Light Railways 021 028

LIGHT RAILWAYS
NO.21 SPRING 1967 VOL.VI.

John Thompson'sPRICE
cover - 25c shows the Tasmanian Gov¬
drawing
ernment Railways "K" class Beyer-Garratt locomotive, -
the first Garratt in the world, One of the two locomot¬
ives in this class is now owned by the Festiniog Rail¬
way, Wales; the other was scrapped.
Members will have noticed that the quality of duplication
of the front covers is of a consistently high standard.
The Puffing Billy Preservation Society has been good
enough to duplicate our front covers, for which we thank
them. They certainly improve the magazine.
We originally intended to have an article on the Thomson
Valley Tramway (Erica - Bell's Camp) but have held it
over for a while, in the hope of obtaining some further
information. I would be very interested to hear from
any reader who has any information on this tramway.
THE VICTORIAN LIGHT RAILWAY SOCIETY

Council
President/Editor - Frank Stamford,
9 Mc.Gregor St..Canterbury 3126. (83-5873)
Vice President/Photo Sales Manager - Geoff Maynard,
"Nayook", Bungalook Road,Bayswater,3153. (72-9-2405).
Secretary - Mark Plummer,
18 McWhae Aye., Rippon Lea,3183. (53-6794),
Treasurer - John Prideaux,
2 Emmaline Street, Northcote,3070, (48-4280).
Committee man - Geoff Gardner.
Back numbers - Copies of issues Nos. 16,18 and 19 are
available at 20 cents each, No. 21 at 25 cents each,
plus postage, from the editor.
Annual subscription- $1-00 from June 1st. 1967.
For reproduction, please contact the Society
LIGHT RAILWAYS SPRING 1967 3.
The Darnum-Elinbank Tramway

by - M. Plummer.
Mr. Benjamin James Cropley was an early Gipps-
land pioneer who took up a selection of over 800 acres
in 1876, at Elinbank, near Warragul - about seventy
miles from Melbourne. With a brother and three
nephews he cleared part of his land for grazing,
and, realizing the value of the timber, decided to
build a sawmill and a 7-mile tramway to get it out.
(SeemapPage 9)
He was not the first in the area to exploit
this wealth, as about this time several sawmills
were sending timber to the Warragul-Sale railway,
and a siding had been put in to deal with it at
Bloomfield (now Nilma). Cropley was quite an enter¬
prising man, and rather than use a wooden-railed
horse worked line, he decided to build a more per¬
manent line using iron rails with a steam locomotive
to haul the timber.
Accordingly he wrote to Fowler's Sydney
office to enquire about a locomotive. They wrote
back on the 13th. Sept. 1888 outlining the type of
locomotive they thought would be suitable for his
line. Within a month he forwarded £150 ($300) as a
deposit. I was fortunate enough to locate the
original letter of specifications and the receipt
he obtained for the deposit.
THE LOCOMOTIVE
This was of the 0-4-2ST wheel arrangement, and
was fitted with a trailing truck of Major English's
patent; outside Joy's valve gear; a steel boiler
with brass tubes and copper firebox; double spring
balance safety valve; an awning over the driver's
footplate; a screw brake acting on all coupled
wheels; two injectors; and a spark arresting chim¬
ney. All for £850 ($1,700) !
Not for Resale - Free download from lrrsa.org.au

Dimensions of the locomotive were as follows:-
Coupled wheel diam. 30-ins.
Rigid wheelbase 4-ft.
Total wheelbase 8-ft. 9-ins.
Cylinder diam. 9-ins.
Cylinder stroke 14-ins.
Heating surface,firebox 22 sq.ft.
Heating surface,tubes 218 sq.ft.
Grate area 5 sq.ft.
Boiler pressure 140 lbs.p.s.i.
Tank capacity 250 gallons.
Coal bunker capacity 18 cu.ft.
Weight, empty 9-1/4 tons.
Gauge 2'6" or 3'.
Mr. Cropley must have stated what gauge he

wanted his locomotive when he ordered it, but I have
not been able to find details.
THE T R A M W A Y
While the locomotive was being built in Eng¬
land, Mr. Cropley's partner, Mr. W. Smith laid the
tramline. He got no assistance from the V.R. It had
been reported in a Warragul newspaper that several
hundred tons of 50 lb. rails had been sold to go to
China at £2/5/- a ton, but the V.R. refused to sell
any 50 lb. rails and charged him £4/10/- for 60 lb.
rails. This was a big undertaking in those days,for
the seven miles from Darnum station to Mr. Cropley's
property was mostly virgin forest. He was also har-
rassod by the landowners through whose land the
tramway ran. In one case he paid more in rent than
twice the amount the owner gave for the whole block
of land. It was poor land, unfenced and unimproved.
The whole plant cost about £6,000 ($12,000).
The sawmill was in full operation by the end of Jan¬
uary 1889, but the locomotive had not arrived, so
horse traction had to fill the gap.
When the locomotive arrived it was found the
curves were too tight. After some alterations the
LIGHT RAILWAYS_ SPRING 1967_ 5.
curves were corrected, and by the 3rd. May 1889 the
"Warragul Gazette" was able to report that " Messrs.
Cropley's engine is now in full working order and
with its train is now doing about three trips a day.
The locomotive, which was manufactured by Messrs.
Fowler & Sons of Leeds, England, is allowed by 'those
in the know' to be an effective piece of machinery.
It is fitted with all the latest improvements and it
is hoped its enterprising owners will be fully repaid
by their venture. There are now three mills in op¬
eration sending timber to the station, and I hear
about another to be erected a couple of miles further
out. It certainly looks as if platform and other
accommodation [at Darnum] will have to bo materially
increased to meet growing requirements."
The qualified driver was Bill Edwards, whose
son followed in his father*s footsteps, and drove the
Climax locomotive on the Tyers Valley line. The mill
reached a peak output of about 4,000 super feet of
timber per day fairly quickly, and the loco was kept
busy hauling this, and the output of the three other
mills to Darnum railway station. Mr, Cropley closed
the line in 1903, I assume because the timber was
worked out, and sold the rails back to the V,R. for
£2/5/- a ton, and deducted the cost of freight
charges to Melbourne. Mr, Cropley is on record as
saying that he came out of the venture poorer than
when he began, but nevertheless the line was a
source of income to him during the worst years of
the depression.
Mr. Cropley's line was, to the best of my
knowledge, the only private line around Warragul to
have a steam loco, the rest were horse worked, with
the exception of one line, which had an internal
combustion tractor rebuilt from a road vehicle about
1932.
DISPOSAL Of THE LOCOMOTIVE
Although a connection between the two cannot be
definitely proven, the Cropley Fowler is almost iden¬
tical to a 3-ft. gauge engine owned by the Warburton
Timber Company Notbetween 1910
for Resale - Free and
download from1916.
lrrsa.org.auThe Warburton
engine,(see page 7), was built in I888, the same year
as Cropley's, and carries the Fowler Builder's No.5851.
It is known to have been one of the original engines
of the Warburton Timber Co., which was formed in 1910,
and worked there for six years; until sold to the
Walsh Island Dockyard, Newcastle,N.S.W. Nothing is
known by the writer of its life there, or of its
eventual fate, perhaps one of our N.S.W. members can
help.
The four main differences between the two which
can be noted in the photos are- there is no spectacle
plate or cab step on Cropley's engine; and there is
no sand box behind the cylinders, or blow-off cock on
the front of the cylinders on the Warburton engine.
These differences could be modifications which may
have been done by a local mill fitter or an agent,who
may have carried out improvements to get a better
price.
If they are the same engine, there is seven
years (1903-10) to explain between when Cropley's
closed and the W.T.Co. was formed. It could have been
at Darnum for all or part of this time, or been stor¬
ed in a dealer's yard, or perhaps it worked on an¬
other tramway. Thus there are still quite a few
mysteries to be cleared up about this engine.
.
References used -
"Warragul Guardian" and "Warragul Gazette" 1889-1903.
"The Path of Progress"(A history of Warragul), by
Hugh Copeland.
Original letter from Fowler & Co. to Mr. Cropley.
Receipt for payment of £150 deposit.
Warragul Gazette, 1926.
The author wishes to thank Mrs. R. C. Mills, and
other descendants of Mr. Cropley, and Miss O. Marrabel
of the Warragul & District Historical Society, for
their help.
CONTRIBUTE TO
"NEWS NOTES & COMMENTS"
LIGHT RAILWAYS SPRING, 1967 7.
Fowler 0-4-2ST on
Cropley's Darnum-
Elinbank tramway.
Photo probably
taken sometime
in the 1890's.
(Photo -
V.L.R.R.S. Archives,
Photographer -
Louis Bertram).
For comparison, w e
show the Warburton
Timber Company's
Fowler, Builder's No.
5851 of 1888. The
similarity between
the two engines will
be noted.

8. SPRING, 1967 LIGHT RAILWAYS
Another view of Cropley's locomotive,

presumably at the Elinbank saw-mill,
sometime in the 189O's.
(Photo - V.L.R.R. S. Archives)
One of the two new 62 ton Hitachi locomotives supplied recently to the S. E. C.
(See page 33 last issue). The locomotives have a tractive effort of 34,720 lbs.,
and a total wheelbase of 30-ft. 9=1/4-in.
Note the Stone-Faively type pantographs.
(Photo - State Electricity Commission of Victoria).

Australia's First Diesel Locomotives.

RUBICON TIMBER TRAMWAY.
By - F. Stamford.
In 1935 the 2-ft. gauge Alexandra - Rubicon
timber tramway reverted to the ownership of the Alex¬
andra Shire Council, and the Council was prepared to
lease the line to Clarke & Pearce - local sawmillers -
providing steam locomotives were not used in summer,
because of the alleged fire risk. Up to this time
three Krauss 0-4-0 WT locos had been in use. If Clarke
& Pearce had followed contemporary timber tramway
practice they would have purchased, or made, tractors
to work the line. However they apparently felt that
it was below the dignity of their line to operate it
with something so primitive as a tractor. After all,
their track was well laid - the last thing one would
expect on a timber tramway - and their timber wagons
had steel frames, and even had springs.
Consideration was given to the construction of
a weird articulated internal-combustion tractor, with
some "Trail" tractor characteristics; but it was fin¬
ally decided that nothing less than a genuine diesel-
mechanical locomotive would do.
Geo. W. Kelly & Lewis Pty. Ltd. of Melbourne,
built the first of these engines in 1935, and it
proved so successful that a second one was ordered in
1936. The first one was painted green, the second was
red. Almost certainly these were the first diesel
locomotives (as opposed to converted tractors) to be
built in Australia, and it is something of a paradox
that they should have been ordered for a timber tram¬
way. Timber tramways are generally associated with
the most primitive and roughly built motive power and
rolling stock, while these locos were very sophistic¬
ated pieces of machinery indeed.

LIGHT RAILWAYS __ SPRING 1967 __ 11.
DESCRIPTI0N.
These locomotives were extremely neat looking
little six-coupled units, with jack-shaft drive. The
centre drivers were flangelese, and the wheels were
of railway profile - no six inch treads here! Of
note was the fitting of a flanged funnel, a practice
common on English industrial diesels of this time,
contrasting with modern diesels with their stove¬
pipe exhausts.
The locomotives were fitted with a four cyl¬
inder Dorman-Ricardo diesel engine, with hydraulic
coupling, and four speed epicyclic gearbox, and used
light diesel oil as a fuel. Two decompression levers
were fitted to the cylinder heads to assist in hand
starting from cold, but C.A.V. Bosch 24-volt elec¬
tric starting equipment was also fitted, A combined
heater and starter switch for heating of the plugs
was placed on the dash-board panel in the cab.
The circulating water was pumped by the en¬
gine and cooled by means of a honeycomb type radia¬
tor of six sections. The vertical sections were
arranged with top and bottom rubber joints, so that
any section could be removed without disturbing the
others.
TRANSMISSION
The engine carries a Vulcan-Sinclair fluid
flywheel coupling, this being coupled to the pre-
selective Wilson gearbox by means of a rubber bush
and pin type steel coupling. The gear box is coupled
again by a larger rubber bush pin type coupling to
the final drive gearbox, in which a reduction of
3:1 takes place between a bevel pinion and crown
wheels. The crown wheels are mounted on ball bear¬
ings and revolved in opposite directions. Reversing
was achieved by moving a sliding sleeve on the
splined shaft. The dogs on the outside of this
sleeve engaged with recesses in one of the crown
wheels and received the drive. All these gears
were cut by Richardson gears Pty Ltd. of Melbourne.
The splined shaft, which is carried on roller
bearings, transmitted its power to the jack-shaft
by means of hardened nickel chrome pinions and
cast steel spur wheels, the reduction being 2.52:1,
The jack shaft is carried by large roller bearings,
grease lubricated. From this shaft the drive was
transmitted through cast steel detachable balanced
crank disks to the main coupling rods, which were
coupled to a point on the trailing coupling rods,
which in turn operated the wheels through balanced
cranks.
The main plate frames are3/4-in.thick and
carry heavy machined cast iron buffer beams. Front
and rear sandboxes were provided, operated by a
lever from the cab. A compensated hand screw
brake operating on four wheels was fitted.
The large cab was provided with two Dunlopillo
seats, under which were the batteries and tool
box. The controls consisted of hand brake, revers¬
ing lever on final drive gearbox, throttle control
on dashboard plate, pre-selection lever, dis-en-
gager pedals for Wilson gearbox, and a push button
to stop the engine. A panel on the dashboard plate
carries the starting switch, fuse boxes, ammeter
and lighting switches, and the engine oil pressure
gauge.
Large headlights, and corresponding tail
lights showing red, are fitted to both ends of the
cab- and an electric horn is also fitted. The
25-gal. fuel tank was fitted with a sight glass.
OPERATION
The engine was governed to give a maximum
speed of 13.4 m.p.h. in top (fourth) gear at 1,550
r.p.m. The maximum engine speed was 2,000 r.p.m.
at which the locomotive would have been capable of
17.2 m.p.h. in top gear. In operation, no speed
higher than12-1/2m.p.h. was called for. The max¬
imum governed speeds were 2.8 m.p.h, in first gear,
5.0 m.p.h. in second., 8.2 m.p.h. in third, and 13.4
in top gear.
After tests at the works the locomotives were
railed to Alexandra. The intended loads were hauled
with ease, and the loco hauled 12 wagons of timber,
about 48 tons, up the 1 in 30 grade near Alexandra
without any sign of the engine being up to full
load. The loco was also capable of slipping its
wheels on dry rails. The fuel consumption on a re¬
turn trip of about 28 miles was four gallons, com¬
pared to half a ton of coal used by the Krauss steam
locos doing similar work.
CONCLUSION
The Alexandra - Rubicon tramway ceased operations
about 1949, when road transport took over. This
closure was probably due to the timber getting areas
along the tramway having been worked out. And so,
just as the main line railways were placing their
first big orders for diesel locomotives, Australia's
two pioneer locomotives of this type were retired.
The first one remains intact at Alexandra, while the
second one has been partially dismantled. It is to
be hoped that some day Australia's first diesel will
become an exhibit at Menzies Creek narrow gauge
museum. (See photos,pages 25 and 26).
(Ref.- " C o m m o n w e a l t h Engineer," January 1,1936,p.185- 186).
KERANG-KOONDROOK TRAMWAY
On Saturday December 9th. the Association of
Railway Enthusiasts are running a special steam
hauled train to Koondrook. This tour is highly
recommended to our members, as there is a great
deal to be seen on this interesting ex Shire
owned tramway. Koondrook is of particular int¬
erest, with its unusual track layout, and stat¬
ion built in the main road. If you are inter¬
ested write to A.R.E., Box 4810,Mail Exchange,
Melbourne, 3001.

LIGHT RAILWAYS SPRING 1967. 15.
LETTERS
Mr. G. Watsford. writes:-
SOUTH MELBOURNE GASWORKS TRAMWAY
I was browsing through a Melbourne Harbour
Trust Exhibition of photos in the Kodak Gallery last
week, when an old photo caught my eye. It was
titled
"First Australian Expeditionary Force
Troopships at Port Melbourne, 19-10-1914. "
Of most interest, however, among the troop¬
ships at Town Pier, was a collier discharging into
skips on the gasworks tramway. Presumably from a
glass plate negative, the photo was extremely clear,
and was taken from an elevated position which I est¬
imate to be either the smokestack or the highest
building of the Robert Harper (Silver Star Starch)
building on Beach Street, between Dow Street and
Esplanade West. The adjacent Oriental Mills build¬
ing on the Dow Street corner is clearly visible.
Several trains are visible, the ruling
load for each horse being three skips, both on the
Up and the Down, normal left hand running being
followed on the double track. Unfortunately, the
detail of the skips could not be discerned without
the aid of a magnifying glass, but they appeared
to be a deep box, with rounded corners, mounted on
four wheels.
Immediately in the foreground of the photo¬
graph , there was
Not foraResale
trailing crossover
- Free download from lrrsa.org.au opposite the
LIGHT RAILWAYS SPRING 1967. 16.
end. of Dow Street, between the Up and Down roads, and
a single track facing connection off the up road,
which crossed Beach Street and disappeared from the
field of view along the east side of Dow Street. It
may have connected to the boiler house in the Harper
factory, but it looked disused in the photo. On the
Pier, the double track appeared to branch into three,
with crossovers, after passing a cargo shed at the
shore end. The end of track, some 250 - 300 yards
from shore, was obscured behind the collier. The
pier continued for a further 300 - 400 yards, but no
tracks were visible on the decking on this section.
The sketch illustrates the arrangements vis¬
ible. Some differences are apparent between this and
the published map. The old Esplanade West route did
not cross Beach Street at Dow Street, but continued
on the seaward side.
SOUTH
MELBOURNE
GASWORKS
TRAMWAY.

LIGHT RAILWAYS SPRINC 1967 17.
Tramways of the State Rivers

& Water Supply Commission
BY - P.L.CHARRETT
INTRODUCTION
The State Rivers & Water Supply Commission has
had quite a number of tramways of various gauges through¬
out Victoria. This article attempts to give details of
some of these lines. Some of the information has been
taken from known details previously published in other
magazines, while other information has come from off¬
icial files. Information is sometimes sketchy, and may
not be correct. I hope to publish another article when
further information comes to hand.
The S.R.&.W.S.C. was formed in 1907 by the
amalgamation of all Irrigation Trusts (except Mildura)
and other rural water supply bodies. The S.R.&.W.S.C.
controls all water resources outside of Melbourne.
The River Murray Commission was formed on 31-1-
1917,and controls all waters of the Murray River. It
comprises representatives from the Commonwealth,
South Australia , New South Wales and Victoria.
WARANGA
RESERVOIR
The Waranga Reservoir,
about 15 miles south-west of
Tatura, was built from 1902
to 1908; and enlarged from 1915 to 1926. As far as
is known steam tramways were not used in the original
construction, but this has not been proved. Tram¬
ways were used in the enlargement, but it is doubt¬
ful if steam locos were used. (S.R.&.W.S.C. corres¬
pondence of 1919 suggests that steam locos were not
used on any works until Torrumbarry weir in 1919.
The correspondence consists of letters to Govern¬
ment railways asking about the use of locomotives
on tramways.)
Photographs of enlargement construction show
only horses. Annual Reports, which up until 1928-9
were very detailed,did not mention motive power.
According to Annual reports the tramway is not men¬
tioned until 1919-20, and I think this was the first
use of the tramway. The wall was completed at this
stage, and a tramline was laid along the top of it
- about three miles - to convey stone beaching from
quarries at both ends. By 1921 the stone facing
had been completed and apparently the tramway was
not being used.
Storms in December 1935 damaged the stone
face on the wall, and stone for pitching was quarr¬
ied and hauled on to the crest, presumably by
tram, as the tramway was relaid with heavier rails
in 1936-38.
This 2-ft. gauge tramway is still used for
maintenance of the wall. Rolling stock at present
consists of a four wheel petrol loco of Bo wheel
arrangement, built on a wagon chassis. It has a
LIGHT RAILWAYS SPRING 1967 20
two cylinder, two stroke engine of German make, and

was constructed be Sewell of Footscray, in 1959. No
cab is fitted, but it has a canopy in the style of
early T.A.C.L. tractors. The rigid wheel base is
2-ft. 4-ins,,, wheel diam. 1-ft..
Other rolling stock includes a four wheel
passenger wagon, consisting of a galvanized roof over
a platform. This vehicle has eliptical car springs.
Also noted in January this year were three tippler
wagons, four flat cars, one water tank car, and four
tippler wagon frames.
The tramway is now used mainly for inspection
purposes, and for carting stone from the quarry
when repairs are necessary.
EILDON
RESERVOIR.
Eildon Reservoir
was constructed from 1914
to 1927, and enlarged in
the early 1950's. Annual
Reports make no mention of
a tramway, but temporary
2-ft. gauge trackage is
known to have existed, al¬
most certainly horse wor¬
ked. Tramways were only
used in the original con¬
struction.
FYANS LAKE STORAGE
About five miles of 2-ft. gauge tramway was
laid from Grampians Range to Fyans Lake (about six
miles west of Stawell) to transport beaching stone.
Wagons of German make were used, hauled by horses.
Are YOU a Sidrodromarcheologist ?

Then send a report of your latest discovery to
the Editor.
TAYLOR'S LAKE,
PINELAKE-
MOUNT ZERO TRAMWAY
Taylor's Lake storage

- about 11 miles from Hor-
sham,was constructed from
1915 to 1919. A 2-ft.gauge
horse worked tramway was used from a quarry at Mt.
Zero to Taylor's Lake - about 9 miles - to convey
stone for the embankment. The rails were taken
from the Fyans Lake works. Upon completion of the
embankment, the tramway was removed between Taylor's
Lake Dam and the highway, and relaid along the nor¬
thern side of that road for2-1/2miles, to serve Pine
Lake, crossing a wide channel by means of a trestle
bridge about half way. The end of the new line was
about10-1/2miles from the quarry.
The Pine Lake embankment was commenced in 1919
and finished in 1928. About every two miles crossing
loops were built, where the horse teams changed over
- two horses pulling a rake of nine wagons. In all
43,000 tons of stone were transported to Taylor's
Lake, and 60,000 to Pine Lake.
After the dams were completed the rails re¬
mained, although some were stolen during the war.
The line was dismantled after the war, and now only
the earthworks remain. Bridges alongside the West¬
ern Highway, crossing channels, were dismantled in
1960, although high earthen embankments follow the
highway for a mile or so.

GLENMAGGIE
RESERVOIR.
Glenmaggie Reservoir,
which is about five miles
from Heyfield, was construc¬
ted from 1919 to 1927. A 2-ft
gauge tramway was built from
Heyfield railway station to
the weir site in 1919. The
next reference to a tramway was in 1922, when sand,
gravel and shingle for making concrete was crushed at
a site upstream from the works, and transported by
tram to the works. No further mention is made of the
tramway but it is presumed that the line continued to
transport materials for concrete until the dam was
finished. No mention is made of motive power, but it
is presumed horses were used.
TORRUMBARRY
WEIR.
Torrumbarry Weir was
constructed by the S.R.&.W.S.
C. for the R.M.C. from Feb¬
ruary 1919 to December 1923.
A 2-ft. gauge steam
tramway was built from a siding on the Elmore-Cohuna
railway, later known as Torrumbarry Weir Siding (north
of Patho), to the Weir site in 1919. This tramway, 6-1/2
miles long, was constructed of 16-lb. rails, and was
used to convey materials from the railway to the works.
The siding near Patho was ready on 31st. October 1919.
A 6 ton crane was installed here.
The two steam locos used on the line appear
to have arrived early in 1921. In the financial year
1920-21 only about 3,000 cubic yards of gravel and
other material were transported over the tramway. In
1921-22, 25,000 tons were carried, falling to 18,900
tons in 1922-23.
Included in the 1922-23 figures were 2,000 cubic yards
of sand from sandpits two miles from the works, 7,000
cubic yards of gravel from Carisbrook, and 5,700 cubic
yards of stone spalls from Axedale (on the defunct
Heathcote-Bendigo line) and Edgecombe (on the defunct
Redesdale line). Rolling stock consisted of side tipping
wagons of 1-cu.yd. capacity.
Locomotives:- The two locomotives used on the line were
an 0-4-0T built by Krauss in 1893, and an 0-4-2ST built
by Black, Hawthorn & Co, England. The Krauss weighed
about four tons, and was bought from the Queensland
Railways in May 1921 for £610 ($1,220), being shipped
from Brisbane on the 20th. May 1921. This engine is
thought to have been transferred to Maffra in January
1923.
The Black, Hawthorn had previously been
used by the Melbourne Harbour Trust on Williamstown
Wharf, and was bought from the M.H.T. in April 1920,
for £475 ($950). This loco arrived at Torrumbarry
late in 1920 after having been overhauled by Thompson
and Co. at Williamstown. Details and dimensions are as
follows:-
Builder's No.:- Not known.
Cylinders:- 6-1/2"diam.,12" stroke.
Driving wheels:- 22-1/2" diam.
Trailing wheels:- 18" diam.
Rigid wheelbase:- 3-ft.2-ins.
Total wheelbase:- 7-ft.3-ins.
Boiler dimensions:- 6-ft. long,2-ft.9-ins. diam.,
copper firebox 27-ins. by 27-ins., 50 1-1/4-in. diam.
brass tubes, two injectors.
Boiler pressure:- 130 lbs. p.s.i.
Water capacity:- 150 gallons; Coal capacity:- 3-cwts,
Weight:- about6-1/2tons empty.
Fitted with outside frames. It is thought this loco
went to No. 11 lock, near Mildura, early in 1924; and
probably ended up at Yarrawonga Weir,- as a loco of
this description was auctioned in 1939, after having
worked on the construction of the Yarrawonga weir.
MAFFRA
Maffra is the centre of a large irrigation
district. The 4 ton Krauss locomotive at Torrumbarry
was sent to Maffra in 1923. It is thought the loco was
used on channel construction work. No further refer¬
ence is made to locos or tramways in the Maffra area.
CARISBROOK
GRAVEL SIDING
Gravel was transported
by the Victorian Railways, from
an S.R.&.W.S.C. siding at Car-
isbrook to the Torrumbarry Weir
site on the Murray River, from
1920 to 1923. Apparently during this time the gravel
was obtained close to the siding, as no mention is
made of any transport at Carisbrook, However, in early
1923, a 2-ft. gauge tramline was constructed from the
siding to a gravel heap known as "Stewarts", about a
mile, for a cost of £50 ! It appears that this tram¬
way was horse drawn, particularly in view of the low
construction cost. No further mention is made of the
tramway, and I think it would have lasted only a year
or so, because Torrumbarry was finished in late 1923.
( To be continued ) .
Member Mr. R. K. Aubrey , of 7 Gavan Court, Werribee,

3030; is in the process of compiling information on
Garratt locomotives in Australia, for a book he hopes
to have published. He would be interested to hear
from any reader who would be willing to help with
information or photographs.
Tasmanian Rail News gives latest news of one of Aust¬
ralia's most interesting railways systems.
Send to - Mr.A.T.Ryan,91 Parker St.,Devenport,Tas.
LIGHT RAILWAYS SPRING, 1967 25.
Krauss 0-4-OT loco, B/N. 2437 of 1890, ex Queensland Railways, at work on the
Torrumbarry Weir construction tramway in the early 1920's.
(Photo - J. L. Buckland Collection).
Australia's first diesel locomotive at work on the Alexandra - Rubicon tramway.

(Photo - The late R. P. Cleary, courtesy R.J. Cleary).

26. SPRING, 1967 LIGHT RAILWAYS
The official builder's photo of the Rubicon tramway's first

diesel locomotive, built by Kelly & Lewis in 1935.
(Photo - H. Beeching).
The same locomotive at work near Alexandra.

(Photo - the lateR.P. Cleary, courtesy R. J. Cleary)

NEWS. NOTES
& COMMENTS
Victorian Railways, BLACK ROCK - BEAUMARIS LINE:-
The only remaining earthworks of this tramway are
at the corner of Reserve Road and Holding Street,
Beaumaris. All that remains is a small embankment
about six inches high. (See sketch). There is also
evidence of sleepers having been in Holding Street
Holding Street is the only street along the route
of the line that the Sandringham Council have not
yet sealed.
SAN REMO -PHILLIP ISLAND BRIDGE CONSTRUCTION:- Two

identical Ruston-Hornsby diesel locomotives are
being used in the construction of the new bridge
connecting Phillip Island and the mainland, (between
Newhaven and San Remo). The method of construction
is to build a temporary jetty out from each shore,
and build the bridge alongside. The locomotives, of
B wheel arrangement, are 18-inch gauge, and are
used to carry materials out along the jetties, being
independant of each other, with about a thousand
feet of trackage on each side. The bridge is not
due for completion until 1968, It is not known
whether John Holland & Co, (the bridge builders)
bought the locos new or second hand.
(M. Plummer).
THE HEATHERLIE Q U A R R Y TRAMWAY.

Just sixteen miles east of the popular tourist resort
- the Grampians - lies the old gold-mining township of
Stawell. Not so well known to the rail fan is that
Stawell was once the junction of the main Adelaide line
and a branch line that ran for about sixteen miles
right to the foot of the Grampians. Much can be seen
of this old line at certain places along its route,
but of special concern to this Society is the small
tramway system that operated at the terminus of the
5'3" line. For, although the V.R. line was occasion¬
ally used to take picnickers into the mountains ( a
southerly branch was planned to Halls Gap, but never
built}, its primary purpose was to convey sandstone
from the quarries at Heatherlie to Melbourne and
other centres for buildings. If you go there you
won't find a township - the site has been surveyed,
but the town failed to come into existence - yet
there is much to see.
Just on the Halls Gap side of the curved wood¬
en bridge on the main road, Plantation Road is foll¬
owed for about7-1/2miles to the short, sandy track
which leads to the quarry centre. Just where the
road reaches the place, the junction of the main V.R.
line and a switch-back spur is located. The spur climbs
in a southerly direction on a grade of about 1 in 50,
through a low cutting, and arrives after a third of a
mile at the southern-most quarry. Apart from the
remains of an old timber crane, there is little to
see and the spur appears to have lead simply to a
dead end. Sleepers mark the route.
The northern side of the junction, however
has many features of interest. Several 5'3" sidings
seem to have emanated from this point to where some
sandstone huts are now standing. To the east of this
level ground is a circular pit, now featuring a small
wooden building for your convenience, but which just
may have held a turntable? The main V.R. line extends
beyond the sidings, beside a hut, and into a cutting
about ten feet in depth and a hundred yards long. It
ends just beyond the cutting. To the west of this
line, evidence will be found of part of the quarry
line, which from memory forms a curved junction with
that part of the line which goes into the northern
quarry (see map). This northern quarry contains many
yards of single track tramway still in a usable con¬
dition. The gauge is 3-ft. Some wheels are still on
the track, and old tippler wagons can be seen beside
the line. Following the line back out of the quarry,
one goes through a cutting and then comes to the V.R,
cutting below. The rails end at the end of this cut¬
ting, but an embankment on the other side which con¬
tinues for a short distance suggests that there was
in fact a bridge here from which sandstone blocks
were conveyed to V.R. wagons.
East of the huts is the area where waste
was deposited, and the surface of the land indicates
that a series of temporary tramlines were laid to
take the waste to the waste-heaps, then relaid else¬
where to keep the waste close to other heaps.
Also worthy of inspection are the three
boilers at the central quarry. Manufactured by
Hughes Engineers, South Melbourne, they are solid in
construction and standing up well to the test of
time. Nearby, a petrol-driven motor performs the
task of power supply on the rare occasions when it
is needed (the quarry is still used occasionally).
It should be noted that our visit here was
a brief one, and an experienced observer with a keen
eye is invited to make a more exhaustive study of
the place in order to clarify the layout and perhaps
discover in the bushes other relics of this little
tramway.
(Brian Mier).
BEAUMARIS HORSE TRAMWAY - During recent reconstruc¬
tion of Tramway Parade,Beaumaris, some sleepers of
this tramway were found buried in the roadway. This
tramway has been closed for more than fifty years.
(F. Stamford).

