacent to the corners. The space under the tank was partially enclosed and a store created. The store had two windows on the sides and a door facing the track. This type of stand was built in the majority of cases through to 1892.

The foundations for this type of stand consisted four lines of bricks 27’9” long laid with centrelines 8’3” apart. The ends of the lines being join from front to back. The bricks, laid to approximately 12” above ground level, were2’3” wide although the final course was only 18” wide. At each pier the foundations widened another 9” to spread the load. The sides  The number of courses depended on the state of the ground and was up to the discretion of the engineer on site. Laid directly on to the brick were 12” wide by 6” high timbers. Sixteen 12” square piers 13’ high were placed onto the timbers and were braced by12” x 6” timbers. Across the top of each set of four piers was laid 12” square timbers from front to rear topped by another seven 12” square timbers that were placed at right angles. The tank was then placed on the top.

The period between 1877 and 1893 was on of major expansion for the railways. The southern line reached it terminus at Albury, the northern line at Wallangarra, the western line at Bourke and branchlines from Goulburn to Cooma, from Junee to Hay, from Wallerawang to Mudgee and the cross country line between Harden and Blayney. With the exception of Albury every stand built during this period was the same as the stand at Bethungra. The tank and stand at Albury, built in 1880, was the largest tank to date, its capacity being 27,000 gallons (122850 litres). The structure at Albury was one of impressive quality, the tank at Liverpool back in 1856 being the only structure that was similar. A brick structure was no doubt built to match the station buildings that were constructed at this the terminus on the state border with Victoria. Of interest the other end of the state on the main north at Wallangarra saw a single column on a single stand. It is obvious from this that the emphasis on the construction and style was with the main south rather than the north. The stand and tank at Albury survived until the late 1930’s when it was replaced by a standard 20,000 gallon tank on a standard timber stand.

An example of the foundations used in the majority of stand constructed between 1877 and 1892.This is the remains of the structure at Gundagai, located at the Down end of the platform. A swinging jib was attached to the tank. 7 November 1998.

Detail showing a stand constructed in the 1877 to 1893 period. This stand is at Swan Ponds between Blayney and Cowra. Note the bracing on the outside piers and the point were the bracing crosses. 17 June 1992.

The stand and tank at Swan Ponds with swinging jib. This is an example of the structure built in the 1877 to 1892 period. It is believed that this structure was originally built at Nargong some three kilometres away in 1888 and moved to this location in 1905 as a more reliable water source was found. The tank was constructed by Albion Engine Works of Pyrmont in Sydney in 1888. This was one of a series of tanks built by this firm for the Cowra line. Two other tanks on modified stands are at Cowra Loco Depot.

The 27,000 gallon tank at Albury was constructed by Atlas Engine Works and was eight plates by six plates, with each plate being 4’4” wide by five feet high. The tank was located on the stand at a height of 13’6” which was the height of most tanks above the ground at the time. While the stand was built by the contractor constructing the line, the tank and associated plumbing was a separate contract.

Plan of the structure built at Bethungra for the opening in 1877.
Showing the enclosed store. This tank was supplied with a
swinging jib which is not shown on this diagram suggesting
that it was a separate contract. It was the first of many
structures built to this plan.

The commanding edifice at Albury, the plan signed by Whitton

on 7 May 1880. While the exterior of the structure was brick,

the supports for the tank which were not seen from the outside
were the usual 12” square timber piers. The stand was 35’ long,
26’ wide and was 13’6” high.

NSWR Water Facilities Part 1 - The Overview

The New South Wales Government Railways commenced service on 26th September 1855 with the opening of the line from Sydney Terminal to Parramatta (Granville). When the line was opened railways, as we know them today, had been in existence for only 30 years and construction methods and practices were still in their infancy, especially when it came to railways outside Europe and America.

The original site of Sydney Terminal was slightly south of the current location with the buffer stops being on the south side of what is now called the Devonshire St. subway, the subway replacing the road due to construction of the current Sydney Terminal. Within the confines of the terminal railway yard were all the facilities required for the successful operation of the fledging railway. These facilities included a stone two story machine shop on the eastern side of the yard. Above the engine room of the machine shop was a water tank capable of holding 20.000 gallons (91,000 litres) of water. Towards the western end of the line between the current day Auburn and Clyde a crossing of Duck River was required This was done on a bridge of two, ten foot (three metre) openings. The contract for this bridge which cost 1,774 pounds also included a weir on the southern or upstream side of the bridge to provide a locomotive water supply. A pump of an unknown type was used to lift the water to a tank (which, probably had a jib) that was built on the Parramatta side of the river. These were the first of two watering facilities that at their greatest extent in the 1950’s existed in over 450 separate locations. This equates to approximately a watering facilities at one in every three locations.

