Gheringhap GHERINGHAP 51 MILES 57 CHAINS 18 LINKS, 83 KM

Transcription

1 Gheringhap GHERINGHAP 51 MILES 57 CHAINS 18 LINKS, 83 KM Opened for passenger traffic. Centre line of platform at 51 miles 68 chains 52 links adjacent to level crossing at 51 miles 70 chains 69 links. (Chronological Register, possibly opened in 1878, PCR Book c1905) (1881) In March 81 the Engineer of Maintenance recommends the provision of a gate cottage at No 7 Crossing Geelong - Ballarat line. Provision was approved in In 8.81 it was noted that the old station building from Warrenheip was being removed to the crossing (VPRS 433p0u4 p218) ( ) Shelter shed ( 75) being erected after request from General Manager (VPRS 433p0u4 p118) ( ) New office erected (estimated cost 125) after request from Traffic Branch and decision by Minister (VPR433p0u5 p176) ( ) EEL Branch Inspector reports that all green glasses have been removed from the semaphores and an iron strap provided to prevent semaphores being worked to third position. This is to make the semaphores conform to the new rulebook (VPRS433p0u /84, 2750/84) ( ) At this date, no goods siding. Goods loaded and unloaded whilst train stands at platform. No consignment to exceed 2 tons. (C 11/88) ( ) Traffic requests that crossover from Up line to Goods Siding at Gheringhap be removed due to provision of block system Moorabool - Leigh Road. ( ) Point spiked (VPRS 433 Book /92) Ballard requests that two signal boxes for straight lever apparatus be provided at Moorabool and Gheringhap. Work to be put in hand at once (VPRS 433 Book /94) Double line between Moorabool and Gheringhap singled due to weakness of Moorabool Viaduct. Double line block section Moorabool - Leigh Road now Staff and Ticket/Single Line Block Moorabool - Gheringhap, and Double Line Block Gheringhap - Leigh Road. Interlocked with 14 lever frame (4 spare) (WN 20, Interlocking Register, VPRS 433 Book /94) ( ) Traffic asks cost of proposed siding with interlocked connection at Gheringhap ( ) Recommended. ( ) Completed. (5.6.95) Instructions issued to take out catch points from Up end of No 1 Siding (VPRS 433 Book /95) ( ) Insp Cook reports that locking machines at Gheringhap and Moorabool are in a bad state with rust and recommends that the fronts of signalboxes be closed in (VPRS 433 Book /95) Tablet working (No 5 Instruments) replaced Staff and Ticket/Single Line Block on the section Moorabool - Gheringhap. No 7 to be first train to run under Tablet. Inspector McFarlane to supervise. (WN 21) Electric Staff (Large) replaced Tablet working, Moorabool - Gheringhap. Inspector Mathieson to supervise. Closed by No 7 Up Mixed, Opened by No 7 Down. First installation of Large Electric Staff. (WN 41) ( ) By this date frame contains 6 signal levers, 3 point levers, 1 fpl lever, and 4 spaces. (IR) ( ) Ballard reports Up distant caught fire on (VPRS 433 Book /00) Moorabool closed as a staff station. New section North Geelong B - Gheringhap. SM Gheringhap supervises Moorabool. (WN 27) ( ) No 7 Gate (51 miles 71 chains), on the Down side of Gheringhap, replaced by surface Cattle Grids (WN 17) Victorian Signalling Histories No 124, Copyright 2012, Andrew Waugh. Non commercial reproduction is permitted. Corrections and additions welcome. Please contact the author at 28 Amelia St McKinnon VIC 3204

