Members Newsletter. Maldon - Bendigo Day Return Branchline and Mainline Steam On The Same Day!

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1 Members Newsletter Castlemaine and Maldon Railway Preservation Society June 2012 Maldon - Bendigo Day Return Branchline and Mainline Steam On The Same Day! Saturday 8th September 2012 We re thrilled to be partnering with Steamrail to again offer members and local residents a unique day out in Bendigo travelling all the way by steam. Indicative Timetable This trip is only being marketed in Central Victoria, so you won t see it mentioned in Melbourne, however it proved to be very popular last year with over 100 passengers travelling on what was previously an empty cars move. Steamrail are planning on using 2 R class locos and are hopeful that one of them will be R711 on her first run to Bendigo since her days in West Coast Railways service. A recent highlight of the day has been a parallel departure from Castlemaine in the late afternoon with all locos sounding their whistles simultaneously in a cacophony of steam, smoke and sound. Tickets for this trip will available on our website from 1st July and will cost: Adult: $45 Children: $25 Families $100 Dep Maldon 9:45am Arr Castlemaine 10:30 Dep Castlemaine 11:25 Arr Bendigo 12:05 Dep Bendigo 4:50pm Arr Castlemaine 5:30pm Dep Castlemaine 6:04pm Arr Maldon 6:45pm New VGR Merchandise Now in Stock Recent additions to our range of souvenirs have included a number of items that have been created especially for the VGR that are based on talented photographer, James Brook s photos. These include: 8 designs of postcard, selling for $1.00 each 4 designs of fridge magnets selling for $4.50 each 2 designs of mugs, selling for $15 each or $28 for the pair - one featuring K160 and the other featuring J541 & J515 We also have the highly collectable publication, Steam Locomotives of the Victorian Railways - Volume 1: The First Fifty Years selling for $30. All these items are available at both Maldon and Castlemaine.

2 Page 2 As I have reported to members in earlier editions of the Newsletter, the Railway has been negotiating for some time with the Bendigo Bank to facilitate the purchase of a Takeuchi TB175W excavator/loader. I am pleased to advise that these negotiations have been successful and that as this issue goes to press, the last of the add-ons have been ordered and we are now waiting upon their delivery so that they can be fitted to the machine. Some of the major items needed are six weeks from ordering to delivery including the tamping head and Hi-rail equipment, so we are hoping to have the machine on site by the end of this month and available for work. Some training will be required for approved operators who will be the only persons permitted to operate the unit and the process of selecting candidates is under way at the moment. This machine will make a substantial difference to the way our own track work is done, as well as making outside track work a more attractive proposition with the latest in technology and a lot less physical work, although there will still be occasions when a sledge hammer will be put to good use! I stress to members that while there is a significant financial outlay to purchase the machine, that this represents an important investment in the future of the Railway. It is also with some regret that I advise of the recent death of two members. Hugh Holmes who was involved in carriage restoration in the early days of the Society was one, and the other was Laurie Llewelyn, father of past President Tony Llewelyn. To the family of Hugh, and also to Mary, Laurie s widow and Tony, his wife Jacqui and their family we extend our deepest sympathy upon their losses. President s Column by Paul McDonald Members will be aware that the huge task of maintaining our locomotives and rolling stock had lead to a decision to employ an additional fitter in the workshop at Maldon, and I also regret to advise that Rod Gamble has elected to resign from this position. We owe a considerable debt of thanks to Rod for the work he was involved in to return J 515 to traffic as well as the work done by him on the restoration of J 549, especially work on the under-gear of the latter locomotive, including machining and fitting of the brake long rods, compensating beams, brake hangers and blocks, grease nipples, as well as preparation of the slide bars and cross heads to receive new white metal. We wish Rod every success in the future especially with his forthcoming move to a new home and hope we may still see him around the Railway in the future. The Board of Management will make a decision as to his replacement in the near future. Also worthy of mention has been an agreement recently reached with the Country Fire Authority who, with assistance from the Dept. of Sustainability and Environment, have agreed to assist with vegetation control along the Railway. This will take the form of a number of controlled lineside burns at different locations along the line and will supplement some of the work already done with track spraying and slashing. In areas of the Railway where there are steep embankments, there are often difficulties with safety which render this work impossible. At the time this issue was being prepared, some further spraying of blackberries and gorse in urban areas of Castlemaine will be needed, and the intention of the C.F.A. is that burns will commence in August, weather permitting; this will greatly alleviate the risk in some areas through which our Railway operates. I am greatly encouraged by this development which has been largely due to the efforts of the C.F.A. Operations Officer at Bendigo, Alun Hughson with co-operation from the Brigades at Castlemaine, Campbell s Creek, Walmer, Muckleford and Maldon. I would refer all operational members to the notices which appear within this issue relating to a fatality which, it appears, occurred during shunting operations at a major Tourist Railway in the U.K. I cannot stress lightly the care which needs to be taken by all personnel during shunting operations we want all our (Continued on page 3)