From these rather small beginnings the railways expanded in three distinct construction periods: from 1855 to 1880, 1880 to 1910 and 1910 to approximately 1930 totalling some 6,220 miles (10,010 kilometres) of constructed lines in 1965. By 1930 the railways had fundamentally completed the network and although some construction was performed after this date the railways moved in to the maintenance rather than construction phase. The development of the provision of watering facilities closely follows the same timings and although concentrating on particular items of railway infrastructure shows the continual development that occurred over the 80 or so years from 1855 to 1940.

During the first 50 years of the Railways existence the majority of the trunk lines were completed and in the following 20 years the cross country lines and branches were constructed. Initially water facilities were constructed where the water was available regardless of whether it was in a town or not. This led to infrastructure being constructed in what was in reality the middle of nowhere, the only prerequisite being that it was the location of reliable water. Examples of this are Couridjah, Fish River, Young Tank, Crowther. In later years a number of these locations were disbanded or moved to the nearest town. This is an example that the construction and operation of the railways was built around the economic concerns rather than concern for passenger convenience.

When cheaper means of supply became available the Railways were quick to lower costs and converting to the cheaper means of supply, be it moving the watering facility to another location in the section or converting the supply to the town water service.

Over the years water was hauled around the system in enormous quantities to provide reliable supplies. As an example at Ivanhoe the water was supplied by water carried in water gins from either Menindee or Euabalong West from when the line opened in 1925 until the demise of steam on the Broken Hill line in the 1960’s. In times of drought or due to the failure of a water supply facility the trains themselves ran with additional water carried in water gins attached to the engine.

Until 1974, (when the suspension of services began) the railways were a massive undertaking employing over 100,000 people in all duties. While steam was running a small portion of these people were involved in maintaining the watering facilities around the state. Once the infrastructure was complete it was the responsibility of the loco branch to provide continued water supplies to passing trains if required. They also would advise on any maintenance required. These people were designated as pumpers and may be responsible for maintaining the water levels in as many as three or four tanks at separate locations - As an example the pumper at Glenapp was responsible for the tanks at The Risk, Glenapp and Kaguru.

The official Railways terminology for these people was Loco water supply men and to allow them to carry out their duties they could travel by train between locations. This was detailed in the Local Appendix and was described as such:

Loco Water Supply men may be allowed to travel to Pumping Plants by Goods Trains from watering stations (or nearest station) for the purpose of effecting urgent repairs, or return from nearest station to pumping plant to home station.

The local Station Masters may give authority for the stoppage to be made on written application from the Loco Supply Men, and which documents must be immediately sent to the Local District Traffic Supervisor with report.

Initially a steam engine was used to provide power for the pump and coal had to be carted from the station yard to the pumphouse which may have been over two miles away. In later years an internal combustion motor was used and wherever possible, when it became available, electricity was used.

The steam engine required constant monitoring and would have required the pumper to remain at the pumphouse while in operation. With the arrival of the internal combustion engine the pumpers life became easier as constant monitoring was not required and at times the engine was provided with enough supplies of petrol or diesel so the engine ran out just as the tank was filled. Over a period of time the pumper became very adept at estimating the required running time for the engine. With the arrival of electricity the pump could be controlled remotely from the station thus negating the need for a pumper altogether.

Method of Supply

The general method of providing the water to the steam locomotives was to dam a watercourse, this being done by either a direct dam or an excavated tank beside the watercourse, if the river flow was sufficiently constant a dam was not required and the water was drawn directly from the river. A pump which was within a building called the pumphouse was used to draw the water from the dam, excavated tank or river and via a pipe transferred the water to an overhead tank beside the railway line. The tanks varied in size from 5,000 gallons (22,750 litres) to 80,000 gallons (364,000 litres) depending on the location and loco requirements. If required, the water was ‘softened’ using chemicals before it entered the tank. The water was stored within the tanks until required by a passing locomotive - a water column supplied by pipe from the tank or a jib on the tank was used to assist the loco crews to ‘water’ the locomotive.