2 Page 2 ( ) Down line between Gheringhap and Bannockburn taken out of use and Gheringhap opened as a crossing loop. Double Line Block Gheringhap - Bannockburn replaced by electric staff (large) with the same sections. Diagram 643/07 in service. New 18 lever frame provided in booking office. Frame now contains 10 signal levers, 4 point levers, 4 fpl levers, 0 spaces. (IR, WN 42) Up home (Post 7) provided to control movements from new Cressy line through Siding C to No 2 Road. Post is on left hand side of line 100 yards from fouling point with Siding C. Points 7 at Geelong end and locking bar now worked from one lever via an escapement crank. Points 9 and locking bar similarly treated. Frame now contains 11 signal levers, 4 point levers, and 3 fpl levers. Amend Diagram 643/07. (WN 33, IR) Points in No 2 Road leading to Maroona line connected to interlocking. Disc on Post 4 replaced by an Home applying to Maroona line. Frame now contains 11 signal levers, 5 point levers, 2 fpl levers, and no spaces. Amend Diagram 643/07. (IR, WN 32) Cressy line open. Staff & Ticket provided Gheringhap - Inverleigh. SM Gheringhap supervises Murgheboluc. (WN 30) ( ) Large Electric Staff working replaced Staff and Ticket on Gheringhap - Inverleigh section. (WN 46) ( ) Moorabool reopened as a permanent staff station. Section now Moorabool - Gheringhap. (WN 3) ( ) Post 6 relocated 25 yards further out. (WN 12) ( ) Miniature electric staff instruments replace the large electric staff instruments on the sections Moorabool - Gheringhap - Bannockburn (WN 22) New passenger platform provided further away from level crossing at 51 miles 57 chains 18 links. New signal box provided on this platform. Temporary signalling arrangements provided. Frame now contains 12 signal levers, 3 point levers, 3 fpl levers, and no spares. Diagram 1/18 replaced 643/07. (WN 14, IR) Copyright 2012, Andrew Waugh

3 Page 3 ( ) Special Inst: Up trains must stop clear of the level crossing if home is at stop (General Appendix) ( ) To aid shunting, outer road of Sidings A connected by hand points to the extension of B Sidings (Public Goods Sidings). Dead end extension of Sidings B abolished. Points in Sidings A located 525 feet from catch points. Amend Diagram 1/18. (WN 47) ( ) Composite staff provided in Gheringhap - Inverleigh section to allow Murgheboluc to open as Block Post (WN 21) Switching out facilities (without train) provided at Moorabool. Sections North Geelong C - (Moorabool) - Gheringhap (WN extracts, IR) Miniature electric staff instruments replaced large instruments on the Gheringhap - Inverleigh section. Composite Staff retained. (WN 50 extracts) Outer road of Sdgs A and original connection to Sdgs B were abolished. New connection provided from remaining Siding A and Sidings B. Catch points in Siding A abolished and points leading to Siding B now form a set of safety points. Point indicator provided on these points. Amend Diagram 1/36. (WN 41) Post 5 moved 107 yards further out. Amend Diagram 1/36. (AGST 17/148/2, WN 43) Post 8 replaced by a new Post 564 yds further out. Amend Diagram 1/36. (WN 48) Alterations to crossing work. Three throw points 9/10 replaced by two simple turnouts, and lockbar 7 provided. Frame extended to 20 levers by two lever extension at right hand end, and Disc 7 now worked by lever 19 (CI, IR) ( ) Staff Exchange Box provided. To be used for an Up train passing through between 1200 and 1400 daily and for the last Up train from either Ballarat or Maroona lines on M to F. (WN 19) ( ) Composite staffs removed from Gheringhap - Inverleigh section due to closure of Murgheboluc as a temporary block post (WN 42, 53/4994) ( ) Notice boards lettered 70 vehs have been provided 1810 feet on the Up side of the platform to indicate to drivers where to stop so that the Guards van is at the platform (WN 51) ( ) Telegraph instrument removed (WN 20) Bannockburn closed as a staff station. Section now Gheringhap - Lethbridge worked by miniature instruments (ACTM 19/451/2, WN 27) ( ) By this date open for passengers and light goods. Cattle race and sheep hurdles provided. (Directory of Stations) Midland Hwy deviated and temporary level crossing provided at 51 miles 70 chains at Down end of station to allow construction of an overbridge. Flashing lights provided, operated by track circuits and controlled through signals on Posts 4, 5, and 6. A push button was provided to operate the flashing lights for moves from Sdg B. Post 6 moved 57 yds further out. Repeaters provided for signals on Posts 5, 6, and 7. (WN 28) ( ) By this date the cattle race and sheep hurdles had been removed (DirStat) Post 5 renewed with 30 ft mast (CI) Midland Hwy overpass (51 miles 70 chains) brought into use and temporary level crossing and flashing light signals abolished. (WN 28) Copyright 2012, Andrew Waugh