3 Page 3 (Continued from page 2) operations people to go home at the end of their shift. It is also important that I bring to the notice of all members who use any form of tools, machinery or equipment while working on the Railway, that it is not just a case of start up and go. We need to carefully check such items as fuel, lubricating oil, coolant, bar oil and so on after all, we don t just start up a locomotive and go as there is considerable preparation work involved and we need to use the same careful method for all the tools, machinery and equipment so that we are not continually spending time and money on repairs which could be avoided by thorough and careful preparation. It takes only a few minutes for smaller items and it may be longer for the larger ones, but is well worth the effort.. Tragic News From Good Friends Overseas The heritage railway community is not restricted by international boundaries. We were recently saddened to hear of an accident at the North Yorkshire Moors Railway in the UK, where a volunteer guard was killed in a shunting accident. The accident occurred following the uncoupling of a coach from the end of a rake of coaches stabled in one of the platforms at Grosmont. As the uncoupled coach was being drawn off by a steam locomotive working tender first, the direction of the movement changed, causing the locomotive and coach to move back towards the rake of vehicles from which they had been uncoupled. This resulted in the guard, who was carrying out the actions necessary following the uncoupling, being crushed between the coaches. Rail from Wodonga- Bandiana Dismantling of the 20km or so of rail from the Wodonga-Bandiana railway is progressing apace thanks to the huge efforts of a team of about 12 volunteers who have contributed in excess of 160 days of work so far with quite a bit yet to go. To date we have pulled out all the dogspikes approximately 60,000 of them; unbolted about 70% of fishplated joints; and stockpiled approximately 1km of rail cut into semitrailer lengths. The major work left to do includes towing rails to stockpiles and cutting them into lengths suitable for semi-trailers. At our current rate of progress we still have about 25 days work left which will take us through to mid July. If you would like to help please contact Art Lynch on New Equipment For VGR Track Gangs For many years VGR track gangs have worked using very worn mechanical equipment or have done the job by hand. Constant breakdowns have made using the old machines with their limited capability very hard work and often counter productive. All this is about to change with the imminent arrival of some new equipment. The equipment about to arrive includes: a Takeuchi 8.3 tonne wheeled excavator, a sleeper grab to suit, Civil Branch News a tamping head to suit, a hydraulic dogspike puller (already in use at Wodonga), a rail saw (also in use at Wodonga), and a rail drill. This equipment will make routine tasks such as replacing sleepers and rails much simpler and allow our aging track workers to keep ahead of the routine maintenance and upgrading of the track. Next month we should have lots of pictures of the machinery in action. Volunteers interested in using this equipment should contact John Shaw on Regular Volunteer Track Work With much of our effort currently devoted to dismantling and transporting the rail from Wodonga, we have had to postpone regular weekend volunteer work parties. However once the new track has all been despatched to Maldon and Muckleford we will be reinstituting regular weekend track work. In the meantime there is regular track-work being done every week with our ganger Brad Cooper out with a team each Thursday and Friday replacing sleepers and carrying out the myriad of tasks needed to keep our track safe to run trains on. If you would like to help Brad please contact him on or John Shaw on John Shaw Civil Manager The Rail Accident Investigations Branch preliminary examination and tests found that when the steam locomotive concerned (an ex Southern Railway S15 class) was working tender first, the reverser could change from reverse to forward gear unless it was prevented from doing so by the operation of a locking device. Should the reverser not be secured in position, any change may not be noticed by the driver and, in these circumstances, would only become evident on opening the regulator, when a change in direction would occur. This accident highlights the dangers involved in railway operations, when accidents do occur, hence it being included in this newsletter. We have extended our sympathies to all the volunteers of the North Yorkshire Moors Railway at this very sad and traumatic time for them. A scene soon to be repeated - with a brand new machine! Will Maylor captured volunteers at work back in August 2007 working to replace sleepers with the back-hoe. Soon, we ll be able to do this with the Takeuchi machine.