LIGHT RAILWAYS SPRING 1967 ____31.
T A S M A N I A N N_E_W__S
Neika Tramway - This 2-ft.gauge tramway ran for some
three miles along the Hobart City Council's water
supply pipe-line from Neika (8 miles from Hobart on
the Huon Highway) towards the head of the pipe-line
at Wellington Falls. It was built for use in constr¬
uction of the pipeline early this century, but in
later years its main users were Council employees
cutting firewood. Rolling stock latterly consisted of
three 4-wheel wagons, motive power being human or
horse in the up direction and momentum down. The line
ran through beautiful forest and mountain scenery,and
crossed two gullies on trestle bridges. The two sets
of points were prefabricated, with steel sleepers.
The line was abandoned and dismantled in 1957, but
the shed at the Neika terminus, and one trolley re¬
mained until the disastrous bush fires of February
last; now all that remains is the ruins of the shed,
two pairs of wheels and some rails and points.
Another 2-ft. gauge tramway operated on the
slopes of Mount Wellington, running for approx. 1/2
mile along the Lenah Valley Track from a point near
the Springs. Virtually nothing is known about it.
(Tasmanian Rail News;Sept.-Oct.1967).
0 B I T U A R Y
Paul Dodd.
#e sincerely regret to record the tragic
death of member Paul Dodd, aged 23, in a car
accident on September 4th. Paul joined the
Society during the early stages of its re¬
construction, and much of the success of our
December film night was due to his skill and
willing assistance. He was well known for
his film making skill, being co-founder of
the Film Group of the Australian Railway
Historical Society. On several occasions
he used this skill to assist our Society. He
will be sadly missed by his many friends in
the Society.
RESEARCH PROJECTS
Some of our members may like to have a go at
a little research into non-V.R. railways and tramways,
but may not be sure how to go about it. Geoff Maynard
and myself have been doing quite a bit of work at the
Latrobe Library lately, and we have collected some use¬
ful basic information on a number of lines, which should
be a great help to anyone willing to spend the time to
delve deeply into a particular line. We should also be
able to give you seme clues on where to find additional
information. If you are interested in doing some re¬
search of this kind, which generally involves reading
at the Latrobe Library and examination of the site of
the tramway, please contact me (the Editor), and I will
see if we have some information on a line which inter¬
ests you.
EDITOR'S POSTSCRIPT
We have come to the end of another magazine,
which I hope has been of interest to you. Once again
we have included four pages of photographs, which I
hope are of a higher standard than those in the pre¬
vious issue. It is proving quite expensive to include
photos in every iesue, particularly as old faded photos
with which we have to contend, require special attention
to give the best effect. If the next two issues are
to include photos we will have to increase our funds,
by gaining more members, and by running some profitable
tours. We are doing our utmost to give members the
best value for their money, but we don't think it is
worthwhile publishing photos unless the quality of re¬
production is top-class, and this is not cheap. You
can help by spreading knowledge of the Society to your
friends, and thus getting us more members. Leaflets
about the Society are available for any prospective
members you may know.
Oppinions expressed in articles or letters are not
necessarily those of the Society or Editor.
LIGHT RAILWAYS SUMMER 1968 2.
No. 22 Vol.VI Price .25c
The cover drawing by John Thompson shows a

Hudswell Clarke 0-4-2ST owned by the Australian
Portland Cement Company entering the tunnel on
their 3'6" gauge railway at Fyansford,Victoria.
THE VICTORIAN LIGHT RAILWAY RESEARCH SOCIETY
COUNCIL
President ; Frank Stamford.
9 McGregor St. Canterbury 3126 (83-5873)
Vice President/Photo Sales : — Geoff Maynard
"Nayook",Bungalook Rd.Bayswater,3I53 (729-2405)
Secretary : — Mark Plummer.
18 McWhae Ave.Rippon Lea,3183 (53-6794)
Treasurer :— John Prideaux.
2 Emmaline St. Northcote,3070 (48-4280)
Editor : — Arthur Straffen.
"Wickham Cottage" Kings Rd.Harkaway,3806
(Berwick 527)
Committee Man : — Geoff Gardner.
Back Numbers. — Copies of issues No.16,17,18,19

are available at 20 cents each; No.20 and 21
at 25 cents each,plus postage, from Frank Stamford.
The next issue will contain another major

article by Peter Charrett,this time dealing with
the Hume Weir construction; a shorter article on
the construction of Warrnambool Harbour,together
with the usual round-up of letters,comments,news
items and anything else that turns up.
ooooo 00000 ooooo
Opinions or ideas expressed in articles are not
necessarily those of the Society or the Editor.
LIGHT RAILWAYS! SUMMER 1968 3.
TRAMWAY PROPOSALS IN THE

PORTLAND DISTRICT
Keith W.Turton
The first settlement in the State of Victoria
was the coastal township of Portland. Portland was
founded on November 19th, 1834 by Edward Henty,who
arrived to establish the pioneer settlement of the
State,located on the shore of a sheltered bay which
was part of the Port Phillip District of the Colony
of New South Wales.
Portland was destined for a seemingly never-
ending struggle for existence in competition with
the larger,established seaports of Melbourne and
Geelong both located on the sheltered waters of
Port Phillip Bay. But in the early days of the
settlement of Victoria,before the networks of roads
and railways were built to connect the present
principal Western District provincial cities and
the State capital, Portland was a busy seaport.
Sealing and whaling provided most of the tonnage
handled in the early days,but as the pioneer settle¬
ment began to grow and the immediate hinterland
became populated by the early settlers and farmers,
products of the land began to displace those of the
sea as the principal items which were exported.
The roads in the district at that time were
roads in name only,and after any appreciable rain¬
fall became impassable bogs or quagmires. Thus it
was in the very early stages of the habitation of
the Portland district that the townspeople began
the advocation of the construction of a tramway to
connect the wharves with the hinterland.

LIGHT RAILWAYS SUMMER 1968 4,
FIRST TRAMWAY PROPOSALS
In the early days of the settlement of Victoria,
there were several companies promoted with the in¬
tention of constructing railways and tramways in
various parts of the Colony as well as around Melb¬
ourne after the Melbourne and Hobsons Bay Company
had successfully built the first railway in Vict¬
oria, that between Melbourne and Sandridge(Port
Melbourne)in 1854. Some of these companies were
successful, but the vast majority were promoters of
over-ambitious schemes that failed mainly through
lack of working capital.
Such a company was the Geelong,Ballarat and
Portland Railway Company, registered in 1856 to
build a line between those three settlements. The
company was regarded in Portland as a blessing but
interest quickly waned when it was found that the
pioneer seaport was not represented on the Company's
Board and the Company took little interest in the
town and never laid a rail. Earlier,there had been
a proposal to link Melbourne with Portland via
Geelong by means of a horse tramway.
As early as 1852 local interest in the construct¬
ion of a tramway between Portland and the hinter¬
land was kindled and in September of that year the
local newspaper reported that "steps are being
taken for the obtaining for this district of a
tramroad". The citizens were not particularly inter¬
ested in a railway or tramway which lead towards
either Melbourne or Geelong; these two ports were
regarded as arch rivals and treated with suspicion
and mistrust. All they wanted was a railway of
some sort leading into the immediate hinterland to
carry wool,hides,tallow,tan bark,timber etc. to the
wharves for shipment overseas.
A series of deputations from Portland wore a
track to the Colonial Government in Melbourne,press-
for the construction of a railway,and in 1856 the
Government decided that a tramway with wooden rails
and horse power would be more fitting to the needs of
Portland than a railway. The tramway was to be of
3ft 10 in gauge, 18 miles long and was to run from
Portland to Mount Eckersley. The latter township
appears to have been located a short distance north
of the present site of Heywood,or it could be an
early name for that town, and immediately after the
announcement that the line was to be built there was
a further scheme,promoted from the Dartmoor district.
for a tramway to run from Dartmoor to connect with
the Portland tramway.
The scheme is notable in that it was sponsored
by the Government and not by private individuals.
This is the first known attempt of the Victorian
Government entering the railway or tramway scene.
An initial expenditure of £20,000 was provided and
land was reserved. The site of the Portland terminus
was fixed at a point near the present Portland North
station. Tenders for the construction of the line
were called in October,1857, and the first sod was
turned at a ceremony at Portland on December 3rd.
of that year.
The initial contract was for the construction of
nine miles of tramway from Portland to near where
Heathmere station stands today,and this was to cost
£19,000. The tramway,however,was never completed
and experienced a turbulent career during the con¬
struction period.
The original contractor complained several times
that the levels supplied by the Government were un¬
workable, and work was frequently suspended while
these troubles were sorted out. Even so,by February
of the following year the "Portland Guardian"
reported that "the whole line of contract was formed"
(meaning the track formation was complete?) and
sleepers were being cut and ballast quarried. Rails
were to be of ironbark and the line was to be fenced
throughout. More trouble then eventuated between
the contractor and the Government,but despite this,
it was recorded that in October,1858, eight miles of
the tramway were completed. The grant for the
tramway's construction was withdrawn in 1859,and
no work was carried out in that year.
Unfortunately,there are no records which would
prove that the part of the tramway which was com¬
pleted was actually used,and whether or not this
part of the tramway ever carried any passengers or
freight remains a mystery.
Fears were expressed in the township that the
tramway grant would not be restored in 1860,but
these were dispelled when a further grant was made
during that year for the completion of the line.
Collier and Evans were the successful contractors
for the construction of a further five miles of
line northward from the temporary railhead,and
C.S.Baillie wan a contract to complete the line
into Heywood. The respective contract prices were
£5,893 and £2,115. Both of these contractors got
into various difficulties and after much arguing,
petitioning and wrangling the whole scheme was
abandoned and the tramway material sold at auction
at Portland in 1865.
Some of the difficulties facing the contractors
and the eventual operation of the tramway can be
appreciated when it is revealed that the specific¬
ations called for one creek to be crossed on a
bridge which consisted of timber spans resting on
the stumps of growing trees on either side of the
watercourse,the trees having been felled to a suit¬
able size to serve as the piers. One of the con¬
tractors'works foremen added to the chaos by em¬
bezzling funds destined for the tramway.
Thus ends the first chapter in the 25-year
period which elapsed between the first advocation
of a tramway to serve Portland and the completion
of the Government line from Arrarat which was
opened in 1877. It was a bitterly disappointed
Portland which played host to those who attended
the auction sale of the equipment and material
which comprised the tramway,but the fighting spirit
LIGHT RAILWAYS SUMMER __I968_ 7_.__
carried on,and it was only a little over a year
later that a company was floated to take over the
earthworks of the Government line as part of a prop¬
osed tramway between Portland and Hamilton.
THE PORTLAND AND NORTHERN TRAMWAY
In 1866 a locally sponsored firm,the Portland
and Northern Tramway Company,was registered.
Capital was £100,000 in five pound shares,and Edward
Henty was on the board of directors. The prospectus
was issued in July of that year and shows that the
promoters were to apply to the Government for auth¬
orisation to assume possession of the earthworks of
the original tramway for the sum of £30,000. It was
also proposed that the line would be extended to
Branxholme. The gauge selected was 3ft.I0in.with
light iron rails and horse traction. If the pro¬
spectus is to be believed,an annual profit from the
operation of such a line of £9,910 was to be ex¬
pected. This included £300 per year for the replace¬
ment and depreciation of horses. Total outlay was
expected to be £80,000. Further plans were to
extend the line to Hamilton,and long range plans
were made to build branches from Green Hills(Condah)
to the valley of the Wannon River and eventually
to Coleraine.
The engineers report,dated 30th.June,1868,
states that the extension from Heywood to Branxholme,
laid with iron rails weighing 30 lbs.to the yard,
would cost £46,000. Referring to the16-1/2miles of
roadbed recovered from the ruins of the Government
system,the engineer reported that this section was
ready to receive ballast, but it was considered that
the original route should be deviated from to avoid
excessively sharp curves. Ruling gradient was to
be 1 in 50. A substantial amount of capital was
promised locally to finance the line, but collecting
the money proved to be a different matter and the
scheme was eventually abandoned through want of
working capital and lack of Government support.

One influencing factor here was the agitation
from the town of Hamilton for direct railway comm¬
unication with Melbourne, which commenced about
this time. The promoters of the Portland and
Northern Tramway tried to enlist the aid of Ham¬
ilton in influencing the Government to support
their proposals, but the Hamilton people were only
interested in a direct line to the capital.
THE PORTLAND AND NORTHERN RAILWAY COMPANY
After the Portland and Northern Tramway Company
had failed to win any kind of support from outside
Portland and had eventually been wound up, no time
was lost in forming another organisation to build
a tramway into the interior. Only this time the
promoters went one better than a tramway.
The Portland and Northern Railway Company was
formed in 1872 with a capital of £500,000. The
company proposed to build a 3ft.6in. gauge railway
between Portland and Hamilton via Merino, with
branch lines serving Coleraine and Casterton. The
Colonial Government in office at the time promised
the company a land grant to assist with the build¬
ing of the line. Accordingly, plans were prepared,
surveys carried out, and a private railway Bill was
presented to Parliament by the Company.
Unfortunately, an election defeated the Govern¬
ment which favoured the proposal and the incoming
body body was not interested in the Portland and
Northern Railway Company's proposals, but did vote
the sum of £2,500 compensation to the company to
cover the costs of plans and surveys. Not long
afterwards a Bill was passed authorising the con¬
struction of the Arrarat-Portland railway, which
was completed in 1877. Between Portland North and
Heywood the existing railway follows almost exactly
the right of way of the original tramway.
Thus ends a little-known chapter in the

history of the railway development of our State,
unfortunately with a few questions left unanswered.
For example,there were Public Works Dept.tramways
on the piers at Portland, yet no reference can be
found to any attempt to connect the Portland and
Northern line to them. And no explanation can be
found as to why the tramway terminus was not at the
Portland wharves, but some distance away. Perhaps some
other method of transit had been planned between the
tramway terminus and the two wharves in use at the
time.
Of the original tramway, it has already been
related that the right of way is now used by the rail¬
way between Heywood and Portland North, but in two
places on the outskirts of Portland itself, where dev¬
iations were made from the original route due to
curviture, it is just possible to discern embankments
of the ill-fated project.
The influence of the Portland people to have a
tramway or railway funnelling traffic into their port
from the very beginning can be seen in the geography
of the present railway system in the area, for today a
train can run from Portland to Casterton,Mount Gambier
or Horsham via Balmoral without having to reverse
direction.
A complete and comprehensive history of the rail¬
ways of the district has been written by the present
author and will be published in book form by the
Australian Railway Historical Society in the near
future.
(Author's Copyright. K.W.T.
Have you ordered your Scale drawing of the Powell-

town Shay locomotive yet ? Only 35 cents, inc¬
luding postage, this1/4inch to the foot drawing
shows elevations of both sides and front and rear
of the locomotive. Order your copy now, we may
not be able to supply these drawings much longer.
Order from- V.L.R.R.S. Sales,
C/- F.Stamford,
9 Mc.Gregor St., Canterbury, 3126.
LETTERS
Mr.J.L.Buckland writes :-
First of all,congratulations on the increasingly
interesting content of "LIGHT RAILWAYS" which I have
read with enjoyment. Congratulations,too,to those
members who have unearthed so much new material by
sheer persistence and hard work.
CROPLEY'S LINE. (L.R. No.21)
I have absolutely no doubt that the Fowler on
this line and the Warburton original Fowler were one
and the same;the changes enumerated being but minor
variations,probably carried out in the course of re¬
conditioning the loco for re-sale. The alleged"blow-
off cock"on the front cylinder cover in the page 7
picture of Cropley's engine is in reality a lub¬
ricator,which has been relocated above the steam
chest,as has the sandbox been removed therefrom,in
the Warburton photo on the same page.
S.R.& W.S.C. (L.R. No.21)
The Krauss used on the Torrumbarry Weir was
B/N 2437 of 1890,with 0-4-2WT notation,which came
originally from the Oceana-Argenton tramway near
Zeehan,Tas.,thence worked for the Zeehan Tramway Co.
from 1893 until it later came into the possession of
the Chief Engineer,Queensland Railways,who used it
on construction works at Croydon Junction (nowBaddow )
outside Maryborough,Queensland.
In regard to the Black Hawthorn engine,there
were actually two similar,but not identical,but
I am uncertain which one,or whether both worked at
Torrumbarry. Certainly both came into the possession
of the SR&WSC. Both were 0-4-2WT type.
Assuming Mr.Charrett is correct that one came
from the Melbourne Harbour Trust at Williamstown, I
do NOT agree that it worked on the"Williamstown wharf"
(pier ? ), though it is possible that they may have
used such a loco in their Dockyard at Williamstown,
but this is pure conjecture and subject to further
research. Despite rumours to the contrary,there is
no evidence that the M.H.T. ever employed locos at
its Williamstown Dockyard.
Details of the two Black Hawthorns are as follows:
B/N 1134 of 1897 came originally from the Zeehan and
Western Silver Mining Co.,Zeehan,Tas.,where it was
known as "WESTERN". It had6-1/2x l0 in. cylinders and
20-1/2 in. driving wheels and was sold for scrap about
1940 following disposal of the plant ex the Yarrawonga
Weir construction.
(Mr.L.Poole recalls having seen this loco in a
scrap yard in Ratcliffe St.,West Melb. in Feb.1941 Ed)
B/N 1173 of 1898 was slightly larger and presumably
had the dimensions quoted by Mr.Charrett. As to
which one came ex M.H.T. is a matter of opinion; my
own being that whichever one it was (probably 1134)
was sold by the M.H.T. ex bond store for non-payment
of wharfage dues, but this is subject to further
investigation.
Despite Mr.Charrett's contention, I believe one
of the Black Hawthorns to have worked at Heyfield
and/or Maffra; there was certainly a loco employed
at some stage of the Glenmaggie Dam construction.
Finally,I must deny any claims to proprietorship
of the top picture on page 25,which I obtained priv¬
ately and which I believe came originally from
the SR&WSC. J.L.B.
CONTRIBUTE TO -
"NEWS, NOTES & COMMENTS."
An important letter from Mr.P.L.Charrett :-

Dear Sir,
With regard to my article on the S.R.&.W.SC,
tramways published in issue No. 21, I must explain
that the article as published was not the article
that I wrote.
WARANGA RESERVOIR:— After the last paragraph
on p. 18, it is not my article. I believe a petrol
loco was obtained for haulage about the period 1936-
'38, when heavier rails were laid.
FYANS LAKE STORAGE:— I did not write this item.
TAYLORS LAKE, PINE LAKE-MT.ZERO TRAMWAY:--
I only wrote half the first paragraph.
TORRUMBARRY WEIR:— I did not supply any de¬
tails about the locomotives. (Since the time of
writing,I have found out more information:
The Krauss loco. was transferred from Torrumbarry
Weir to Maffra in Jan. 1923 and I believe was trans¬
ferred to the Hume Reservoir construction probably
in the late I920's or early 1930' s and then later
to the Yarrawonga Weir construction. (Commenced 1936)
I did not say in my original article that the
Black Hawthorn was used on Williamstown Wharf , but
I said the Black Hawthorn was bought from the Melb¬
ourne Harbour Trust. This loco went to No. 11 lock
near Mildura early in 1924 and then probably to
Yarrawonga Weir, although there is a gap from 1927
when Mildura was completed and 1936 when Yarrawonga
started. With the depression it is possible that
the plant was idle for those years.
According to SR&WSC Annual Reports, River Murray
Commission Annual Reports and official files, there
were two locos at Torrumbarry, one bought from the
QGR and the other from the MHT. According to the
files one was transferred to Maffra while the other
does not rate a mention except under the general
heading "plant". The RMC report says one steam loco
arrived at Mildura early in 1924, the SR&WSC report
says two oil locos,and the files mention Malcom
Moore locos which is correct ?
As to the second Black Hawthorn,! can only guess
at this stage as to where it was before Yarrawonga.
In 1924 when the Krauss was transferred to Maffra
work at Glenmaggie was at an advanced stage and it is
doubtful that the loco would have been needed at this
stage. As for the long 5-mile haulage, horses were
known to have been used for 8 miles at Taylors and
Pine Lakes.
Mr.H.M.Sherrard, a civil engineer,worked with the
SR&WSC in the early 1920's and he states that mat¬
erials and plant were transferred along a wooden
railed narrow gauge tram by horse teams from Heyfield
to the works.(The other Black Hawthorn might have
been used at the works only).
I believe the top photo on p.25 is of channel
construction at Maffra,not at Torrumbarry Weir.
P.L.C.
ooooo 000000 ooooo
Mr.L.G.Poole writes:—
RUBICON TIMBER TRAMWAY (L.R. No.21).
In connection with the excellent account of the
first Diesel Locomotive in Australia,I would be
pleased if you would allow me to add a few points.
On p.11 it is stated that "the flanged chimney
was a practice common on English industrial diesels
of this period".
As far as I can acertain,this feature was only
used by the firm of Hudswell Clarke of Leeds,and I
have not seen this type of chimney on any other
diesels designed and built in the early 1930's. The
Hudswell Clarke advertisments in "The Locomotive" and
the "Railway Gazette" showed this type of chimney as
applied to a number of their D/E engines of various
types and powers.
While it has been common practice to give credit
to various Chief Mechanical Engineers for locomotives,
it eas seldom that any new design was produced by
them alone,nor by the actual construction firm. The
work was carried out in the works drawing offices by
the design and drawing office staff,so full credit
must be given for these Diesel locomotives for the
Rubicon Co. to the late R.P.Cleary,who was Chief
Designer and draughtsman in the firm of Kelly and
Lewis. He took the basic design of Hudswell Clarke
as his pattern,but reversed the position of the
gear box assembly from under the front of the engine,
as on the Hudswell Clarke products,and placed it
under the cab floor to improve weight distribution
and ease of access.
SOUTH MELBOURNE GASWORKS LINE (L.R.Nos.21,20)
I must compliment Mr.Watsford for his excellent
sight,for giving a detailed account of the 4-wheel
tram waggons,which he saw without the aid of a
magnifying glass. During the years 1922-1926,I
often observed this tramway in operation and the
waggons,of hopper design,are just as Mr. Watsford
describes them. The centre track on the pier had
a large elevated hopper for the unloading of the
coal from the collier,the incoming empty waggons
being drawn past this,on the track next to the East¬
ern edge of the pier,and taken back,one by one by
hand to pass under the loading hopper,or bin.
All the "trains" consisted of three waggons
hauled in each direction by one horse. The siding
between the two factories had been removed 1922.
L.G.P.
oooooo 00000 oooooo
Mr.L.I.Goff writes:—
A RAILWAY IN PAPUA (L.R. No. 20)
I was pleased to read Ray Pearson's "Railway
in Papua" it at least cleared up the mystery of
the fate of the Hampden,Cloncurry,Mining Co's A-
class Shay.
Re the Barklay "Polygon",ex B.H.A.S. Port Pirie.
In the immediate post World War I modernization of
the Broken Hill Associated Smelters at Port Pirie,
horse haulage of waste slag to the dump was replaced
by loco haulage. Four locomotives were purchased
new from Andrew Barclay and each was patriotically
named after a famous World War I battle.
These locomotives were :—
"POZIERES" B/N 1543 1918.
"POLYGON" B/N 1544 1918 or 1919.
"PERONNE" B/N 1545 1919.
"PASCHENDAELE" B/N 1546 1919.
(? Passchendaele - Ed.)
At a later date,"PORT PIRIE",B/N 1955 —1928,
was added to the fleet,presumably to replace "Polygon"
which had been sent to Bootless Bay.
All locos have been out of service for many
years,having been replaced by a diesel,which in turn
is being forced into retirement by a conveyor belt
system in the next few years.
The fate of the steam locos is as follows:—
"Polygon" derelict at Bootless Bay and later cut
up for scrap.
"Paschendaele" 'preserved' in outlandish colours
in kindergarten,Risdon Park,Port Pirie.
"Peronne" Preserved in A.R.H.S.Museum at Mile
End, S.A.(March 1967 Bulletin Supplement).
"Pozieres" and "PortPirie" Unknown,but possibly
still in the B.H.A.S. Loco shed.
L.I.G..
ooooo 000000 ooooo
Mr.H.Wright writes :—
SHAY LOCOMOTIVES IN AUSTRALIA (L.R. Nos.18, 20).
The Shay article in issue No.18 was very inter¬
esting,and I beg your indulgence on this subject for
a few words; recently I obtained some notes on the
British Australian Timber Coy's line and loco at
Coffs Harbour — Shay 2135 — this was called "Fanny"
and is believed to have worked at Nondaville Sawmill
at Boambee after about 1916,where it later lay der¬
elict until "canablised", and eventually was cut up
by E.W.Smith & Not
Sons,Engineers of Coffs Harbour.
for Resale - Free download from lrrsa.org.au
Shay No.704 of Bunning Bros., W.A. was known
as "Dirty Mary of Argyle".
Mr.E.W.Woodland confirms two Shays in W.A. —
these would have been 704 and 1968.
If one of the Huon Shays went to the Philippines
Islands,this would have been 698.
I would like to confirm Mr.Bruce MacDonald's
remark regarding Shay 2029 being sent by Millars from
Geeveston to Vanikoro in the Solomons; I have rec¬
eived confirmation of this from New Zealand contacts.
Also I would like to add that early ARHS bullit-
ins record (but do not confirm) two Shays at the Mitt-
agong Coal Mining Coy.,Mittagong,and possibly another
at the Mittagong Iron Works; That is,two,or possibly
three,Shays in this area.
I would like to add three Shays unlisted to date:
B/Ns. 1328 of 1913 : 2742 of 1914 : 3278 of 1925.
These served the British Phosphate Commission on
Christmas Island in the Indian Ocean — I have a
photo of one carrying road No. 7.
Congratulations to those responsible for "Light
Railways",and all who work towards its contents.
H.W.
oooo 000000 oooo
ONLY ONE SURVIVES !

The sole survivor of the once numerous steam
narrow-gauge railways which operated in Victoria
is the Belgrave-Emerald "Puffing Billy" line
which was only saved by the work of volunteers.
You can help ensure that "Puffing Billy" con¬
tinues running by spreading the word of i t s exis¬
tence amongst your friends, neighbours, or work¬
mates. A timetable is enclosed with this issue
which we hope you can put to good use and so help
"Puffing Billy" get more customers.
Pin i t up at work, or give i t to a friend,and
ride to Emerald yourself. You will then help to
ensure that the sole survivor survives.

NEWS, NOTES
& COMMENTS
_A_Great_Gift to the Society
Mr.C..S.Small,an American friend of the society,was
so interested in the advances made by the society into
research of the Victorian private lines that he donated
a copy of his fifty-three page list of the Light Rail¬
ways of Tasmania,to aid the society in compiling a
history of Tasmania's fascinating lines.
The list was compiled by Mr.Small from A.R.H.S.
Bulletins,Light Railways,and other correct and up-to-
date information that he has collected himself. It
contains details of the locomotives of private lines
throughout Tasmania and of the Government lines of the
West Coast. It lists the details of some one hundred
and forty steam locos,with cross references where a
loco worked on more than one line; details the history
of each one both within and outside Tasmania,with
theories suggested where all details are not definitely
known;dimensions of the locos where known,and dates
when the lines were opened and closed,etc.
It is the only copy of the list in Australia and
provides a wonderful basis for members of the society
to add to and use as a reference. The list is to be
held by the_secretary but the aim of the society is to
make it available to as many members as possible who
feel that they can make useful amendments. Because it
is a Tasmanian list,VLRRS Tasmanian members are being
allowed to have the first use of it,but when they have
finished,other members can apply for a loan. There
will be a time limit of two weeks and special security
arrangements have been made relating to its use.
_ We are deeply indebted to Mr.Small for his valuable
gift and we will keep him informed as to all amendments
members can make to it.
M.P.
LIGHT RAILWAYS SUMMER 1968 18._
BUMP IN A BUS
On Sat.Dec 2nd. thirty three members and friends left
Melbourne at 8:00am in a comfortable road motor hired
from Australian Pacific Coaches to tour the Powelltown
area.
Organiser Geoff Maynard piloted the coach beyond
Yarra Junction to show sites and signs of the Powelltown
Tramway. At places such as Slaty Creek,Black Sands and
Gilderoy passengers alighted,braving bullants and dust,
to examine the archeological evidence.
A prolonged stop was made at Powelltown mill where
passengers were able to see the many tramway relics
surrounding it. Of added interest was the operating
electric traverser.
A lunch stop was taken east of Powelltown before
travelling further to tramp around,beside,above,but not
inside,the "Bump"Tunnel. The last highlight was an
opportunity to inspect on foot the High Lead and trestle
approaches to the site of the Ada No.2 Mill.
After this full and enjoyable day,return to Melbourne
was at 6:20pm.
Organised G.Maynard, J.Prideaux, F.Stamford.
00X00
FYANSFORD
No final decision has yet been reached regarding the
disposal of the Cement Company's eight steam locomotives
except that all will be preserved. However,it appears
that the A.S.G. will most likely go to the A.R.H.S.
museum at Newport; at least one loco will go to the
P.B.P.S. museum at Menzies Creek,and it is probable that
one locomotive will remain in the Geelong area.
Mark Plummer.
00X00
TRAM SYSTEMS MAY GO SOON (Australian 27/10/67)
The Ballarat and Bendigo tram systems may be scrapped,
An inquiry has been ordered into the public transport in
the two cities.
Thelastannualreport of the S.E.C. showed it had
lost $2 million on the trams in the five years to 1966.
00X00
STEAMCLOUDS OVER FRANKSTOM

The_ _Frankston_ Pleasure_ Park_ Railway._
For the past four years Mr.Griffiths,a traction
engine and steam locomotive enthusiast,has been building
a large caravan and pleasure park on his hundred acre
property at Frankston. One of the main features of the
pleasure park is a two-thirds of a mile 2'6" gauge rail¬
way line for which he has bought two of the three loco¬
motives which formally worked at the West Melbourne
Gasworks,and one diesel and one internal combustion loco
from the Department of Supply.
Despite visits from "steam fans" who have "Souven-
ired" various parts,one of the steam locomotives has
been restored. It is an 0-4-0 side tank imported from
France with a Decauville plate bearing their works no.90,
but Decauville did not actually build their own locos
but subcontracted to others. This particular engine was
built by Usines Metalurgique de Hanault (B/N986 of 1886)
and was named "Carbon". The number 986 can still be
seen stamped on the motion. At West Melbourne it worked
in an unlined green livery with polished copper and
brass work. About 1930 conveyor belts were installed
and "Carbon",together with the other two engines,was
withdrawn from regular use.
By the late 1950's the works were extensively re¬
built and the locomotives were sold cheaply. Two of
them went to a Mr.Russel at The Basin and one was sold
to a Mr.Ferris who stored it in a yard near the Fawkner
Railway station prior to transporting it to Walhalla
where he ran it on a very small loop of track,giving
pleasure rides. (It is possible,but unconfirmed.that
Mr.Russel owned this loco also for a short time).
It came into Mr.Griffiths' possession in 1965 and he
took it to Frankston and completely reconditioned it, at
the same time extending the footplate and adding a fuel
box to enable wood to be stored there.
The boiler has a maximum pressure of 130 lbs/sq.in.
providing steam for a deep-throated whistle and expertly
timed valve gear powering the twenty-two inch drivers.
The locomotive and its car have steam operated hydraulic
brakes.
LIGHT RAILWAYS SUMMER 1968 _ _ 2_0.
The colour scheme is dark green,with light green buffer
beams and yellow side tanks and cab front. All metal
work is highly polished.
The coach,of which only one has so far been built,is
constructed on the frame of an old V.R. "NQ" open waggon
(No.23) and is built of welded"U" section steel covered
in metal sheeting. It has a raised centre section enab¬
ling passengers to look out over the roof. The seats
face outwards with a space between the backs for standing
passengers. The coach is connected to the locomotive by
a single universal,while at the other end is the standard
small M.C.B. type automatic couplers. There are two
other NQ waggons on the property (Nos.37 and 53) yet to
be made into coaches, and the locomotive will be capable
of hauling a train of all three at 10 mph.
The line is laid with A.S. 60 lb steel rail and is
lightly ballasted. Very sharp curves of one and one half
chain radius have been laid. The line crosses the top of
a dam wall and encircles a lake,passing through thick
scrub for much of its length.
The other steam loco is an 0-4-0 saddle tank built
by Peckett & Sons of England.(B/N 1711 of 1926)
An interesting piece of motive power is an 0-4-0 (B)
internal combustion locomotive which was aquired from
the department of supply but,apart from the name
"Clarkat" , its history and builder is unknown. It has a
12 H.P. engine and is about 8 ft long and 4 ft high,with
18 in. diameter driving wheels. It has a streamlined
front and is very heavy for its size. An unusual feature
is that its front wheels (remember,it is 0-4-0 ) are
pivoted to enable it to negotiate sharp curves,with
springs to stop the axle from turning too far.
_The fourth loco is a two-footer yet to be regauged.
It is an 0-4-0 Malcolm Moore diesel probably built about
1950 and bearing the numbers 26-C-3. This is the type
of numbering system the S.E.C, uses,but just where it
worked for them is unknown,though it could have been on
the Kiewa scheme.
Other interesting items on the property include
points leavers bearing the inscription Z.&N.E.D. 1891
(Zeehan and North East Dundas),old timber bogies and
numerous traction engines.
The area is not yet open to the public and anyone
who visits it now will be unable to see anything as the
locomotives are locked up and the line fenced off.
However,V.L.R.R.S. has been able to arrange with Mr
Griffiths to have the first railfan excursion for our
members in May or June when we will journey on the train
and will be allowed to examine sections of the area that
the general public will not be allowed into. We hope
that our members are sensible enough not to try to get
in before it is opened or to assume they have privileges
which,in fact,do not exist.
The author wishes to thank Mr N.Wadeson for supp¬
ling most of the details,and Mr.L.Poole and Mr.G.Bond
for the early history of the locomotives.
Mark Plummer.
Frankston Pleasure Park Line

(not to scale)
C.A.

INTERESTING PROPOSALS F, Stamford
(I) A "ROAD-RAILS" RAILWAY
There have been many proposals for railway construct¬
ion in Victoria which never came to fruition. Perhaps one
of the more interesting was for a 60-mile light railway
between Bruthen and Bindi,near Omeo,to carry limestone
for cement making from the extensive deposits at Bindi.
In a Parliamentary Standing Committee Report of 1924 it
was suggested that the line be laid as a 2 ft 6 in. gauge
"road-rails" railway.
A "road-rails" railway (also known as the Stronach-
Dutton Loco-Tractor System) consisted of 20 lb/yd. rails
laid on conventional sleepers, but outside the rails were
specially constructed tracks of timber planks about 12-15
inches wide. Motive power was provided by an ordinary
steam or petrol driven road tractor, the rear driving
wheels being about 5 ft. in diameter and having solid
rubber tyres. When operating along the railway the driving
wheels ran along the wooden tracks at the side of the
rails, thus giving greater traction than a conventional
flanged wheel, but the front road wheels were raised,and
flanged wheels placed below them to guide the tractor
along the railway. Rolling stock would consist of ordinary
narrow-gauge bogie vehicles,built as lightly as possible.
The tractors could easily have their flanged wheels
removed,and so be used on the road like any other tractor.
In proposing the Bruthen-Bindi line it was estimated
that the following costs would be incurred :-
Track. 60 miles @ $5,000 per mile $300,000
Tractors. (petrol) 20 only 72 000
Ten-ton waggons 240 only 72 000
Tractor sheds & equipment 9,000
Water supplies 2,000
Telegraph 6,000
Station buildings 3,000
Sidings 6,000
Contingencies 10,000
TOTAL $480,000
LIGHT RAILWAYS _ SUMMER 1968 _ 23.
These figures were based on an assumed traffic of
240,000 tons per year, all in one direction. Eight trains
a day, each consisting of five waggons, would make their
laborious way along the line to carry this traffic. The
maximum grade would be 1 in 30, and the sharpest curve
2 chains radius.
Figures were even given for a "road-rails" line
across the Divide from Bindi to Tallangatta,a distance
of 120 miles, and requiring no less than 25 tractors and
300 waggons to carry 90,000 tons annually, at a total
construction cost of $936,000. On the basis of these
figures (which were probably rather optimistic) it was
stated that these lines could be operated profitably,
even after paying 5% interest.
An experimental "road-rails" line was constructed
for demonstration purposes on disused quarry lands
between Spotswood railway station and the Yarra River.
The Victorian Railways, in their traditional conservative
way, were not very happy with the idea of building such
a line. The Commissioners felt that the system had not
been in use long enough to show how high the maintenance
costs would be, but they suspected these would be very
high.
I think they were probably right in objecting to
having this hybrid transport system foisted upon them.
The South African Railways — always prepared to experi¬
ment with something new — built a few such lines of
2-ft. gauge. However, they soon changed over to convent¬
ional railway type operation, and to work the lines they
used 2-6-2 2-6-2 Garratts,with a maximum axle load of
only 3 tons 15 cwt. so that the 20 lb. rails would not
be knocked about too much.
F.S.
00000 ooooo 00000
"H.2" LOOKS LIKE NEW !