4 Page Ballarat line slued to run via Siding C, and former Ballarat line became the new Siding C. Diagram 15/67 replaced 1/36. (WN 39, IR, Locking Sketch RH336) Lockbar 8 replaced by lever lock and track circuit due to point renewals (WN 41, IS) Automatic miniature electric staff equipment provided for Gheringhap - Inverleigh section (WN 10) Lockbars 7 and 11 replaced by track circuits and lever locks. Plunger 11 now worked by lever 7. Lever 11 abolished (CI, WN 39) Lockbar 12 replaced by track circuits and lever locks (WN 48, CI) Station officer (class 2) abolished (WN 47) ( ) Railmotor service replaced by a bus that stopped at the highway bus shelter. Station effectively closed to passengers. The 153 HP railcar had became so dilapidated that a temporary bus service was arranged during November. 22RM had been noted on (Newsrail Jan/Feb 79, WTT) Post 3 relocated 20m in up direction (CI) Automatic Electric Staff Exchanger provided for Up trains. It is located 20 metres on the Up side of the platform. Diagram 46/82 replaced 15/67. (WN 3, IR, LS RH336) Locking altered on Down distant so that it only can be cleared for Ballarat line (CI, LS RH223) Automatic Staff Exchanger provided for Down trains. It is located 52 metres on Up side of the platform. Up exchanger relocated to be 40 metres from the platform. Staff exchanger in use for the following trains: Down: 8105 (M-Sa), 8121 (M-F), 239 (M&W), 9141 (M-Th) & 351 (Tu,Th,Sa). Up: 9146 (Tu-F), 9196 (M-F), 352 (M,W,F), 240 (W,F), 9146 (Sa) (WN 9) Station tracklocked. Posts 1, 7, & 8 moved 735m, 250m, and 50m further out respectively and motor operated. Homes on Posts 2, 5, and 6 fitted with reversers. All signals were electrically lit. Diagram 22/84 (Gheringhap - Yendon) replaced 37/83 (WN 43) Staff balancing magazine provided on the section Gheringhap - Lethbridge (WN 40) ( ) Diagram 28/88 (Gheringhap - Yendon) replaced 22/84 (WN 45) ( ) Hayes derails provided at each end of Siding B (WN 34) Train Order Working Gheringhap - Maroona replaced Automatic Electric Staff Gheringhap - Inverleigh. Commence and End Train Order Working signs provided. Master Keys 1-10 were provided for Gheringhap - Ararat - Portland. (WN 46) Copyright 2012, Andrew Waugh

5 Distant on Post 7 (from Maroona line) converted to a Home signal and will be worked by lever 4. Home 4 on Post 6 abolished. Location board provided 1000 metres in the rear of Post 7. Lever 3 became spare. Amend Diagram 28/88. (WN 9) Lethbridge closed as staff station. New electric staff section Gheringhap - Meredith. (WN 26) Flashing lights provided at Burnside Road ( km) on the Up side of Gheringhap. Operation is via predictors (WN 26) Special Train Staff and Ticket working introduced. On weekends the Electric Staff Gheringhap - Meredith is suspended and Train Staff and Ticket working Gheringhap - Warrenheip introduced. (WN 1) Points 10 secured for the main line (WN 30) Crossover 13 was disconnected from the frame and is worked by a small point lever and secured by a one way plunger lock. Disc 19 abolished. Plunger 12 became a pilot lever (WN 30) Crossover 9 disconnected from the frame and is now worked by a small point lever. The Up end of the crossover is locked both ways by a plunger lock, and the Down end is secured by a one way plunger lock. Disc 6 on Post 5 and Disc 14 on Post 4 were abolished. Levers 7, 8, and 9 became pilot levers. (WN 30) Points 10 were removed. Down end points for the Gypsum siding were installed at km. Amend Diagram 52/90 (WN 32) The Up end points for the new Gypsum Siding were provided in the broad gauge line at km (WN 35/94) The Up end points for the future broad gauge crossing loop were provided at km (WN 35) The Down end points for the future broad gauge crossing loop were provided at km (WN 36) Electric Staff system on Geelong - Ballarat line replaced by Section Authority System on trial. Sections now North Geelong C - Gheringhap - Lethbridge BP. Commence and End Section Authority Working boards provided adjacent to Post 7 on the Cressy line. A cabinet with Telecom phone provided outside the station building. Gheringhap is a switch out location. It must be attended for all movements to/from the secondary corridor (Cressy line), and for all crossing or passing movements. Only one train may pass through Gheringhap when unattended. Proposed hours of attendence: Gheringhap: M,W & , Tu & , Th , & , F , & , Sa (WN 1) From 0001 hours the Cressy line was closed from Post 7 for gauge conversion and will be worked as a Works Siding. A signaller must be on duty for all movements to or from the Works Siding. (WN 1) ( ) Signalbox opened MWF: & , TuTh: & , Sa: (WN 4) Gypsum Siding was commissioned. Siding has a clear length of 180 metres. The points at each end are rodded to Hayes derails and wheel crowders and secured by ST21 Master key locks. The Home signals are detected through the points. The Master key is in the possession of the Signaller. Amend Diagram 52/90 (WN 9) ( ) Block hours M , , Tu, Tu-F: & next day (WN 8) Page 5