4 Page 4 On Sunday 20th May I was a guest of the Victorian Goldfields Railway for the day, which was a most enjoyable experience. In a casual discussion with one of the volunteers I happened to mention I made a number of trips on the line while it was still part of the Victorian Railways. Some work and some pleasure. To set the scene, 40 years ago I was still at school, doing what is now Year 12, which had only just changed name from Matriculation to Higher School Certificate. As I understand it another name change some years ago made it VCE (referred to by many as Very Cruel Experiment). So there has been a great deal of change, yet in many respects many of my recollections about a trip on the goods are as fresh as if they were yesterday. Castlemaine - Maldon Railway in the VR Days by Adrian Ponton Riding goods trains had become a regular school holiday activity for me, with my first experiences occurring in January 1969 with Maffra, Wonthaggi and Stony Point amongst my first sorties. So I planned my journeys by conducting extensive research, to the extent I often embarrassed the booking clerk selling the ticket. My response to you can t go there it s not in the timetable was to produce a letter signed by the Chief Commercial Manager of the Victorian Railways authorising me to travel on goods trains, provided they were not conveying explosives or operating into or through the Melbourne Yard was also the last year of the real Victorian Railways, as in May 1973, the first recommendation of the Report into Victorian Land Transport conducted by Sir Henry Bland was implemented. This involved replacing the three Railway Commissioners with a Board. For this particular journey on Thursday 18th May 1972, I purchased a student concession economy return ticket to Cohuna. Travel by suburban train to Spencer Street and meeting up with a school friend occurred prior to boarding the 8.45 a.m. Great Northern Limited (it was before the Victorian Railways introduced the 24 hour clock). If you were in the know, entering the platforms at Spencer Street via the old southern concourse avoided having to queue on the ramp like sheep waiting for the barrier staff to open the gates and allow you onto the train. This had two advantages, you avoided having the ticket nipped and you had the choice of seats ahead of the swarm. The rules at Spencer Street in the 1970 s were such that passengers were not normally permitted onto the country platforms until the locomotive was attached. On this occasion, the train departed Spencer Street at 8.45 a.m. precisely and there was no delay negotiating Franklin Street as North Fireman, Stuart Turnbull looks out the driver s window as the author stands behind him. Guard, Phil Leslie and driver, Tony Marsden relax on the platform. Melbourne was passed 3 minutes later, after all we were still a vertically integrated railway.. The train, hauled by B 61, and the consist was 37 BPL, 42 BW, 8 AZ, 52 BE (a/c) and a CE van. Normally the consist would be B Loco, BW (detach at Bendigo) AS, BS, CE. However, as it was school holidays the extra BPL was included in the consist. On Thursdays in 1972 the 8.45 a.m. Bendigo train did not continue to Swan Hill. The train ran to time and the journey was relatively uneventful. In my notes I recorded overtaking a Down Goods at Clarkefield (which was most likely No 101 if required Goods ex Geelong) and another Down Goods at Kyneton (No 111 Down Woodend Bendigo Roadside Goods). I also noted with during the 1 minute stop at Taradale 1 passenger alighted and 3 joined the train. The train arrived at Castlemaine at a.m. (6 minutes late) and we alighted. Now, it was necessary to approach the Station Master and make arrangements to travel on the Thursday goods to Maldon, which was scheduled to depart at a.m. With the letter of introduction there were no problems in purchasing a two return tickets to Maldon, obviously the Station Master was accustomed to such unusual requests on Thursdays. The Maldon line, having opened on 16 th June 1884, was extended to Shelbourne on 24 th March There was also a proposal in the 1890 s to extend the line further to Laanecoorie, (in fact in 1884 a permanent survey was conducted from Shelbourne to Llanelly) but this proposal did not proceed much beyond Shelbourne before it was abandoned. Passenger services on the Maldon and Shelbourne sections of line also had an interesting story, with the car goods service to Shelbourne being withdrawn along with the regular Castlemaine Maldon Rail Motor service in January 1941, falling victim to wartime fuel shortages. Shelbourne s salvation during the 1950 s network rationalisation was the existence of the GEB silos. Equally, the line between Maldon and Shelbourne had no lengthy timber bridges requiring costly ongoing maintenance. However, on Wednesday 8 th January 1969 the Maldon Shelbourne line was severely damaged by bushfire with 5 miles of track and 4 bridges damaged or destroyed. Despite protests and deputations from the local farming community, including offers to provide labour and materials free of charge to rebuild the line, the line closed on and from the 1 st January I suspect the last train on the line would have run on Monday 6th January 1969, as the regular service ran on Mondays. (I note the Working Timetable suggests 8th January as the date of the last train.) I have digressed, although somewhere in my collection of slides I have photos of Shelbourne Junction (freshly spiked out of use) and the Maldon turntable which were (Continued on page 5)

