Gloucester

The Senior Train Hunter (STH) spent most of the last week in the Gloucester to Bulliac region armed with a paper version of the working timetable and camera.

The traffic reports I was receiving throughout the week weren’t good - indeed not many of them could even be printed. Trains were running early,  others running late, some not turning up at all and then others appearing where they shouldn’t be.

These days if you aren’t hooked into the 21st century through an Ipad or Iphone, hunting for trains can be problematic. Of course arming oneself with such beasts takes all the fun and the expectation out of train hunting. Yes, it also removes the frustration too!  So today I am going to wind backwards out of the 21st century, back to the good old days.

I should clarify - in the really old days one could approach the guys in the local signal box to get the good oil on what was coming or what you missed.  After the signal boxes were bulldozed, paper timetables and the very rare landline telephone call were all you had.  However, as was shown over a three-day period in February 1993, we did OK. 

The purpose of this particular trip was to capture some of the final workings of 44 and 442 class locomotives on mainline interstate workings. At our first stop at Dungog for lunch we scored the mightily pleasing combination of 4466 in candy livery and 4481 wearing the red terror livery heading north on a freighter.

We also stuck it out for the arrival and departure of the local passenger, worked by a two car diesel set.

Travelling north, we set up at Stroud Road in time to have 44229, 44237 and 4498 race through at speed.

This particular afternoon and evening were taken at the north end of Gloucester railway yard, adjacent to the bridge over the Avon River flood plain.  The following photographs were taken on this evening and the next evening. Even though it was February, we experienced deteriorating lighting conditions which eclipsed the capacity of the camera I was using. So apologies for the muddiness of the photographs, but I decided to post them to show the bleak conditions of many of these locos and the varied freight task being handled.

First up, a shortish Sydney-bound freighter rattled across the bridge, led by 44218.

But in the evening the real action came from the south - the afternoon procession of freights leaving Sydney for Brisbane. 44240, 44226 and 4495 led the charge.

They were followed by veterans 4463 and 4470.  Its just great to think - 18 years later – that 4463 can still be seen around Sydney, though not heading too many interstate freights.

The following night we were lucky enough to arrive at the yard just as 44223, 44201 and 44227 went through.  Triple Jumbos!

It was followed within the hour another set of triple Jumbos arrived.  This time 44233, 44219 and 44215 headed northwards after the first set of Jumbos.

By this time of evening there was no way the camera could capture a passing train.  So when 44238 and 4401 led a train north, this was the best that could be done to capture the scene.

On the second day, while it remained fine we did a side trip to Bulliac. Deciding to set up just south of the tunnel, we suffered through 9 million blowies to get the following trains. First up again was 44219 and 44215.

Then it was time for the steel train, on this day with class leader 4401 in the shafts following 44205.

While we were there predominantly for freight trains, there was one very special daylight runner worth waiting around for - the old North Coast Daylight, though by this time it ran under some other nonsense moniker.  Although I had been hoping for a 44 up front, it was not to be with 44210 doing the honours on this day.

The final one at this location was also a beauty - 44202 led 4473 through the level crossing with a short up freight.

And around then it was about time to return to work and the real world.  Within 12 months most of these workings had gone, enveloped into the National Rail Corporation with its interest in fewer, longer trains with more powerful, newer locomotives.

There is nothing wrong with progress, apart from the loss of character that ensues from a reduction in diversity. This was one such case.

But before I wrap up this post, its time for one more photograph.  The only time the STH and I scored triple 44s over these three days was at Stroud. 4479 led two sisters north at speed. Interestingly, the second locomotive appears to have been a reverse-liveried version of the class. Sure, I didn’t write the numbers down, but enjoy anyway!

Redfern

Instead of a locomotive or a train, this time a location.  Having done a little spiel on Sydney's major railway station, its time to move down the line to little old Redfern.

Redfern station is a much unappreciated piece of railway and urban architecture.  Sure, the 'improvements' of the past two decades have done little to improve its aesthetics, but there is an underlying character almost impossible to rub out.

Instead of posting numerous shots of suburban and interurban electric trains, the following collection come from basically just one afternoon in November 1982.

The first is a snap of 3214, when it was the leading P class offering of the NSW Rail Transport Museum.  Here it is working a shuttle in honour of the re-opening of Central Railway Station, just a kilometre away.

