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Technical | Winders | South >  Controls

Section under development

On the South winder the driver sat on a raised platform alongside the right-hand trunk guide with the main operating controls in front and the auxiliary controls, trips and resets on either side.
drivers seat a -m02

South winder driver’s seat and controls circa 1975   (FoPP/JST)

The throttle lever operated the steam valve via an ungabbing device located below floor level in the RH side foundation pit just behind the drivers chair. The valve itself is located further to the rear and just beyond it is the main 160 psi isolating valve.
S winder ungabbing gear a -m

South winder throttle ungabbing gear circa 1975  (FoPP/JST)

DSC00312a-sMain isolating valveIsolating valve operating spindleFeed to RH cylinder inlet manifoldCross feed to LH cylinder inlet manifoldSteam valve

South winder throttle and isolating valves

Due to the weight of the reversing gear and its linkage, the drivers reversing lever does not operate the gear directly. Instead it operates via a steam reversing engine located on the RH side bed-frame just in front of the drivers chair.
S winder reversing eng a -m

South winder reversing engine  circa 1975  (FoPP/JST)

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South winder reversing-engine steam cylinder stripped for overhaul
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South winder reversing-engine steam cylinder - the valve port is at the top
S winder governor a -s

South winder governor circa 1975   (FoPP/JST)

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South winder reversing-engine steam chest. The outer ports go to the cylinder and the exhaust port is in the centre

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South winder reversing-engine valves, linkages, pistons etc ready for overhaul
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South winder governor under restoration

The type of overwind / slow banking devices used on the earlier South winders are not known at present. 

The overwinder originally installed by Markhams in 1922 was a Thornwill & Wareham ”profile” overwind/overspeed device driven via a spur gear from the depth-indicator drive shaft. Its overspeed operation  de-gabbed the drivers control at the throttle valve itself and, in addition, by altering the fulcrum of the floating linkage, brought the brake-engine into immediate operation in case of overwind.

By 1950 the Thornwill  & Wareham overwinder had been fitted with a King’s slow-banker.

By 1973 these had been replaced by a Black’s Modified Torque controller providing sensitive and proportional protection against overwind and overspeed at all stages of the winding cycle.

 
1950 Sth winder controller -s

South winder controller circa 1950 Thornwill & Wareham overwind protector with a King’s slow banker  (FoPP/JST)

Black’s overwind protection utilised a long screw thread carrying a cam nut which operated a switch at either end of its travel. Overspeed protection was based upon a centrifugal governor, the weights of which travelled up a specially shaped profile.  Springs of three different strengths were used to give sensitivity within different speed ranges.  Two cam discs with different profiles were used to give alternate speed regimes when men or coal were being wound.
Blacks controller front a -s Blacks controller rear a -s

South winder controller circa 1975   This was a Blacks Modified Torque type and the front view (LH)  shows the overwind protection mechanism, whilst the rear view (RH) shows the men/coal cams and the change-over mechanism      (FoPP/JST)

BD05378_02a02

see the mechanism of the Blacks controller

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02 Dec, 2009

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