5 Page 5 (Continued from page 4) taken on Monday 13th January But back to Castlemaine and Thursday 18 th May 1972, we soon became aware that things were not going to plan. Somehow we learned that the Maldon goods was going to be late as the 7.30 a.m. No 54 Roadside Goods from Bendigo, which provided the locomotive, crew and van for the Maldon goods had departed late from Bendigo and would be quite late arriving at Castlemaine. So we went down the street and most likely purchased fish and chips for lunch. Back at the station after a short distraction with lunch and we had found the Down Roadside Goods from Woodend had (No a.m. ex Woodend) had arrived in the Up (East Yard) detached the vehicles, ran around the van and commenced its return journey to Woodend as No. 54 Roadside Goods. In due course the Roadside Goods from Bendigo arrived, only about 2 hours behind the timetable. In a very short time it had transformed into No 1, a.m. Maldon Goods. Y159, UB 29 and ZL 669 being the train. We moved along the yard at 1.52 p.m. (2½ hours late) with the appropriate discs being turned off. This was followed by a short pause to acquire a Castlemaine Newstead Miniature Electric Staff from the signalman (no gender neutral terms in 1972) and with a proceed aspect on the home signal it was off at breakneck speed (of up to 40 mph) on the 1 mile jaunt to Maldon Junction. Arrival here was at 1.56 p.m., only 2 hours and 32 minutes behind the timetable. The train stopped clear of the junction and the guard walked forward and proceeded with the ritual of an unattended junction, for which the timetable allowed 9 minutes! The Miniature Electric Staff was inserted in the drawer lock at the points, the two lever ground frame was operated and the train proceeded clear of the junction before again coming to a stand. The guard having locked the points by reversing the 2 levers along with the action of releasing the staff via the drawer in the staff lock secured the main line points. The Miniature Electric Staff was then free to be inserted into the Intermediate Electric Staff Instrument and the train was ready to proceed once the guard re-joined the train. He had already given the crew the Maldon Junction Maldon Train Staff. All this activity occurred between 1.56 p.m. and 2.09 p.m. In the traditional days of the VR, guards earned their keep in these circumstances, despite the Premier, Sir Henry Bolte, having stated why do we have guards... they only are there to go for the ride. There was a further ritual at the nearby Midland Highway level crossing, while the hand gates were swung, the train proceeded and the gates restored. I did not record who undertook this important task, but my faltering memory suggests this was done by someone other than the guard. I think there was a female gatekeeper here (most likely the wife of the ganger). Certainly there was a female gatekeeper there for the last train. However in the intervening years between this journey and the last train the standard hand gates had been changed to hand operated boom arms! The line speed of 20 m.p.h. was easily attained as the train proceeded over Winter s Flat and the Pyrenees Highway bridges. The usual rhythm of the ZL van travelling over the track joints was something that I was very familiar with, after having, by this stage, travelled in the guard s vans of goods trains on most of the light lines throughout the State on regular trains. I recall at Muckleford the tracks were completely obscured by a healthy crop of knee high weeds, and the train reduced speed as we negotiated this obstacle, as the crew had no way of determining if the track was actually there! Arrival at Maldon was at 2.50 p.m. only 2 hours and 25 minutes late. Some quick decisions were required. We had already explained to the guard that we needed to be back at Castlemaine by 3.40 p.m. to catch No 103 passenger train from Spencer Street to Bendigo, as I was going to Cohuna. So the guard explained the situation to the crew and they got on with the shunt whilst we negotiated with the Caretaker our options for getting to Castlemaine in time. It was subsequently learned the Caretaker, was Ms Joan Tatt, who had been in the role since April 1971 and was the daughter of the last ASM to be appointed to Maldon. The position of ASM Maldon was downgraded to Caretaker in November 1969 (coinciding with the decision by the Railway Commissioners not to repair and reopen the Maldon Shelbourne section of line). Our driver was keen to get us at least to Muckleford and genuinely apologised that the train was so late and arrangements were made via the Caretaker for a taxi rendezvous at Muckleford, as getting us back to Castlemaine in time was out of the question. After a 9 minute (yes only 9 minutes) shunt, test brakes and book the taxi we were off. The load on the Up was Y 159 hauling GY 3821, RY 980, U 1083, I with ZL 669 again bringing up the rear. Departure was at 2.59 p.m. and we arrived at Muckleford at 3.21 p.m. The agreement with the crew was they would wait 10 minutes in case the taxi did not turn up and we would return to Castlemaine on the goods and I would forgo my trip to Cohuna. However, the taxi turned up on cue and the train paused for two minutes to let us off and just enough time to say good bye and thank you. With two passengers in the taxi and heading to Castlemaine, the driver says casually the book is in the glove box. I had no idea what he was talking about, so I opened the glove box to see the taxi voucher book. He thought we were VR employees! We soon arrived at Castlemaine station and paid our fare in cash about $3.00 from memory. The Down Bendigo (and Swan Hill) train arrived at 3.44 p.m. (two minutes late) with B 60 hauling 15 BPL, 16 ABE, 31 BW, 2 AZ, 4 BS and 21 CE. (The BPL was extra for school holiday traffic). Departure was at 3.48 p.m. (still two minutes late) and arrival at Bendigo was three minutes early at 4.22 p.m. The B and the three leading cars were detached, a T attached and the Swan Hill train departed around 4.40 p.m. We noted J 550 was the yard pilot shunting passenger carriages. My colleague was returning to Melbourne on the 5.20 p.m. Up from Bendigo and I boarded the 5.10 p.m. Cohuna service being run by 57 RM. There had been enough time for a quick meal in the Railway Refreshment Rooms prior to departure. Departure of the Cohuna service was on time at 5.10 p.m., however by North Bendigo Junction it was apparent that all was not well with 57 RM. We came to a stand at White Hills, whilst the driver tried to rectify the problem(s). We got going again after three stops and a total 12 minutes delay, arriving at Goornong at 5.52 p.m. (14 minutes late) and crossing an Up