Trains seen running

Yes, it is no big deal in the world's scheme of things but with a big thanks to some imported labour, trains are now moving along parts of the Coonamble line once more. 

A concentrated day and a half, interspersed with 58 tea-breaks, has produced something resembling a 'train room'. This panorama snap shows what will be Dubbo to the right, Eumungerie along the left wall and the photographer is standing (in the 4 foot) somewhere near Curban.  The saw table is about where the terminus, based on Coonamble, will be.

There is a lot of track laying still to happen, but contractors have managed to lay pioneer standard lines through the Eumungerie yard. Here is a short clip of what is believed to be 3065T with a HG on a speed trial through the platform road. 

[** Edit: apologies if this video doesn't load - the one mouse left working for Blogger.com is on a work-to-rule] Anyway, shortly after this video was taken, a permanent speed limit of 15 scale miles per hour was applied to this section of track owing to its condition.

An even bigger surprise arrived later today in the form of an 82 class light engine.

After local crews threatened to drive it off the end board at speed, it/they were sent back to Metro.

Disturbed by the lack of ballast, amenities and even a backdrop, crews have banned further operations until management authorises further capital expenditure to redress these shortcomings.

Your scribe will report further progress, if it occurs.

Don.

Getting down to the 1 in 87

My last few posts have concentrated on stuff which is scaled 12 inches to the foot, but this one will head into the realm of HO scale modelling.  I am still a few weeks away from getting the final go ahead to use my new shed for its intended purpose, but this has given me time to get in a complete frizz about what to build.  And to work myself partway out.

When I got the keys in May, two things struck me - how big it was, and how small it was.  It was bigger than I had in my mind, which made me think I should probably do more with it than fill it up with model trains.  Then I realised how small it was when I started thinking about clearances and how things would go with cars and trailers and the rubbish a family accumulates.

As I have crawled around on my knees, blocking up little spider/snake holes and the like, I came to one of two basic types of plans.  The first is more 'authentic' to the layout of Dubbo, Eumungerie and the like, but limits scope for operating the layout other than out to the Coonamble branch.  

The alternative plan eats up a fair bit more car space, so it will just have to go outside (as if it wasn't anyway). This alternative involves a mirror reverse of Troy Junction, so the locals will be scratching their heads.  But it also means I can run more prototypical trains west of Dubbo to Bourke and Parkes (via Narromine), as well as east to Werris Creek.  In fact, trains will head off to Werris Creek and return via Narromine to Dubbo (how magical is that?).  

Plan B also gives me the option of a long loop which, if I can power it adequately, will end up being the thing I use more than ever as descend into being a lazy old coot.

So, Plan B it is. I dug out a copy of the 1962 Western Division Working Timetable. I was a bit gobsmacked by how much traffic went through Dubbo in those days. Six days a week it was between 32 and 37 mandatory trains.  Then of course there was all the grain, stock extras, shunting trips to Troy Junction and banking east of town.  That sealed it for me - Plan B it has to be.  How else am I going to justify owning all this stuff if all I do is run the Sunday timetable (8 trains)?

So, the surveyors are in.  First board is up and I am competing with constructors on the east coast who are very much better baseboard builders than this little old broken down public servant.  here is the first board for posterity!

There has been some off-site progress too.  It remains unpainted and unweathered and yet to sink into the Talbragar River, but my rendition/interpretation of the infamous Talbragar Bridge is ready for all of these things, plus rails. Next time it is photographed hopefully it will look a bit more like its inspiration.

 And finally, I bit the bullet on Dubbo's coal tower.  I have bought and built the kit version (of Orange - don't look too close). Dubbo's version was a bit taller, with a timber collar around the top of the bin.  I have also cheated with the stairs. They are ring-in plastic stairs which probably don't look as authentic as the stairs in the kit, but I don't have the skill, time or patience to construct according to the maker's instructions.  It too still requires a final coat of paint, dull-coating, some lights and a few other things, but I am happy with the result. So happy, this afternoon I evicted the little spiders who had taken up residence in the tower between coats of paint.

So that is about where things stand.  Now the mornings aren't averaging minus four and the torrents have subsided, I might even get out the shed!

Cheers,

Don

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Demise of Eumungerie's station part 27...

Been doing a little bit of sleuthing, and of course the answer was under my nose all the time... well, in the attic anyway.

I think I have already mentioned on this blog that the whole world got a bit sadder on Monday, 22 September 1975, when passenger rail services were withdrawn from the Coonamble line.

Following that old saying, the trial separation worked and ended up in a divorce case, nine months after the cessation of rail services occurred the station at Eumungerie was formally closed. Along with 23 other similar stations across the state, the doors were closed on Monday, 24 June 1976.

What I was really after in my hunt was the disappearance of the main station building.  I had a clue, as the NSW Railway Digest recorded that on 24 May 1978 tenders closed for the purchase, demolition and removal of the station building (excluding the station manager's office, staff hut and lamp room) and the shortening of the platform to 16 metres at Eumungerie.

I will stop the story right here to explain that the 'station manager's office, staff hut and lamp room' was not some three-roomed, grand edifice. It was the 18 x 12 southern platform building, described in various publications since as a small windowless room.  This is incorrect too - there were two windows in the rear of the building where the station manager, staff polisher and lamp cleaner all took in the morning sun.  Actually, that is all made up, except for the window bit.  Here is a photo from 1980. Mighty fine windows.

Anyway, I knew the tender date but not the actual demolition date.  Then I rediscovered a pile of papers I had purchased from the ARHS Bookshop some time ago.  In it was an annotated diagram of the standard post-1926 Eumungerie layout.

Well dang me! Mr Observant had failed to read the scribble, which is blown up in the next photo.

Yep, it says 'Building demolished, Length platform reduced 12-7-78...'.  I have my answer. I can also now pin a trip I did to Eumungerie to a couple of days after 12 July 1978, as I picked through the still warm ashes and rubble of the building.  Missed it by that much!

Not sure what I would have done if I had been there on the day that the building was pushed over and torched.  As a hot headed 15 year old I would like to think I would have thrown myself in front of the dozer, but I doubt it.  Dozers are big.

It does clear up one thing though.  I had been troubled by a (false) memory that wheat trains were operating through Eumungerie without guards vans prior to the demolition of the station.  Don't know how I came up with it. Guards vans got the ' demolition and removal' order about seven years later. Sleuthing over and mystery resolved, file 154123 says so.

Cheers,

Don