"H.2",the Tasmanian Government Railways' recent¬
ly overhauled 4-8-2 looks magnificent in its new
coat of paint. Read "Tasmanian Rail News" for
T.G.R. & E.B.R. news. Enquiries:- Mr.A.T. Ryan, 91
Parker .St.. Devonport,Tas., 7310
MORE SANDERSON'S TRAMWAY (FOREST)
Mark Plummer
Due to the need to provide material for issue No.18
of "Light Railways",I published the history of the tram¬
ways of the Forrest area before I had time to fully
investigate all aspects of the tramways of the district.
Thus the only line on which I was really sure of my facts
was Mr.Henry's (with the exception of the origin of No.7
which people have since convinced me was built by Beyer
Peacock). I rewrote Mr.Hayden's line in magazine No.19
and although there are some facts which will take much
longer to investigate I can now write a more accurate
account of certain aspects of Messrs Sanderson & Grant's
tramway,although to save space I will not repeat correct
information that appeared in No.18.
Firstly,the Baldwin 0-4-0 saddle tank. This was
probably B/N 7108 of 1884, and if so it originally worked
on Melbourne Harbour Trust construction from about 1884
to 1892. What happened to it until it arrived at Sander¬
son's is not known,but it worked at Sanderson's for at
least eight years where it was called "Black Angel" and
could have been the locomotive that collapsed through
the bridge in 1907. After Sanderson's death and the de¬
creased output of the line the loco was sold to the Tas-
manian Public Works Department. Before it went, however,
its original whistle,which is still inexistence,was
removed by a sentimental employee and an inferior one
installled in its place.
The locomotive was sold in August 1915 and worked on
the T.P.W.D.'s Marrawah tramway which they had aquired
on May 1st. 1914. Here it was called "Fantail" (not
"Spider" as suggested in No.18). The P.W.D. tramways were
transferred to the Tas.Government Railways in September
1929 but the loco still worked on the line until November
1946 when it was sold to Mr.F.Jaeger for his Salmon River
line. He converted it into an internal combustion engine
by removing the boiler and placing an old car chassis and
motor on the wheels and frame. This line closed in 1963
and the wheels and frame were still in existence six
months ago. Dimensions of the loco are :-
Cylinders 8" x 12"; Wheels 3 2 " ; Wheelbase 4' 8".
B.P. 130 lbs/sq.in. Weight,just over 7 tons.
Sanderson bought an "L" class,No.32, from the Viet.
Railways in October 1904 for £250. This was a 2-4-0
saddle tank built by Slaughter Grunning of Bristol
(B/N 410 of I860 ),which he used to power his Barwon
River Mill. It was fitted with flywheels and multi-
powered rope drive to the saw benches, which it operated
on 60 lbs.of steam. When one cylinder failed it continued
to the last (1923) on the remaining one. In 1941 member
Mr.R.Wilson helped a Colac scrap merchant to drag the
remains out of the bush. The photos he took at the time
show the frames minus the wheels,still at 5' 3", so if
the loco worked on a line at all,which is extremely
doubtful, it must have been on 5' 3" and not 3' 6".
However,the other two power units which Mr.Sanderson
bought from the V.R. definitely worked on the line.
These were the Kitson power units out of the V.R. Rowan
Car (ABDL). This was placed in service on the V.R. in
1883 and consisted of a power plant,a vertical boiler,
built by Kitson & Co. of Leeds (B/N 69) and fitted into
a car designed by W.R.Rowan of Denmark. The vehicle was
mounted on six wheels,including the four coupled drivers.
A spare power unit was delivered with the car (B/N 70).
For a while it operated on the Outer Circle line. About
1890 the V.R. built a second steam car,using the spare
engine and coupling it to a four wheeled trailer. They
were withdrawn from service in the late 1890's and used
in the construction of the V.R. Irrewarra-Beeac line.
Mr.Sanderson bought the power units only in May 1904
for £75 each. One had been mounted on a part-wooden
frame,the other on an iron frame. Sanderson,with a fitter,
cut through the frame twice with cold chisels (!) and
joined the two halves together with plating and rivets
to give him the desired gauge of 3' 6". A drawing made
from a photo of one of these appeared on the cover of
"Light Railways" No.19.
These vertical boilered engines somehow aquired the
nickname of "Clayton" and this mislead me to write in
No.18 that there was an engine built by Clayton of U.S.A.
After using them as locomotives at least one of the
power plants was pressed into service as a logging winch
and given the nickname "Lucy". It is not yet known just
when they finished their careers as locomotives or as
logging winches. Not for Resale - Free download from lrrsa.org.au
Thus Sanderson only had seven steam locomotives and
one tractor,not nine locomotives as stated in No.18.
Another statement which needs to be clarified is as
to which line came first. Sanderson put a line down the
Barwon River in 1897 which was taken over by his wife
and her brother,Mr.Grant,and used until 1923 when the
floods forced them to abandon the line and build another
along the ridge to Barramunga,which was used until
1937 or 1939.
I wish to thank two people for adding to these notes,
Mr.R. Wilson,a former employee of Sanderson's, has been
very helpful both with information and in taking me to
various tramway sites and providing other contacts.
Mr.J.Buckland has provided historical details of the
locomotives. M.P.
ooooo 00X00 ooooo
MAGAZINE REVIEW
"THE NARROW GAUGE" September 1967 36 pages
Published by the Narrow Gauge Railway Society,(U.K.)
The latest issue of this publication includes
articles on a visit to Dinorwic slate quarries,clay tram¬
ways of southern England,notes on narrow-gauge modelling,
an article about a French light railway,Guinness's
brewery line in 1966,a 15-inch gauge miniature railway,
and Hudswell-Clarke locomotives built for Mexico.
No less than 27 photos are included,but undoubtedly
pride of place must go to the superb scale drawing in
the centre pages. This is of a Hunslet 0-6-4 T Single
Fairlie locomotive,and shows many of its mechanical
details.
Enquiries from :- M.Swift, 47 Birchington Ave.
Berchencliff, Huddersfield, England.
F.E.S.
ooooo XXOXX ooooo

THE COBDEN-BULLAHARRE TRAMWAY
R.Weaven.
This tramway of 3-foot gauge ran from a loop along¬
side Cobden goods siding to a sawmill5-1/2miles away.
The route followed the Stoneyford road for 3 miles then
went in a south-east direction to the mill. The timber
from the mill was firewood for the local butter factor¬
ies and for the Melbourne market. The tramway had mostly
wooden rails,steel being used in the swampy places.
The mill and tramway were built by an Italian,Cesare
D'Atri,about 1923. Originally the line only went from
the mill to the Stoneyford road,where the firewood was
loaded onto solid rubber-tyred steam trucks which carr¬
ied it on to Cobden station. Unfortunately for Mr.D'Atri
these heavy trucks cut up the road so much that the
Shire Council ordered him to take them off,so the tram¬
way was extended to Cobden.
The means of locomotion was a 6-cylinder Buick
engine geared down by a very large gear wheel and
mounted on a four wheeled trolley. Its top speed was
said to be about 2mph and it pulled about 3 four-wheeled
trucks.

The venture collapsed within about two years. Mr.D'Atri
employed about 30 Italian migrants and it appears he could
not afford to pay them Award wages. There was also some
local antagonism towards the "foreigners"— this brought
about some costly derailments.
The venture is remembered more for its steam trucks
than for its tramway,of which the only traces are two
small cuttings and one or two piers of a bridge over a
small creek. One dairy farmer adjacent to the tramway had
some of the steel rails incorporated into his cow yard,
while another had a 3-foot tramway from his dairy to the
roadside milk can stand.
00000 ooooo 00000
An article on this line,containing substantially the
same information,appeared in the A.R.H.S. Bulletin for
April 1946. As far as we know,this is the only tramway
that went from the Camperdown - Timboon line of the V.R.
ooooo OOOOO ooooo
MORE COMMENTS
From Mr.P.L.Charrett :-
Congratulations with your magazine. You are doing a
good job uncovering the small private railways and report¬
ing them with good photos.
During my research into the SR&WSC Railways I have come
across some information from official files which disagrees
with that which you have published.
HAYDEN'S TRAMWAY, BARWON DOWNS (L.R. No.19)
In "Lighr Railways" it is stated that the Baldwin steam
tram motor ex Bendigo was sold in 1919 for use in the Hume
Reservoir construction. The SR&WSC bought Baldwin locos
from both Isis Central Mill,Q'ld. and Cameron and Sutherland
in June 1921. It is quite probable that the loco bought
from Cameron and Sutherland was the Baldwin from Hayden's.
In November 1923 Hayden Bros, of Barwon Downs asked
the SR&WSC at Hume Reservoir if they had two locos for
sale. The answer was "No".
Regarding M.Plummer's remark on p.32 of L.R. No.20 that
4-2-0 is steam parlance,I think the correct term would be
the Whyte Classification. I think the correct term in
this case would be 4-2-0 ,most small diesels being referred
to in the Whyte Classification. P L.C.
ooooo ooooo ooooo
From Mr.H.Wright :-
As and when time permits,I have been comparing the
locomotive notes in "Light Railways" with what I have re¬
corded,with the view of adding to mine where necessary,
and thus ensure accuracy,and I submit the following comm¬
ent on Mr.A.Lyell's notes on the
WONTHAGGI DISTRICT TRAMWAYS (L.R. No. 18, p.25).
I cannot agree with the report that the Westernport
Coal Coy's, loco was ex Tasmanian Main Line Rly Co. No 14
(Neilson 2369 of 1878) unless this loco was only in use
for a short period and was repurchased by TMLRCo. as
records show that this loco was converted to 4-4-0 wheel
arrangement and became T.G.R.'s F-1 (No.1) and saw service
for some years,until being sold to Mr.Patterson of Hobart
in 1914;for scrap.
It is suggested that the Westernport loco was one of
No.14's sister engines — No's 12 or 13 (Nielson 2367
and 2368 respectively of 1878). Records do not list the
disposal of these two locos. As they did not enter service
with the T.G.R. their disposal was therefore before
October 1890.
Some years ago an old resident(and childhood friend
of my family) of Coffs Harbour Jetty,Mr.E.W.Smith (now
deceased) told me that the British Australian Timber Co.,
Coffs Jetty, operated an ex Tasmanian Main Line Rly Co.
locomotive,which I believe to have been either No.12 or 13,
and I venture to suggest that one could have been sold by
the TMLRCo to the Wonthaggi district (as confirmed by
Mr.Lyell) and the other one went to the B.A.T.Co.
Which one went to which place ?
BUT — a n d this must be taken into account — when the
Westernport Coal Co. went into liquidation in 1884 the
Wonthaggi loco could have been sent to Coffs Harbour.
Only further research will determine the true picture.
H.W.
ooooo OOOOO ooooo
SIDRODROMARCHEOLOGISTS REPORTS
DAYLESFORD to WOODBURN
Part of the track bed on leaving the Daylesford
area appears to be used as a jeep track. The major relic
is at Jubilee Lake where the line crossed Wombat Creek
on a seven or eight span trestle. Much of this remains,
although the upper spans are missing. A footbridge has
been built below the top level to enable pedestrians to
circumnavigate the lake. Woodburn is set among trees and
appears to have had only one loop,of about 150 ft. The
platform still exists. M.F.
WHITTLESEA LINE
The track has not been lifted. About1/2mile
beyond Epping the Darebin Creek is crossed on a trestle of
about 11 spans,while a smaller one crosses a stream about
one mile further on. At South Morang the platform, a loop
with two derails,and the signals are still in position.
M.F.
TANJIL BREN -- KIRCHUBELS
This3-1/2mile tramway formation is easily
followed from the settlement of Tanjil Bren. At the "Town"
a few sleepers are embedded in the ground; otherwise there
are apparently no relics. The track heads north and may
be driven along for about1-1/2miles,where a fallen tree
blocks it. There are few remains apart from an occasional
sleeper and pieces of steel rail. At 3 miles the line,
having climbed steadily most of the way, crosses the West
Tanjil River on a curved trestle around the lip of a
series of waterfalls -quite spectacular. Much of the deck¬
ing and all the main structural timbers are intact.
Of considerable interest at this point is the remains
of a shallow wooden flume,along which water is still flow-
ing,until the woodwork has decayed some little distance
downstream.
Much research remains to be done on this line.
Readers who can supply details are cordially invited to
submit them to the editor.
A. J. S.
NOOJEE TRESTLE
This 600 foot, 27 span bridge is in good condition
and is used as part of a timber road. Evidence shows that
that a bulldozer or crawler tractor uses it in safety.
To view it, drive from Noojee along the Powelltown road
for just over 1 mile,then go South along a rough track
(drivable) for about1/4mile.
The deep cutting at Crossover is used as an access
road to the Council tip,located on the right-of-way.
A.J.S.
Reports of this nature,no matter how sketchy,are
always welcome. If you have sidrodromarcheologized,
don't keep your findings to yourself,but let us
know of them. They may provide a clue or a missing
detail to someone who is particularly interested in
"your" line,or,who knows, that little old track runn¬
ing past your place may even be a hitherto unrecorded
one.
ooooo 00000 ooooo
WOT — NO PITCHERS !
Yes. Well,unfortunately pictures cost money,and
perhaps a better question would be, "Wot — n o money ?"
If you want the art gallery — a n d we all do —it's up to
you. Now that the Season of Goodwill,of New Year Truces
and so on is well and truly over,resume your attacks on
your remaining friends — make them join this society and
thus provide funds for your magazine — try to suggest
some benefits, they will derive from becoming members like
yourself. Go on, try. WE NEED THEM.
TO CONTRIBUTORS
If you have been saying to yourself,"I must
get that article written soon",we would reply, "Yes,
you must". We urgently require material for future editions,
If you are planning a major article within the next
few months,it might be an idea to let us know. This could
prevent irritating premature publication of a lesser piece
of writing,thus spoiling your effectiveness.

Editorship Changes.
After the publication of "Light Railways" No.
21, long time editor Frank Stamford resigned; when at
that time, a division of oppinion arose regarding
editorial policy and Society Council responsibility.
The Council is indebted to member Arthur

Straffen who agreed to edit this issue,
At the time of writing this position of editor
is again vacant.
NOTICE
While every effort is made to ensure the ac¬
curacy and completeness of articles published in
"Light Railways", we cannot be sure that errors have
not crept in. Additional information is being un¬
covered all the time, and this often proves that the
history of tramways and locomotives was in fact diff¬
erent to that which was believed to be true.
If readers see any errors in articles, or are
able to add additional information, we would be very
much indebted if they would forward this information
in writing, to the Editor. All corrections and addit¬
ional information will be considered for publication.
Without your co-oporation in doing this, we
will be unable to accurately record the history of
Victoria's light railways.
Articles, notes, or news items for publication
in the magazine are always welcome.

The cover drawing shows the Tasmanian Government Rail¬
ways "J" class 2-ft. gauge 2-6-4-OT locomotive, of
Hagans Patent articulated type, which ran on the North¬
east Dundas Tramway. Built by Lokomotivfabrik Hagans,
Erfurt, Germany in 1901. (B/No. 436). Cover design by
John Thompson and duplicated by Puffing Billy Preservat¬
ion Society.
As readers will know, there has been a certain amount
of difficulty on the editorial side of "Light Railways"
lately. The problem has been whether the Council should
be permitted to interfere in the editorial process, as
they have done in the past. I feel such a policy makes
the job virtually impossible. In any case another editor
will be required for at least one issue, as I am fleeing
the country in June on a "Jet search for Steam."
THEVICTORIANLIGHTRAILWAYRESEARCH SOCIETY
COUNCIL
President/Editor - Frank Stamford,
9 Mc.Gregor Street,Canterbury,3126. (83-5873).
Vice-president - Geoff. Maynard,
"Nayook",Bungalook Road,Bayswater,3153.(72-9-2405)
Secretary - Mark Plummer,
18 Mc.Whae Ave.,Rippon Lea,3183.(53-6794)
Treasurer - John Prideaux,
2 Emmaline Street, Northcote,3070,(48-4280)
Committee-man - Geoff. Gardner.
Back numbers - Copies of No .16,17,18,& 19 - 20c.each,
No.20,21,22 - 25c.each plus postage,from the editor.
Annual subscription - $l-50 (Under 16 - $1-00) dating
from June 1st., 1968.
LIGHT RAILWAYS AUTUMN 1968 3.
Tramways of 'the State Rivers

& Water Supply Commission (cont'd.
By- P.L.Charrett
The Hume Reservoir is on the Murray River

immediately downstream from the junction of the Murray
and Mitta Mitta rivers and five miles east of Albury.
It was constructed by the S,R.& W.S,C. and the Public
Works Department of New South Wales.
Initial survey work and boring parties started
on the site of the reservoir in February 1917. On 25th.
April 1919 the River Murray Commission approved the
construction of the Hume Reservoir storage, and sub¬
sequently on 21st. November 1919 the proposed reservoir
was officially named Hume Reservoir. The first sod was
turned by His Excellency Sir Ronald Munro Ferguson,
Governor General of Australia on 28th November 1919.
The Hume Reservoir was possibly the first
reservoir in Victoria to use light railways extensively
for construction. It seems that the S.R.&.W.S.C. had
had little experience with construction railways,
4. AUTUMN 1968 LIGHT RAILWAYS,
because in 1919 the S.R.&.W.S.C. contacted various
other railway authorities on the use of light locomo¬
tives and railways.
Both construction authorities worked together, but
on different sections of the reservoir. The P.W.D.
built most of the concrete work including all the con¬
crete wall and spillway through the river section, but
not including the concrete corewall on the Victorian
side. The S.R.&.W.S.C. built the earthworks including
the earthen section of the main wall from the river
section to the flats. The S.R.&.W.S.C. also built the
Bethanga road bridge which crossed the Murray arm of
the reservoir, and connected the Bethanga district to
the main road at Albury. The railway deviations were
constructed by the Victorian Railways. Road deviations
were constructed by the respective
authorities in each state.
Early New South Wales P.W.D. Construction.
New South Wales was the first State to construct
railways in the works area. As with most construction
projects the first job to be done at Hume was the
setting up of plant and laying the area out for eff¬
icient working. Because of the distance from Albury
and the lack of fast suitable transport, houses, shops,
and other essential services were provided at the works
area on the N.S.W. side and also on the Victorian side.
A suitable quarry was found about1-1/4miles north
of the dam site and in 1920 a start was made in con¬
struction of a double track 3-ft. gauge railway to the
works area. The railway was completed except for heavy
ballasting by mid 1922, and had started supplying stone.
One locomotive was ordered in 1920 and arived about
mid 1921, apparently only to be erected and waiting the
completion of the railway. 23 dump cars arrived in
1920 from existing stock, whilst 12 timber side tipping
two cubic yard capacity wagons were constructed at the
6 AUTUMN 1968 LIGHT RAILWAYS
works. An additional locomotive was ordered in 1922
and delivered shortly afterwards.
A road was constructed from Albury in 1919 for
access. A siding was constructed in 1921 on the main
southern line north of Albury for handling materials,
a shed and a coal stage being added the following
year. It is thought that materials were hauled to
the dam site by either traction engines or horses.
N.S.W. Public Works Department Quarry.
When the quarry was first opened out, the P.W.D.
intended to use large stones (known as displacers),
weighing between two and seven tons, in the dam. As
the main railway was some 80-ft. below the quarry
face, a balanced gravity inclined haulage was used to
transport the stones from the quarry face to the loco¬
motive worked 3-ft. gauge railway. On the balanced
incline were two flat wagons, which had rails set to
3-ft. gauge on their surface, so that they could
carry 3-ft. gauge wagons. As one of these platform
wagons, carrying loaded 3-ft. gauge wagons, began de¬
scending from the quarry face, it hauled the other
platform wagon, which carried empty 3-ft. gauge wagons
up the incline. Halfway the two platform wagons
crossed each other at a crossing loop.
In 1921 al-1/2cubic yard capacity steam shovel
was received and placed in the Quarry. This shovel
was used firstly for stripping the topsoil away and
preparing the quarry faces. The incline was completed
about mid 1922, but probably not used extensively un¬
til the railway to the dam was completely finished in
1923.
In 1921 a Vulcan (U.S.A.) 0-4-0ST locomotive
was imported and erected ready for use. This loco was
put to use ballasting the railway and in the excavat¬
ions for the wall. In 1922 another Vulcan 0-4-0ST
locomotive was received and put to use, probably in
excavations around the site
For reproduction, of the
please contact wall.
the Society
The first of two travelling cranes for the
quarry was erected in 1922. Another steam shovel
was also-placed in the quarry in 1923. In the same
year twelve wagons were built at the works to convey
displacers (as described above) from the quarry to
the wall. The displacers were so named because they
displaced concrete in the concrete part of the wall.
These wagons had flat platform tops, with three
rails laid across the platform, bent up at each end
and with a chain to hold the displacers on. Later
a further 24 wagons of this type were built.
From about 1922 the N.S.W. quarry supplied
stone for both N.S.W. and Victoria, as stone in the
original Victorian quarry was found unsuitable. Some
stone was also obtained when excavating foundations.
During the latter part of 1926 little stone
was used in N.S.W. and the output was either stock¬
piled or sent to Victoria. (It was during this per¬
iod that two 3-ft.6-in. gauge locomotives were bor¬
rowed from Victoria). After this lull the quarry was
working two shifts to supply the necessary stone.
Towards the end of 1927 the balanced incline
was superseded when tracks on the quarry floor were
junctioned with the main line. This enabled a greater
quantity of displacers and spalls to be delivered in
a quicker time, and this, together with another crane
which was added about the same time, enabled only one
shift to be worked. At this stage there were five
cranes working in the quarry.
The quarry continued to supply displacers,
spalls and crushed stone for concrete, until about
1935 when the wall was substantially complete,
Main Bank Construction in Victoria.
Early in 1920 pumps were installed on the
flats near the river, to lower the water in lagoons
which would hamper construction. After the lagoons
6^_ AUTUMN 1968_ LIGHT RAILWAYS
were pumped dry, the site of the bank was stripped of
topsoil to a firm foundation material. Early in 1921
the upstream and downstream toes of the bank were
built to form an enclosure against floods. Clay was
obtained by wheeled scoops from borrow pits upstream
of the wall, and transported in horse-drawn one cubic
yard trucks (presumably 2-ft. gauge, Ed.) to the bank.
In February 1922 a new method of placing clay
in the bank was introduced. Two Ruston Proctor and
one Bucyrus steam shovel excavated the clay and loaded
it into4-1/2cubic yard capacity side dump cars, which
were hauled to the bank by steam locomotives on 3-ft
6-in. gauge track. The steam locomotives may have
been used from late 1921, although this is uncertain.
Until late 1921 only horses (or steam traction engines
for heavy haulage) were used.
In February 1922 a timber bridge was built over
the Murray River, about 900-ft. downstream from the
bank. Tracks of both 3-ft. 6-in. and 3-ft. gauge were
laid on the bridge. As soon as it was completed, Vic-
torian 3-ft.6-in. gauge locomotives transported mat¬
erials from the N.S.W. excavations to the embankment
on the Victorian side. Material was transported from
New South Wales until about 1928, probably by both
3-ft. and 3-ft 6-in. gauge locos.
In August 1921 operations commenced on excav¬
ation of the concrete core wall trench which runs the
length of the embankment. In May 1922 the first con¬
crete was poured for the core wall. From photographs
it appears that 2-ft. gauge tracks were used for
conveying the materials for the core wall. Spoil, or
material from the core trench excavations suitable
for the bank, was transported on 3-ft. 6-in. gauge.
The quarry on the Victorian side was abandoned
early in 1922, because the stone was unsuitable. All
the stone required was either transported from the
New South Wales quarry or obtained from the main
bank excavation.
LIGHT RAILWAYS AUTUMN 1968 9
Steam locos were used for transporting clay
right up to the completion of the bank. From photo¬
graphs it appears that the Perry locos hauled six
loaded side-tipping4-1/2cubic yard wagons. 1927 to
1929 were the years when the most material was placed
in the embankment, with some eleven steam locos on
3-ft.6-in. gauge.
New South Wales Spillway and Bank Construction.
As mentioned earlier, the New South Wales P.W.D.
constructed the spillway and concrete wall through
the river section. Late in 1921 the P.W.D. started
excavation for the wall on the New South Wales side of
the river. A concrete mixer house with trestled rail¬
way approaches, concrete lined trenches for chutes
and a belting and bucket conveyor to the bank, were
completed in 1923. Sand was obtained from the river
and transported over 3-ft. gauge track by steam locos
to the mixer house.
In May 1925 the river was diverted from its
original course so that the concrete spillway and
bank could be built. About this time two 3-ft.6-in.
gauge locos were borrowed from Victoria for three
months, probably to transport the spoil away from the
excavation of the river diversion channels. By late
1928 the banks constructed by New South Wales and
Victoria were joined together. On 1st February 1929
the diversion channels were closed and storage of
water was commenced, while construction was still
being carried out.
Chiltern Gravel Heaps.
In 1920 a 5-ft.3-in. gauge siding was construc¬
ted from the main V.R. North-eastern line, north from
Chiltern to the Chiltern Valley No.2 gravel heap.
The gravel was loaded at Chiltern Valley and trans¬
ported by the V.R. to the works at Ebden. Here the
gravel was unloaded by a crane and stockpiled to be
used as required. By June 1930 no more gravel was
10. AUTUMN 1968 LIGHT RAILWAYS
required from Chiltern Valley, and the siding was no
longer maintained by the S.R.&.W.S.C.
Victorian Secondary Bank
Because of a low gully behind the main embank¬
ment, a secondary bank was needed to retain the water.
Construction on the bank was started about 1930 and
completed about 1934. This bank was served with a 3-ft.
6-in. gauge track from the works, or bank area and
borrow pits. Steam locos hauled the clay from the
borrow pits to the bank.
Bethanga Road Bridge
In order not to inconvenience the residents of
the Bethanga district by giving them considerably
greater distances to travel, it was decided to build a
bridge over the Murray arm of the Hume reservoir. In
1927 the New South Wales P.W.D. constructed a 3-ft.
gauge track from the quarry upstream to the site of
the bridge. The Victorian S.R.&.W.S.C. built a camp
at the site of the bridge, and work commenced on the
construction in 1927. Some gravel was transported
from the Chiltern Valley gravel heaps early in 1927,
presumably by the New South Wales locos, as the Vic¬
torian 3-ft. gauge loco was not delivered until about
June or later in 1927.
The steel for the bridge was transported from
the works area at Ebden over the 3-ft. gauge line to
the bridge site. The bridge itself was completed about
1933 and probably the line was dismantled soon after.
A locomotive was ordered by the S.R.&.W.S.C.
from Perry Engineering Co. South Australia, for 3-ft.
gauge, in December 1926. Although there was no 3-ft.
gauge loco auctioned in 1936, both official files
and annual reports record this 3-ft. gauge loco. I
can only assume that the loco was converted to 3-ft.
6-in. gauge at the completion of the Bethanga bridge.
Deviations to Victorian Railways
For the original reservoir there was only one
deviation of8-1/2miles from197-1/2miles to2 0 4 - 3 / 4(old
mileage) on the Cudgewa line. This deviation was
1-1/4 miles longer than the old line. The Victorian
Railways started construction of the deviation about
1929 and it was opened to traffic on 1st. February
1932, all work being completed in December 1932. In¬
cluded in the deviation was an 1,866-ft. long con¬
crete and steel bridge over the Sandy Creek and a new
station at Huon.
When the capacity of Hume was increased during
the 1950's no less than seven seperate deviations of
the line were made between Huon and Bullioh, and all
were opened for traffic between 1956 and 1958, The
Sandy Creek bridge was raised 8-ft. and lengthened
120-ft. without interruption to traffic. There was
a slight deviation at Bolga which became the new
town of Tallangatta and was renamed such in 1958.
The siding of Tatonga was isolated on a deviation and
closed. On the last deviation was the old township
and station of Tallangatta together with a timber
viaduct of 4,660 -ft. which was replaced by a combined
750-ft. road and rail bridge.

2-FT, GAUGE
In 1921 service tracks of 2-ft. gauge were
laid for general temporary works. At that stage the
2-ft. gauge tracks were of a rather temporary nature-
photos show 2-ft. gauge on the top of the concrete
corewall which could not have been worked by horses
or locos. I think that men would have pushed the
small wagons to where they were required.
Very little 2-ft. gauge is shown in the photos,
and that only in connection with the concrete core-
wall construction. A photo taken on the end of the
main embankment in 1932 shows the back end of what
appears to be the Krauss loco from Torrumbarry, and
a concrete carrying skip. Another photo taken in
1933 at the same place shows no 2-ft. gauge at all,
and the bank nearly to its full height. I think
that the Krauss 0-4-OT,(see Light Railways No.21,
page 23 and 24), was transferred from Maffra about
1928, and some time after 1933 was transferred to
Yarrawonga Weir. This loco is a mystery, because
official files and reports do not record a 2-ft.
gauge loco as having worked at Hume.
3-FT.GAUGE
3-ft. gauge was the New South Wales public
Works Department gauge. A 3-ft. gauge line was
built from the New South Wales works area to the
quarry in 1920, and in February 1922 another line
waa built across the temporary bridge into Vic¬
toria, so that stone could be transported from the
N.S.W. quarry to the Victorian embankment.
About 1927 a 3-ft. gauge line was built from
the quarry to the Bethanga road bridge construction
site, and another line was built to the Ebden works
area to transport the steel for this bridge.
The 3-ft. gauge was used until about 1936
when construction of the reservoir was almost fin¬
ished. For reproduction, please contact the Society
Baldwin 0-4-0 locomotive at work on the H u m e Reservoir Construction. This

loco is believed to have come from Hayden's Barwon Downs timber tramway.
Photo - G. Eardley Collection.
H u m e Reservoir Construction. Perry locomotive, just delivered from South

Australia, on horse dray at Ebden. Photo - S.R. & W.S.C.