Goods hauled by Y 143 and 385 ZL bringing up the rear. (I did not record what was on the train but I suspect it was an Up from Echuca, possibly No 144, if required, Goods scheduled out of Echuca at 3.45 p.m. and due at Bendigo at 7.30 p.m.). Arrival of the Down Motor at Elmore was 6.10 p.m. some 16 minutes late. The six passengers were told the train would terminate here and a bus had been organised to take them to Cohuna. I did not want to go to Cohuna and back on a bus so I arranged with the Station Master to travel on the Up Goods sitting in No 2 Road back to Bendigo. This train was in fact the Up Cohuna Goods (which ran on Mondays and Thursdays having departed Cohuna at 3.00 p.m. or thereabouts). The train consisted of T 383, a significant number of 4-wheeled louvre vans and 63 ZL bringing up the rear. Departure from Elmore was at 7.02 p.m. and arrival at Bendigo was 8.20 p.m. and I was able to find suitable nearby accommodation. The next morning, Friday 19th May 1972, I decided to visit Rangelea and as the Bendigo trams were no longer running I walked. This involved walking past the North Bendigo Workshops where a K was shunting Harris carriages that were there for walk-through conversion. My notes record J 550, W 242 (Continued on page 6)

6 Page 6 A DERM on the Maldon line, but not in RM departs Muckleford for Castlemaine on the 8th of May in 2010 (Continued from page 5) and W 243 were the Bendigo Pilots. K 175 and K 176 were the workshops pilots and K 167 along with J 538 and J 558 were stored at Bendigo Loco. I also recorded 26 RM, 34 RM and 54 MT were at Bendigo Loco along with T s 405, 407 and 343. I returned to Bendigo station in the hope of watching the a.m. to noon peak. However this was somewhat diminished, as not only had the Cohuna motor failed at Elmore the previous evening, the Up Deniliquin DERM had failed at Echuca. Eventually a 102 HP DRC, 5 RM arrived at Bendigo, it was the Up Balranald Echuca Rail Motor which should have terminated at Echuca, but was utilised to substitute for the defective DERM ex Deniliquin. 59 RM hauling 23 C arrived from Korong Vale at a.m. The 8.45 a.m. train from Melbourne arrived at a.m. with B 72 hauling 65 BPL, 42 BW, 8 AZ, 52 BE and 5 CE. B 72 and 65 BPL were quickly detached and T 405 came on to the train before proceeding to Swan Hill. The 1200 noon Up Bendigo Passenger train departed at p.m. with B 73, T 405 and T 383 hauling 37 BPL, 11 AW, 61 BW, Taggerty, 4 BS, 2 AZ and 21 CE. (Normally this train would be CE, AZ, BZ, (ex Swan Hill); with Taggerty, and two BW s being attached at Bendigo so again a BPL had been added for the school holidays). I made sure I was in Taggerty the wooden bodied buffet car allocated to the Bendigo line for the first sitting and most likely had bangers and mash and Railway Coffee long since forgotten VR specialties. Along the way there was a B on a Down goods on the Down Side of Woodend, another B on a Down Goods at Macedon and a B on yet another goods between Riddell and Clarkefield. These trains were most probably No 125, 9.00 a.m. Melbourne Yard Bendigo if required Goods; No a.m. Melbourne Yard to Bendigo if required Goods; and finally No a.m. Melbourne Yard to Bendigo Through Goods (Monday Saturday). Arrival at No 1 Platform Spencer Street was at 2.34 p.m. only 9 minutes late, but given the 60 MPH imposed maximum speed limit by including the T s on the train, not a bad outcome. It was then home to suburbia and a holiday from riding the rails, as I had to concentrate on school for the rest of the year. Looking back at events of 40 years ago there can be many observations about how the Victorian Railways were irreversibly changed over the ensuing decades. This is just a small insight into what was probably a typical 36 hours on the Bendigo line and branches. I made 3 more journeys on the Maldon line before it closed. In 1973 I was on a charter run with a DERM, in 1975 another go on a goods, which by this stage was cancelled more than it ran and finally on the last train. These trips can be written up at some time in the future, but may not be as detailed unless I can find my log books for them. Certainly, if there is sufficient interest I will write something on the last train and this will make interesting reading complete with an account of the stall and divide in the last half mile to Maldon. Somewhere I should have slides and photos and these will be sorted as a retirement project and may ultimately be shared with the readers assuming they have not deteriorated. Finally, I would like to thank the CMRPS Board for affording me the opportunity to have a really enjoyable day on the railway along with Tony (Ashcat) Marsden and Stuart Turnbull, the locomotive crew and Phil Leslie the guard for being there. Also the other volunteers who regularly donate their time to make the VGR successful need to be mentioned. Additionally, Tony deserves a special 2 nd mention for inspiring me to look up my old note books and write something to share with you. Staff Changes We advise that Rod Gamble has resigned from the Railway. Rod, as most of you will know, has spent some months working with Mick Compagnoni and the volunteers in the Workshop at Maldon. Rod spent a great deal of time on the final work done to return J 515 to service and the many hours of work done by both he and Mick are evidenced by the relatively trouble-free performance of the loco since its return to service. As well, he has been working on J 549 to progress this locomotive s return to service. Rod has made valuable contribution to the interior of the workshop as well as to external aspects particularly the storage of fuel and other flammable products and a long overdue clean up of the B van used for storage outside the main doors to the workshop. His experience gained over many years employed by the Metropolitan Fire Brigade and put to good use on the Railway has been invaluable. We wish Rod and his wife all the best as they prepare to move to a new home and look forward to seeing Rod around the Railway as he has indicated his willingness to assist where needed with locomotive or carriage work.