This is an extreme high level view of water facilities from water supply to locomotive and there are many variations on this theme.

Classifications

Over the years the railways managed to have many different types of infrastructure relating to Watering Facilities. These can be grouped in to various types of Tanks, Stands, Columns, Jibs and Pumphouses. Of note there is no correlation between tanks and stands. ie: No particular type of tank was found on a certain type of stand.

The below method of classification is one that I have devised.

Tanks

Type 1: Buckled plate tank

These tanks take there name from the 5’ x 5’ x 3/16” steel plates, the centre of which is buckled outwards to provide rigidity. The bulge is square and protrudes approximately 3”. Adjoining plates are fastened to a flat bar positioned behind the join (resulting in vertical rows of bolts. Angle is used to join the corners and to brace the top edge of the tank. This type of tank is only one panel high.

Buckled plates (with the bulge upwards) were also used to form the floor of the tank. These were assembled in a similar manner to the sides so that the tank was supported by angle or T sections bolted underneath the joins in the floor plates. Buckled plate tanks could be found on stand made of either timber or steel. On timber stands cast iron shoes supported the tank to prevent it cutting into the supporting beams.

Type 2: Square Cornered Cast Tank

This type is characterised by rows of bolts along the bottom edge and down one side of each corner of the tank. Adjoining panels are bolted together through flanges on the inside edge of each panel. Bolts only pass through panels on corners. Apart from a rounded reinforcing rib cast on the top edge, the outer surface of the panels is flat. Their inner surface had ‘x’ shaped reinforcing

Type 2A: Square Cornered Cast Tank

This type is the same as Type 2 except that the interior of the panels did not have any bracing.

Type 3: Round Cornered Cast Tank, earlier style

These tanks are characterised by the use of curved corner pieces which allow all panels to be bolted together internally. They have a decorative trim on the outer face and have a cast ‘x’ shaped reinforcing on the inner face. This earlier style were built by various private companies and were built up to approximately 1915 although possibly as late a 1922.

Type 4: Round Cornered Cast Tank, later style

These tanks are virtually identical to the Type3 tanks except that all the panels were built by the Per Way Workshops in Newcastle from 1920.       

Stands

Type A: Wood

 16 x 12” x 12” piers sunk into brick pits with one level of cross bracing across full width of stand

Type A2:Wood

Similar to Type A except the piers are circular.

Type B: Wood

16 x 12” x 12” piers on timber horizontals with brick foundations. One level of bracing. 8.5” x 5.25” diagonal bracing. Bracing is entirely within verticals. Outside columns are braced only.

Type C: Wood

16 x 12” x 12” piers on concrete foundations. One level of bracing Diagonal bracing is external of piers and secured by long bolt where they cross.

Type D: Wood

Same as Type C but with two levels of bracing.

Type E: Steel

I beam piers. One Level of Bracing. Bracing does not have tension rings.

Type F: Steel

Same as Type E but with two levels of bracing. 

Type G: Steel

I beam pier. One level of Bracing. Bracing has tension rings

Type H: Steel

Same as Type G but with two levels of bracing

Type J: Steel/Concrete

Concrete arch Type structure approx 13’ high with steel structure for remaining height.

Type K: Steel/Concrete

Extended Concrete piers that are over 2’ above ground level

 Type L: Steel

Similar in Construction to Type G except bracing is steel angles rather than steel bars and is not joined where they cross.

Type M: Steel

Same as type L but with two levels of bracing

Type N: Brick

Stand is made from brick columns of varying heights dependant on the situation. Columns may be up to 15’ in height

Type 0: Brick

Stand is made of brick piers with full brick surrounds. One door provides access to the interior of the tank.

Columns

Type 1: Water flow controlled from valve at ground level

Type 2: Water flow controlled from ground level or from end of jib via gears. Valve at ground level controlled from outside column.

Type 3: Water flow controlled from end of jib. Valve within column.

Type 4: 12” column used in electrified areas. Jib able to swing below wires.

Type 4: Column with no jib.

Jibs

Type 1: Water flow controlled by screw valve at ground level.

Type 2: Water flow controlled by wire pull opening valve on end of jib.

Next episode - 1855 to 1892