14
AUTUMN 1968

LIGHT RAILWAYS
Hume Reservoir Construction. P.W.D. Vulcan locomotive with gravel train on northern side of spillway, looking
towards Victoria. March 1931. Photo - S.R. & W . S . C .
LIGHT RAILWAYS_ AUTUMN 1968_ 15.
3-Ft 6-in. GAUGE
3-ft.6-in. gauge was the Victorian S.R.&.W.S.C.
gauge. Lines of this gauge were built in 1921 from
the main embankment to borrow pits on the upstream
side and to the works area. In 1922 more track was
laid from the bank to borrow pits on the downstream
side. In February 1922 3ft.6-in. gauge track was
laid over the bridge and to the New South Wales ex¬
cavations, and was probably removed about the early
1930's. Another 3-ft.6-in. gauge line was also con¬
structed from the works area and borrow pits to the
secondary bank.
The 3-ft.6-in. gauge probably used until about
1935, when the main embankment was completed.
4-FT.8-1/2-iN.GAUGE
Although it has been stated at various times
that there was 4-ft.8-1/2-in. gauge track , the nearest
standard gauge was at Albury, and at the N.S.W.G.R.
Hume Reservoir siding north of Albury, already men¬
tioned on page 6.
5-FT.3-IN.GAUGE
5-ft. 3-in. gauge was used only on the two
sidings - (a) Chiltern to Chiltern Valley No.2 gravel
heap, and (b) Ebden to the works area, V.R. rolling
stock was used on these lines.
Permanent and Temporary Track
The track around the embankment area and bank
excavations was temporary and was shifted, as the
bank rose. It would be impossible to give a track
diagram between 1920 and 1936 because most of the
track was shifting, and only a general indication
could be given. The more permanent tracks were the
main lines fromNotthe borrow pits to the bank, from the
works area to the quarry and Bethanga Bridge, and
even those would have been shifted as the need arose.
Steam Shovels and Cranes
Most of the steam shovels and cranes oper¬
ated on rails of an unknown gauge - probably4-ft.8-1/2i n .
The steam shovels and cranes could propel themselves,
and so no other motive power was needed. The cranes
were frequently referred to as locomotive cranes.
LOCOMOTIVES
The actual number of locomotives used at
Hume is rather uncertain and would appear to be 12
or 13 steam locos and two Fordson tractors on 3-ft.
6-in. gauge (owned by the S.R.&.W.S.C.), one S.R.&.
W.S.C. Perry and four P.W.D. steam locos on 3-ft.
gauge, and probably only one S.R.&.W.S.C. steam loco
on 3-ft. gauge.
It has been said that at one time road Nos.
1 to 12 were given to the Victorian locos. Obser¬
vations from photographs and one loco seen refute
this theory. Numbers seen on locos include 22, 25,
26, 29, and 118. The number 118 seen on a Perry loco
is a big mystery and could be a S.R.&.W.S.C. plant
number, as there never were that many locos on the
S.R.&.W.S.C. The other numbers could have been
total loco numbers, but the S.R.&.W.S.C. did not have
29 locos, unless traction engines were grouped with
locos.
The P.W.D. locos carried New South Wales
P.W.D. numbers, there being no seperate numbering
series for P.W.D. locos used at the Hume Reservoir.
2-ft. Gauge Locomotives
Krauss 0-4-0T, builder's number 2437 of
1890. This loco is believed to have worked at Hume
for the S.R.&.W.S.C., after having been at Torum-
barry and Maffra. After working at Hume it was prob¬
ably transferred to Yarrawonga Weir Construction,
LIGHT RAILWAYS AUTUMN 1968
There is no definite proof that this was the 2-ft. gauge
loco used at Hume, but from the photograph showing the
rear view of the 2-ft. gauge Hume loco, it would appear
to be the same engine as that used at Torumbarry and
Maffra.
3-ft. Gauge Locomotives.
P.W.D. Type Builder B/No.& Deliv¬ Sold See
No. Date, ered, Note
67 0-4-0ST Vulcan, 3233 ? 1921 Oct. (1)
U.S.A, 1921 1936
68 0-4-0ST Vulcan, 3232 ? 1922-3 "
(1)
U.S.A, 1921
70 0-4-0T J. Fowler, 16130 1923-4 " (2}
England 1924
74 0-4-0T A.Barclay, 1900 1927-8 " (3)
Scotland 1927
"
SR&WSC 0-4-0T Perry Eng. 271 ? 1927-8 (4)
loCO, Co.S.Aust 1927
(l) I do not agree with the builder's num¬

bers shown for these locos. It seems quite a coincidence
that two locos have consecutive (and in reverse) build¬
er's numbers, although delivered about two years apart,
and ordered seperately- Both locos sold to W. Adams.
(8) Sold to Warburton Timber Co., later, in
1940, s01d to Mt.Morgan mines.
(3) Sold to A. Johnson's Foundry, South Mel¬
bourne, and scrapped about 1940. There have been ref¬
erences to four Barclay locos, but I can find no evid¬
ence to support this contentions
(4) One Perry loco was delivered to the S.R.
&.W.S.C. built to 3-ft. gauge, for use on the Bethanga
bridge construction. The Builder's Number quoted is
only a guess, since 271
Not for Resale was
- Free thefromlast
download of the Perrys and
lrrsa.org.au
may have been the one built for 3-ft, gauge. I think
that this loco was converted to 3-ft.6-in. gauge
after completion of the Bethanga bridge.
3-ft, 6-in. Gauge Locomotives
Type Builder B/No.& Ord¬ Arrived Cost See
Date ered Ebden Notes
0-4-0T? Oren- ? Nov. July L450 (5)
stein & 1920 1921 $900
Koppel
0-4-2ST Baldwin 35935 June Sept. L550 (6)
1911 1921 1921 $1100
0-4-0ST Baldwin ? June Sept. £835 (7)
1921 1921 $1670
0-4-0T Perry 247 June March L2400 (8) A
1922 1923 $4800
1923
0-4-0T Harman Oct. 1924-5 L1825 (9) A
1923 1923 $$3650
0-4-0T Perry Nov. June L2205 (10) B
1925 1924 1925 $4410
0-4-0T Perry 265 ? ? ?' (10) B
1926
0-4-0TPerry 266 Jan. August (11) A
1926 1926 1926
L4679
0-4-0T Perry 267 Jan. August $9358 (12) A
1926 1926 1926
KEEP STEAM ALIVE !

SUPPORT THE VINTAGE TRAIN
RUNS FIRST SUNDAY - EVERY MONTH!
Type Builder B/No.& Ord¬ Arrived Cost See

Date ered Ebden Notes
0-4-0T Perry 268 Dec. 1926-7 (13) A
1926 1926
0-4-0T Perry 269 Dec . 1927-8 (14)A
1926 1926
,LlO 680
0-4-0T Perry 270 Dec. 1927-8 (15) A
1927 1927
0-4-0T Perry 271
1927 $21360 (16) A
Bo Fordson 1930
engine
(17) A
Bo Fordson 1930
engine
Notes -
A Sold in September 1939 to Bingle-Davitt Machinery
Co., Melbourne,
B Sold in September 1939 to an unknown buyer.
(5) This loco was bought from the N.S.W. P.W.D. - No.
66; and converted from 4-ft. 8-1/2-in gauge to
3-ft. 6-in. gauge at the Leichardt Depot, N.S.W.
Its disposal is unknown, but it was probably
scrapped or sold in the early 1930's.
(6) Bought from Isis Central Sugar Mill,Qld. Origin¬
ally for the Belmont Council, Brisbane. Before
being placed in service at Hume it was repaired
by Forward Down & Co. This loco was not sold,
but remained derelict at Ebden until scrapped
in the mid-1950's.
(71 This loco was bought from Cameron & Sutherland
who also made some- Free
Not for Resale alterations to it before
download from lrrsa.org.au
20. _ AUTUMN 1968_ LIGHT RAILWAYS
sending it to Ebden. It is thought that this may have
been the Baldwin tram motor, ex Bendigo, sold by Hay¬
den Bros., Barwon Downs, allegedly to the S.R.&.W.S.C.
in 1919 for Hume Construction. (See Light Railways No.
19, page 13). The S.R.&.W.S.C. has no records of buy-
ing this loco in 1919, and no records of ever buying
a loco from Hayden. The subsequent disposal of this
loco is unknown, but was probably sold or scrapped in
the early 1930 's. If it was from Hayden's tramway its
builder's number would have been one of 12,241-5 of
1891.
(8) This loco was definitely ordered and built before
the Harman, which was reported to be the pattern
loco. Later sold to the Hydro -Electricity Commission
of Tasmania in 1944, for use at Clark Dam and Butler's
Gorge.
(9} Built and delivered after the above-mentioned
Perry. Sold in 1944 to the Hydro Electricity Commission
of Tasmania, for use at Clark Dam and Butler's Gorge.
(10) Although I have shown two locos here I think there
was actually only one, - Builder's No. 265 of March
1925. However, most reports give 265 as being built
in 1926, If it was, then the loco delivered in June
1925 would not be the same and would be the thirteenth
loco, which I doubt the existence of. This thirteenth
loco does not appear in official files or reports,
although a driver at Hume said there were 13 locomotives,
Nothing else is known about the 13th. loco - builder's
number and disposal unknown. Loco 265 was sold to Pio¬
neer Sugar Mill, Queensland, as "Kilrie", and in I960
was converted to an 0-4-2T oil burner.
(11) Later sold to the S.E.C, Yallourn, and in 1947 to
Australian Cement Ltd., Fyansford as No.10.
(12) Later sold to the S.E.C. Yallourn, and in 1947 to
Australian Cement Ltd., Fyansford as No.11.
(13) Carried S.R.&.W.S.C. No.22. Sold in 1940 to Evans
Deakin, Rocklea,ForQueensland as LM2, withdrawn late 1965.
reproduction, please contact the Society
(14) Sold to Mount Morgan Mines Ltd., Queensland, as
3rd No.1 and later sold to Pioneer Sugar Mill, Queens¬
land as No. 2 "Pioneer."
(15) Sold in 1940 to Evans Deakin, Rocklea, Queens¬
land as LMl, withdrawn late 1965.
(16) I believe that this loco was ordered for 3-ft.
gauge for the Bethanga bridge construction and after
completion of the bridge, was converted to 3-ft.6-in.
gauge. Later sold to Mount Morgan Mines Ltd., Queens¬
land, as 2nd. No.4, subsequently sold to Pioneer
Sugar Mill, as "Klondyke" which was converted to an
0-4-2T oil burner in 1962.
(17) Tenders were called in January 1930 to supply
two 3 ton kerosene Fordson engined tractors for an
estimated cost of L900 ($1800) to convey materials
to the concrete mixer and bank for the core-wall. No
other details known at this stage.
All the locos were kept in loco sheds. The
New South Wales shed was built about 1921 and the
S.R.&. W.S.C. built one at the Ebden works about 1922,
and another at Bethanga bridge about 1927.
Small repairs were done at the Ebden works
and major repairs were done by the Victorian Railways
at Newport Workshops. In September 1923 the boiler
of one of the Baldwin locos was repaired at Newport.
In September 1925 the wheels and axles of the Oren-
stein & Koppel loco were repaired at Newport, Shortly
after this a second-hand lathe was bought from the
Victorian Railways for L200, The Perry loco delivered
in June 1925 was damaged while being delivered by the
South Australian Railways and Victorian Railways.
This loco was probably repaired at Ebden.
Read "Tasmanian Railway News" for latest T.G.R.
and E.B.R. news. $1-50 a year. Enquiries- Mr A.T.
Ryan, 91 Parker St.,Devenport,Tas.,7310.
Some technical details of the locos -
Perry & Baldwin
Harman 0-4-2T
locos.
Outside cylinders 10" x 15" 10" x 16"
Valve gear Walschaert Stephenson
6,000.Ibs.
Tractive Effort (80%B.P.) 160 p.s.i. 120 p.s.i.
Boiler Pressure 2-ft.6-in. 3-ft.
Wheel diameter 5 ft.
Wheelbase 13-14 tons
450 gallons
Weight 20 cu.ft.
Water capacity
Coal
Rolling stock
2-ft. Gauge
Photographs show both side-tipping steel
bins and concrete skips on a frame. These were prob¬
ably of 1-cu.yd. capacity. The bins may have been re¬
movable and replaceable by the skip body.
About 1922 sixty 1-cu.yd. capacity wagons
were placed in service. I think these would have
been of 2-ft. gauge, as the wider gauges generally
used bigger vehicles than this.
In March 1922 an order was placed for 30
1-cu.yd. capacity side-tipping wagons with G.F. Sewell
& Co. These were presumably1/2of the sixty placed in
service about that time. Subsequent disposal of
the 2-ft. gauge rolling stock is not known.
3-ft. Gauge
Between 1921 and 1924 about 72 timber side-
tipping wagons were placed in service on the 3-ft.
gauge in New South Wales, of these, 23 were from
stock, and the remainder bought new.
H u m e Reservoir construction, showing the end of the Main Victorian Embankment.

The 2-ft. gauge locomotive is believed to be the Krauss, ex Torumbarry.
Photo - S.R. & W.S.C.
Small petrol locomotive at Waranga Reservoir. (See L.R.

No. 21, page 18.) Photo - C. Andrews

24 AUTUMN 1968 LIGHT RAILWAYS
"A" class Shay locomotive. B/N. 2823 of 1915 for the Palmwoods - Buderim tram¬
way, Queensland, on a bogie flatcar in the U.S.A., awaiting transport to the docks.
Photo - Courtesy H. Dunker (Bremen, Germany).
2-ft. gauge "Roadrails" train on demonstration track at Spotswood, Victoria. The tractor is
standing over a point. Photo - N.E. Wadeson collection.

To convey the large stones (displacers) from
the quarry to the wall the P.W.D. built 12 flat-tops
in 1923, as previously mentioned. A further 24 were
built at the works. These were of timber construction
with rails and chains on top to hold the displacers.
T o convey the steel from Ebden works area to
the Bethanga bridge, flat trucks were used. These
may have been the displacer trucks with the rails
removed from the top, or may have been new ones.
3-ft.6-in. Gauge
There were about 80 timber side-tipping trucks
in service. These were built new as follows - 1921,
G.F. Sewell ten,and Malcolm Moore 40; 1922, G.F.
Sewell 12, and Malcolm Moore six; 1924, G.F. Sewell
12. Their subsequent disposal is unknown, but they
were probably scrapped.
There may have been other rolling stock, but
details are not known to the writer,
THE DEPRESSION
On 1st. January 1928 expenditure on the pro¬
ject was curtailed somewhat, but not stopped alto¬
gether. The effect of this is not very apparent,
but it certainly slowed down construction for a few
years,and would explain why the reservoir took so
long to build,(1919 to 1936).
Completion of Construction
Construction was substantially completed by
the end of 1935 and in June 1936 the S.R.&.W.S.C.
sold all the surplus plant. Other plant which was
still of use was transferred to other works, includ¬
ing Yarrawonga Weir Construction. On 8th. August
1936 the Reservoir was filled to capacity. It was
officially opened on 21st. November 1936 by the
Governor-General, Lord Gowrie.
( forToResale
Not be- Free
continued).
download from lrrsa.org.au
LETTERS
Mr. N. E. Wadeson writes -

A "ROAD - RAILS" RAILWAY (L.R. No .22, page 22)
The Road-Rails system was sold by "Roadrails

Ltd., London," and the Australian agents were "The
Melbourne Trust Ltd." Roadrails Ltd. was a British
company and its tractors were manufactured by Messrs.
Wm. Beardmore & Co. Ltd., Glasgow and London.
Tractors were of two basic types -
(a). Those remaining always on rail with a bogie at
each end - the road wheels providing the traction,
(b). Those which could run on roads or railways, by
lifting the front wheels and placing a bogie under
the front.
Either type was available as steam or internal
combustion powered, as desired.
The photo (on page 24) is of the Spotswood
demonstration track, 2-ft. gauge. The track had at
least one grade of 1 in 10 in it. The tractor is stand¬
ing over points, and is of type (b) above. It was
claimed to be capable of hauling twenty tons gross up
the 1 in 10 grade. The rail was"about 16 pounds to
the yard."
CONTRIBUTE TO -
NEWS,NOTES&COMMENTS.
Mr. A. E. Parker writes-
THE DEAN MARSH - BENWERRIN RAILWAY (L.R.No.20, p.3)
I worked on the mine itself from sometime in
1900 until the first accident during the construction
of the railway in 1901. First let me state that no
one was ever killed in any of the accidents. I was
involved in the first accident (L.R.No.20,p.9),when
the engine was derailed and ploughed into the ground,
turning on its side. The truck nearest the engine
overturned, the second truck ending with its wheels
on top of the first, and the third was thrown off the
line and came to rest at right angles to the second.
There were eight people on the train including the
driver and fireman, but only two were badly injured.
The engine had been pushing trucks ahead of
it up the line, as we were cleaning out cuttings and
widening embankments. The platelayers were just ahead
of us, and we were waiting for them to finish laying
rails over the embankment, which was on a fairly
steep rising grade. When the driver tried to start
the engine the weight of loaded trucks began to push
it back, and I think the driver panicked and lost
control; anyway it went for about one mile before
being derailed.
Regarding the boiler explosion, the driver,
fireman and guard were putting things in the last
truck when the dome blew off the loco, the force of
the explosion blowing it nearly a quarter of a mile
across the paddock. I was working in another paddock,
which would have been at least two miles from the
site of the explosion, heard the explosion and saw
the cloud of steam rising, and new just where it was.
I will endeavour to give you some account of
the working of the mine. The coal was mined from a
tunnel running under a hill, it was then hauled to
the top of the hill by a powerful steam winding
engine in a gully at the mine. There was a strong
_28 AUTUMN 1968 LIGHT RAILWAYS
wire rope, attached to winding gear at the mine, and
which went round a big Bull wheel at the top of the
hill and back down hill to the mine, where it was
attached to skips. These took the coal up the line
to a stage at the top of the hill, where it was un¬
loaded, bagged and carted by bullock teams to Dean
Marsh railway station. (The private railway not having
been completed at that stage). My job was coupling
skips, of which there were five or six, to the rope
at the mine, then going up on them to the top of the
hill, tipping them on the stage, putting them back on
the line, recoupling to the rope, loading any stores
for the mine, and going back on them. The skip line
was nearly half a mile long, so that meant about a
mile of heavy wire rope. Later I was transferred to
work on the 5-ft 3-in. gauge line during its construc¬
tion, until I was injured in the first accident.
The driver was, I believe, a locomotive driver in
England before coming to Australia, and was dismissed
from the railways for reckless driving, We knew him
by the nick-name of Hellfire Jack, and he used to send
that old loco up the line flat out. The fireman was
his son, Monty Morris, a year or so older than I.
No doubt much of the cause of the Company's fail¬
ure was the result of all the accidents, and the ex¬
penses from them, such as compensation and medical ex¬
penses which the Company was forced to pay. Then there
was the time lost in putting the locomotive back on the
line and repairs, and on top of that the cost of a new
(ex V.R.} locomotive.
The grade on the line was so steep that they
could only take three trucks of coal at a time, which
could not pay. The cuttings were so narrow and steep
that very often when they wanted to get a load through
they would find a big fall of earth and rock, especially
in the 45-ft. cutting. This could take a day or so to
clear. No wonder the Company failed!
Mr. A. Howlett writes -
BENWERRIN COAL HAULAGE (L.R. No.20).
As you may know the Tramway Museum Society of Vic¬
toria has recovered one of the vehicles from this in¬
cline, this skip carries the lettering -
G.W.C. Co
MELBOURNE
This is just able to be recognized after
cleaning down. The wheel tyres have more than seven
years wear, and the vehicle is only 22-in, wide, and
is therefore unlikely to have been regauged from 2-ft.
I therefore believe that the vehicle was constructed
for the Great Western Colliery Co., and that the in¬
cline haulage was always of 15-in. gauge, and not re¬
duced to this gauge in 1942 when the mine was re-op¬
ened. I think the map which shows a 2-ft. gauge tram¬
way running down the incline was produced by the
Dean Marsh Tramway Co. for a prospectus long before
the incline was actually built.
We have been told by the Beaumaris & Dis¬
trict Historical Society that the Beaumaris horse
tramway sold a large amount of rail in 1902-3 to a
mine in the Otways. This is further evidence that
the rails and vehicles in use between 1942 and 1949
were the original ones, dating back to Great Western
Colliery Co. days, '
Mr. B. MacDonald writes -

SHAY LOCOMOTIVES IN AUSTRALIA (L.R.No .22, page 15).
Regarding Mr. Wright's letters about Shay
locos in the Mittagong area, there was no Shay on
the Box Vale Colliery line, nor would there need to
be, as it was built by a government railway contrac¬
tor, graded and ballasted for government loco working,
It was closed before the first Shay loco got to Aus¬
tralia. Not for Resale - Free download from lrrsa.org.au
The Fitzroy iron works line, in the Mittagong area,
was a 2-ft gauge horse and rope job and closed up about
the time Ephraim Shay was trying to get the Lima Machine
Co. to build him a Shay loco. Also for Christmas Island
Builders Number 1328 is not a Shay no., - there are no
Shays in the 1,000 to 1,499 bracket. They were before
or after that.
DARNUM - ELLINBANK TRAMWAY (L.R.No. 2 1 ) .
There appears to be a discrepancy between the
written description of the locomotive and the photograph¬
ic illustration of same.
The description says that it was to be fitted
with Joy's patent valve-gear, but the photos on page 7
show a loco fitted with valve-gear between the frames
driving through a transfer shaft to the valve rod and
steam chest on top of the outside cylinders. This
arrangement is not uncommon in loco practice,and indeed
in America, in the days of slide valves, was almost uni¬
versal and was generally known as "American Stephenson."
I have not found any evidence of any British builder of
that period using it as typical and the few instances of
it have been upon special request.
It is true that Fowlers, at that time were fit¬
ting Joy's valve gear, slightly modified, to all of their
stock locomotives and had been so doing for about three
years, and continued until about 1919 when Walschaert's
became standard for them. However to retrace to the
earlier days of Fowler, they commenced building locomot¬
ives in 1867 and were usually built against customer's
order and specification to a large degree. Later they
commenced building their own design, and almost straight¬
away adopted the method of placing the steam chest on
the cylinder top, and to actuate the valves Stephenson
gear was adapted with external eccentrics, which gave
the locos a somewhat continental appearance, with all the
works around the wheels. From this point it would be a
simple and logical progression to adopt the American
adaption, and so instal the eccentrics and like within
the frame, but still maintain the outside cylinders and
steam chests.
The foregoing preamble is leading to my main
point and that is that Mr. Cropley did not receive a
locomotive that was described in the specifications
sent to him. I have no proof for the ensuing theory,
but anybody who has had experience in the engineering
manufacturing business will agree that it is a poss¬
ibility. Mr. Cropley applied to the Sydney office of
Fowler (refer article) who acknowledged it forthwith
by supplying Mr. Cropley with the only information
that they had, that being the specifications of the
standard loco. In October 1889 the Sydney office
received the Deposit and instructed the Leeds works,
no doubt by telegraph, that an order had been placed.
Therefore it is my contention that on receipt
of the cable from Sydney, the Leeds factory acknow¬
ledged and replied offering No. 5851 for immediate
delivery, because they had it on hand and wanted to
get rid of it, inspite of the agreed price being for
a smaller loco. 3-ft. gauge is not a very common one
for English suppliers, I would think that No.,5851 was
available because it had been built against an antic¬
ipated order that had been cancelled.
It is obvious from the photos that the loco
is much larger than the submitted specifications.
The specified weight was9-1/4tons, which is less than
a Mount Lyell Krauss. I would estimate the weight of
No.5851 to be about 16 tons. The two 0-4-2T Fowlers
on the Warburton timber tramway, on which we assume
this loco also later ran, were a later version of the
same pattern, and they weighed16-3/4tons.Also the
the rigid and total wheelbase of the specifications
are obviously less than that of the loco as delivered,
and I suggest that these should be 54-in. or 60-in.
respectively. In fact the two Warburton engines were
54-in. and 124-in..
Correspondence is probably missing which
would no doubt indicate that Mr. Cropley was aware
that he was going to receive a bigger loco than that
originally specified. I feel this is evidenced by
his desire to use 50-lb. rails, and when these were
not available, to use 60-lb rails. The locomotive
described in the specification was suitable for 25
to 35-lb. rails, according to Fowler's recommendations.
32. AUTUMN 1968 LIGHT RAILWAYS.
Finally, another indication that the loco
was immediately available at Leeds is the fact that
the line was in operation at the end of April 1889
after the curve modifications were made, so this means
that the loco must have arrived at the site for assem¬
bling in late February or early March, which in turn
would indicate a December sailing from England. None
of this speed would have been possible if the loco had
been processed in the normal way, particularly if
Cropley had insisted that Joy's valve gear was not to
be used.
"LIGHT RAILWAYS"
I like your practice of putting references
at the end of articles, not all magazines dealing in
railway history publish references, and without them,
unless one knows the writer, one has to consider the
article as having a fifty-fifty chance of being corr¬
ect.
Have you given thought to diversifying your
scope beyond Victoria (It is V.L.R.R.S. policy to en¬
courage research into Tasmanian railways - Ed.), like
change the title to the Australian Light Railway Re¬
search Society, or A.L.R. Society, or Australian Light
Railway and Tramway Society. I really think you would
get support, there are quite a number of people who
are interested in little railways who are not catered
for at present.
(B.Mo.Donald, Curator,Museum of Historic
Engines, Goulburn, N.S.W.).
Errata - In "Light Railways" No.22 on page 10 Krauss
builder's number 2437 is described as an 0-4-2WT, this
should have been 0-4-0T, and was a typing error for
which we apologize.
In "Light Railways" No.21 the photograph on
the bottom of page 7 should be credited to the J.L.
Buckland Collection, this was a printing error for
which we apologize. The photos on the top of pages 7
and 8 were supplied by an unknown non-member, who I
regret I am unable to credit.
NEWS. NOTES
& COMMENTS
V.L.R.R.S. Visit to the
STATE ELECTRICITY COMMISSION'S BALLARAT standard gauge
electric tramway, 3rd. March 1968.
About 23 members and friends participated in
this interesting tour. Four wheel car No.21 of 1909
was used for the first part of the trip; and the first
terminus to be visited was Lydiard Street North. On
the way to that place proceedings were enlivened when
a tram coming in the opposite direction was met on the
single track. The other car had to reverse to the
nearest crossing loop to let us pass.
Later in the tour we changed to car No.37, a
modern bogie vehicle built as recently as 1916. While
on the Victoria Street line in this luxurious vehicle
a delay of about 12 minutes occurred when the overhead
wires went dead for no apparent reason.
All lines were visited, and many photostops
were made. (F.Stamford).
M.M.B.W. SOUTH EASTERN SEWER PROJECT.- The first site
from which tunneling is taking place in this project
is in the vicinity of East Malvern station on the
Outer Circle Railway alignment. Railways will be used
in the tunnel, and on the surface for muck shifting.
Initially three Gemco-Funkey locomotives of B wheel
arrangement were ordered from George Moss of Leeder-
ville, W.A., the first one arriving at East Malvern
on 1st. March 1968. The 2-ft.6-in. gauge eight ton
locomotive has a Bedford diesel engine with Allison
34_. AUTUMN 1968 LIGHT RAILWAYS
torque drive with one forward and one reverse gear.
This gives a top speed of 15 m.p.h. Other details -
Builder's No.L6l8 of 1968, length ll-ft.6-in., driv¬
ing wheel diam. 20-in.,wheelbase 3-ft.8-in.,height
5-ft., width 4-ft., The locomotive is painted white
with black warning stripes at each end, one headlight
and a red light on top like an ambulance. It is like
a box on wheels, with a chunk 23-in. high by 29-in.
long taken out of the top at one end.
A considerable amount of 63 lb./yd. rail is al¬
ready laid and well ballasted. The heavy rail section
has to take the weight of the 80 ton tunneling "Mole"
which will run on the same tracks. There are two types
of wagons, both bogie. One is flat-topped for carry¬
ing materials, the other is for muck transport. The
mole is expected in early April, and a locomotive will
be lowered into the tunnel then. The project will be
completed in about six years.
(M.Plummer)
3-DAY HIKE.V.L.R.R.S Easter Tour -Don't forget this
golden opportunity for a leisurely walk over the route
of the Powelltown and Federal tramways. Don't delay,
reserve your place by sending the reservation form to
Geoff. Maynard, whose address is shown on page 2 of
this issue
FRANKSTON PLEASURE PARK RAILWAY - Some further infor¬
mation is to hand on the steam locomotive in use on
this line (See L.R. No.22, page 19). The locomotive
was not built by Decauville, but was built for them
by Societe Anonyme Des. Usines Metallurgiques Du Hainaut,
Couillet, of Belgium, in 1890 (not 1886 as reported in
previous references) and had Couillet's B.No. 986. How-
ever, Decauville, who acted as agents, slapped their
Builder's No. 90 on it, and sent it to Melbourne. It
was one of seven Couillet engines to come to Australia,
six having been supplied through Decauville.
The Federation des Amis des Chemins de Fer
Secondaires (The Light Railway Enthusiasts Society of
France), who supplied most of the information above,
advises that this engine is the oldest of its type
still in use anywhere in the world, and possibly the
oldest of its type still in existence.
(M. Plummer)
ANOTHER COUILLET LOCOMOTIVE- The other ex West Mel¬
bourne Gasworks locomotive, also previously referred
to as a Decauville, was built by Couillet in 1886,
with their B.No.861. This locomotive has met a much
different fate in that parts of it are being used to
manufacture a"synthetic" 2-4-2ST of Baldwin style.
The frames have been lengthened from 11-ft. to 24-ft.
and the locomotive's appearance has been completely
altered.
A new welded boiler is
to be fitted with a maximum working pressure of 160
p.s.i. .
The owner of this locomotive wishes to run
it on a section of 2-ft. 6-in. gauge track which he
hopes to lay at Walhalla.
(F. Stamford).
PUFFING BILLY PRESERVATION SOCIETY - Ex-Victorian
Railways Beyer-Garratt locomotive G.42, of 2-6-0-0-6-2
wheel arrangement was finally delivered to the Menzies
Creek narrow gauge museum on Saturday February 10th.
The locomotive was incorporated in a special train,
which consisted of NC brake van, NBH passenger car,
G.42, NBH, and NBC passenger brake van, hauled by
NA class loco No.6A.. I have no doubt that the P.B.P.S,
would be glad to hear from anyone who would like to
assist in restoring the Garratt.
Due to the severe drought the P.B.P.S. has
decided to temporarily suspend train operations, on
account of the tinder dry grass and the resultant
bushfire danger. Train services will resume when
a reasonable fall of rain has reduced this danger.
(F. Stamford).
EMU BAY RAILWAY COMPANY - The Dubs 4-8-0 loco No.8
was placed in its final resting place in Hilder Par¬
ade, Burnie on Sunday 18th. February. Like its count¬
erpart, A.4. inNotthe City
for Resale - FreePark,Launceston,
download from lrrsa.org.au signs are
already evident of parts being stripped and dismantled,
evidence of another misguided scheme of preservation
of an historical steam locomotive.
(Tasmanian Rail News),
"TEE NARROW GAUGE",No.46,published by the Narrow Gauge
Railway Society (U.K.).
The latest issue includes articles on Hunslet
0-4-0T locomotive B/No, 1028, the D wheel arrangement
Diesel-hydraulic locomotives built by North British,
a class of 2-ft. gauge Bagnall 4-4-OT's built for
South African sugar tramways(incl. scale drawing),
a peat tramway at Shapwick, magnificent finely detailed
scale drawings of Hunslet 0-6-4ST 2-ft. gauge locomotive
"Beddgelert", a 75cm.gauge line in Spain, a cement pipe
factory's tramway, and scale drawings of Hunslet B/No.
364 of 1885 l-ft.l0-3/4-in. gauge 0-4-0ST. 29 photographs
are included, including a huge one of the 4-4-0 tender
locomotive used on the Fiji free train. Annual sub.
L1-1-0 sterling. Enquiries - Hon. Membership Secretary,
N.G.R.S., Mr. J, Buckler, 123 Howdenclough Rd.,
Bruntcliffe, Near Leeds.
NOTICE
While every effort is made to ensure the accuracy and
completeness of articles published in "Light Railways",
we cannot be sure that errors have not crept in. Addit¬
ional information is being uncovered all the time, and
this often proves that the history of tramways and
locomotives was in fact different to that which was
believed to be true.
If you see any errors, or can add additional informat¬
ion, please contact the Editor, and so help us to re¬
cord the full history of Tasmania's and Victoria's
light railways
Oppinions expressed in articles or letters are not
necessarily those of the Society or the Editor.
No.24 W I N T E R 1 9 6 8 vol.VI
Price 35c
The cover shows John Thompson's drawing of a "B" class

Climax locomotive, B/No. l653, of 1923, now derelict at
Maydena, Tasmania. As the cover was printed before the
Annual Meeting, it shows the society's old name. This is
now altered to "The Light Railway Research Society of
Australia" .
Editorial changes: John Alfred has kindly offered to edit

the next few issues of "LIGHT RAILWAYS" and John Brady will
be looking after the duplicating of this and subsequent
issues. By the time members recieve this, I will be over¬
seas, and editorial correspondence should be addressed to
Mr J.Alfred. (Frank Stamford.)
New editor's note: Members who have been concerned about
the way their work was being edited will be glad to know
that the council has compiled a list of Editorial Rules
with which I fully agree. (John Alfred)
THE LIGHT RAILWAY RESEARCH SOCIETY OF AUSTRALIA.

COUNCIL:
President: Geoff Maynard, "Nayook", Bungalook Rd
"Nayook", Bungalook Rd, Bayswater, 3153, (729-2405)
Vice-President: Geoff Thomson,
115 Hawdon Rd, Heidelberg.
Secretary: Mark Plummer,
18 McWhae Ave, Ripponlea, 3l83, (53-6794)
Treasurer: John Prideaux,
2 Emmaline. St, Northcote, 3070. (48-4280)
Editor/Committeeman: John Alfred,
18 Milton Pde, Malvern, 3144.
Committeeman: Peter Charrett.
Annual Subscription- $1.50 (%1.00 under 16) dating
from 1st June 1968.

LIGHT RAILWAYS WINTER 1968 3
TRAMWAYS OF THE APOLLO BAY AREA: by E.G.Stuckey.
Apollo Bay was first settled in 1859 by paling
splitters, who shipped out their product by coastal boats
to Melbourne.
In 1852 the first sawmill was built in the present
town area. The following year another mill was established
on the Barham River, on the site of the present recreation
grounds.
Timber was loaded onto the coastal ships by pushing
small boats leaded with timber through the surf. A jetty
was built in 1855 on the east side of Point Banbury to
facilitate loading.
During 1855 a new mill was built near the site of the
P.M.G. cable station. The timber from all the mills was
carted by waggons to the jetty.
In 1882 another sawmill was established on the
Elliot River, about four miles south-west of Apollo Bay.
A tramline with wooden rails was constructed which followed
the present Ocean Road west from Apollo Bay for a distance
of about four miles, then went west from the road for
about half a mile to the mill site. This mill was about a
quarter mile upstream from where the present Elliot Road
crosses the Elliot River. Timber was taken by horse tram
to a storage yard on the hill above the jetty to await
shipment.
A new and longer jetty was built in 1892 to allow

deeper draft vessels into the port. About 1910 Martin's
sawmill was opened two miles further up the Ocean Road
from the Elliott River sawmill, the company extending the
tramway to their mill. There appears to have been a period
of joint use of the tramway by both mills. The Elliot River
sawmill closed late in 1910, leaving Martin's sawmill to
operate a few more years.
Another tramway of about two and a half miles was
built to carry crushed rock from a quarry in Wild Dog Creek
to the streets of Apollo Bay. The skips were horse drawn
and the line so poorly laid that there were constant
derailments. Eventually enough crushed rock reached the
streets to enable the line to be closed.
LIGHT RAILWAYS WINTER 1968 5.
ARCHAEOLOGY IN THE ADA VALLEY: by Frank Stamford.
(The Society's Three-Day Easter Hike)
Fourteen people took part in our highly success¬
ful hike along the Powelltown and Federal Tramways.
Eleven participated in the walk, three looking after t
the camp. The Organizer and Hike Leader was Geoff
Maynard. Don Marshall supervised the camp, while Mrs
Maynard and Mrs Marshall presided over the catering
arrangements. On the first day the party was taken in
three cars to Powelltown, whence we walked to Nayook
West (site of the tunnel) stopping there for lunch.
This stretch of the trip involved breaking through
very dense undergrowth for long distances, the track
obviously being rarely visited by walkers.
In the afternoon we continued along the tramway

until the undergrowth became so thick that we were
losing too much time, therefore we followed the road
for a mile and a half, picking up the tramway formation
at a clear spot. Splitters Camp, where the Shay-
worked section ended and the incline began, was over¬
grown, but the double track trestle bridge still stands
there, though it may not last much longer. A climb up
the 1 in l4 High Lead finished the day, heavy rain
having set in by this stage. On reaching the top of
the mile-long incline, the saturated and tired
sidrodromarchaeologists were taken by car to the camp,
near Ada No.2 Mill, where we were welcomed with a
roaring fire and hot soup.
The next day we went by car to New Federal Mill,

abandoned about 1951. Some of the mill still stands,
together with a few houses. Useful furniture was
spread about- bathtubs, beds, kitchen tables, and
other slightly used junk. From here we walked back
along the Federal Tramway to the camp for lunch. The
track was still very clear with many trestle bridges
still standing.