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8 Page 8 The 21 st of December, The weather was warm and the Christmas season in full swing. People were travelling in increasing numbers with additional trains being scheduled to cater for them. Also, to clear back loading, goods services were being supplemented, with a 5pm Ararat Ballarat set down for this day. The Driver was Elso Arendshorst and I was the Fireman. Our return working from Ballarat made it an interesting job. This was the 11-44pm passenger, which, in fact, was the 2 nd Division of the Overland. The Psychological Factor in Locomotive Running by David Barnett The load for the 5pm was moderate and B77 had no difficulty in arriving at its destination before 7. On being relieved, we made the most of our time in Ballarat. The evening was warm and many of the shops and stores were still open. The major thoroughfares displayed Christmas decorations and the atmosphere was decidedly festive. Having had our evening meal we agreeably strolled around, enjoying the sights and subconsciously thinking how good it was to be being paid for this activity. As the 11-44pm was going to be diesel hauled we had no engine to prepare and around 9-30 pm casually made our way back to Ballarat station. We had a long wait. To depart at 11-44, the 2 nd Division of the Overland was due to arrive at pm and remain for a 20 minute scheduled refreshment stop. Instead, it arrived at 11-55pm, over half an hour late. Its 9 car, 405 tonne load sat comfortably in the platform. Oh for an R class! But no. Instead, we had a rather non-descript looking B76. The 20 minute refreshment stop was sensibly reduced to 10 minutes and we were therefore 21 minutes late. We were determined to recover as much of the timetable as possible by doing our best to run the 57 miles to Ararat inside even time. That is, at an average speed of over 60 mph. Elso Arendshorst was a clean cut, tall Dutchman in his early to middle thirties. He spoke English with a slight accent, was good company and an excellent mate on the footplate. He was also an excellent engineman and one prepared to rise to the challenge of making up time. With the Vigilance Control checked and in order, I entered our names in the loco s Log Book, together with details of our train and its timing. The Log bookings, as expected, revealed nothing about the locomotive. I readied the hand lamp and waited for the Right away. This came at 12-05am. I exchanged hand signals with the Guard and we were away. There was not a moment to lose and our departure was brisk. The double Mark Bau photographed B 66 hauling an all wooden consist on a Ballarat to Spencer St. pass down Ingliston bank as it approaches Bank Box loop. The photo was taken on the 31st October in More of Mark s wonderful collection of photos can be found at track past Wendouree soon ended and we were heading for Linton Junction. A five second press on the Vigilance Control produced the characteristic hiss of air and I was free to set up the automatic staff exchanger. As the floor panel covering the apparatus was raised a rush of air entered the cab together with the muffled sound of the leading bogie striking the rail joints. As the green light of the Linton Junction Distant signal flashed past the air operated exchanger slid down its runners and into position. There was the sound of wheels going over points, then the reassuring clang as the outgoing staff was transferred to the locomotive. A flick of a small lever brought the staff exchanger back into the cab and the metal exchange ring and staff were quickly retrieved. Linton Junction Windermere I called as the driver was presented with staff. He checked it, handed it back and I placed the metal ring on the two vertical sun visor shields on the inside of the centre windscreen pillar. Speed was increasing. How fast are we going, Elso; Have we reached 70 yet? Too fast, came the reply. 71, 72, 73; and the throttle went back to notch 6, allowing the speed to ease. It soon became obvious that B76 was a good thing and well able to recover time. On the gently falling grades to Windermere speed remained right on 70 or a shade over and with all the signals green the staff exchanger fulfilled its task and I was able to call Windermere Burrumbeet as the authority to proceed was received into the cab. And on we went. Burrumbeet passed as a blur of lights at 70 mph and the slightly undulating track to Trawalla saw the speed recorder needle sitting right on the limit, with B76 equal to the task and seeming to enjoy it. We were doing well. A speed of 68 mph was considered slow and hence every effort was made to stay on 70. A rare exception was passing through Beaufort. Here, the right hand curve on the down side was limited to 65. A minor brake application brought the speed down and we roared around that curve and up the ensuing 1 in 50 grade in fine style. True, after two and a half miles of this we were down to a struggling 20 mph at the top, but once over the three miles of 1 in 50 down soon had the speed back on 70, with the dynamic brake keeping it there. Our progress so far had been swift, and there was no reason to assume that it would be anything else until we arrived at Ararat. We consulted our watches. As each station had passed, precious minutes had been recovered and our arrival time was beginning to look respectable. By this time, clear signals and no delays had become the norm. And Middle Creek was no exception. Green lights all the way. The staff exchanger was set up as the Distant approached. It went smoothly into position and with the familiar and reassuring clang provided us with the permission to speed on. Middle Creek Buangor was the call, confirmed by the Driver and I placed the metal ring in its appropriate place. (Continued on page 9)