If the loco or the stylish Pullman carriages is not your style, just revel in the advertising hoardings on the building in the background.  Some of these painted signs can still be seen 30 years later! 

The Southern Aurora passenger car in the western dock was a favourite place to park carriages which had received attention at the nearby Elstons sheds.  Sadly, I deemed it too unimportant to photograph these exhibits, though a DR carriage off the Silver City Comet caught the Senior Train Hunter's attention when it lay there around 1980.

While we are on the Senior Train Hunter, he is the suspect for the following classic, showing 3830 working its train towards Central.  This train probably emanated from Macdonaldtown

carriage sheds

To quote a phrase I hate... 'moving forward' its time to return to the 1980s and indeed the same day that 3214 had been photographed.  The first is 48160 trundling a milk pot and a louvre van towards Darling Harbour.

Shortly after, 4509 surprised yours truly by appearing from the north.  Surprised, because by this time Darling Harbour was basically dormant on weekends, and this was a Saturday from memory.  Check out the 80s fashions on the style-master on the stairs - this would still be acceptable in these parts today!

By the 1990s Darling Harbour railway yards had disappeared, so Redfern lost its supply of goods trains... almost.  The odd spoil train (well, its technically a goods train) still sneaks through, such as the one headed by 8007 in 1992.

Still, the 1990s were full of interesting trains passing through Redfern's platforms, even if they didn't stop.  Here a DEB rail car set sets off for the South Coast.

Freight locos still get the odd trip through Redfern, usually at the head of one of the few remaining locomotive-hauled passenger trains such as the Indian Pacific.  In 2004 NR70 and DL43 almost managed to nip by one Saturday afternoon.

As noted above, spoil trains are semi-regular visitors to and through Redfern.  In 2003 44206, then monickered as JL402, sat at the southern end of Redfern station for most of one weekend.

However, 99.9 per cent of the time, its sparks, sparks and more sparks...  here's just one from last year.  Pretty things, aren't they?

Hauling the Cocky!

The last posting made mention of 4833's role as a stalwart of the Cockatoo Run, known affectionately as 'the Cockie' or 'the Cocky' (depends on whether you had an expensive education, I suppose).  The Cocky is operated by 3801 Ltd, one of the more innovative heritage outfits in Australia

The Cocky has featured plenty of interesting motive power over the years.  While it commenced running around 1995, the concept was a tourist train emanating from the Illawarra, climbing into the NSW Southern Highlands towns of Robertson and Moss Vale, using the Unanderra to Moss Vale line. 

I should do a free plug for the Cocky right now - it runs through incredibly beautiful countryside, including some of the last remaining patches of tropical rainforest on the eastern seaboard of Australia.  Travellers get to see beaches, rolling surf, lakes, farmland, rainforest, landslides, deep gorges and you can end up in Robertson, home of the Robbo Pub.  But don't take my word for it - book yourself a trip here.

While there is a remarkable amount of interesting countryside to journey through, putting any service regularly up one of the steepest pieces of mainline track in NSW adds another dimension to the interest.  It has also certainly added to the locomotive attrition rate over the years!  

In the early years, when steam was not generally available, 3801 Ltd relied on their two 73 class locomotives.  For former shunting locos, mainline operation on a passenger train was a pretty novel experience.  Here, in 1996, 7333 and 7344 (the green frog) head up through Farmborough Heights.

The initial idea was to haul the Cocky using vintage steam, which was a very good idea if one had a reliable, tough vintage steam locomotive.  Former South Maitland Railway Pty Ltd's No 18 - known to all as 'Bob' -  was two out of those three.  Reliability wasn't Bob's strong point, which added to the charm of the journey.  Bob could be reliably counted on to run out of steam pressure mid-climb, so that the entire train sat stationary until Bob's steam pressure improved.  The next photo show Bob in a foggy Robertson, awaiting passage of the mighty 3801 on another tour train in 1997.

On  many occasions Bob was just not available, so when steam was required, 3801 did the honours.  The lack of turning facilities at Robertson usually meant that the train went through to Moss Vale to be turned on a triangle at that location.  On at least one occasion, this was not possible, as the following photograph shows.

3801 wasn't the only member of the 38 class to get in on Cocky duties - 3830 did a fair number of trips too before the Powerhouse Museum decided that the best place for a steam locomotive was under cover, away from the weather and certainly not in steam.

In the late 1990s, vintage steam gave way to vintage diesels.  While a number of 44 class locos have worked the Cocky, fittingly it was class leader 4401 which made the early appearances.