6_. WINTER 1968 LIGHT RAILWAYS
In the afternoon we motorcaded to Starling's Gap and
walked back along the Federal Tramway to the Ada No.l Mill
line crossing. This section was also very clear with
several high trestle bridges still intact.
On the way, Ada No.l Mill was visited and we returned

via the Ada No.l Mill branch back to camp. This line had
not previously been seen, having been always hidden by
dense undergrowth. It had innumerable very long trestle
bridges, all still standing, though rotting and slippery.
Some had slid sideways or partly collapsed, and were

at crazy angles. We finished this section just before sunset
the foliage gradually closing in over the tramway, creating
a natural tunnel. When we came out of the "tunnel" we
realized why we hadn't ever been able to find the southern
end of this line. It looked just like a wombat hole.
On the last day we walked to New Ada Mill, where

some of the mill and some houses still stood. Along the
line a stretch of steel-railed track was still in position,
and a boiler and winch were to te seen.
On our way home, the Brimbonga seasoning works was

visited at Warburton, together with a complete six-
wheel tractor.
The hike was voted a great success by everyone, and

obviously a great deal of planning must have gone into its
organization. Special mention must be made of the meals,
which werre varied, ample, and of high Standard. Mrs Maynard
and Mrs Marshall are to be congratulated for their work in
this regard.
Following the success of this hike another may be

arranged next year, visiting a different area.

THE EASTER HIKE
Right - Trestle bridges presented some

problems. This one is on the Federal
tramway, between Starling's Gap and the
Ada No.l Mill line crossing.
Left - Steel rails still intact on the

Powelltown tramway's New Ada Mill line.
(Both photos - Ray Jude)

8. WINTER 1968 LIGHT RAILWAYS
The only standard gauge Climax in Australia, B/No. 1375, on Longworths' timber tramway,
Laurieton, N.S.W. North Coast.
Photo - P. Sellars Collection
"A" class 3-ft. 6-in. gauge Climax locomotive of 1914 at work on Allan
Taylor's Mayer's Point line ( N . S . W . ) .
Photo - I.K. Winney Collection
TheClimax Locomotive
by B.Macdonald
History and Description;
The Climax Manufacturing Company had its beginning
in the town of Corry, in the state of Pennsylvania, U.S. A
in 1868, and it was initially organized as the Corry Mach
ine Co. , whose main line of business was the manufacture
of farm machinery. Two years later it became incorporated
and the name was changed to The Climax Mower and Reaper
Company.
In the middle of 1873, due to a change in ownership,
the name was changed again, becoming the Novelty Ironworks
Before the end of that year, it saw another change of name
this time to the Gibbs & Sterrett Manufacturing Co. , and
as such it rapidly expanded and diversified its operations
to include the manufacture of stationary steam engines,
boilers and other engineering products. However, this did
not bring prosperity, and after a ten-year struggle, the
company became bankrupt and was sold to a banker and
businessman, R.R. Battles, who reorganized it as the
Climax Manufacturing Company in 1884. He continued the
same line of business, but saw the necessity of embracing
some line that was not as competitive. Several ventures
were tried but none were really satisfactory, until, after
several approaches by local timber millers, he decided to
build a locomotive specially for the conditions of small
timber-getting operations, incorporating the millers'
ideas as well as his own. This pioneer of Climax loco¬
motives was completed in March, 1888, and was immediately
successfully, resulting in orders being recieved for other
mainly from timber millers in Pennsylvania and neighbour¬
ing states.
As originally designed, the Climax locomotive was

virtually a wooden framed bogie flat waggon, with a
vertical boiler mounted about two-thirds along it and
supplying steam to a two-cylinder simple expansion
vertical steam engine approximately equidistant from the
other end. A fuel bunker and water tank were mounted on
alternative ends.
10 WINTER 1968 LIGHT RAILWAYS
The bogies were wooden frame, four-wheel affairs
without springs, and were driven by a cardan shaft with
telescopic sections and universal joints, covering the
total wheelbase and driving onto the axle by means of a
spiral tooth pinion and crownwheel. Only one wheel of each
axle was driven, the other being idle. This was introduced
to give a differential effect, but this was a doubtful
advantage in the face of the loss of the potential
adhesion of four wheels. The drive from the engine unit
was effected by having a pair of straight tooth spur
gears on the crankshaft, which in turn meshed with a
mating pair on the cardan shaft, and, when one or the
other set was selected by means of a sliding dog-clutch on
the cardan shaft, actuated by a position lever on the loco
deck, so that speeds of five or ten miles per hour could
be obtained, the gear ratios being 9:1 and 4-1/2:1.
As could be expected, after the first few locos

were produced, the design was refined somewhat and more
sophisticated features were introduced. These took the
form of steel bogies with springs, and alterations to the
drive method so that both wheels on the axle set drove.
About this time, two other designs of locos were

introduced, one being a four wheel locomotive with double
flanged wheels for working on what were known as "pole
roads". These were railways of the most elementary nature
consisting of straight wooden poles about nine inches in
diameter laid directly on the ground at a suitable gauge,
without benefit of sleepers, fishplates or other orthodox
fitments. However, only a few of these were built, and so
a small number of bogie locos were built for them.
In passing, it is interesting to note that the Tasmanian
timber firm of Crisp and Gunn had a pole-road system, but
operated it with petrol tractors.
The other design forshadowed the later well-known

"B" class loco. This had a horizontal loco boiler and
vee type engine driving the cardan shaft direct. However,
no locos of this design are known to have actually been
built and it was re-designed in 1890 to incorporate a pair
of horizontal cylinders above the leading bogie and on
either side of the boiler. These drove back to a cross
shaft under the boiler and then through the change gear
train onto the cardan shaft.
In 1893 this was further modified and the cylinders

were retained in that position and inclined at about 4O
degrees and drove onto the cross-shaft which drove the
cardan shaft direct through spiral bevel gears. The change
gears were eliminated and the regular maximum speed was
settled at about 15 miles per hour. A conventional wooden
cab was mounted at the firebox and a combined fuel bunker
and water tank was placed behind it over the rear bogie.
This form of layout represented the "B" class and remain¬
ed basically unchanged except for minor improvements.
Also available was a super power version of the "B"

type, with an extra bogie carrying a water tank trailing
behind the main locomotive. This of course added to the
tractive effort without increasing the axle load. These
were designated "C" class.
Another modification that took place in this year

was that the vertical boiler as used on the "A" class was
superseded by a horizontal loco type boiler and the fuel
space was re-located on either side of the firebox and
boiler, and sides were fitted to this area of the frame
to accommodate it.
The design of loco-type boiler first used had a

parallel barrel and a vertical cylindrical firebox which
continued upwards beyond the top line of the barrel. This
was very good for the "A" class because these, more than
the others worked under the most arduous conditions in all
respects and the greater water space above the firebox
crown undoubtedly prevented many dozens of burnt boilers.
Later, the cylindrical firebox was superseded by a square
firebox, but the outer wrapper was still well above the
top of the barrel. Design changes continued and for a
period boilers with the firebox level with the barrel were
used. However, the boilers on the "B" and "C" type locos
were mainly the "waggon top" or "extended waggon top"
style which was so popular in America up till the 1930's.
There were also other features about the Climax locos that
enabled them to be dated, the more significant being-
12 WINTER 1968 LIGHT RAIIWAYS
1911: steel frame optional for "A" class.
1912: steel cabs with two side windows introduced
on "B" and "C" class
1913: steel cabs with one side window introduced
on "B" and "C" classes.
1916: square water tank in lieu of round tank
on "A" class.
1925: last of wood frame "A" class.
The ordering and production of Climax locos contin¬

ued to increase until a peak was reached about 1920. After
this, due mainly to development of logging tractors and
heavy motor trucks, requirements of the timber tramways
decreased. Not that the Climax was totally reliant on this
market but even in other industries modernisation was
being experienced and there was a number of good second¬
hand geared locos available to satisfy the needs of
specialised users. In considering these things, the
management made the decision to close the venture, and in
September 1928, the manufacturing rights, patents, parts
and work on hand were sold to the General Parts Company
of Detroit, Michigan. The machinery and property were
sold by the end of 1934, although the office at Seattle
in Washington State was open until 1945 handling spare
parts for the dwindling number of "B" and "C" class
locos in the larger timber operations in the western
area.
Unfortunately the company's records are largely non
existant, and historians in the U.S.A. have had a
difficult task in piecing together the story, and more
particularly, the builder's serial numbers. This latter
was made more difficulty by the apparently haphazard
manner in which they were issued. It is believed the
builder's plates were cast in quantity batches with the
relevant numbers on them. They were then thrown into a bin
in the erecting shop and a sort of "lucky dip" into this
bin would produce a plate which decided the number of that
particular loco, and it would be affixed in the desired
position ("A" class had it on the smokebox door disc; "B"
and "C" on the smokebox side). The system was made even
more sketchy by the initial issue of numbers, because the
consecutive numbers were not always given to the foundry.
For instance, it is believed that the numbers from 1 to
250 or 300 were issued consecutively, then only odd
numbers to 499. From 500 to 1,000 only even numbers were
used. From 1001 to somewhere about 1585, odd numbers were
again used and from there on to the finish in the 1690's,
all numbers were used. It is estimated that the total
number of Climax locos built would be between 1030-1060.
The "A" class locos were made in weight from 10 tons

up to 20 tons; "B" class from 18 tons up to 60 tons; "C"
class from 70 tons up to 100 tons. The tractive effort of
the largest "C" was 44,000 lbs; that of the largest "A" in
low gear was 19,360 Ibs. The "A" clas was very popular
because it was cheap and light, and thus suited the small¬
time user, whose budget and trackage was also cheap and
light. It was never pretended to be anything else than
functional, and right throughout the life of the company,
its appearance was something that could only have been the
product of a bush timber mill brainstorm.
The Climax in Australia;
The earliest recorded use of a Climax in Australia

was by Lahey Bros on their 3 f 6" gauge timber tramway
at Canungra in south-east Queensland. According to reports
this locomotive, a "Bn with cylindrical firebox, arrived
in 1903. For some reason it was not really popular, maybe
because the whole of the firebox was within the cab, and
the radiated heat from a cylinder some five feet in
diameter, and six feet high made it hard to live with. In
any case, Laheys purchased a secondhand Shay type loco in
1905 and used it in preference to the Climax. When and to
whom the Climax was disposed is unknown, but it appeared
on the tramway of Messrs. Pines and Hardwoods Ltd at
Simmsville on the N.S.W.. central North coast in 1923, and
I was told by two of the ex-employees of that company that
it had come from Yarraman, in southern Queensland where
the company had a previous venture. About 1930 it was sold
to the Coffs Harbour Timber Company for use on their line
at Crossma Glen, south of Coffs Harbour, on the N.S.W.
North coast. This mill closed in 1923, and the loco was
abandoned. Over the years it gradually decomposed through
the periodic depredations of the scrap dealers, until
only the boiler, bunker and parts of the motion are left.
The next arrival is presumed to be an "A" class of
about 1912, for Millars Timber and Trading Company's line
at Simmsville; they being the previous owners of that
line noted above. This was described as being a rather
small loco, possibly 10 tons weight, known as "coffee pot
During Pines and Hardwoods later ownership, it was dis¬
mantled and shipped to Allworth, on Myall Lake, and there
to assist in the construction of a branch line and was
alleged to never have returned.
In 1913 the Great Northern Timber Company imported

a 3'6" gauge wood frame "A" class of 13 tons weight for
their line at Woolgoolga, north of Coff's Harbour, In 1916
the line and the loco were sold to Messrs H.McKenzie & Co.
for their timber venture on Fraser Island, off the Queens¬
land south coast. This lapsed in the early twenties and
about 1928 the Climax was aquired by Mr G.L.Briggs, who
had a 3'6" gauge tramway at his mill in the mountains
west of Coffs Harbour. The gauge difference was overcome
by repositioning the wheels on the axles, but thereafter
it had the habit of breaking its axles on the outside of
the wheel boss, doubtless because the greater unsupported
distance between the boss and the journal allowed bending
fatigue to occur. This loco worked until the line was
discontinued in 1943 and was sold to E.A.Marr and Sons,
machinery dealers of Sydney, who dismantled it, saving
only the vertical engine which was later sold to Mr E.M.
Baldwin, a steam engine collector of Castle Hill near
Sydney.
Also in 1913, Mr William Langley imported a steel

frame"A" class for his timber tramway north of Taree on
the N.S.W.North Coast. ThLs was previously a horse tram-
was of 4'2" gauge, which also set the gauge for the
Climax. This was a remarkable line in many ways, inasmuch
as the grades were in favour of the load except for a few
places, and consequently it was a profitable line to work
The log "bogies" were each equipped with brakes and had a
long vertical lever as the operating handle which, when
two of these bogies were strung under a log between 30'
to 50' long and 4' to 5' in diameter, were connected
together with ropes and pulleys, and a brakeman riding
the 10" x 10" crossbar of the trailing bogie, applied the
brakes on that "set" by hauling on the ropes. A train
comprised six or seven of these sets, and on the down
grades the Climax would be put into neutral gear and the
whole equipage would set sail for the foot of the mount¬
ains, 13 miles away. The greatest distance of uninter-
upted gravity working was about 5 miles. It must have been
an awesome sight to see such a thing careering down grades
of 1:50 at up to 30 m.p.h. on track laid with 5" x 4"
wooden rails and the courageous charioteers hauling on the
ropes to control the train, including the loco. It is not
hard to understand William Langley Jnr's remark to me that
if a new hand stayed longer than lunch time on his first
day, they could bargain on a fair length of service from
him. This was borne out by remarks made when I was inter¬
viewing one of the employees of Allan Taylor's line some
50 miles south on asking if he had any knowledge of
Langley's line, he assured me that "they were all mad up
there- they'd have to be". Mr Langley also told me that on
one occaision they brought an injured man in the loco on
its own in 15 minutes.
This system of braking was not uncommon on timber

tramways, but it was used to supplement rather than
implement locomotive breaking.
Langley's loco recieved a new boiler about 1930,

it being made by Goninan & Co. of Newcastle.
In 1941 the line was discontinued and the loco was

sold to the Circular Head Amalgamated Timber Co. of
Smithton, in north-west Tasmania. The wheels were re-
gauged for the 3'6" line. This loco, together with
another of B/No.1265 (see below) for a few years, and,
they were dismantled about 1960 to obtain bogies for
incorporation into a diesel loco of the "Trail" type
which was built in Smithton for Messrs Britain Brothers'
timber tramway at Christmas Hills. It is understood that
some form of preservation is contemplated for the remains
of these two locos and it is hoped that it will be ade¬
quate to honour a loco of such a unique design, no other
example of which is being preserved elsewhere in the world
Mention hasNotbeen made of Allen Taylor's line, and

16 WINTER 1968
CLIMAX LOCO
B/No. Class Cylinders Weight Date
Tons Built
? B 7" x 7" ? 1903 Lahey Bros .Canungra Pines &

Qsld. No 1.19O3 - ? Ltd.Yai
? - ]
? A ? ? 1912? Millar's T.&T. Co., Pines &

Simmsville.N.S.W. Simmsvi
1912-1923. 1923 -
? A 7" x 7" 15 1913 Gt. Northern Timber H.McKen

Co, NSW 1913-1916 Is.Qsld
? A 7.25" x 7" 17 1913 W.Langley & Sons Circula

NSW, 1913-41. Now der
A 7" x 7" 15 1914 A.Taylor & Co. Mayers Point N
1,265 A 7" x 7" 15 1914 Pines & Hardwoods Pines &

Yarramin Qld 1914-23 NSW 192
B ? ? 1916 Longworths (Laurieton) Ltd. N
? ? 1923 Pines & H'woods AUst.Ne

1653 B Simmsville NSW 1923-41 Tas 19
1976 A 7.25" x 7" 22 1927 A. Taylor & Co., Mayers Point
1964 B 9"x 12" 25 1928 Forests Commission ofVict.,

1928-49. Stored to 1964. . '
? . A ? ? Davies Bros, Karriedale, Western Au

Winter 1968 17.
MOTIVES IN AUSTRALIA
Owners
Hardwoods Pines & Hardwoods Coffs Harbour Timber Co.

ramiin Simmsville. N.S.W. N.S.W. 1930 - 1932.
923 1923 - Scrapped 1958.
Hardwoods
lle.N.S.W.
? scrapped
zie.Fraser G.L.Briggs & Son Engine portion to E.M.

. 1916-28 NSW. 1928-45. Baldwin, N.S.W.
r Head Amalgamated Timber Co Tas 1941- ?.

elict.
SW, "Aleda", 1914-4O Scrapped)
H.Simmsville, Circ.Hd Amal.Timber Co.

3-41 "Slippery" Tas. 1941-?. Now derelict,
SW 1916-32 (Stored and later scrapped).
wsprint Mills
41-50. Stored
NSW 1927-42. Scrapped 1958.
Puffing Billy Preservation Soc.,

Menzies Creek, Vic, 1964-
stralia.

it was the result of the success of Langley's Climax
that an "A" type was ordered for that line also. So it
was that in 1914 a 15-ton wood frame loco, of 3'6" gauge
arrived and was christened "Lady Aleda". This loco
worked the line until 1935, when it fell through a burn¬
ing bridge, fatally injuring the driver and irreparably
damaging itself.
In 1926 another loco was ordered, this time a

20-ton steel-frame Climax loco, B/No. l676, with
cylinders 7-1/2" x 7". It arrived in 1927 and worked the
line until closure in 1942, thereafter being stored in
the engine shed at Mayers Point until cut up in 1958.
Again, mention is made of Messrs Pines and Hard¬

woods Ltd. It is alleged that they had a wood-frame "A"
class loco at their Yarraman operation, and that it also
was brought to Simmsville where it was known as "Daddy
Longlegs". Photographic evidence shows an "A" there in
1929, which was six years after the other "A" was sent
away for construction purposes at Allworth. The number
of this Climax loco is tentatively regarded as 1265 for
the reason that follows in the next description. It was
sold about 1941 and went to the Circular Head Amalga¬
mated Timber Co's line at Smithton where it was in
company with the ex-Langley Vale loco.
In 1923/4 a 3'6" gauge "B" class loco, Climax No.

1635, arrived at Simmsville named "Soward" after one of
the director of the company. According to Climax records
the loco was ordered by Messrs Ellis & Burnard of New
Zealand, and was built in 1923. It appeared in a printed
booklet on the Simmsville area in 1925, so it did not
stay in New Zealand for very long, if at all.
In 1929 it starred in a film named "Tall Timbers", which
was an adventure-romance shot on the timber site. About
1939 it was sold and later appeared at The Australian
Newsprint Mills' forest at Maydena in Tasmania, where it
was little used, and after lying derelict for a number of
years, some attempt has been made to preserve it. In 1965
a resident of Sydney, interested in geared locomotives
applied to the company for the builder's plate and in
due course recieved a plate numbered 1265 attached to a
smoke-box door disc. Therefore it is assumed that it had
somehow acquired the smokebox door plate off the "A" that
was at Simmsville at the same time.
The only standard gauge Climax in Australia was

No. 1375, a "Bl! class owned by Messrs Longworths of
Kendall, N.S.W. North Coast, who purchased it in 1916 for
their timber tramway, which finished in 1932, and after
a long storage, the loco was scrapped. The driver of it,
Mr Gibson, who also did the maintenance on it, developed
the idea of making the crown wheel on the driving axle
in two halves, thereby obviating the necessity of having
to first of all remove the set of wheels and then remove
one wheel off the axle to replace a gear. It is believed
that this idea was adopted by the Climax Company.
One of the last locos built by Climax prior to its

closure was No.l694, a "B" class weighing 25 tons, to
2'6" gauge. This was supplied to the Forests Commission
of Victoria in 1928, and worked on a timber tramway in
the Tyers Valley, in Gippsland, eastern Victoria. After
many years of disuse, it was donated to the Puffing
Billy Preservation Society Museum at Menzies Creek, near
Melbourne.
The only other known Climax in Australia was a

3'6" gauge wood frame "A" of pre-1916 vintage alleged to
be owned by the M.C.Davies Company in Western Australia.
Other than a photograph, very little is known of it, and
any information would be appreciated.
Finally, mention should be made of an advertisement

exhibited many years ago in a Queensland newspaper
alluding to the "Yungburra Saw & Planing Mills Ltd",
showing an approximate 1907 vintage "B" class on a
log train. Yungburra is on the Tableland of the Queens¬
land North Coast, and many enquiries have failed to con¬
firm that the mill ever had a loco, it is suspected that
the publicity-minded advertiser considered that a picture
of that type, possibly culled from an American timber
magazine, was much more impressive than a picture of the
motive power of their horse tramway. Further, the advt.
goes on to describe the types of timber milled by them,
not one of them being pine, which is exactly the commodity
that is shown in huge quantities on the log waggons
behind the loco.
References and Acknowledgements :

(1) Climax - An Unusual Locomotive. (Railroads of
America) re general description.
(2) Messrs D. Burke, George Bond, F.Sellars, re Lahey's.
(3) Messrs Carson, Penfold, Sellers, British Empire Films
re companies at Simmsville.
(4) Messrs Carter and Chas.McKenzie re Great Northern
Timber Co and Fraser Island.
(5) Messrs J.Briggs and E.Smith re Briggs and Coffs
Harbour Timber Co.
(6) Messrs W.& K.Langley and Barnes re Langley's.
(7) Messrs Olding, Leedham, Green, and Corrigan
re Allen Taylor's.
(8) Messrs A.& H.Longworths, Gibson & Sellers
re Longworths.
(9) Mr G.H.Eardly re Davies'.
K E E P S T E A M I N THE H I L L S
Victoria's last narrow gauge steam is here to

stay- almost. Successful train operations are
dependent on adequately maintained track, rolling
stock, and facilities.
Join in the fun of running a railway and help

to keep the permanent way permanent and the rolling
stock rolling by assisting in track maintenance,
car repairs, painting and general work.
Your participation, however small, will be

valuable in retaining Puffing Billy as something
more than a fond memory.
Ring Now!!! - P.B.P.S. WORKS OFFICER - 277-2735.

S.R.& W.S.C. RAILWAYS (continued) by P.Charrett.
No.11 Lock and Weir, Mildura.
Construction of the lock and weir started in August
1923. During 1923-24 plant and other materials, including
the 2-foot gauge Black Hawthorn 0-4-2ST loco (see Light
Railways No.21, pages 23-24) was transferred from the
Torumbarry Weir to Mildura by River boat.
How this equipment was used at Mildura is rather
uncertain. Presumably it was used to move materials and
spoil around the works area. Early in 1923 a 5'3" gauge
line was built for the South Australian Irrigation
Commission from Mildura to a gravel pit to convey gravel
for the River Murray Commission works in South Australia
The line was extended to the site of the Mildura Weir
d was used to convey materials and other equipment to
the works.
When the 5'3" gauge spur was built, another

railway siding was built behind the Mildura Power House.
S.R.& W.S.C. files do not state its gauge or purpose.
In 1927, the lock, weir, and navigation channel
were completed and the lock was first used on August 2nd,
1927. All the tram lines were pulled up and the plant
transferred to other works.
Locomotives: There is some confusion as to the

type of locomotives used here. In 1924-25 the River
Murray Commission stated that one steam locomotive was
transferred to Mildura; the S.R.& W.S.C.Annual Report
says two oil locomotives; and S.R.& W.S.C. files say two
Fordson petrol driven locos. Since only one of the
Torrumbarry locos (the Krauss) was transferred from
Torrumbarry to Maffra, it would be very unusual for the
other loco (the Black Hawthorn) to be idle from 1924
to 1936.

The locos at Mildura were probably therefore as follows-
Type Builder B/No. & date Bought Note
0-4-2WT Black,Hawthorn 1134 of 1897 April (a)

or 1920
1 1 7 3 of 1 8 9 8
Malcolm Moore 1924 Dec. (b)
(Fordson petrol 1924
engine)
Malcolm Moore 1924 Dec. (b)
(Fordson petrol 1925
engine)
Notes: (a) Eventually went to Yarrawonga Weir Construction

but might have been used at Robinvale in the
interim.
(b) Disposal unknown. May have gone to Yarrawonga
Weir construction in 1936.
Rolling Stock:
The only known rolling stock to have been used were
25 one-cubic-yard capacity side-tip trucks bought from
G.S.Sewell in October 1924. There may have been other
vehicles transferred from other works, particularly
Torrumbarry, but I do not know of them.
YARRAWONGA WEIR.
Construction of this weir started in 1935 with two
railway sidings constructed, one on each side of the river
from the 5'3" gauge Yarrawonga-Oaklands line. At least
six locos of 2' gauge were used in its construction. The
main use of the trams seems to have been transporting the
overburden and waste away from the excavations, and may
have transported materials such as stone and concrete
around the works area. Construction was substantially
completed by June 1939, when all surplus plant was sold.
The Weir was in operation on 17th July 1939.

It is interesting to note that as early as 1927
the Victorian Railways asked the S.R.& W.S.C. if they
wanted the railway bridge over the Murray built so as
to allow for construction of a future weir. The S.R.&
W.S.C. did not, and the Weir was built downstream from
the railway bridge.
Locomotives: (all 2' guage)

No. Type. Builder B/No.& Bought Notes sold
- . for scrap
date
0-4-0T Krauss 2437 May (a) June
1890 1921 1939
Black, 1134 April (b) June
0-4-2WT
Hawthorn 1897 1920 1939
0-4-2WT1 Black, 1173 April (b) June
Hawthorn 1898 1920 1939
1 B Malcolm Two of these were built in
Moore l936. The other may have been
2 B Malcolm transferred from other works or
Moore built new. There may have been
other Malcolm Moore tractors at
3 B Malcolm Yarrawonga.
Moore
Notes; (a) Bought from Q.G.R. for use at Torrumbarry.

Weir, and later transferred to Maffra and thought to
have been transferred to Hume Reservoir, then finally to
Yarrawonga Weir, probably about 1935.
(b) One of these locos was bought from the
Melbourne Harbour Trust for use at Torrumbarry Weir, and
is thought to have been transferred to Mildura Weir,and
then to Yarrawonga Weir. I do not know the origin of
the other locomotive.
The fate of the Malcolm Moore tractors is unknown.
Rolling Stock: As shown in photos it consisted of one
cubic yard side-tipping waggons, and probably trans
ferred to other works on completion of the weir.
References; The material for this article was derived
mainly from Annual Reports of the River Murray Commission;
the S.R.& .W,S..C. ; Mr J.Buckland, and A.R.H.S. Bulletins.
THE POWELLTOWN "KERR STUART"
Exploding a Myth!!! by J.L.Buckland.
With acknowledgements to C.Andrews and C.S.Small.
Thanks largely to supporting evidence provided by

my fellow collaborators enumerated above, some progress
can be reported as to the identity of the real builders
of Powelltown Tramway's first "Coffee Pot".
In their early days the British firm of Kerr
Stuart were just factors who supplied light railways to
order, with the actual manufacture of the equipment
sub-contracted to others. Their own construction
appears to have started circa 1896, but with locomotives
still being bought from outside builders.
Kerr Stuart, it appears, had no qualms about
putting their own maker's plates on such items, and I
am convinced this is the explanation of the alleged
"Ker Stuart"-built 0-4-2ST first "Coffee Pot" on the
Powelltown Tramway.
My suspicions about the builder of this engine

were aroused long ago. It had all the earmarks of an
early Andrew Barclay engine from Kilmarnock and this
belief has been strengthened by two things-
(a) A picture of an engine built by Andrew
Barclay for the Joadja Railway (N.S.W.) which, apert
from wheel arrangement, gauge, and specifications, is
almost identical with the "Coffee Pot".
(b) Discovery by Chris Andrews of a dimensioned
drawing of Baclay B/No. 267 of 1883 which appears to be
identical both as to gauge, wheel arrangement and
specifications with the Powelltown midget.
My conviction that this was indeed the case was
strengthened by a picture of the Powelltown engine
lying semi-derelict probably during the early 1930's
depression period, on the cab sides sheets of which
appear a large (though unfortunately illegible)
builders plate identical in every respect with that
of a Barclay engine, but certainly different from the
flattened oval plates usually fixed to Kerr Stuart
engines.
"A" class steel framed Climax locomotive of 3-ft. 6-in. gauge, for
Allan Taylor's Mayer's Point line, (N.S.W.)
Photo - Courtesy B. McDonald
Yarrawonga Weir Construction. Malcolm Moore tractor No. 2 in

foreground, Black Hawthorn loco and another tractor in background.
Photo - S.R. & W.S.C.

Elsewhere in this issue we report the dismantling of the Fyansford line.

Here we see the line in better days - the A.S.G. entering the quarry.
Photo - Des Jowett
" Exploding a Myth'." Andrew Barclay or Kerr Stuart? The Powelltown

tramway's first "Coffee Pot", about 1914.
To put the record straight about the identity of
the Powelltown engine, it still has to be established,
if possible, for whom Barclay B/No.267 was originally
built, it is my guess that it was later acquired by
Kerr Stuart and given their B/No.539, together with a
sister engine of identical specifications which became
Kerr Stuart B/No.538. Certainly both came to Australia
circa 1898, and are believed to have both worked
initially at the Cullen Bullen quarry of the Cullen
Bullen Lime & Cement Co. (Mudgee line, N.S.W,) which
later was acquired by Commonwealth Portland Cement Co.
When their narrow-gauge operations ceased about

1912, "539" went to Victoria, and "538" to The N.S.W.
Lime Co. at Ben Bullen, where it is possible both
engines worked for a period. Suffice to remark that
"538" subsequently came into possession of G & C.
Hoskins, the Lithgow steelmakers, This engine together
with one of the Powelltown Shays (ex-Lloyd Copper Co,
Burraga, N.S.W.) were lying derelict near the Lithgow
works in the early 1920i's, according to G.H.Eardley.
Both the Cullen Bullen and Ben Bullen quarries were
acquired subsequently by the Hoskin's Family, but their
operations under original ownership dated from circa
1887-89, and were in all probability worked initially
by horses
I am almost sure that Kerr Stuart's construction

date of 538 and 539 should be 1896, since this is
the date of two preceding engines, which Kerr Stuart
shipped to Japan- according to C.S.Small.
In conclusion I submit (but regret at this stage
I am unable to prove conclusively) that Barclay B/No.
267 and/or its twin could have been returned to the
makers, repaired, and later sold to Kerr Stuart, or
alternatively repaired by them and later sold in or
about 1896-98 to Australia.
Just as soon as confirmation may be forthcoming
from Britain, I propose going into this whole vexed
question in greater detail.