9 Page 9 (Continued from page 8) Once again our watches were consulted. We had departed Ballarat 21 minutes late and had recovered a quite remarkable 7 minutes! At 70 mph, Buangor was less than 4 minutes away. After that, Ararat, fourteen and a half miles distant, should enable more time to be recovered. This would depend on getting a good run at the couple of miles of 1 in 50 up grade on the down side of Buangor. With the clear run we had experienced so far this would not be a problem. And after this, there was five miles of down grade before Ararat. We began to relax a little. Our arrival time was improving by the minute. Meanwhile, at about the time we were passing through Beaufort, in the orderly environment of Ballarat Train Control, miles away from our footplate action, the Train Controller was on the telephone. He had been contacted by the Signalman at Ararat A Box. Number 88, up fast goods with a T class in charge was ready to depart. Should he let it go? The Controller was far removed from the cab of B76 but he had ample evidence of what was going on. His train graph, drawn from the information received from each staff station, showed by its flat trajectory that the point to point timings of the 2 nd Division of The Overland were fast. He could see also, that barring any delay, the crew on the locomotive would make up more time before reaching Ararat. He had two options. He could hold Number 88 at Ararat until the interstate express arrived. While this would mean a delay of some 25 minutes, it would enable that train to recover important lost time. And holding 88 at Ararat would also mean it could run to Ballarat without stopping. Or, he could let 88 go. This would mean it would take siding at Buangor to cross the North West express; a delay of about 15 minutes. Hopefully, it would get there in sufficient time to enable the Signalman to set up the auto staff exchanger and make the road without having to delay the passenger train. He made a few mental calculations, then gave the man in Ararat A Box his answer. OK, let her go. The Signalman got busy. Using the appropriate bell codes he obtained line clear from Buangor, received authority to withdraw a staff from his instrument, inserted this staff into a cane hoop, set the road, pulled off a disc allowing access to the main line and left the Box to deliver the staff to the crew on Number 88. A long whistle on the air horn brought a green light from the Guard and they were away. road. On receiving the staff the Signalman called up, You ll cross the pass here. The train came to a stand at the departure Home signal and the Fireman attended to the crossing lights on the locomotive; a red light on the danger side and a white light on the clear side. Meanwhile the Signalman urgently inserted the incoming staff into his instrument, obtained line clear from Ararat A Box, withdrew an outgoing staff and having heard the air horn of the approaching passenger train, left the down Distant at caution and set the remaining No 1 road signals to clear. Then, with the staff inserted into a cane hoop he hurried to the edge of the platform, where with his hand lamp indicating the point of exchange, waited for the incoming staff from the 2 nd Division of The Overland. While as yet unknown to the crew of this train, the events surrounding No 88 fast goods were about to unfold with the most demoralizing consequences. Approaching Buangor at well over a mile a minute, all our efforts at time keeping seemed to count for nothing. The Distant signal was at Caution. The throttle went into idle and a long BLAMP on the air horn let everyone know of our disappointment and disbelief. And that wasn t all. Disappointment soon turned to angry frustration and the cab roof above the Driver reeled under a tirade of unprintable but understandable words. Couldn t those in authority see and appreciate the efforts we were making? Apparently not. The signal did not change and a heavy service brake application brought the train under control. Speed dropped rapidly; 50 mph, 40, 30, 25, 20 and it became obvious what was going on. No 88 was sitting in no 2 road with its crossing lights well displayed. As we rolled past the Distant, Elso had his hand on the brake handle and was about to bring the train to a stand when the signals for No 1 road went from red to green. I immediately had the staff placed in a cane hoop, wound down the fireman s side cab door window and prepared to effect a hand exchange. This completed, I read out the section names: Buangor Ararat A. These were confirmed and we began to accelerate away towards our destination. It was difficult to estimate the time that this delay cost. However, being ever the optimist, I called across the cab, we can still achieve something. The reply was unprintable. Nevertheless the throttle was back in notch 8 and we were moving in the right direction. But we had lost vital momentum. It was a struggle to reach 50 mph for a short stretch before coming back to 35 at top of the minor grade out of Buangor. From there, speed gradually dropped back over the next two and half miles until we slogged over the final summit at 15. But now it was down hill! Speed rose quickly. With the aid of the dynamic brake 70 mph was maintained for the best part of 5 miles. Then it was well over 60 for the remainder of our journey. Smooth braking brought our train into Ararat at 12-58am, 14 minutes late. Not on time, but a commendable effort all the same! Despite being checked at Buangor, we had reached Ararat in 53 minutes, with our average speed for the 57 miles being 64.5 mph, or Km/hr. If Train Controllers underwent any special training, the psychological effects of their decisions was certainly not part of it! On arrival at Buangor the Distant was yellow and they were signalled into No 2 Leonie Briggs, Pam and Melissa Gale are about to prepare delicious meals for our visitors at Steam Trains for Kids. Our next Steam for Kids weekend is being held on the 14th & 15th of July