In the final period of being a purely Illawarra based operation, 3801 Ltd started leasing 48 class locos from FreightCorp.  Two Port Kembla-based locos which got a fair amount of work on the Cocky were 4862 and 48121 - both shown in the following pictures performing Cocky duties.

Somewhat ironically, both of these locomotives have failed to endure to the age of the heritage locos they replaced - in 2011 48121 is stored at Werris Creek and 4862 is a memory, having met the scrapper's torch in 2010.

Having tried vintage steam, mainline diesels and leased locos, in 2000 3801 Ltd managed to secure two dilapidated 49 class locos - 4908 and 4918.  The following photograph shows their good side!

Both locos were cosmetically restored as quickly as possible.  4908 received the 3801 Ltd's corporate livery and 4918 scored a coat of black, with red bands - echoing 3801's livery of the same period.  Regardless of what one thinks of either livery, they were certainly much needed.

4908 was the first to emerge with its new livery.  Over the summer months the Cocky struggled for patronage on its usual route, so instead attempted to lure patrons with a trip to the Central Coast or to Kiama.  On an absolutely stinking hot summer's day, on 21 January 2001 4908 is returning through Woy Woy with a Wollongong-Gosford Cocky.

It was around this time that the decision was made to centralise 3801 Ltd's tour operations - meaning the end of the Illawarra-based Cocky runs.  On its last time out of Port Kembla on 25 January 2011, 4908 did the honours.

So, for the last decade, the Cocky has been a Sydney-based operation. While this has altered the premise upon which it was established and added 160 kilometres to the excursion, opening itself to the Sydney tourist market has probably ensured its survival.  

Operating from Sydney on a 9:05am departure time ensured that for many years I never made it to work before 9:15am on running days.  It also guaranteed that I would leave work around 6:00pm on these days, in time to catch the return!

I have too many photographs to post, mainly bleary morning shots of a three or four car train and a bunch of meandering tourists.  Of the locos, apart from those mentioned already I have witnessed 4473 and 4486, 4514 and 4501 as regulars.  Thanks to the Lachlan Valley Railway, steam has made an appearance intermittently.  I have a recollection that the Cocky was worked by 5917 in 2009, and 3237 certainly made an appearance in 2010, as the following photograph shows.

While I could prattle further, I am going to finish with two shots of the Cocky's

And, fittingly for the final shot - long after the tourists and the mug punters have left for the day, the train crew and volunteers have to stick it out, waiting for a path back to base at Eveleigh.  By 2008 4918 had been returned to its original NSWGR Indian Red livery as it sat waiting for a green light.

Long live the Cocky!

Happy 50th 4833!

The announcement of 4833's 50th birthday on the Goodwin Alco blog this week prompted me to think about its role in sustaining one of NSW's longest running mainline tourist operations - the mighty Cockatoo Run.

Quite self-evidently, 4833 arrived on NSW rails in October 1961.  It spent nearly all of its years in public ownership allocated to either the Junee or Broadmeadow depots. This meant that I rarely saw it trundling around, which didn't distress me entirely as there was always another 164 examples of this class of locomotive to catch one's attention.

The first time that this particular member of the 48 class moved into my Praktica's cross-hairs was in 1983, when a nicely-candied 4833 dragged a South Coast passenger into Central.

A half dozen years later the Senior Train Hunter (STH) remained sufficiently alert as 4833 headed south through Maldon curve with three empty cement wagons.

It was nearly another half dozen years before 4833 drew its existence to my attention - this time very early one weekday morning at the now defunct Rozelle yard.  4833's load this appearance was composed by empty grain wagons collected from several now-closed inner city grain receival facilities on the now-closed Metropolitan goods line (seeing a pattern here?).

Around this time 4833 was regularly performing the duties as the ACDEP shunter at Eveleigh, which was a prescient responsibility for later years.  However, in 1994 4833 was almost at the end of its tenure within public ownership.  

A period of uncertainty existed until it was purchased by the private consortium, Goodwin Alco, who have operated it ever since from their base at Eveleigh.  

In many ways, 4833's later years have certainly been more interesting than the time that it spent under its original owners, as the following photographs show.  One of 4833's enduring relationships has been with 3801 Ltd, and especially with the haulage of the Cockatoo Run to Moss Vale via the South Coast.  Here it is captured in 1998 running around its train.