6 Broad Gauge crossing loop (formerly Siding C) was commissioned. The loop has a clear length of 850 metres. The points at each end are secured by plunger locks. A new light Up Distant (Post 8) was provided on the Ballarat line at km and is operated by lever 1. The existing Up distant was abolished. The existing Up Home (Post 2) was relocated to the site of the former Up Distant. It is worked by lever 2, and controlled by lever 2B at the Down end points. Lever 2B detects the Down end points normal and must be locked reverse for moves through No 1 Road. For moves to No 2 Road, the Up Home is worked from lever 2C. Amend Diagram 52/90 (WN 11 & 12) Post 1 relocated 35 metres in the Up direction and on the right hand side of the track (WN 13) Sidings A and B were booked out of service and will only be available for track construction trains. Former Crossover 13 was abolished. The Up end of this crossover was removed, and the main line track circuit removed. Both ends of the former Crossover 9 were spiked normal. Any movement from the Cressy line to the main line must be authorised by the Signaller (WN 15) Page 6

7 Standard gauge services commenced at 2130 hours. Dual gauge line brought into use North Geelong C - Gheringhap worked under the Section Authority System. Standard gauge line commissioned to Maroona. Operated by Train Staff and Ticket with the section Gheringhap Loop - Berrybank Loop. The standard gauge line diverges from the dual gauge line at the Down Distant. The Down Distant will only display Caution for standard gauge trains. The standard gauge crossing loop is 1500 metres long. A staff exchange platform is not provided. The Section Authority Boards are situated near the Up end points of the Crossing Loop. (WN 21) Top arm on Post 4 was abolished and lever 16 was sleeved. Amend Diagram 52/90 (WN 22) Section Authority System formally commissioned on Geelong - Ballarat line and Electric Staff system abolished. (WN 28) Standard gauge Down Home Arrival signals were renumbered from GHS1 and GHS4 to GHS U1 and GHS U4. (WN36) Wingeel opened as a crossing loop. Train Staff & Ticket section now Gheringhap - Wingeel. (WN 40) Page 7

8 Signalling commissioned on standard gauge line. Down Distant Post 1 replaced by a new Post situated 2100 metres further out. The new Post is a bracket post and supports two light distant signals. The distant on the left hand doll (No 2) applies to the standard gauge line and is automatically worked by the Home signal in advance. The distant on the right hand doll (No 18) applies to the broad gauge line and is fixed at caution. Lever 18 was sleeved normal. Operation of the standard gauge points and signals by V5PSW keyswitches was commissioned (between and 21.12). When a train departs from the loop in the rear, the signaller must go to the end of the loop and operate the keyswitch for Main or Loop and hold it there for 10 seconds. This will run the points and clear the arrival signal. When a train is to depart from the loop, the same procedure is to be followed, and the signaller must exhibit a green hand signal to indicate that the points are correctly set. The points will automatically normallise 30 seconds after the train has cleared the points. Automatic voice equipment will announce that the train is clear of the fouling point. Drivers of Down standard gauge trains are cautioned that this will only indicate that the last vehicle has cleared the fouling point; the North Geelong C - Gheringhap Section Authority must not be relinquished until the Signaller has advised that the train is complete. Staff exchange platforms were provided. (WN 1) ( ) Diagram 2/96 replaced 52/90. (WN 21) Section Authority Working replaced Train Staff and Ticket Gheringhap - Wingeel. ETAS brought into use to determine that the train is complete. (WN 23) Page 8