10 Page 10 Off the Rails Operational Reminders Why Do We Volunteer? To meet different people out of our circle of current friends To know we are helping another person s day more enjoyable To be committed and dedicated to an organisation For self-satisfaction and serving to another We all know well ahead when our rostered day of service is organised. Please remember that if you cannot commit for that day, please attempt to organise someone else to fill your role for you or, notify the roster manager, Russell Chapman on or via at servicesroster@vgr.com.au so he can have time to find someone to replace or swap with you. Last minute No Shows on the day or falls heavily on volunteers already stretched on passenger service days. This becomes evident to our passengers, then they notice how under pressure we are and not happy in our working roles. Of course we all get the dreaded lurgy or bug during the course of the year or family commitment, event or holiday and these situations can t be helped. So let s all give a heartfelt thought the next time we decide not to show up, because it s too cold or wet, or we can t be bothered this month. Our fellow volunteers will be struggling if we don t show up! Full Steam ahead Christine Gibb Lost Oiling Syringe Driver & regular newsletter contributor Tony Marsden lost an oiling syringe on Sunday May 20. Tony believes it has been misplaced during the journey and has searched the line twice without success. It is a brass cylinder about 20cm [8"] long & 5 cm [2"] in diameter. It has an oval makers label with the word 'Petroleum' on it. Should anyone see it lineside or have picked it up could they please let us know. It has a great sentimental value. Vacuum Needed The vacuum cleaner at Castlemaine has stopped working and we are hoping that a member may have a spare one that they can donate to the railway. It needs to be in reasonable condition with no frayed or damaged cords or plugs. If you have such a vacuum that you can donate, please call (03) Castlemaine Booking Officers Castlemaine Booking clerks are reminded that, between trains, they are requested to phone all crews for the following operating day to ascertain their availability. This includes both the operational and services crews. For instance, the Wednesday booking clerk will telephone crews for the Sunday following and the Sunday clerk for the Wednesday. Please note, if any of the rostered crews are unavailable, for any reason, they are to be reminded that is their responsibility to arrange a swap for their rostered turn and to notify the appropriate roster officer of the changes. This we hope, will alleviate some of the recent episodes where rostered staff have not turned to and there have been major delays to train services as a result. There are also possibilities that where services do run late, that issues relating to fatigue may arise. Shunting Elsewhere in this issue of the Newsletter, there is a report into a fatality which occurred on the North Yorkshire Moors Railway in the U.K. earlier this year. It will be seen that the likely cause of this episode relates to shunting and all train crews and others who are involved in shunting are urged to exercise all care and remain extremely vigilant during shunting operations. Please remember that hand signals are to be given directly to the driver, where possible; if circumstances dictate otherwise it is important that the communication of hand signals between fireman and driver is accurate and that the move is what is intended. We need to First Class Service Update A number of checks and repairs have been carried out on Tambo, with a view to reinstating our First Class Service as soon as possible. Both Tambo and Lowanna suffered damage in the de-railment of Sunday 4th March. Tambo s bogies are close to being re-instated under the carriage and it is important to recognise the assistance of our good friends at Steamrail and at the Seymour Rail Heritage Centre who have both assisted us to get Tambo back on track. Tambo will be operating as the sole First Class carriage for some time and hence will be operating without power during the day. This does mean that we will need to prepare food in the kitchen at Maldon and carry it on-board in our food carriers. All volunteers are reminded that assistance should be sought when carrying heavy items. First Class travel for First Class passengers will soon be back at the VGR. remember REDUCE THE RISK! Brake Pipe Hoses Also, and related to shunting moves, all those who are involved in shunting operations are requested, before uncoupling locomotives from trains, or uncoupling wagons or carriages, to MANUALLY separate the brake pipe hoses before lifting coupling pins. This is important because every time brake pipe hoses are left coupled and are allowed to open when the adjacent locomotive or vehicle moves away, severe strain is placed on the seals which are now expensive to replace. The co-operation of all in performing this relatively easy step will be appreciated. Equipment Use All staff and volunteers when using any equipment on the railway, please ensure that the appropriate checks have been carried out BEFORE starting the equipment. This is to avoid costly and time consuming work to remedy such obvious things as no fuel, or no lubricating oil or chain saws not having bar oil and so on. Please take a few minutes before starting what ever job to check that the equipment is ready and fit for purpose. Conductors The efforts of conductors in carrying and selling guidebooks is most appreciated. Could conductors please ensure that they take an adequate number of copies in the morning from the shop and return any unsold copies at the end of the day. Victorian Goldfields Railway General Office and Marketing P.O. Box 51, CASTLEMAINE VIC 3450 Phone: (03) Facsimile: (03) marketing@vgr.com.au for bookings, Train Times & Fares information or cmr@vgr.com.au for all other enquiries Castlemaine Railway Station Kennedy Street, Castlemaine Phone: (03) Facsimile: (03) Maldon Railway Station Hornsby Street, Maldon Telephone: (03)