Not all activities in private ownership have been glamorous - in 2001 4833 was shoe-horned between three Silverton 442s on freight duties as it reversed at Sydneham station to be fuelled at Meeks Road XPT depot.

Another relationship of note has been with Countrylink.  4833 has spent time as the XPT Depot shunter, which includes the important role of conveying XPT passenger cars for attention at Chullora or Flemington.  On one such trip, the loco is hardly taxed as it rumbles through Canterbury in 2005

By the mid-2000s the Cockatoo Run emanated from Sydney.  This day in 2007 saw 4908 getting ready to drag its slightly more elderly cousin and four passenger cars out through the yard.

These days 4833 remains a resident of Eveleigh, continuing to desport the livery it wore for its first two decades.  A year ago it was found by your correspondent in residence alongside another Goodwin Alco restoration effort.

So, 4833, happy birthday!  Here's to the next 50 years.....

Nearly the end of the line

In the mid-1990s I was studying at the University of New England at Armidale.  As this was distance education, I had the joys of attending this rather delightful town when it was at its best - that is, when all the 'real' students were on holidays.

These were pre-family days and Countrylink had just introduced its Xplorers, so it was almost mandatory that I force myself to endure very pleasant rail trips to and from the campus.  Sadly, during most of these trips I was almost totally pre-occupied with trying to catch-up the lessons I had neglected thus far. 

Still, when one arrived at Armidale the certain bucolic charm of the city reduced the stress levels to such a degree that I spent most of my time in lectures, very fast asleep.  Or so my fellow students would often allege. How would I know, as I was always asleep?

Anyway, at the end of a hard day at the books I always seemed to find a bit of time to wander over to the railway yard.  In the first week of July 1994 I even scored an afternoon off, which resulted in the following foray - which could well have been my last.  

Approaching the railway yard from the south you can tell from the following photograph that I was exercising appropriate safe practices. No, there was no hi-vis vest...

Once in the yard I would often just wander around, marvelling at the beauty of the station building.

I always slightly preferred the northern end of the building, as it had a lovely little art deco extension for the signal box.  Well, sort of art deco....

Even the non-railway side of the station had its charms, with a fairly extensive collection of per-way equipment, including trikes.

Even away from the station, there was fun to be had in the railway yard.  One could play on the stock races, in amongst the red-bellied black snakes....

Or choose to take the very dilapidated turntable for a spin - of course, being a respectable uni student I never did, but I heard stories of this happening...

Even the Shell fuel siding caught my attention.  For those who model the NSW railways, surely there is no simpler weekend modelling proposition than the Armidale fuel siding? Especially if you decide that your gravity-fed fuel tanks are 'off layout'?

Because i had an entire afternoon off to study for an exam the following day, I decided to go for a wander south.  Armidale itself is nearly 579 rail kilometres from Sydney.  Rail kilometres are of course the same as ordinary kilometres, its just you need more of them to get anywhere because every rail line in NSW was built to a swirly, squiggly design.

Anyway, I went for quite wander, as I made it three kilometres south of the station whereupon  I sat down to remove the ballast from my boots and to take this photograph.

Yes, as you can see I was still observing world's best practice in relation to occupational health and safety laws - walk down the centre of the track to avoid all snakes.

As I was returning to town I was berating the transport policy failings of successive NSW administrations which would permit a viable transport mode to by so under-utilised that it would only serve a single passenger service daily - uni students berate themselves about this stuff all the time. 

Anyway, some public servant in the then-still-public Railcorp decided to teach uni students a lesson about this transport mode, the wisdom of walking along railway tracks without paying attention and the NSW fertiliser industry by sending the very irregular fertiliser special from the real end of the line at Dumaresq (look it up, its just north of Armidale) in my general direction.  Don't believe me, here's proof....

Luckily I was paying enough attention to get out of the way as these little beasties were stopping until they got to Werris Creek, from the determination shown by the crew in trying to run me down on my own railway line.

Amazed, I reeled off another photograph as they sailed past at 18 miles per hour....

So there you have it.  8 July 1994... the day that a fertiliser train from the end of the line nearly made it the end of the line for this blogger. The ignominy of being collected by 48137, 48160 and nine tatty 'blacks' is too much to consider. I just had to graduate as fast as I could and leave town, which I did.

As I left, I did manage to snap one last shot... its the way I like to remember Armidale, with nothing happening...