9 Between 21.6 and 27.6, the interlocking frame, mechanical signals and plunger locking on broad gauge loop was abolished. DICE operation was provided on both broad gauge and standard gauge loops, but approach automatic operation is not in use. Posts 13, 14, and 15 were provided on the broad gauge, together with F boards to indicate the fouling points at the loops. ETAS will remain in use for standard gauge trains. Voice annunciation facilities are provided to indicate clearance in both the broad and standard gauge loops. All loop points are fitted with dual control point machines and banner indicators. They will all self normalise. The Gypsum Siding points remain secured by a ST21 Master Key lock and are detected by the signals. An ST21 Master Key is provided for the Geelong - Ballarat Section Authority section, but is retained by the Signaller Gheringhap. Trains shunting the siding must be in possession of an Authority. A Signaller will remain in attendance at Gheringhap to operate the signalling using DICE. A portable Locomotive Display Safeworking Unit has been provided in the station building for this purpose. (WN 26) TAILS was commissioned in the broad gauge loop. (WN 29) Diagram 10/96 replaced 52/90 (WN 40) Driver operated DICE brought into service. Drivers of unmodified Sprinters must reduce speed to 20 km/h at the DICE Zone Board (Sprinter 7022 has had the LSDU relocated to the driver s control panel and will not need to reduce speed). Two large Master Keys with ST21 miniature keys attached were provided for the North Geelong C - Ballarat section. The keys are engraved Section Authority System on one side and North Geelong C - Ballarat on the other. (WN 45) Signalmen withdrawn at 1630 hours. Large Master Keys 83 & 84 were provided for North Geelong C - Maroona. Master Keys 30 and 70 were withdrawn (WN 47, 48) ( ) As location boards have been relocated, ETAS can be used if the TAILS fails. (WN 5) ARTC assumed responsibility for safeworking on the Adelaide line, and Freight Victoria the Ballarat line (WN 18) Section Authority System replaced by Train Order Working on the Ballarat line with the sections Gheringhap (UTOTS) - Lethbridge BP ( km). Commence and End Train Page 9

10 Order Working boards are situated at the Down end fouling point of the broad gauge loop at Gheringhap. The Commence and End Section Authority Working boards are situated at the Up end fouling point of the broad gauge loop. DICE operation of the loop is retained. (WN 29) ( ) Operation of Gheringhap loop altered (WN 31) Standard gauge converted from DICE operation to a fully signalled loop controlled from ARTC Train Control, Mile End. The broad gauge remains controlled by DICE, and the section Manor Loop - Geelong C - Gheringhap continues to be worked by Section Authority Working. A broad gauge train must be issued with a Section Authority before it departs from the broad gauge loop. New Down Automatic GE793, Homes 83/6, 83/10, 83/12, 83/14, 83/26, 83/30, 83/32, and Up Repeating GV858 and GE834 were provided. The points leading to the Gheringhap Engineers Siding are electrically released by the ARTC Train Controller. The Down broad gauge Homes have been renumbered GHP/31 and GHP/U31, relocated 1600 metres in the Down direction, and Post GE834 placed upon it. The Up broad gauge Homes have been renumbered GHP/ 33 and GHP/U33 and the Up distant GHP/ 35. Operating Instructions reissued (WN 12) Section Authority System Manor Loop - Gheringhap was replaced by CTC with the section Manor Loop - Gheringhap, but trains may enter and leave the section at North Geelong C. The CTC will be operated by the ARTC Section Authority Controller at ARTC Train Control Mile End. Train Order working introduced on the broad gauge line between Bucthers Road and Gheringhap Loop. The Commence/End Train Order Working and Commence/End Section Authority Working boards on the broad gauge loop were abolished. The following notice boards were provided: End CTC Start Section Authority (Homes 83/30 & 83/32), End Section Authority Start CTC (Home83/ Page 10

11 26), End CTC Start Train Order Working (Broad Gauge), and End Train Order Working Start CTC (Home 83/14). Operating Instructions reissued. (WN 12) ( ) Diagram 4/03 replaced 10/96 (WN 27) ( ) By this date, Train Order location Bucthers Road renamed Batesford (Network Operating Requirements) ( ) Diagram 66/07 replaced 4/03 (WN 37) Telemetry commissioned in the relay room for the new Phoenix Train Control at Mile End (WN 24) ( ) Diagram 160/11 replaced 66/07 due to the provision of signalling at Inverleigh (WN 38) Between and the dual gauge line at the Up end was realigned so that standard gauge moves were on the straight. The fixed gauge splitter was replaced by motorised gauge splitter Points 9. Diagram 176/11 (Gheringhap) replaced 160/11. (WN 1) Page 11