28 WINTER 1968 28
Frankston Pleasure Park Railway:

Mr Bruce MacDonald writes that the correct name of the
builders of the locomotive (see issue 23, page 34)
should be "Le Societe Anonyme des Ateliers Metalurg-
iques de Hainaut'; or "Hainaut" for short, and that
Hainaut were rather subcontractors for Decauville.
Couillet was the town wherein the works were sited.
Torrumbarry Weir Tramway:
Mr B.MacDonald writes: (see Issue 22, page 12) that
John Coulthard & Co built locomotives at Newcastle-
on-Tyne from 1835-1856. This was re-organized as
Black, Hawthorn & Co, and operated 1864 to about 1896
or early 1897, and again re-organized as Chapman &
Furneaux, and finally closed in 1901. In that whole
time approxiimately 1215 locomotives were built with
continuous builders' numbers. As Chapmans made 70
locomotives, this gives about 1145 for Black,
Hawthorn & Co, so that a builders' number of 1173
for them is not possible. There was a Chapman with
number 1157 in Western Australia.
T.M.L. 14 and Shays at Mittagong:
Mr B.MacDonald writes: Concerning Mr H.Wright's
mention of the Shays there, further research proves
that the ("Bulletin" ) statement was not made as a
historical claim, and has no basis in fact. Also on
the matter of the ex-T.M.L. loco at Westernport
Colliery, the information given here is mixed.
T.M.L. 12 was converted to a 4-4-0, and became "F"
Class No.l on the T.G.R. However T.M.L. 14 was sold
to Westernport and its road number was taken by a new
Hunslett 4-4-0, Hunslett No.335 so becoming T.M.L.
(2nd) No.l4 in 1884.
Australia's First Diesel Locomotives;
Mark Plummer writes* I was most interested in the
detailed account in Issue No.21. However, there
are a few additions and corrections I could add.
The tramway could not have reverted back to the Shire
in 1935, as they did not own it at any stage before
this date. The situation was that the tramway was
originally constructed by the Rubicon Lumber and
Tramway Co. in 1915 and paid to the Council a
nominal rental for use of the shire roads, but agreed
that at the end of a 20-year period the tramway would
become the property of the council, bearing in mind
that by then the Rubicon forest would be cut out.
However, when that time expired in 1935, there was
about six times as much timber coming out of the
forest with the likelehood of many further years'
supplies. The line closed in 1950, not because the
15-year lease to Clarke & Pearce had expired and
also it was then more economical to get the timber
out by road after 1945, the year the Forest Commiss¬
ion put roads into the bush. In fact in 1946-48 the
company was cutting in the Snobs Creek area, but
switched to the Rubicon-Royston area in 1949-1950
to make the best use of the tramway before the lease
expired. One reason why the diesels were more
economical to run than the Krauss was that they did
not need to be refilled with water four times each
journey as the Krauss had to be. Their builders'
numbers were 4271 of 1935 and 5957 of 1936,
respectively. Their weight was 10 tons.
Hume Reservoir Construction: (Issue 23)
Mr Mark Plumrner desires to add some comments to
P.Charrett's excellent and informative article, by
saying that they are not his own personal observations
but from the Locomotive List. "I feel that there can
be no doubt that the photo on p.13 is the locomotive
from Haydens tramway. Mr Hayden himself says his
father sold their locomotive to the S.R.& W.S.C, for
the Hume Reservoir and comparing it with a photo of
the engine taken whilst on Hayden's tramway, the
same Baldwin characteristic of protruding counter-
weights, smokebox front and curved motion plate
while the equally un-Baldwin characteristic of
a sloping steam chest are evident while the roof
that extends the full length of the engine while
at Barwon Downs has been cut in half and a
spectacle plate and cab sides have been added to
give some protection against the elements. The
story of the Harman being the pattern engine
probably came from the fact that a man named
Leslie is supposed to have designed the engine
while working for Harman, later going to work at
Perry's and taking the design with him.
The Harman-built loco could be distinguished
from the Perry by the round edge on the tank tops
and the irregular shaped dome cover. It was
scrapped in 1953 concurrently with the Perry
in Tasmania. The 3' gauge Fowler of the N.S.W.
P.W.D., according to Mr G.Bond, worked at Mt.
Morgan until the end of the war. In 1954 they were
used for a precipitation process by placing
them in a stream heavily laden with copper
leaving them for some time, then removing them
and treating them to remove the copper that
had been picked up. Later the process was dis
continued, and one loco was placed in a park,
the other one lying derelict. The Torrumbarry
Black Hawthorn, if it came from the Melbourne
Harbour Trust must be B/No.1134 of 1897, and
originally from Zeehan & Western Silver Mining
Co., of Zeehan, where it was known as "Western",
as in 19l8, a Sydney dealer, a Mr J.E.Toole,
advertized for sale "a 2'" gauge locomotive by
Black, Hawthorn £ Co, on Williamstown Wharf,
(Melbourne) named "Western". The dimensions
given by S.R.& W.S.C. for the locomotive agree
with the dimensions as measured by
J.Thompson.

AUSTRALIAN CEMENT LTD, Fyansford: The track has been

sold to Dickson Primer, who will have removed all the
mainline by the time you recieve this magazine. The
ASG has been given to the ARHS for their Newport
Museum; to the P.B.P.S. have been given the Perry
0-4-0T, the Beyer-Garratt, the boiler off the other
Beyer-Garratt, the signalling and two wooden dump
trucks. The Vulcan (No.5) is to be put on a concrete
block in Ringwood City Council's Jubilee Park, where
it will be "preserved" in a different way.
The Geelong Sub-division of the A.R.H.S. gets the
Hudswell-Clarke 0-4-2ST, and Mr Gunser says they
plan to run it on some land near Drysdale where they
already have Council permission for a line. The other
Vulcan has been given to the Lake Goldsmith Steam
Engine Preservation Society at Beaufort, together
with the carriage and two flat-cars, and Mr Coleman
informs us that he plans to lay some track and
would like to restore the engine to its original
colour
The deisel, being identical to a VR "T" class,
will probably go to the,VR, notwithstanding that it
would have to be fitted with 5'3" gauge trucks, and
is not fitted for M-U operation. It is hardly used,
and, with its dynamic breaking, could be very use¬
ful on such a line as Cudgewa. The steel dump
trucks were pushed onto the top line by No.6
before the main line was dismantled, and will be
either sold or scrapped. All locomotives will
probably be moved During July or August.
-Mark Plummer.

11
L.R.R.S.A. Visit to"V/histle Stop on May 25th:
On this date 87 members and friends visited
"Whistle Stop" , the Frankston Pleasure Park Railway
to ride behind and photograph the 2'6" gauge Couillet
0-4-0T locomotive, the oldest locomotive regularly
running in Victoria- possibly in Australia, After a
barbecue lunch we walked to the engine shed, where
the loco was being steamed up. The superb restor¬
ation job was admired; the loco looking like new
with shiny paintwork and gleaming brass. Two3/4mile
circuits were completed in the normal direction,
then the engine was turned on the triangle, and we
set off in the opposite direction against a steep
grade. Rain fell and the rails became greasy. The
engine skidded and members had to hand sand the
rails. After two such runs the "Clarkat" petrol
loco was brought out towing two wooden waggons, on
which members rode, movie cameras whirring, giving
them an unusual experience of filming one train
from another running 10-20 feet in front. The
Clarkat, with only two-wheel drive was found to
slip more than the Couillet. Two more circuits in
the normal direction ended this interesting day of
light railroading. An ABC television cameraman was
present- and on the next Monday the ABC News
included a two-minute clip of the outing. We wish
to thank the owner of "Whistle Stop" for giving us
such an interesting day; and for those who have not
visited the park in Skye Rd, it is open every Sunday
and public holiday, and is well worth a visit.
-Mark Plummer.
Whilst ever effort is made to ensure the accuracy of

material published in "LIGHT RAILWAYS" we cannot be
sure that errors have not crept in. If you see
errors, or can add additional information, please
contact the Editor, as it is only thus the full
history of Australia's light railways can be fully
recorded. Opinions expressed in articles or letters
are not necessarily those of the Editor or Society.

V J , ,
. IV
PUBLISHED BY
THE LIGHT RAILWAY RESEARCH SOCIETY OF AUSTRALIA

LIGHT R A I L W A Y S SPRING I968
N o . 25 V o l . VI Price 25c
xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx
Cover: John Thompson recorded a rare occurrence of "Eudlo"
and "Coolum" double-heading on a sugar cane train at
Nambour, just sixty miles north of Brisbane.
The LIGHT RAILWAY RESEARCH SOCIETY of AUSTRALIA
C o u n c i l -
President: Geoff Maynard,
"Nay 00k", Bungalook Rdt Bayswater, 3153. (729-2405)
Vice-President: Geoff Thomson,
115 Hawdon Rd, Heidelberg,
Secretary: Mark Plumner,
18 McWhae Rd, Ripponlea, 3183. (53-6794)
2 Ennaline St, Northcote, 30?0. (4-0-4280)
Editor/Coianitteeoan: John Alfred,
18 Milton Pde, Malvern, 3144.
Committeeman: Peter Charrett.
The next issue will be printed by offet (expense notwith-
standing) with consequent additional space for ciore articles
and photos. This means that we will have to fill those pages.
Now that the society is Australia-wide in its area of int-
erest, and, as there is (or was) an abundance of light rail-
ways to sugar mills, timber mills, mines, etc, there should
be no shortage of subject matter. Renenber, the PEN is
mightier than the , SWORD, so WRITE.
Certain back numbers are still available if you write to

the Secretary.

The BRIT A M IA GREEK TRAMWAY: By G knynard
Origins: Cuming Smith & Company was founded in xoyz when
Charles Campbell and James Cuming Snr acquired the busines
of Robert & Alexander Smith, trading as Robert Smith 8c Son,
Sulphuric Acid Manufacturers of Yarraville. Under the
dynamic leadership of James Cuming, the business expanded
rapidly and the company entered the fields of fertilizers
and chemical production. As a direct result of this expans-
ion programme, Cuming, Smith & Company "began investigating
the prospects for the establishment of a timber distill-
ation factory in Victoria,
Several factories had been operating quite successfully in
England and on the continent, and so Cuming, Smith & Co.
obtained extensive details of the process from various
overseas companies. Three things are essential to the
economic operation of a timber distillation works: abundant
supply of raw material for distillation; fuel for the furn-
aces; and an adequate water supply for cooling, condensing
and steam raising.
The Britannia Creek Valley filled all these requirements

thus in 1907, Messrs Cuming, Smith & Co. constructed their
works there. The valley, situated on an old granite format-
ion, is said to have recieved its name in the early days of
gold mining, when a settlement of gold seekers and prospec-
tors was established in an elevated valley known as "The
Braes", An ex-R.N, midshipman, Charles Bowtell, who served
on K.M.S.Britannia during the Crimean War of 185^, came to
the colony after his discharge and settled in this new min-
ing community. Being an enterprising individual, Bowtell
carried on an illicit trade in "spiritous liquours" in a
shack which he called "The Britannia", after the ship in
which he served. Thus the locality became known as "The
Britannia", and the creek which flowed through the valley
as Britannia Creek.
After the decline of alluvial mining, the land around "The

Britannia" was surveyed by the Crown and thrown open for
selection in small blocks of 20 acres. However, of the
hundreds of blocks selected, only two were ever cleared
and held by settlets, and these eventually formed part of
the works area* Not for Resale - Free download from lrrsa.org.au
k SPRING 1968 LIGHT RAILWAYS
The settlement located near "The Britannia" was named
T arrange, near which Cuming, Smith & Co built their works.
The cost of developing this area was in excess of #100,00,
and the works commenced operations on l6th August 1907*
Development: In conjunction with the erection of this works
buildings, two main tramlines of 3'0" gauge were construct-
ed, the first an access tramway connecting the V.R. line
east of Yarra Junction, and the second a milling line foll-
owing the creek up the valley. Both were steel railed
throughout with timber railed logging spurs/ On leaving the
works, the access tramway followed a westerley course,leav-
ing Britannia Greek and maintaining an even grade across
timbered country towards Yarra Junction.
The Little Yarra River was crossed en route and shortly
after the tramway entered the Old Lilydale-Warburton Rd
approximately a half-mile from Britannia Siding. The main
road was followed on the north side until Britannia Siding
was reached, 2.% miles from the distillation works. The track
arrangement at Britannia Siding was a rather unusual one,
owing to the fact that the V.I?.siding ran in an easterly
direction on the "up" side of the main line-. The tramway
approached the mainline at an acute angle, then reversed
back into the siding, (see diagram).
Above the works, the tramway continued for approximately
a half-mile up the creek valley to the foot of an incline
adjacent to the Britannia Falls. This incline, which was
double track, ascended the rapidly steepening slope until
No.l Mill was reached in "The Braes". From here the tramway
continued to ascend the range in a series of inclines conn-
ecting with the three other mills. No.h Mill was 7 miles
from Britannia Siding.
Operations: In order that they might use their timber
leases economically and to best advantage, the company in
conjunction with Mr J.Yelland established four mills progr-
essively up the valley. From these mills, logging tramlines
and haulage winches were set up and the forest was system-
atically worked along a face, every available tree being

LIGHT RAILWAYS SPBIHG1968
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6 SPRING 1968 LIGHT RAILWAYS
felled and sawn into logs of various lengths. Even timber
that had lain on the ground for years was taken, if sound
enough to stand transporting, On arrival at the mill yard,
the logs were sorted, every log with commercial value as
building timber was fed into the mill to be broken down,
whilst all inferior logs went to the splitting yard and cut
into three-foot lengths by a steam-driven cross-cut saw.The
log sections were then split by hand with maul and wedge
into 4" x 5" x 3'0" billets and then loaded onto bogies for
despatch to the drying area. Due to the high moisture con-
tent of green hardwood (up to 51% water) the billets were
in the drying yard approximately 18 months until they had
thoroughly air-dried to a moisture content of 12%-1J&, To
enaure continuity of timber billets for the distillation
process, upwards of 12,000 tons of timber was stacked in
the drying yard at any given time.
To commence the process of distillation, dry timber billets

were loaded into four-wheel tubular shaped slatted wrought
iron wagons, approximately 9* 0" in length. These trucks
were then hauled one at a time by draught horse to a hold-
ing yard adjacent to the drying chambers. Five tracks con-
verged at this point, terminating in a single truck turn-
table. (see diagram) From the turntable, a track ran
alongside the drying chambers to a three-rail traverser,
which ran full length of the main building. The loaded
trucks were rolled onto the traverser and loaded one at a
time into the brick drying chambers fronting the traverser.
Four trucks were loaded into each chamber, and hot furnace
gases were then passed through the chamber, heating the
billets to 100°C.
From the drying chambers the trucks were moved via the trav-
erser to the retorts and loaded again into batches of four
trucks per retort. The trucks remained in the retorts for JO
hours until the distillation process was completed, leaving
only a charcoal residue. When the retorts were opened, the
trucks were drawn out by steam winch across the traverser
directly into the cooling chambers. The charcoal was
removed from the trucks and bagged ready for despatch. The
distillation or decomposition of the lignocellulose (of

LIGHT RAILWAYS SPRING 1968
Entrance to distillation works, Britannia Creek. The Locomotive

"Westwood Ho" is in foreground,
Timber from Yelland's Mills at Britannia Siding. Both photos from

L.R.R.S.A. Archives.

8- SPRING 1968 LIGHT RAILWAYS
Transferring timber at Britannia Siding, looking in the direction of Yarra Junction

with the train for Warburton rounding the curve. Photo: L.R.R.S.A. Archives,
The Decauville loco, hauling L.R.R.S.A. 's excursion train at "Whistle

Stop", Frankston, on 25/5/1968. Photo: K.S. Kings.

which dry timber principally consists) in the retorts,yield
ed more than kO different chemical substances, both liquid
and gaseous. The gas was used immediately as a fuel for the
retorts and drying chambers. The liquid portion, known as
pyroligneous acid, consists of water, acetic acid, wood
spirit, tar, and creosote oil. By chemical processes,the
tar and creosote were removed and the following products
were obtained: pure acetic acid, acetone, methyl alcohol,
denaturing spirit (used originally in manufacture of methyl
ated spirits) and formalin. All these products were filled
into steel barrels, earthenware or glass jars (held in
wicker baskets) and despatched from the works via the tram.
Apart from the processing areas,a fully equipped laboratory
was maintained for product testing and development. A self-
contained machine shop was also provided for carrying out of
maintenance, and thus the works were almost self sufficient
in their operation.
In full production, the works employed approximately 60

men, who were accompanied around the works area. Motive
power on the tramway was predominantly horses, with winch/
gravity working; however a steam loco was in use for
several years. This loco, named "YJestwood Ho" was a Fowler
2-^-0 tank, assumed to have come from Sanderson 8c Grant's
Tramway at Forrest in 190?. As the Forrest Tramway was 3'6!i
''Westwood Ho" would have needed re-gauging before it
could commence at Britannia Creek, but no further details of
its history have been uncovered by the writer at this stage.
The loco worked the section of the line from the foot of
incline to the works and right throigh to Britannia Siding.
However, by August 1915, the loco was out of service and
stored under a shelter at the works, and horses had taken
over completely. After the works closed the loco was cut up
on the site.
Closure: Cuming, Smith & Co operated the works until 192*f,

closing on l?th August, due mainly to a diminishing market
for charcoal, and new chemical processes having been
developed for the production of several of the distilled
products. Yelland Bros continued to mill the area and rail
sawn timber out to Britannia Siding until the late 19^0's.
A sawmiller named Drain was also ailling in the area after
1928 and apparently had running rights over the tramline
from Yellands. 18 nonthszafter the works closed i n 1926, a
bushfire ravages the area, completely destroying the works
buildings and seriously damaging the tramline. Repairs were
carried out by Yellands, and the line was soon in use again.
Other interests: Although they were completely finished with
timber distillat ion in 1929» Curbing, Smith & Co were still
involved in the timber indistry of the Upper Yarra area
until 1932. In 1917t t n e Mississippi Sawmilling Company was
acquired and in 1§19 f J.M.Grant's Seasoning Works at East
Warburton came under their control. They acquired the
Enterprise Sawmills in 19251 and continued to operate all of
these businesses until approximately 1933*
M ai n r» « d
Cuming, Smith & Co's mills produced building timber, case

timbers, flooring, lining and weatherboards and also fine
timber for furniture and car body building, all sold under
the "Sickle" trademark. During 1928, Cuming, Smith & Co
considered proposals to but the Loch Valley Tramway, Mount
Horsfall Tramway, and many other existing or projected
IT ^,Mill AYS SPRTMG 1968 11
CUMIK6 SMITH * C» f^Ua.
TtMlfR M U l L U n M VORKS
UtTTJUU I t t t K . it 1*17

1Z SPRING 1968 LIGHT RAILWAYS
trpjnlines were investigated by the company. However, the
directors decided late in 1928 that they would not pursue
this line of business any further, but would develop their
fertilizer and chemical interests instead. Perhaps if their
decision had been reversed, a very interesting complex of
mills and tramways could have developed in the Warburton-
Noojee area, that would have survived for many years after
1939. Today, Cuming, Smith & Co are still in existence, but
as prely an investment company, being one of the major
shareholders in I.C.I.A.H.Z.
An UNUSUAL TRAMWAY PROPOSAL: John Alfred

The steam trams of New South Wales were remarkable for
their scale op operations, unique on account of the diverse
collection of rolling stock, and astounding for the unpre-
cedented density of traffic. It is thus to be regretted
that the scheme here related did not come into existence to
give that added "flavour" to their history.
To deal with the problem of removing the garbage and night-
soil of Sydney, a scheme to utilise the existing tramway
system was sugeested by Gustave Fischer, C.E., of the P.W.D
and proposed by A.C.Mountain, M.I.C.E., to the Sydney Muni-
cipal Council in 1890. It involved the construction of a
branch siding from the existing tramway, at Moore Park,
near the road to the nightsoil depot, from where the trans
would proceed to a point on the Botany line, there connect-
ing by another branch line to Cooks River near the syphon
then under construction, and crossing thafcriver by either
staging or a bridge with a swing opening, and proceed to an
area known as Webb's Grant. At each end would bo "stations"
with pumps to fill and empty the trucks by pneumatic press-
ure, to avoid "offensive smell or waste". We are solemnly
informed the "nightly output does not exceed kO tons".
The capital cost was set out thus:

Two W.I. trucks, each 64-0 cubic feet capacity £ 64-0
Two 6 h.p. engines and air pumps 500
Two sheds for same, at stations 250
One tram locomotive 1.800
Couplings, connections, etc. 1LJ0
V mile branch line and sidings to form loading
station it M-ore Park, vith P ^ - ' ^ T >>.000
LIGHT B Alia AYS SPRING 19 6 8 13
One mile of tramline, per-way, culverts, etc,
connecting Botany Ed with Cooks River £6,000
Crossing Cooks River with Tramway on timber bridge
with centre swing span of 1,100 feet 5»000
Pipes, flumes, etc. J00
Sundries 1,660
Total: 18,000
Working expenses, p.a., including 250 tons coal at
1 per ton, totalled 4,362
The SANDFLY TRAMWAY: John Alfred
This was one of the rather numerous tramways to the south
of Hobart, being a 2' gauge line from Margate on North-West
Bay to the Sandfly coal mines. Working of the tramway was
said to be very difficult due to the high altitude of the
mine and the rugged nature of the country. One mile from
the mine, the tramway surmounted a saddle 1,4-00' above sea
level. Operations commenced in 1881 and were discontinued
in 1919, on account of destruction of the tramway bridges
by fire. The reasons for the failure of several companies
who operated these mines nere given as the costly system of
underground transportation, excessive cost of transport of
the coal to Margate, etc. In the mine, coal was conveyed to
the bottom of a dip tunnel in trucks of 1,000 lb,capacity
by boys, and hauked by steam power to the surface,
From the jetty, the tramway crossed gently rising country

for 4 miles, then climbed steeply sidelong up to the
saddle near the mine. The tramway was well-designed and
constructed, having generally a firm foundation, easy
curves, and grades not exceeding 1 in 28, By 1922, the tram
way had fallen into disrepair, the sleepers were rotted,
culverts had caved in, and several bridges were burnt. The
rails were a nondescript lot: four miles of 40 lbs per yard
of ordinary pattern, one mile of 40 lb chair rails, and 7-J
miles of 20 lb rails.
Rolling stock is given as two small Krauss locos, with

three trucks of 6-ton capacity of "quite unsuitable design
for the purpose". (Photographs show locos with trains

l*f SPRING 1968 LIGHT RAILWAYS
of at leaL.ttwenty-Bide-tipping trucks on spectacular
trestles). Cost of railage from mine to jetty, the grades
being with the loadB all the way-, was 3/6 per ton, or 3-g-d
per ton mile. Two brakesmen were required to attend to each
train. Accidents on the rough and uneven railroad were not
infrequent, although speeds seldom exceeded 6 m.p.h. The
(spare?) loco was uncoupled at the summit and sent ahead.
At the jetty, trucks were hauled to the top of the bins and
emptied by hand. In 1922 it was considered doubtful whether
the mine was of sufficient importance to warrant expendit-
ure of the large sum required to put the tramway and roll-
ing stock in working order.
The Sandfly Tramway:
/ I
North'
\ West
Bay
Sandfly mines.
The OPENING of t h e ALTONA DAY RAILWAY: John Alfred

C o - i n c i d e n t a l w i t h t h e Land Boom of 1 8 8 7 - 1 8 8 8 , a p r o d i g i o u s
number of tramway schemes were p r o p o s e d in the suburbs of
M e l b o u r n e and t h e p r o v i n c e s ; a l s o numerous r a i l w a y s were
b u i l t u n d e r t h e " O c t o p u s A c t " , u s u a l l y t o b e n e f i t some p o l -
i t i c i a n ' s land s w i n d l e s . C u r i o u s l y , o n l y one r a i l w a y was
u n d e r t a k e n by a p r i v a t e company. A l a r g e a r e a of f l a t , open
g r a s s y p l a i n from t h e w e s t of W i l l i a m s t o w n s t r e t c h i n g to
t h e Geelong r a i l w a y , fronting t h e b a y , was p u r c h a e d by a
syndicate, subdivided, and a u c t i o n e d o f f i n t h e p r e v a i l i n g
manner of t h e day* U n u s u a l l y , no s c a n d a l came t o t h i s com-
pany i n t h e f o l l o w i n g c o l l a p s e . The A l t o n a Bay E s t a t e C o ,
and i t s subsidiary, t h e A l t o n a Bay R a i l w a y Co L t d , (of
which l i t t l e i s recordei ) planned a l i n e from t h e Govt
LIGHT RAILWAYS SPRING 1968 1£
railway at Williaxastown Racecourse, to traverse the estate
and connect with the Geelong linet with intent to provide
an alternative route to that place. In March of 1888 a con-
tract was let to David Munro & Co Ltd to construct the line
from Williamstown Racecourse platform to The Homestead?
near the beach, in Altona Paddock. The loop line with the
Geelong line was "contemplated".
Advertising claimed that this "colossal estate has so many

advantages as a marine suburb, that it can safely claim to
be the Margate of Australia", etc. This was the "land that
would boom in the spring". Originally set for 1st Sep. but
was set back one week for reasons not stated. The first
train to actually convey passengers over this line ran on
1st September, and carried 150 ladies and gentlemen at the
invitation of the proprietors. Through the first week
steam trains ran continually every day taking intending
buyers to the estate.
On Thursday, Friday, and the Saturday of first sale,

the agent's office was besieged by applicants for pass.
(free, of course) The first printingoof several thous-
ands was quicklyexhausted, then second and third editions
were made till the printers' ink gave out or the machinery
broke down. The first sale was most successful, with an
unprecedentedly large attendance. Large coloured views
were on the hoardings surrounding St.Pauls Cathedral, and
shield-shaped cardinal banners were suspended from upper
windows of business establishments in the main city
streets with the device: "Altona Bay Estate- September 8th".
Special trains kept running at intervals from Spencer St.

Locomotives with long compliments of carriages glided to
and fro along the rails, loaded with passengers. The
special trains were insufficient, and an additional one
had to be put on. Yet it seems more persons went by boat.
S.S,Williams left queens Wharf at 1/30 pm with 600 souls._
It was top-heavy at first, many persons being on the hurri-
cane deck. A good deal of "Altona Bay Estate" bunting was
flying on the old craft. (like a circus going to sea?)
Several hundred persons were on the l,60O« long pier to
greet them, having come by train, and S.S.Surprise, from
Sandridge. The beach glistened in the spring sunlight. It
was quite enchanting and refreshing as tiny wavelets broke
with a gentle murmur on pebbles and sea-shells, seaweed and
bleached cuttle shells, (i) There were no offensive smells,
(oh?) only pure ozone air. The Yan YEan percolated beneath
the surface. (That means water was laid on). The company
had spent a half-million pounds in developing Altona. (sic)
A vast multitude (about 3,000) was at the sale. The whole

of the estate was narked out in streets and allotments. The
first lot sold was No.19 on the corner of Esplanade and
Pier St. 114 lots were sold, to a value of £25»^2/5/9.It
was said the railway authorities would eventually take the
Line over. Return trains were ranged alongside Altona Bay
platform in readiness.. These were soon crowded and steaaing
away on their 20-minute journey. Throe steamers were at the
pier: Williams, Rescue, Surprise. The stream of land-buyers
hurried as whistles blow and gongs sounded. Our party
boarded Surprise, and challenged Williams and Rescue. Hats
were lifted, pockot-handcherchiefs waved, as gradually the
beautiful foreshores of Altona Bay faded from view. Songs
were sung, and a pleasant 20 minutes or so passed. The
train was waiting at Sandridge, and in a few minutes we
were again in the city.
Other sales were held on successive Saturdays, when one

train, departing at 1,^5 P«EI. » and one steamer, sufficed.
Building operations commenced on 7th October. Just before
the 7th sale on October 2?th, the boom dramatically burst,
bringing a quick end to the glorious fixtures of those
gilded days, when 20-30 special trains left every Saturday
for land sales in the suburbs and near-country areas.
The ALPHIHGTON GAS MOTOR of 1886: John Alfred

When comparing the great cost of the labyrinth of ropes,
wheels and heavy machinery of Melbourne cable tramways, and
heavy motors of the Sydney steam trams, it occurred to a
number of engineers and others that by the application of a
gas engine with a quantity of gas stored under pressure and
compressed to keep the engine supplied, a motor could be
made to work roads of ordinary grades, as effectively as

LIGHT RAILWAYS SPRING 1968 1?
the cable, and of not more than l/j5rd the weight of a steam
motor. Having matured their plans, they got consent from
the Rlys,Commissioner to use the Alphington line. They got
a 3^ h.p. Otto Gas Engine and constructed the experimental
car. Great pains were taken in experimenting and making
notes of its performances. Over 10 weeks, they ran a number
cf trial trips and showed it to all who wished to see it.
Being anxious to put the invention to a more practical test
an agreement was entered into with the Govt to carry pass-
engers and work the Alphington line as a tramline,
Thus it was stipulated that a motor should be supplied to

draw a carriage in which the passengers be carried. So a
new motor was constructed with a 6 h.p. engine, and fitted
with friction gears similar to the first experiment. This
motor weighed 4-g- tons; the carriage 35 cwt; a total of 6J
tons. The supply of gas was in four copper cylinders each
16" diameter, 6< long, tested by hydraulic pressure before
used, to 200 lb per square inch. Total capacity was 28
cubic feet. The gas was compressed to 10 atmospheres, or
say 150 square inches with 280 cubic feet of gas, enough
for 15 miles. The pressure of 100 lb was never exceeded,
which gave ample supply to reach Alphington and return to
Clifton Hill.
To compress the gas, an engine and compressing pumps were

fixed near the line, to take the gas from the Metropolitan
Co's nains, and force it into recievers, where it remained
under pressure till required to be used. When the iiiotor
needed a fresh supply of gas, it was brought opposite the
recievers, and containers of the motor connected by a short
india-rubber hose to a pipe. A tap is turned on, and gas
passed from the reciever to containers till pressure was
equal, when the tap was closed, hose disconnected, and the
motor ready to resume duty. Not more than two minutes
was needed to charge the containers. This engine, pump, and
recievers needed not to be near the line, as they may be
placed one or two hundred yards away in any convenient
place. The time usually taken for the 2-J miles was 16 mins.
The heaviest grades were 1 in 501 of which there were three,

the sharpest curve was l8-5r chains radius. Eight trips were
made a day, totalling about ko miles a day, with one extra
on Saturday. Over the first four months, the average con-
sumption of compressed gas was 702 cubic feet a day, meas-
ured by a meter.
The tram wheels were 2 r diameter, made of cast iron,

chilled, and cast from a pattern found at a foundry.
Friction wheels were of ordinary cast iron, and were
actuated by the movement of one lever for forward, reverse
or stopping. The motor ran round the carriage at each end
of the line. On one or two occaisions, as many as kO pass-
engers travelled at one time, but it was regretted that
good loads were very much the exception. Traffic in winter
was very light. Repairs to June 1886 were almost nil.
Captain Rowan said this was not the first tine such a thing
was tried on tramways, and it was one of the earliest such
things tried on tramways, which statement seemed very pecu-
liar to the others concerned, as when any trial by electri-
city was carefully recorded, that there were no records of
trials by gas, and, as no such records could be found, they
all wondered that it had not occurred to somebody before.
Professor Kernot recorded the results of an experiment on

19/5/1885 at Northcote- the total consumption of gas was
50,3 cubic feet; distance travelled was 2 oiles 26 chains,
V3 links and back; consumption per mile was 10.7 cubic
feet; time of whole run was 30 minutes 15 seconds; aver-
age speed was 9*29 m.p.h. Efficiency of nechanism was
remarkably high; the loss of only 26% was a most satisf-
actory; and promised long life for the engine and gearing.

EMU BAY REVIVES I ! Mark Plumaer

The Emu Bay R l y Co h a s o r d e r e d f i v e new l o c o m o t i v e s from
t a l k e r s Ltd of M a r y b o r o u g h , Q l d , to handle projected
i n c r e a s e d t o n n a g e s on t h e i r l i n e . T h i s f o l l o w s t h e d e c i s i o n
of t h e Ht L y e l l M i n i n g & R l y Co Ltd t o once a g a i n commit
T h e i r f r e i g h t by r a i l . E x p a n s i o n by b o t h Mount L y e l l and
E l e c t r o l y t i c Z i n c , and t h e cfeGision t o build a sulphuric
p l a n t a t B u r n i e which w i l l be i n o p e r a t i o n e a r l y 1 9 7 0 . T h i s
w i l l b r i n g t h e E . B . R . m a i n l i n e l o c o s t o a t o t a l of n i n e .
T h e s e new o n e s w i l l be d i e s o l - h y d r a u l i c and exe e x p e c t e d t o
be e q u i p p e d f o r m u l t i p l e - u n i t o p e r a t i o n , and be of a p p r o x -
i m a t e l y 750 h . p . , and w i l l h a v e v a r i o u s i m p r o v e m e n t s on t h e
e x i s t i n g "10" c l a s s .
E . B . R . e x p e r i m e n t a t i o n w i t h d o u b l e - h e a d i n g of d i e s e l s f o r
first t i m e e v e r on 5 1 / 5 , by c o m b i n i n g t r a i n s 2 and k i n t o
one a t P r i m r o s e , g i v i n g 13 l o a d e d " Z " t r u c k s p l u s two v a n s
w i t h a r e c o r d l o a d of 595 t o n s . Both l o c o m o t i v e s were
manned, t h e s e c o n d u n i t h a v i n g an e x t r a t a c h o m e t e r i n t h e
d r i v e r ' s c a b s h o w i n g t h e r . p . m . of t h e f i r s t l o c o . A "2"
t r u c k d r a w b a r b r o k e b e f o r e t h e t r a i n had gone f a r , b u t the
train s p e e d t o Boko up t h e f i r s t b i g g r a d e was t h e same a s
f o r a s i n g l e l o c o and s i x " Z " t r u c k s . On t h i s d a y , e v e r y
w e a t h e r c o n d i t i o n was p r e s e n t - l i g h t snow, r a i n , and sun
s h i n e , g i v i n g a l l c o n d i t i o n s of r a i l s e r v i c e . The t r a i n
h a l t e d on t h e Que b a n k when a c o u p l i n g c h a i n b r o k e b e t w e e n
t h e "Z" t r u c k s , and t h e l o c o s wore a b l e t o s t a r t t h e l o a d
w i t h o n l y minor w h e e l s l i p . The t r a i n was s p l i t a t G u i l d f o r d
and c o m p l e t e d i t s j o u r n e y a s t h e n o r m a l 2 and k t r a i n s .
E . B . R . w i l l b e g i n h a u l i n g p y r i t e s from Mt L y e l l m i n e s at
Queenstown far t h e p l a n t a t B u r n i e and w i t h i n g a few years,
a b o u t 2 0 0 , 0 0 0 t o nNot
s for
ofResale
c o p- pFree
e r download
c o n c efrom
n t rlrrsa.org.au
a t e s w i l l be r a i l e d t o
Burnie annually. This, with the double-heading, and the 500
ton loads will mean an extra 8 trains in each direction
each week! To carry the increased tonnage of ore a fleet of
new rolling stock is to be purchased, but no details are as
yet released. It is under consideration to re-open much of
the abandoned Rosebery-Zeehan section (closed I965), pose-
ibly as far as the 83-mile post (four miles past Rennison
Bell, and just after the tunnel) where a loading terminal
would be built to handle ore brought over by road from
Queenstown. This would also handle tin from Rennison Bell
which at the present time amounts to only one track load a
week, but will increase when the mine reaches full prod-
uction. An inspection of this section last December showed
the track and bridges intact, but a great deal of sleeper
renewal and track re-conditioning v/ould be needed to bring
the line into operating condition. Such a re-opening, and
carrying of Mt Lyell ore would bring the line closer to the
original vision of its promotor, J.S.Reid, but the 18-mile
extension to Queenstown to fulfill this vision is unlikely,
although there are no great engineering difficulties invol-
ved, apart from bridging the Henty and Yolande Rivers.
It will be remembered that when the E.B.R, prospectus was

issued in 1897, the version published in Melbourne showed
a map with a "proposed branch to I-lt Lyell", which (so it is
said) was a lurk to cash in on the Lyell riches. Later it
was stated "the direct trunk to Mt Lyell must be regarded
as incorrect so far as present concessions go", although
E..B,R» got permission to go to lit Lyell before the oppos-
ition company. There were over ^00,000 applications for
the 150,000 shares, proving the tastiness of the bait.
Unfortunately, the traffic never proved as remunerative as
anticipated, and the line subsisted on a hand-to-mouth
existence for most of its life. Ironically, only after the
opening of the adjacent Murchison Highway and consequent
loss of its passenger and mail traffic, and the coming of
the diesels has the line come out of its state of impecun-
iosity. Now, perhaps, the dream may reach fulfillment.
Alterations and extensions to the E.B.R.'s diesel shop and

servicing facilities are being drawn up, and work is to

&L ;,I li£EG 1968 LIGHT RAILWAYS
Ring River r
Rosebery „/
c
"*«*.^
Rennison Bell
Argent Tunnel
disused section of
E.B.R. ossxble ore loading point.
f roads
/
Zeehan j*fc^ rlys intact < 1( , 1 ^ «
railways
disused i'n I1 1 M > 1
scale = 1:250,000.
V
*.
v
*
^
forner \ Henty River
T.G.R.
\
o Yolande River
X
\ Queenstown
,J~"»
. former
j Mount Lye11
rf railway
VM
\
A-
commence this summer. On 29/7 the company's rather unsucc-
essful original D-H loco No.21 (built North British) was
brought out of storage and is being serviced for use as a
shunter. The company is also looking into building of a new
length of track on the down side of the Hatfield River
crossing (betwen Guildford and Farrell) of about half a
mile. It would eliminate a loop and reduce the line by one
mile. Acknowledgements to Tas.Rail News/John Alfred.
MOUNT LYELL LOCO No.3: Mark Plummer
The Mount Lyell Mining & Rly go has donated Abt No.3 engine
to the Tacmanian Transport Museum for preservation. It was
stored in the old Queenstown engine shed earlier this year,
now used as a carpenter's shop. It was the last engine in
Queenstown, and seemed in very good condition despite its
five years* storage since the line closed in 1963* Builders'
plates showed it to be No.3730. No.l was donated to the
Zeehan school of Mines in June 196^; No.2 was scrapped;
No.^ was being overhauled at time of closure and the boil-
er used in another section of the plant, the boiler being
scrapped and other parts were in the company's yard in 1/68.
No,5, the youngest, and only North-British-built is at
Menzies Creek in Victoria. So if the Museum can raise the
#300 needed for its transport to Hobart, then three of the
Abt locos will be preserved.
SILVERTOM TRAMWAY:
Standard gauge is nou through from Perth to Port Pirie, and
virtually complete from there to the N.S .Vi.border. Some
arrangement with the Silverton '^ramway Co appears to have
been finalized, and the construction of a new standard
gauge line is to be made on a different route. This will
bring to an end the careeer of the cost successful from a
financial point of view of any Australian railway. it may
not be generally realized how Broken Hill was onco envisag-
ed as a centre of a 3'6" gauge empire, with these project-
ions: Tarrawingee Flu^. & Twy Co; Broken Hill & Pinnacles
Twy; Rutland Flux & Twy Co; the Menindee Twy (to tap the
then-great river steamboat traffic); and the Broken Hill
Twy Co of 1887, to construct a system of street tramways.
The success of the Silverton Twy Co, and success of the

Broken H i l l m i n e s , w h i c h p r e v a i l e d c o i n c i d e n t a l l y w i t h the
s i l v e r boom, l a n d -boom , company-mongering-boom, and other
f i n a n c i a l r a c k e t s t h a t emanated from Melbourne i n t h a t w i l d
decade, caused a r a s h of p r i v a t e r a i l w a y s c h e m e s , most
n o t a b l e of which were t h o s e a b o u t Z e e h a n , which was t h o u g h t
t o be a s e c o n d Broken H i l l , H e r e , s u r e l y , i s p l e n t y of
s t r o n g m.eat f o r a b u d d i n g arid a m b i t i o u s h i s t o r i a n t o gd;
his teeth into*
FI1TIS of FXANSFORD: Mark Plummer
A l l t r a c k b e i n g removed from t h e A u s t r a l i a n Portland
Cement C o ' s 3 - m i l e 3 ' 6 " gauge l i n e , i t o n l y r e m a i n e d f o r
the various s o c i e t i e s to collect t h e i r locomotives. The
f i r s t e n g i n e t o be moved was N o . 1 1 , t h e chunky O-^-O tank
e n g i n e b u i l t by P e r r y E n g i n e e r i n g Co of S t h . A u s t , which was
shifted on t o t h e low l o a d e r and moved by Mayne Wick
l e s s t o t h e i r F o o t s c r a y y a r d on F r i d a y t h , Next day i t was
t a k e n t o i t s f i n a l r e s t i n g p l a c e at Menzies Creek u s i n g a
d e v i o u s r o u t e v i a C h a n d l e r Highway and c r o s s i n g t h e old
O u t e r C i r c l e r a i l w a y b r i d g e en r o u t e . On t h e same d a y s two
of t h e o l d s i d e - t i p p i n g wooden t r u c k s were a l s o removed t o
t h e P . B . P . S . museum. The n e x t l o c o t o be moved mas the
2-6-0-0-6-2 Beyer-Garratt, which was d i s a a n t l e d i n t o t h r e e
p a r t s on T h u r s d a y and p u t o n t o t h r e e l o w - l o a d e r s and moved
u p t h e G e e l o n g Rd t o be r e - a s s e m b l e d a t M e n z i e s C r e e k on
F r i 1 6 / 8 T h i s e n g i n e c o n s i s t s of t h e r u n n i n g g e a r and t a n k s
off K o . l (B/No.679^) and b o i l e r , f r a m e , and cab off N o . 2
( B / N 0 . 6 9 3 5 ) . The b o i l e r o f f K o . l was a l s o d o n a t e d t o P . B . P .
S . who p l a n t o c l e a n and p a i n t i t so v i s i t o r s c a n view t h e
i n t e r i o r of a l o c o m o t i v e b o i l e r . The G a r r a t t was pushed
i n t o t h e Museum on Sunday by an "Ha" 2 ' 6 " gauge l o c o , b e i n g
an u n u s u a l p i e c e of d u a l gauge w o r k i n g .
Wednesday 2 1 / 8 was t h e day f o r t h e b i g move. Over p r e v i o u s

weekends r a i l f a n s had d i s c o n n e c t e d t h e t h r e e u n i t s of t h e
1 1 9 - t o n J + - 8 - 2 - 2 - 8 - 4 Aust . S t a n d a r d G a r r a t t . The C l y d e d i e s e l
towed t h e e n g i n e , h e l d t o g e t h e r o n l y by t h e s w i v e l l i n g p i n s
out of t h e s h e d . C r a n e s and l o w - l o a d e r s were w a i t i n g . The
6 - t o n c a p a c i t y c o a l b i n was f i r s t moved and p l a c e d on one
s i d e . C a b l e s were p u t a b o u t each end of t h e c e n t r e s e c t i o n
c o n s i s t i n g of f r a m e , b o i l e r and c a b , and l i f t e d i t up a b o u t

2k SPRING 1968 LIGHT RAILWAYS
12". The diesel pulled the front unit forward and a small
crane pulled the back unit into the shed. With the centre
section about 3' in the air, a low-loader was then driven
under it and the load secured. Each end unit was lifted in
a similar manner, and being made secure, the strange convoy
headed off down Geelong Rd.
T
he ASG being disposed of, the diesel shunted the two
Vulcans outside, then brought the two engine units of No.2
(Beyer-Garratt) out into the open where they stayed till
cut up on Tuesaday 27/8, together with the main frame and
cab eff No.l These sections which were in quite good order
had ben offered to the main societies, who decided they
were not worth saving from the scrappers' torch. On Thurs-
day 22/8 the ASG was re-r.ssembled at the Aust.Railway Hist.
Society's museum at North Williamstown, only a few hundred
yards from where it was built 23 years ago.
The two engine units were moved into position and placed on
the track. Then the centre unit was maneuvered into posit-
ion (see photos) -by no means an easy task as the swivell-
ing point must exactly correspond with the sockets in the
bogie. That completed, the coal hopper was replaced and the
job of connecting the fittings was started. They were fort-
unate in obtaining a spare boiler, firebox and smokebox
shell with the loco. A plate on the back of this firebox
states ASG No,*K>, which, according to John Brady, was not
built, Clyde Engineering was to build Nos.37-^3] but only
37 Bind 38 were actually constructed, and the boiler shell
of No.*t0 was sold to the company as a spare.
Details of the Geelong sub-division*s activities are given

below, but at Fyansford, only the diesel and No.5 (Vulcan)
remain of the company's roster of 12 locomotives. It is
understood that tenders have been recieved for the 875-b-«P
370-ton diesel from V.R., N,Z., and Queensland, but the
company has not at time of writing decided to whom to sell
it. The 0-6-0 Vulcan waits forlornly behind the diesel for
a "fafce-worse-than-death" in a Ringwood Park, whence it is
expected to be removed before Xnas. All the yard before
the shed is removed except the track to the diesel's abode.

The main part of the shed is to be used to store firebricks
from the kilns. The tunnel (Victoria's longest at 7/8ths of
a mile) has been boarded up at one end and will be utilised
for mushroom culture. The bridge is to remain with the add-
ition of a handrail for safety. After the large fleet of
cement trucks waiting on the top track are scrapped, there
will be little left of Victoria's most interesting industr-
ial railway.
Fyansford locos to run again:
The Geelong sub-division of the A.R.H.S. was given No.^, a
Vulcan saddle-tank of 1916, and No.6, an O-k-ZBT Hudswell-
Clarke product of 1902, The society has acquired a glider
hangar on the edge of the Belmont Common on the Barwon Hds
Road. It has sliding doors and a skylight, providing "Maxi-
mum security, while making the locos very accesible. The
Hudswell Clarke was moved on 30/8 and the Vulcan on 13/9,
with the passenger car, five flat trucks, and some rails.
The move gained front page coverage in the local newspaper
under the heading "Armchair ride for old No.^". The group
plan to recondition the locos, and, when they get advice
from the builders, to paint them in the original colours.
They hope to get permission to lay three miles of track
around the common, and to run it as a tourist attraction.
Mr Coleman, of Ashburton, generously donated the necessary
fund? for transportation of the engines.
Albert A Gunsser & Geelong Suburban News
Woods Point Tramway:
The A-l Consolidated Gold Mine was due to close on 50/8,
but was reprieved, and later sold to a syndicate of local
owners. The "AGE" printed a photo of a 2• (?)rainingbatt-
ery loco leaving an adit, towing a number of skips.
Vfonthaggi Coal Mines:
These Govt-owned operations are to close at the end of the
year, due to losses. Underground haulage is provided by 28
pit ponies, the last in Victoria and possibly in Australia.
This motive power is home-grown. When the mine opened in
1909, there were 60 of then, Once a fire crippled the lift,
trapping 20 ponies 100' undarground, where thoy were fed
and watered for several flays til.!, a new engine was fitted.

3.6 SPRING 1968 LIGHT RAILWAYS
W.R.HEHBY'S TUNNEL near FORREST: (refer L.R.No.l8,etc)
Earlier this year, an''expedition" succeeded in locating
the mouth of the larger of Henry's two tunnels. It uay be
reached as follows: fron Forrest, proceed south along
Kaanglang Rd to approx.1858/243^, where an unmarked track
(four wheel drive required) leaves the road to the right.
This track leads to a stream flow gauge 011 Noonday Creek at
approx. 184-3/H427. The nain tramway to Forrest passes about
30* east of this gauge, running north-south, and the site
of the Noonday Mill is abopt 300' to the south. Fron the
eastern end of the mill, a v/ood-railed tranway runs south-
east, then east for about a mile along a small creek. Fron
the north end, the steel-railed tranway nay be followed to
\he nouth of the tunnel at approx. 1823/2418, a distance
of about one mile. The tunnel mouth has been blown up, and
being in the bed of a creek, things are very nuch silted
up. Unfortunately, lack of tine has so far prevented in-
vestigation at the other end of the tunnel. Another route
of access to the tunnel area is the No.l spur road, which
leaves Kaangland Road at 1878/2419, and runs along the spur
to within 500 yards of the tunnel. The road, however, is
blocked in several places by fallen timber, and is pass-
able only to foot traffic. The Noonday Mill site nay be
reached by a track which leaves No.l spur road at 18^5/2^11
and runs north down a steep spui-. Map references apply to
State Aerial Survey, 8?3 Zone 7 A & B (Beech Forest A & B ) ,
kO chains = 1"; and to Aerial Photo 873 Zone 7 A*f and B2.
G.Thomson & K.R.Mc Leod.
Book Review: J.L.N.Southern.
"Transporting the Black Diamond", Book I, Colliery Rlys
of the Illawarra District, N.S.W.Central Section, by G.H.
Eardley.
"Transporting the Black Diamond", Book I, written by
Gifford Eardley, of the A.R.H.S. is a detailed description
and history of the Mount Kiera, Mt Pleasant, Balgownie,
Corrimal and Bellanbi collieries of the N.S.W. Illawarra
district and the privately-owned railways, locomotives, and
rolling stock used between the nines, Govt, railways and
jetties along the coast,

LIGHT RAILWAYS SPRING 1968 2J7_
T h i s group of mines covered i n t h e book i s taken as t h e
c e n t r a l s e c t i o n of t h e southern c o a l f i e l d s , t h e mines t o
t h e south and t h o s e t o t h e n o r t h a r e planned t o be t r e a t e d
i n two f u r t h e r books t o come. Many photographs and at l e a s t
a dozen maps and diagrams of t h e t r a c k l a y o u t s a r e included
i n t h e 78-page book. They are of extreme i n t e r e s t , more
p a r t i c u l a r l y as only two or t h r e e of t h e locomotives of
Corrimal and South B u l l i are s t i l l i n e x i s t e n c e , and a
l i t t l e of t h e p r i v a t e r a i l w a y t r a c k s a t North Wollongong,
Corrimal and Bellambi i s a l l t h a t remains t o d a y . A l l of t h e
j e t t i e s have gone and t h e l e v e l c r o s s i n g s with t h e NSYJGR,
of which t h e r e were no l e s s than e i g h t i n t h e f o u r t e e n
m i l e s from B u l l i t o Dapto, have a l l been removed.
The t e x t i s most e n t e r t a i n i n g , with impressive d e s c r i p t i o n s
of t h e q u a i n t l o c o m o t i v e s , r o l l i n g s t o c k of t h e c r u d e s t
d e s i g n , and not f o r g e t t i n g t h e safe working methods of t h e
most rudimentary and b r e a t h t a k i n g fashion of bygone days,
I t i s a g r e a t p i t y a l l t h i s h a s completely d i s a p p e a r e d ; t h e
coming of A u s t r a l i a n I r o n and S t e e l p t y Ltd a s a c o l l i e r y
owner transformed some of t h e p r i v a t e r a i l w a y s t o top s t a n -
d a r d , 2 3 - t o n axle load t r a c k s , while t h e export of Illa-
warra c o a l from t h e new Port Kembla I n n e r Harbour l o a d i n g
b e r t h s p e l t t h e death k n e l l t o t h e remaining l i n e s with
t h e i r replacement by road t r a n s p o r t . With a very i n t e r e s t -
i n g cover i l l u s t r a t i o n on heavy a r t p a p e r , "Transporting
t h e Black Diamond" can b© s t r o n g l y recommended at t h e p r i c e
of #1.50 for t h e book s h e l v e s of any h i s t o r i a n e n q u i r i n g i n
t o e a r l y l o c o m o t i v e s , p a r t i c u l a r l y of p r i v a t e r a i l w a y s . It
i s o b t a i n a b l e from T r a c t i o n P u b l i c a t i o n s , P.O.Box ^S, Can-
b e r r a C i t y , A.C.T. 2601, p r i c e #1.50 p o s t e d .
VJalhalla S t a t i o n r e - b o r n : Mark Plummer

Mr G r i f f i t h s , t h e owner of " W h i s t l e Stop" a t Frankston,when
looking for a p r o t o t y p e on which t o model hiB Btation,
decided t o b u i l d a t w o - t h i r d s s c a l e model of t h e old
s t a t i o n b u i l d i n g which once spanned t h e c r e e k a t W a l h a l l a ,
t h e terminus of t h e 26-mile narrow-gauge l i n e from Moe.
Mr G r i f f i t h ' s splendid copy was f i n i s h e d r e c e n t l y , and can
be admired with t h e 78-year old D e c a u v i l l e in f r o n t of it
on any Sunday.

S.R.& W.S.C. locomotive; erratum:

John Thocison writes of an error that occurred in last issue
(No*24) on page 30, which should read: The dimensions
measured by him apply to a narrow-gauge locomotive boiler
installed in the boiler house of a South Melbourne factory,
and put there about 26 years ago. The final "Certificate of
Inspection" dated 19/1/1959 6hows the following details:
Nature of vessel: loco type boiler,
Horse power or No. of cubic feet: 12.3 (HP or OF?)
Pressure at which safety valve should blow off: 120 lb.
Maker's name: Black, Hawthorn & Co.,
Purpose for which used: heating.
Following the installation of an oil-fired heating unit
the boiler was used as an incinerator for some tine and is
now disued but intact. Unfortunately it is in a confined
location, being difficult to inspect and impossible to
photograph.
A Correction: Frank Stanford
Page 5 of the last issue contains a typing error: the High
Lead incline has an average grade of 1 in 'f, not 1 in 14;
those participating in the hike could most certainly toll
the difference!
NARBETHONG TRAMWAY: Ian Cutter
On a recently-issued 1/250,000 map of Warburton, there is a
"light railway or tramway" about two miles long, marked in
east of Narbethong. It can be reached by driving north-oast
along Granton Rd, which branches off the Acheron Way Just
south of where the bitumen ends. Almost exactly a mile from
the turn-off, the tramway can be seen immediately to the
right of the road. There are some rails in position here,
Moving the Vulcan (No. 4) to the Belmont Common. J, J. Dickson - photo.
(fa a
Loading No. 6, prior to removal from Fyansford. R. Plush.

30. SPRING 1968 LIGHT RAILWAYS
5>
'0^/-hVn&
Assembling the Australian Standard

Garratt at the A.R.H.S. Museum,
at North Williamstown, Mark
Plummer was on hand on 22/8/1968,
to take these photographs,

as well as further along the tramway, and can be reached
from any of the timber tracks on the uphill side of the
road. The track, of gauge about 3'i is a mixture of small
rails a couple of inches high, and larger ex-VR material.
The following inscriptions were noted on a short inspection:
Moss Bay Steel 188A- VR
Barrow Steel 6 Mo 1880 VR
B.I.Co 18?4 VR
Barrow S t e e l X Mo 1 8 8 8 3 o2 VR
P a r k Gate I r o n Co.Ltd l 8 ? 3 VR
VR A.I.Co. P73
T h i s i s t o b r i n g t h i s t r a m w a y t o t h e a t t e n t i o n of t h e
tramway h i s t o r i a n a n d / o r b u s h w a l k e r .
N o t e : t h e E d i t o r ' s f i l e on S y d n e y S t e a m Tramways c o n t a i n s a
reference for 1881- " R a i l s w e r e i m p o r t e d some y e a r s ago
from t h e P a r k G a t e C o , b u t w e r e s o b a d , t h e y w e r e q u i c k l y
r e p l a c e d . T h e c o l o n y was s w i n d l e d " . C o u l d t h e y b e t h e same?
POTELLTCWH'S COFFEE POT: John Buckland
Subsequent to publication of my l e t t e r i n I s s u e No.2A-
further information h a s come t o l i g h t from Mr L . G . P o o l e
( t o whom I am d e e p l y i n d e b t e d f o r h i s p a i n s t a k i n g r e s e a r c h
which p r o v e s c o n c l u s i v e l y t h a t t h e s o - c a l l e d " K e r r - S t u a r t "
0-*f-2ST " C o f f e e P o t " on t h e P o w e l l t o w n Tramway w a s
MOT Andrew B a r c l a y B/h T o.269 o f l 8 8 3 a s h a s b e e n s u g g e s t e d ,
b u t t h i s i n n o way d i s p r o v e s t h a t t h i s e n g i n e ( a n d i t s com
p a n i o n " K e r r S t u a r t " B/No.538) was b u i l t by B a r c l a y as
o r i g i n a l l y c o n t e n d e d . As i t h a p p e n s , B a r c l a y B / f t o . 2 6 9 of
I 8 8 3 i s r e c o r d e d a s h a v i n g b e e n b u i l t f o r w o r k i n g on the
2 ! 3 n gauge Campbelltown & M a c h r i h a n i s h L i g h t R a i l w a y i n t h e
K i n t y r e d i s t r i c t of A r g y l l s h i r e , S c o t l a n d . T h i s 6 - m i l e l i n e
s e r v e d t h e A r g y l e C o l l i e r y , w h i c h c l o s e d 1929* b u t the
l i t t l e e n g i n e was n o t s c r a p p e d t i l l 1933*
It was originally built as 0-J+-OST but later rebuilt as

0-A--2ST with the adittion of trailing wheels and carried
the name "CHEVALIER". Having seen a diagram of this engine
as built and then rebuilt, the resemblance of the "Kerr
Stuart" is most striking; the only material differences
being the cab and safety valves. These latter on the

Powelltown loco are of a later standard Barclay design,
according to Mr C.Andrews. Further research is now in pro-
gress to try and pinpoint the actual builder's number and
date of these two engines, which it now appears may have
been built in 1898, as claimed for the "Kerr Stuart11 locos
B/rJos. 538 and 5391 which night turn out to be the correct
numbers but of Andrew Barclay manufacture! I am indebted to
Messrs Poole and Andrews for their help in this identific-
ation parade.
Additional note on above; Frank Stanford
I have been in touch with members of the "Narrow Gauge Rly
Society" who have access to the Kerr Stuart records, and it
is confirmed quite definitely that the locomotives (see
Issue No.2^) that carried Stuart builder»s numbers 538 and
539 were not built by Kerr Stuart, but were bought from
somewhere alse and had Kerr Stuart builder's numbers given
them. This tends to confirm John Euckland's theory, and he
is virtually convinced it is correct. The Powelltown engine
bears a remarkable similarity to several Andrew Barclay
saddle tanks built for the 2,3ii gauge Scot tosh Csnpb ell-
town Machryhanish Rly in the l880's, these saddle tanks
in particular being of identical shape.
VJhile on this subject, it may be worthwhile to record a
correction to a builder's date of one of these engines.
The genuine Kerr Stuart (0-4-OT) of B/ST 0.6^3 has always
been shown as being built in 1902. This date is now proved
wrong, the actual year of construction being 1898. This
information came from Geoff Horsman of the N.G.R.S. (also
a member of L.R.E.S.A.) who has access to the remaining
Kerr Stuart records, thus there is no doubt tho information
given here is correct.
RU61 CPU TRAKYJAY: (addendum) John Alfred
An Order-in-Council dated 10/8/1910 was granted to the
Alexandra Shire ° uncil to construct a tramway commencing
at the Alexandra Railway Stn, proceeding east, south, east,
south, east, south, and east, and to cross the Goulburn and
Rubicon Rivers on the existing bridges. Notice was given on
7/9/1910 of intent to delegate authority to tho Rubicon
Lumber.& Tramway Co Pty Ltd, which was done on 7/12/1910.
Subsequent procedures await results of further research.
LIGHT RAILWAYS SPRING 1968 *g
S.R.& W.S.C.TRAMWAYS: Comments by P.Charrett
(i) re B.McDonald's letter in Issue 2k, page 28: The main
evidence that there were two Black, Hawthorns at Yarrawonga
Weir was the equipment disposals catalogue which listed
as for sale two Black, Hawthorn steam locos. There was no
mention of the Krauss locomotive, which is said to have
been disposed of in 1938, although this is rather doubtful
because the Weir was not finished until July 1939i and
all the locomotives would have been needed until shortly
before this time. It has been suggested that one of the
Black, Hawthorn locos was in fact the Krauss, only wrongly
named. I think it is quite probable that there were only
two steam locomotives and that these were the Krauss, and
Black, Hawthorn 113*+.
(ii) re Mark Plumper's comments in Issue 2k, p.29: I agree
that the Baldwin in the photo on p. 13 of Issue 23 is
almost certainly Hayden's Baldwin, but I do not agree that
Kayden sold the Baldwin direct to the S.R.& W.S.C, for
their records show that the locomotive was brought from
Cameron and Sutherland. I think that Hayden found out that
the loco went to Hume, and said this although it had been
sold to Cameron and Sutherland.
(iii) re H.S.Naught on's notes in this issue:

According to S.R.& W.S.C. records the locomotive came from
Isis Central Sugar Co. I agree with the builder's number
and year that i-lr Haughton shows.
(iv) in the Victorian locomotive list, the Orrenstein and
Koppel bought from the KSVI PWD and converted from ^•8^J' to
3'6" gauge is shown as being sold about 1926, and was
working at Wentworth in Dec,1929. I do not agree with this
in any way. The work at Hume was expanding and more loco-
motives were being brought at this time to speed up the work.
There were certainly no references in the S.R.& W.S.C.
files re this loco being sold, and the River^ Murray
Commission Reports do not show any locos being disposed of.
It is possible that the loco could have been sold after
1929 when the depression slowed down the works. It has been
said that the S.R.& W.S.C. could have sold a loco which

3*f SPRING 1968 LIGHT RAILWAYS
needed heavy repairs, but I doubt this as they would have
need of another loco which would have cost more, when
cheapness of transport was a big consideration.
HUME RESERVOIR CONSTRUCTION: H.S. Naughton
As to the 3'6" gauge locos: Baldwin 35935 was used on the
Belmont Council Tramway, Brisbane, (which was fron 1918 op-
erated by Q.G.R. locomotives) so presumably this loco then
went to C.S.R.'s Huxley Mill at Childers, Qld. Huxley closed
in the 1920's, so it would 6eem the loco then went to
the Hume Reservoir, as its arrival is recorded as Sep. 1921.
Re the 3'-gauge PY/D locos: ny records show that F.VD's 67 is
B/No. is 3035, built 1922; and KVD's 68 was built 1922. I
have seen references to four more Barclay 3 f locos reputed
to have been used there, but an glad to see research has
discredited this claim at last. Some years ago, I wrote to
Andrew Barclay & Son on this subject, and they replied to
say that they did not supply any 3'-gauge locos directly
for that scheme,
Black, Hawthorn's Ho.1157: A.Gunzberg
Re B.McDonald's reference in Issue No. 2*4, P»28, to this
loco being in West.Aust: it was a 2-4-2T, naned "KARRI"
built in 1898. That it was taken over by Chapman & Furn-
eaux later than stated t is substantiated by (a) a fellow
enthusiast who has seen the builder's plate taken from
the loco; (b) official correspondence between the builders
and the W.A. machinery inspector- t which confirms that it
was built by Black, Hawthorn & Co. The loco was built for
M.C.Davies Karri & Jarrah C o , for use at Karridale, W.A.,
this concern being absorbed by Millars Karri & Jarrah C o ,
(1902) Ltd, in the 1902 amalgamation of timber companies.
It was sold to the PVfl) in 1913, and re-sold in 1922 to the
State Saw Mills. It last worked at Carlisle, near Perth,
in 1925, and was cut. up for scrap about 1936.
Tramways in the Forrest area: Frank Stamford

Re Mike Swift's letter in Issue No.19, p . 2 1 , and R.K.
Warren's letter in Issue No.20, p.27 on loco No.7 on
Henry's Tramway: I an now convinced this loco was built by

Beyer-Peacock. H a v i n g r e c e n t l y examined t h i s l o c o ' s t w i n
"DOT" ( B e y e r - P e a c o c k B/No. 2oT? of 1 8 8 ? ) now h o u s e s i n t h e
T a l l y l i n R a i l w a y Museum a t Towyn, W a l e s , I was extremely
i n t e r e s t e d t o s e e i t had a b u i l d e r ' s p l a t e a l m o s t i d e n t i c a l
t o t h a t d e s c r i b e d by Mr W a r r e n . DOT's p l a t e was r e c t a n g u l a r
b u t b e a r i n g no b u i l d e r ' s n u m b e r , and i B a s shown:
Beyer, Peacock & C o . l i d ,
Gorton Foundry
Manchester 1887
The p l a t e was 3 4 " x 1 ^ : " .Assuming H e n r y ' s e n g i n e o r i g i n a l l y
had t h e same s o r t of p l a t e , which i t d i d , according to
Mr W a r r e n , t h i s would e x p l a i n why no b u i l d e r ' s number i s
shown.
L.R..R.S..A.MODELLERS' SERVICE: s c a l e d r a w i n g of a B a l d w i n :
T h o s e who h a v e p u r c h a s e d t h i s d r a w i n g of t h e 0-4-OST S h a y ,
w i l l be p l e a s e d t o know t h a t member C h r i s Andrews h a s f o l l -
owed t h i s up w i t h a n o t h e r h i g h l y d e t a i l e d s c a l e d r a w i n g of
t h e same q u a l i t y : an 0 - ^ - 0 s t a n d a r d s a d d l e - t a n k B a l d w i n
which was u s e d a l l o v e r A u s t r a l i a : on t h e Derwin Wharf i n
the Northern T e r r i t o r y ; on S n d e r s o n ' s Tramway; t h e Loch
Valley l'ine in V i c t o r i a ; t h e Marrawah Tramway i n T a s m a n i a ,
t o name a few. The d r a w i n g i s 1;odelled on t h e e n g i n e i m -
p o r t e d by t h e M e l b o u r n e H a r b o u r T r u s t , and h a s s i d e , f r o n t ,
and r e a r e l e v a t i o n s , a l s o a p l a n . T h i s d r a w i n g can be
recommended t o m o d e l l e r s , w h i l s t r a i l w a y e n t h u s i a s t s g e n -
e r a l l y s h o u l d f i n d i t of g r e a t i n t e r e s t . Copies are
a v a i l a b l e from G„Maynard; p r i c e 3 5 c , i n c l u d i n g p o s t a g e .
Tramways go b u s h :
It i s now known t h a t t h e r a i l s of t h e Box H i l l - D o n c a s t e r
e l e c t r i c tramway which c e a s e d i n 1 8 9 6 , were s o l d i n 1898 t o
a t i m b e r tramway a t CapeOtway which had s u f f e r e d damage i n
b u s h f i r e s in 1897. And an o l d Sydney D - t y p e c o m b i n a t i o n
t r a m c a r which was s o l d t o t h e v i c t o r i a n Railways a f t e r the
Elwood f i r e of 1 9 0 6 , and was t a k e n by r o a d t o W a r b u r t o n i n
t h e 1 9 2 0 ' s . Any f u r t h e r i n f o r m a t i o n would be welcomed,
T . G . R . Kl G a r r a t t l o c o : Frank Stamford \
T h i s l o c o i s now a t B o s t o n Lodge w o r k s h o p s of the

Festiniog Railway, in Wales, heavily shrouded in tarpaulins

No butchery has so far been carried out on it, and it is
not expected to be rebuilt for about two years* The foreman
seemed very keen to cut down the cab and put a rounded roof
on it, to make it look like a "modern Garratt" . A pity*
0-0-0-0-0-o-o-o-o~0-0-0-0-0-0-0-0-0-0-0-o-o-o-o-o-o-o-o-o-o
Fyansford Finale- last engine moved: Mark Plummer
Tuesday 10th December marked the end of an era at Fyansford.
In the morning the diesel moved Vulcan No.5 0-6-OST out of
the shed onto the last bit of track* By 10,30 the loco had
been loaded onto the low-loader. It was a sad occaision, as
for the first time in ^0 years, the Aust.Portland Cedent Co
at Fyansford was without a steam loco. It was even sadder,
as the engine was not passing into the tender hands of
enthusiasts, but to the mercies of children and others at
Ringwood. One could see numbers of parts that could easily
be removed, and no doubt would soon bo so. After a ride up
Geelong Sd, and an overnight stay at Mayne Bickless1 yard.
No.5 was installed on its concrete pedestal in Jubilee Park,
It remains to be seen what colours it will be daubed with.
o~0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0
Opinions expressed in articles and letters in this public-

ation are not necessarily those of the Society or Editor
The Note on p.2 of last issue was not intended to cast
aspersions on any person.
o-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0

LIGHT RAILWAYS
No. 26 SUMMER 1969 VOL.VI1.
Cover: John Thompson has drawn Silverton Tramway Co.
No. 22 "JUSTIN HANCOCK", feature locomotive of the main
article and the latest addition to the P.B.P.S. museum.
John drew the cover from a photograph by John Davies.

COUNCIL :
President: Geoff Maynard,
"Nayook", Bungalook Road, Bayswater. 3153.(729-2405)
Vice President: Geoff Thomson,
115 Hawdon Road, Heidelberg. 3084. (45-6734)
Secretary: Mark Plummer,
18 McWhae Avenue, Ripponlea. 3183. (53-6794)
2 Emmaline Street, Northcote. 3070. (40-4280)
Committeeman/Editor: Peter Charrett,
33 Park Road, ~t.~averley. 3149. (277-5528)
It is extremely unfortunate that due to his tragic

death, John Alfred should not have the honour of edit-
ing the society's first offset printed magazine. The
Society's tribute to him is on page sixteen.
The following back numbers are for sale: Nos. 16, 17

and 19 - 20G each, Nos. 20, 21, 22, and 23 - 25G each.
Nos. 24, 25, 26 - 35G each plus postage.

LIGHT RAILWAYS SUhWR 1969 3.
THE SILVERTON TRAMWAY by JOHN DAVIES

Surely the word "tramway" has never been so mis-used
as when it was applied to the 35 miles of privately
owned railway between Cockburn in South Australia, and
Broken Hill, in New South Wales. With steam and diesel
locomotives hau'ing trains of up to 3000 tons at 35
m.p.h., a named passenger express, semi-streamlined
locomotives and a prosperous past, it could only be the
narrow gauge of 3'6" which could remlnd us of the more
usual meaning of the word.
In the far west of New South Wales lies the Barrier
Range, a scattered collection of ancient rocks nearly
buried in the dreary plains of their own waste. First
seen by Sturt in 1844, it was to hide its wealth for
another forty years, when a chance find on a rocky out-
crop was to have more profound effect on the economy
of Australia than even the early gold rushes.
The first Silver-Lead ore was discovered at Thackeringa,
but soon Silverton sprang up on the site of a rich vein,
and later silver, lead, and zinc were discovered at
Broken Hill. Transport to the remote area was limited
to Cobb & CO's coaches from Adelaide, a journey of 21
days, until in 1884, the South Australian Government
authorised the construction of a 3@6"gauge railway,
149 miles long, from the then railhead at Peterborough,
S.A. to the New South Wales border. Almost all rail-
way constfuction in the then colonies of Australia was
owned directly by the colonial Governments, and the
parties concerned failed to co-operate, and the New
South Wales Government refused to allow the South
Australian Railways to construct their line past Cock-
burn, and would not complete the link itself.
The situation was resolved when a private company was
formed under the title of "The Silverton Tramway
Company" on May 30th 1885, with a quarter million pound
capital incorporated in New South Wales. The word
'tramway' was presumably a disguise to legalise the
railway's position within New South Wales. The line
was laid to Broken Hill, via Silverton, by October 1886,
opened by the Duke of -Manchester
Not for Resale in January 1888, and
Free download from lrrsa.org.au
worked until 1893 by the South Australian Railways.
The final link made in 1888 completed the line from
Port Pirie, on Spencer Gulf, South Australia, to
Broken Hill, New South Wales, a distance of 254 miles
of 3'6" gauge track. Broken Hill became linked to
South Australia so closely that even the South Austral-
ian time is observed, 30 minutes in advance of Eastern
standard Time, observed elsewhere in New South Wales.
Since the opening, the ore traffic which has always
formed the backbone of the line, increased steadily,
till the Tramway was known as 'the best paying mine
on the Barrier'.
The Silverton Tramway was to be the scene of my
initiation into Australian railfan tours. Organised
by the A.R.H.S. it began from Adelaide, travelling
overnight with three changes of motive power, all steam,
arriving in the comfort of S.A.R. sleeping cars at
Broken Hill next morning.
Time had now allowed me to travel on this section, and
I joined the train at Broken Hill for an afternoon
ramble to Silverton, to return around 5.00 p.m. The
sleeping cars were left at ailway Town, but this
still left 7 coaches of mixed age and appearance to
roll out of Broken Hill behind a gleaming cotswold-
green "W" Class, No. 22 "Justin Hancock".
The 4-8-2 made an impressive sight at the head of the
crimson-lake train, while a view of the assorted end-
platform coaches from the side reminded one of South
Africa or the Punjab.
Although in September, the late Australian winter, a
recent dry spell had bleached the salt bush to a grey
dust, and the afternoon sun parched the countryside
and travellers from a brassy clear sky. Quarter mile
posts (an Australian luxury) on the S.T.C. run from
the origin at Cockburn, and we were soon past Picton
Saleyards, at 33% m, where a long dead end siding
served a sheepland cattle yard, and included a covered
shed over the siding where cattle wagons were washed.
Limestone siding (27Sm) was once a crossing loop and

water tank, but now has been removed, and the curve
eased for 200 yards. It was interesting to note that
even in the dead-heart of Australia, farmers were
cautious with their land, for soon the train drove
through a cutting lined with almost vertical concrete
walls, the land owner having refused to sell more land
than was absolutely necessary for the right of way.
Having pulled up out of Broken Hill, a short stretch
of 1 in 106, the line had then been undulating, but at
milepost 25-3/4 it began a rapid descent at 1 in 100,
1 in 90, and finally at 1 in 80, the ruling eastbound
gradient, until flatter land was reached near Silverton.
Curving round barren bluffs and crossing many dry creeks
the "Silver City" of Broken Hill seemed very far away,
and only a few unconcerned Emus and distant Kangaroo
shared the desolation with us.
Silverton (20am.) was once a town of 3000 citizens,
boasting ten hotels and a brewery, but now its only
claim to fame is that it figures on the official list
of 'Australian Ghost Towns!' The silver-lead ore ran
out before the turn of the century, and now only a
police station, a store, and a few dilapidated shanties
remain, the more weatherproof dwellings being occupied
by aborigines. Here we were to wait for 75 minutes
for the watering, and run round to be completed, but
a town with so much history is a poor thing without
its railway relics, and the railfans soon unearthed
an ex-S.T.C. 2-6-0 "Y" class, No.11, rusting away
comfortably in a piece of ground known hopefully as
'Penrose Park'. Surely the least pretentious piece
of preservation.
On the northern side of the line, opposite the station,
lies a derelict S.A.R. side-loading 5'3" gauge coach,
an acquisition to be wondered at so deep in 3'6"
country. The return journey was non-stop, and a time
of 35 minutes for the 15 miles gave a creditable 26
m.p.h. average against the heavy gradients.
LIGHT RAILWAYS SUMMER 1969 6,
It doesn't take very long in the desert to appreciate

the bustle of city life, and Broken Hill, despite its
total reliance on the vagaries of the mines, has a
proud history of independance and progress. A coach
tour of the town, included the two biggest mines where
3'6", the standard gauge of the eastbound New South
Wales Government Railways, and the 2' gauge mine tram-
ways crossed and paralleled each other. The S.T.C.
workgd into these mines, having taken over the motive
power from the individual mines in 1939. Today the
S.T.C. ownership ends just outside the South Group and
North Group of mines, but goes well into the N.S.W.G.R.
yard, where transfer sidings are equipped with huge
overhead Malcolm Moore cranes. Time was when Sydney-
Adelaide freight was routed through this break-of-gauge
town, changing again at Terrowie in S.A. onto the
S.A.R. 5'3" gauge line to Adelaide, proving quicker
than the break of gauge at Albury, and a 5'3" journey
via the intricate yards of Melbourne, Victoria, to
Adelaide. Now that the standard gauge line runs
through to Melbourne, the extra 56 miles via Melbourne
have not been enough to compensate for the two gauge
transfers. Also diesels, sometimes in multlple units,
do this mine shunting work.
The bus tour ended at Railway Town, where the locomotive
department of the S.T.C. was on view. The shed and
workshops are of considerable size, and although geared
primarily for diesel power, still boasted a four road
shed, holding the other three "W" clsz; locos, and
the first 2-6-0 "Y" class, No.1, now sadly out of action.
On the footplate at the side of the boiler can be seen
lead blocks, bolted down, to add to the adhesive weight.
A notable feature of the 29 steam engines owned by the
Tramway was the virtual monopoly of Beyer Peacock design,
all but one being fully imported from the maker, although
not all by the S.T.C. The odd one was No.3, a "Y" class,
which records show to be built by James Martin of
Gawler, South Australia, for the Tarrawingee Tramway.
I don't wish to slight Mr. Martin's originality, but
the dimensions are exactly similar to the Beyer Peacock
engines, the firmForofreproduction,
Gawler having
please contact theproduced
Society standard
"Justin Hancock" passes over a bridge spanning one of the many dry creeks of the area.
Photo B. Brooke.
S. T. C. "Y""c1ass No. 1 trundles across the plains hauling an ore train. Taken
in 1966 by I. Davies.
LIGHT RAILWAYS SUMMER 1969

designs for the S.A.R. in some numbers. The Tarrawingee
Tramway, (a real tramway that meandered northwards
from Broken Hill, to lose itself 38 miles to the north)
had sold their lone engine to the S.T.C. when they
finally admitted defeat in 1898. These locomotives
were lined up within the shed, which for most of its
length was roofless, whether to cater for railfan
photographers or for some other reason, it is not mown.
No fewer than 21 of these ubiquitous "Y" class loco-
motives have been owned by the S.T.C. over the years,
many more going to the S.A.R., Western Australian Rail-
ways, and private lines. Two were rebuilt (No.5 and
No.6) into 2-6-2T engines by the Tramway, showing the
scope of work carried on at Railway Town. All these
2-6-0's were built between 1888 and 1907, but in 1912
a pair of neat 4-6-0's were received from Gorton, and
in 1915 two more made the total "A" class up to four.
There is no doubt that even with the three 900 h.p.
Goodwin-Alco diesel electric units (No. 27-9) the pride
of place in the locomotive stud must go to the four
"W" class 4-8-2's built in 1951. The massive modern
appearance and the green livery, lined with black and
yellow, are brought to a fitting climax by the 'skyline'
casing covering funnel, dome and boiler fittings. This
design was also ordered for the Western Australian
Government Railways, (which is where they get the "W"
classification), and cost &48,000 each. However, it
was pointed out with pride by the S.T.C. Mechanical
Engineer that the W.A.G.R. edition was without the
casing "and for another lousy 70 they could have had
a decent engine": Brass nameplates were fixed to the
side of the cabs, and following many British lines the
names of directors were chosen for them. Unlike the
usual practice, and in line with the equality shown
elsewhere in the Silver City, the nickname of Mr. Walsh
is also included.
On the centre of the smokebox door and at the rear of
the tender were large circular brass plates with the
running number raised on a red background. Under this
plate on the tender was
Not for Resale Beyer
- Free downloadPeacock's
from lrrsa.org.au builder's plate.
On the frame extensions at the front was a small oval
plate, cast in brass, and lettered "Property of
Stephenson and Watt. Pty. Ltd.", which appears to have
been a company formed merely for the purchase of these
locomotives. The choice of names, presumably Robert
Stephenson and James Watt, could hardly have been
more railway-like, probably enabling the S.T.C. to
avoid such taxes as might apply.
The only other named locomotive, and that not officially,
is the Andrew Barclay 236 h.p. diesel, which is known
to one and all as "Sam". Behind the locomotive shed
I found the remains of a car-on-wheels inspection
truck also painted in the cotswold green of the "WW's,
but even the make of engine was now illegible.
Having travelled the route to Silverton, I had to wait
for the return train to Adelaide, leaving at midnight,
before covering the remainder of the S.T.C. On return-
ing to the town station, Sulphide Street, I found the
most extraordinary train waiting. It consisted of
No. 22, "Justin Hancock", No.21, the last "A" class,
and No.12, the last "Y" class, the last two with
connecting rods removed but coupling rods intact, dead.
Then came seven sleeping coaches and a kitchen and
dining car, followed finally by a guard's brake.
Five of the sleeping cars bore names after the fashion
of Pullman cars, these being "Morambro", "Sturt",
"Baroota", "Nilpena" and "Alberga", rivers in South
Australia. The kitchen car was named "Light", another
river, having the added distinction of being the South
Australian Railway Commissioner's inspection carriage.
The two un-named Sleepers were from the accident train,
supplying living quarters for breakdown train staff,
a necessity in the Australian outback. Dignitaries
from the City were on the platform to bid farewell to
what might be the last steam passenger working, and
as we trundled over the street crossings, with names
of minerals like Beryl, Garnet, and Galena, many
cars and townspeople were out to see the passing
circus.
Through Railway Town non-stop, and out into the inky

black desert roared No. 22, the large headlight stabbing
a path between the rails. While we were retracing the
afternoon trip to Silverton, it was explained that both
the "Y" andl'AA"
class locomotives were going to Adelaide
to be preserved in a museum, leaving only the "W"'s
and No. 1 at Broken Hill. The sound under us changed
slightly as the 94 lb. rails, laid for the first four
miles out of Broken Hill, gave way to a mixture of 63,
80, and 83 lb. per yard plant. Silverton was reached
in 36 minutes, the layout consisting of two loops and
a siding, the watertank where we had filled up in the
afternoon, and a goods shed and office. Despite its
dilapidated appearance, the office dealt with a fair
amount of stock movements from the stations for many
miles to the north. At the point before Silverton
station where a distant signal might be placed there
was, instead, a 'designation board1 of S.A.R. pattern,
a device for warning drivers of the station approach
at night, or in a dust storm.
Once away from Silverton the country was new to me, but
not a light was to be seen. One felt rather than
saw the train ride over another summit, and plunge
down the 1 in 120, steepening to 1 in 80, as the descent
of the Thackaringa Hills ran out on the Mundi Mundi
Plains. These are reached at milepost 16+, whence
the landscape becomes even more featureless. On the
north of the track is just visible a red earth
embankment, intended for the change to standard gauge.
(This work was carried out by the S.T.C., but has now
stopped because the Commonwealth Government has decided
to build a new standard gauge line on a different
alignment which will be operated by the S.A.R. - Ed.)
At Twelve Mile Siding (12%m.) there is a crossing
loop to receive hot-box cases, a once common occurance
in the sandy country. At Thackeringa there was once
a crossing loop and another siding for the same
reason, but all has gone since the arrival of the
Alcols. We were now travelling south-west, and at
length a light was picked up in the locomotive head-
light. It wasNotBurns
for Resaledesignation board, but here there
- Free download from lrrsa.org.au
LIGHT RAILWAYS SUMMER 1969 - . 12.
was also a distant signal. These are features not
often noticed in daylight, and the home was studied
with as much care as is possible when leaning out of
a rocking end platform. It tapered to the post, and
the reverse side was white with the usual black band,
the colours being red and white on the face. This too
was pulled off for us, and we entered the centre road
of Burns yard, controlled by the American-type switch
stand, as found on the S.A.R. The roads either side
of us, and our own, ran over the border into South
Australia, while to the south was a siding loop and
locomotive refuelling roads. There was also a siding
to the north, being the platform road, a wooden
station building, a further off some company houses
and a hotel. This, plus a turning triangle and ash
pit, comprised Burns, but Cockburn yard was more
extensive, boasting a three-road loco shed for the
S.A.R. steam engines, Inside the shed were two
locomotives, "T" class 4-8-O's, one of which was to
take the train on at 5.50 a.m. As I explored, "Justin
Hancock" came off our train and turned via the triangle,
returning to Railway Town light, but with as many rail-
fans on the footplate as the driver would allow.
Looking back from Cockburn our train could have been
mistaken for a railway version of the 'Marie Celeste',
for it was now headed by the two dead engines, with
connecting rods removed, and consisted of 14 coaches
full of sleeping passengers, without a light to be
seen. All around the desert night denied the existance
of man-made objects. Even the usually crammed Burns
Hotel was at last silent, the hostelry doing more
business than any in Cockburn, for the State licensing
laws allow a ten o'clock limit in New South Wales, but
the curfew rings at six in South Australia. Having
attempted to capture this phantom train on film,
using P 60 bulbs, an open shutter, and miles of wire,
my three companions and I drove back to Broken Hill in
the early hours.
The next day the Silverton Tramway was back to its
normal job of hauling the lead concentrates to Cockburn,
the 11.00 a.m. morning train
For reproduction, pleaseconsisting
contact the Society of single
post-office red Alco diesel towing about 1400 tons of

this deceptively heavy load. I was surprised to find
such a moderately powered diesel, rated at 900 h.p.
pulling well over a ton per h.p. up the 1 in 100 banks.
The line had three trains each way on weekdays, and one
on Saturdays, but it must be remembered that all
freight working has to be worked through to Port Pirie,
a distance of some 250 miles on single track, to the
smelters.
It was only after a great struggle that Broken Hill was
finally connected to Sydney by rail, as late as November
1927, and since then a portion of the ore traffic has
gone eastwards. This broke the monopoly of the S.T.C.
but they still carry the majority of the ore, as
Sydney is 699 miles by rail. The Tramway also carries
supplies for the Barrier'from Adelaide, a mere 333
miles, and oil and fuel for domestic use have three
special sidings on the 'Town' line. The local depots
of these oil companies, the Commonwealth Oil Refinery,
the Vacuum Oil Company, and the Caltex group, are all
situated along this line, between Railway Town and
Sulphide Street, giving the S.T.C. valuable traffic
in recent years, when one in three citizens owns at
least one vehicle. The Vacuum Oil Company also has
a depot half a mile along the Tarrawingee Tramway
track, this being the only part of that concern now
worked, usually by the Andrew Barclay diesel, "Sam".
Coal came from South Australia, and this was encouraged
by the town as the cutting of local timber for fuel
was having a serious effect on the doubtful fertility
of the surrounding countryside. Locomotive steam coal
is now brought from Newcastle near Sydney, while for
domestic use Kerosene is brought from South Australia.
The freight vehicles for all this traffic have always
been shared with the S.A.R. on a one to six ratio,
consisting of mostly steel bogie wagons, but wooden
sided bogies, mostly S.T.C. owned, are also used for
the ore, and an assortment of tankers, stock wagons,
flats and goods brakes can also be seen. The ore
wagons always appear empty due to the very dense Galena
ore, concentrated
Not for from thedownload
Resale - Free lessfromheavy rocks, laying
lrrsa.org.au
well below the edge of the wagon. Even so the sag and
bulge of some wooden cars have to be seen to be believed.
Passenger stock is hired on a mileage basis from the
S.A.R., whose 3'6" gauge coaches are appointed just as
well as their wider brothers. A photograph shows a
twelve-wheeler buffet car trying hard to look American,
and although the exterior does not quite match up to
the 'Lincoln Car', there is no austerity about the
interior, the flush-sliding double windows providing
an excellent elbow rest on a hot day, while the
buffet supplied all the refreshment a lack of license
would allow.
The 'Broken Hill Express' performs its noble task on
Mondays, Wednesdays, and Fridays, consisting of a
through working on 3'6" gauge track to Terrowie, S.A.
with just a change of engines at Cockburn. Travellers
are then requested to change into the 5'3" coaches,
unfortunately in the chilly hours of the morning, and
continue their journey to Adelaide. The development
of air transport, a daylight bus service to Adelaide,
and the N.S.W.G.R. "Silver City Comet" diesel express
have all combined to lower the importance of the train,
but the full weight allowed is made up in ore wagons
on the rear.
Mineral trains, the real payload of the line, are
collected at the extensive yards at Railway Town, and
made up into 1500 or 3000 +on trains, depending on
whether one Alco or two is being used. Just over an
hour and a half is allowed for the journey to Cockburn,
where the train is run into the S.A.R. yard, and left
to be taken on as required. The "WW's used to turn
via the triangle, which is used by both railways, the
tender filled with water, and return with the east-
bound train, but the diesels can run either way, and
they take the waiting train of empties and back-loading
freight out almost at once.
Train working is by the Train Section Order system, with
a train controller at Railway Town in communication by
telephone with Burns and Silverton. Occasionally
trains are crossed at the latter station, where longer
crossing loops have been put in since the arrival of
the diesels.
On my visit the train controller proved a most helpful
host, and most of the employees are very 'public relat-
ions' minded. At the height of the "W" era a publicity
train was run to Cockburn consisting of three "W"
class locomotives, with 3,600 tons of concentrates
behind, a much photographed stunt which is rumoured to
have been the result of a bet. Since then the record
train has been well and truly beaten, for on the 18th
of January, 1963, all three Alco's pulled a train of
106 loaded ore wagons, and a goods brake, to Cockburn.
The weiqht behind the coupling being calculated at
4,500 tons, of which 3,550 tons was ore payload. The
train was some 3,000 feet long, and took 1 hr. 55 mins.
or 1 hr. 30mins. net excluding the inspection stop
at Silverton. With 2,700 h.p. this feat seems incred-
ible but was typical of the forward thinking of the
company. Now the work is well advanced on the new
standard gauge in South Australia between Port Pirie
and Cockburn with completion scheduled later this year.
There remains the 35 miles of the Silverton tramway
over which argument has raged for four years. Due to
this arguing work on a new standard gauge line between
Cockburn and Broken Hill has been delayed and it is
now inevitable that the 2,500 mile Sydney to Perth
through service will be delayed because this tiny
section is incomplete. When, however, it is finished
it will bring to an end the career of the Silverton
Tramway Co.
THE END
My thanks are given to the compilers of the excellent
brochure produced by the A.R.H.S., to articles by
Mr. C.C. Singleton in the same society's magazine, and
to Mr. J.A.A. James and Mr. B.J. Brooke, for their
help.

OBITUARY - JOHN ALFRED
At a time when the society was in need of an Editor
member John Alfred volunteered. Although Editor for
only two issues before his death he applied himself
to the position with an ability that resulted in an
improved magazine. In his own articles he showed
himself not only to have an extensive knowledge of light
railways but also to be capable of presenting his
knowledge in a way that re-created the atmosphere of
the era. With a willingness to co-operate with the
council he was looking forward to producing the Society's
first offset printed issue, and had many new ideas for
improving the format and content of the magazine.
John, an extremely friendly person, was known to every
railfan who ever visited the Public Library at night,
where he could always be seen busy researching. He
was extremely active in other societies and had many
articles printed in their magazines. His main interest,
however, was in writing the history of the land boom
of the '90's and the culmination of his years of
research was to have been a large book called "The
Saga of the South" which he had nearly finished writing.
It came as a great shock to learn of the car accident
at Bowen in the north of Queensland on the 7th January
and then of his death 10 days later without gaining
consciousness. His death was made even sadder by the
fact that the police were unable to contact any friends
or relatives after his death, so that there was no
opportunity for them to pay their last respects. To
a hard researcher, a good Editor, and a great friend
we say "Vale" (M. Plummer.)
Errata: In the last issue we forgot to acknowledge

that Rick Bryse of the P.B.P.S. took the photograph of
the double-headed cane train that was used for the
cover. For reproduction, please contact the Society
Two interesting photos taken by the S. E.C. (Above) Hired S.A R. "V" class
working on an overburden train about 1922 at Yallourn North. (Below) No. 5,
the Hudswell-Clarke from Wallaroo doing similar work sometime after 1926.

"JustinHancock", minus coupung rods and tender on the low loader at Appelton
Dock Photo John Buckland.
No. 86 approaches Yornup with a load of sawn timber from the Donnelly River
Mill in 1967. Photo A . Gunzburg.
LIGHT RAILWA!lS '-2XIMKEX 1969 19.
NEWS, NOTES COMMENTS
&
BIG "W" ARRIVES IN MELBOURNE
Having read the article on the Silverton tramway earl-
ier in the issue many members will be pleased to learn
that No. 22 "Justin Hancock" of the Silverton line was
donated to the Puffing Billy Preservation Society by
the S.T.C. has arrived in Victoria and is now residing
in the museum at Menzies Creek.
It came by rail from Broken Hill to Port Pirie where
after a bit of difficulty it was loaded onto the Blue
Star ship "Australia Star". They generously transported
it in their hold, at no cost to the P.B.P.S., arriving
in Melbourne on Thursday January 30th.
Friday morning saw many fans at Appellton Dock, taking
"sickiesl',to watch the locomotive and tender being
unloaded onto a large 58-wheeled low-loader. It
remained at Appelton Dock over the weekend (Page 18)
before going to Menzies Creek via the Beach road,
South Road, Warrigal Road, Pakenham, and Gembrook:
"W" No. 22 was one of sixety-four similar locomotives
to come to Australia in 1951. Four went to the S.T.C.
and the other sixty to the W.A.G.R. Built by Beyer
Peacock they were designed for the W.A.G.R. for general
purpose duties and were built with a maximum axle load
of 10 tons for operation on the light lines of the
W.A.G.R. which were laid with 45 lb. rails. Speclal
features on the locomotives included SKF roller bearings
on all carrying axles, Hadfield power reversing gear
and a specially designed boiler with a wide firebox
and a large combustion chamber suitable for burning
the Collie coals of W.A. The firebox was provided
with a thermic syphon and two arch tubes. The master
mechanics type of spark arrestor was fitted in the
self-cleaning smokebox. The W.A.G.R. has all sixty
of its engines running today while the S.T.C.'s four
are pensioned off.
"No. 22 is painted in a large-green livery, with a
black smokebox and cab roof, red buffer beam with a
few more spots Not
offor red
Resale -highlighting
Free download from lrrsa.org.au
parts of the valve
WGHT RAILWAYS SUMMER.1969 20.
gear, and black and yellow lining on the boiler and
cylinders. The cab, finely proportioned, follows the
slope of the boiler backhead, to avoid any unreachable
corners in the front of the cab in which dirt could
collect. The cab is mounted on a cantilever platform,
and fitted with a double roof and ventilators. This
all adds up to the locomotive imparting a very modern
appearance. As a representative of modern narrow-
gauge'streamlined locomotives it is a welcome addition
to the P.B.P.S. museum and we must congratulate the
P.B.P.S. on their initiative in acquiring such a
locomotive. (M. Plummer)
Technical Details
Gauge 3'6"
wheel arrangement 4-8-2
Boiler Pressure 200 p.s.i.
Grate area 27 sq. feet
Heating surface - evaporative 1,117 sq.ft. - superheat
305 sq.ft.
Driving wheel diameter 4'0"
Cylinders 16" diameter X 24" stroke
Weight in working order 101 tons.
Tractive effort 21,760 lb.
Length over buffers 61'11"
Coal capacity in tender 7 tons
B/N 7418 of 1951.
THE DONNELLY RIVER MILL RAILWAY (W.A.) - by A.Gunzburg
The 14 mile private long railway from Yornup about140
miles south of Perth on the Northcliffe branch, to the
Donnelly River Mill represents the last vestige of the
once extensive network of timber railways operated by
Bunning Brothers. It is now the last private timber
line operating in an area which was once covered with
railways serving the timber concessions of numerous
sawmillers and timber merchants.
Bunning Brothers commenced business as building
contractors in Perth in 188?, but by 1904 their interests
had turned to sawmilling.
LIGHT RAILWAYS SUMMER:1969 21.
Their first mill was at Lion mill, later renamed
Mt. Helena, but by 1923 they took over two small
timber concerns near Collie and Yornup. Bunnings
operations then expanded, to cover several areas
throughout the South-West of the state.
The first mill at Yornup was erected in 1927, and
operated until 1948 when a modern mill was established
at Donnelly River some 14 miles to the west. From
a fleet of over half a dozen locomotives working on
the Donnelly River line there remains only one in
traffic. This was former S.A.R. 'Y" class No. 86,
built in 1888 by Beyer Peacock & Co. (Builders No.2913).
It was purchased from the S.A.R. in 1944 and worked the .
Nyamup and Yornup mill lines. In November 1958, a "Yx"
class Belpaire boiler was purchased from South Australia
and the locomotive was rebuilt as a "Yx" class. Bunning
Bros. also own a similar locomotive, former S.A.R. "Y"
class No. 176, also subsequently rebuilt in W.A. as
. This locomotive is currently stored at the
a llYxl'
company's workshops at Minjinup, awaiting repairs but
its future is uncertain.
The railway operates three to five days a week,
depending on the amount of sawn timber awaiting deliv-
ery. All log hauling from the cutting area to the
mill is now carried out by trucks. The sawn and
seasoned timber is loaded onto W.A.G.R. wagons, which
are then hauled to the W.A.G.R. siding at Yornup.
Departure from the mill is usually 12 noon to 1 p.m.
and the 28 mile return journey takes three hours.
Empty wagons are left at Yornup by the W.A.G.R., and
these are then hauled back to the mill by the
locomotive, after the loaded trucks have been placed
in the siding.
The railway is typical of the W.A. timber lines, with
a minimum of formation, and limited clearances between
the train and surrounding trees. A ganger is in charge
of maintenance of the track and there seems some future
at least for this, the last private timber tramway in
Western Australia.
FRAME FOUND AT WARBURTON
Looking around the vicinity of the old "La La" siding
at Warburton recently, I found the frame of an old
0-4-0 steam locomotive. The dimensions suggest that
lt once was part of a 2'0" gauge Orenstein and Koppel,
yet no 2'0" gauge lines ran out from Warburton.
However, it is known that Mr. Ezard who had a tramway
at Warburton brought a Krauss and an Orenstein and
Koppel from Port Albert to Warburton in 1928 to combine
into his own 3'0" gauge unconventional locomotive, and
there is quite a possibility that this frame is from
one of these locomotives. Anyone wanting to see the
frame will find it beside the river behind the timber
mill, It had been hidden all those years by black-
berries which have only just been burnt away. The
dimensions are - length l4'1", height 2 ' 6 " , maximum
width 5'4", Wheelbase 4 'l". Wayne Chynoweth.
LETTER TO THE EDITOR - Roger Seccombe writes:-
BRITANNIA CREEK TRAMWAY (L.R.25)
While an abundant supply of cheap wood, good water
supply and efficient working are all necessary condit-
ions for the wood dlstilation industry, experts consid-
er that the failure of the Britannia Creek project was
chiefly due to the absence of a profitable market for
the products of distillation. At least during its years
of profitability Britannia Creek was the only plant in
Australia which was ever operated on a commercial scale.
It has a per charge capacity of 12 tons of hardwood
(mainly mountain ash) or about 4,000 cords per annum.
It produced approximately 12,000 gallons per annum of
methanol, 36-40 tons of cresote, 17 tons of acetone,
280 tons of grey acetate and 150-160 tons of tar. The
annual value of the products was abdut f20,OOO. Closure
was due to inability to earn products despite tarriff
protection. Attempts to convert the operation into
joint timber production and waste distillation only
alleviate the position but did not make it profitable.
LIGHT RAILWAYS SUMMER''1969 23.
PRESERVED LOCOMOTIVES IN AUSTRALIA

Compiled by P.L. Charrett
The following list of locomotives preserved is by no
means complete, as more locomotives are being set aside
and others placed in out of the way places. The term
"preserved" in a lot of cases, particularly in parks
means in spirit only because of vandalism and colour
schemes. The exception to this is N.S.W. where all the
locomotives are preserved in true style.
All data is listed as follows:- Previous owner, gauge,
name and or number of loco, wheel arrangement, builder,
builders' number, year built.
Abreviations used are:- S.M. Sugar Mill: Q.R. Queensland
Railways: H/C - Husdwell Clarke: 0 + K Orenstein and
Koppel.
OUEENSLAND
Maryborough: Walkers Ltd. - To be preserved
QGR 3'6" B15 299 Walkers
Gympie: Andrew Fisher Memorial Park - To be preserved
QGR 3 ' 6" C17 45
Virginia: Rotary Park, Goss Road - to be preserved
QGR 3 ' 6" C17 935
Gympie: McDonnell Park - To be preserved
QGR 3'6" C17 820
Nambour: Moreton Central S.M.
Moreton Central S.M. 2'0" Shay 2 truck Lima
M
Mossman S.M. 2'0" Ivy 0-4-2T Fowler
Mossman: Park in Mill St.
Mossman S.M. 2'0" R.D. Rex 0-4-2T Perry 7650/49/1
Port Douglas: Reserve opposite Courthouse Hotel
Mossman S.M. 2'0" Faugh-a-Ballagh 0-4-2T Fowler
Mareeba: Park
Mulgrave S.M. 2'0" Pyramid 6 0-6-OT H/C
Edmonton: Hambledon Sugar Mill
Hambledon S.M. 2'0" 4 0-6-0 H/C
Gordonvale: Park opposite Station
Mulgrave S.M. 2'0" Nelson 4 0-4-2T Fowler 20273 1933
Babinda: Park at South end of town
Babinda S.M. Anzac 3 2'0" - 4- 2TT Fowler 14666 1914
Innisfail: Gladys Park
Goondi S.M. 2'0" 6
Innisfail: Fitzgerald Esplanade
QGR 2'0" B9% 11
m 2'0" 5 0-4-2T Fowler

Cardwell: Beach
Tully S.M. 2'0" 2 0-4-2T Fowler
Giru: Schoolground
Haughton S.M. 2'0" 7 0-4-2T Decauville
Mt. Isa: Childrens Playground
Mt. Isa Mines 3'6" 1 0-4-OST Peckett
Home Hill
Inkerman S.M. 2'0" Torpedo 0-4-2T Hunslet 1187 1915
Proserpine: Playground
Pr0serpine.S.M. 2'0" Digger 7 4-6-OT Hunslet 1317 1916
Farleigh: Farleigh Sugar Mill
Farleigh S.M. 2'0" 0-4-OT Avonside
To be Continued.
Whilst every effort is made to ensure the accuracy of
material published in "Light Railways'' we cannot be
sure that errors have not crept in. If you see errors
or can add additional information, please contact the
Editor, as it is only thus the full history of Austral-
ia's light railways can be fully recorded. Opinions
expressed in articles or letters are not necessarily
For reproduction,
those of the Editor or Society. please contact the Society
For this issue's cover John Thompson has drawn "Fowler"
from the Sons of Gwalia firewood tramway in Western
Australia. The Sons of Gwalia gold mine is located at
Gwalia, about 100 miles north of Kalgoorlie. The mine
operated a l'8" gauge tramway until December 1963.

COUNCIL
President: Geoff Maynard (Tel. 729 2405)
"Nayook", Bungalook Road, Bayswater 3153.
Secretary: Mark Plummer (Tel. 96 3364)
1 Shirley Court, East Brighton 3187.
Treasurer: John Prideaux (Tel. 48 4280)
2 Emmaline Street, Northcote 3070.
Editor/Committeeman: Peter Charrett (Tel. 277 5528)
33 Park Road, Mount Waverley 3149.
Whilst every effort is made to ensure the accuracy of

material published in "Light Railways" we cannot be
sure that errors have not crept in. If you see any
errors or you can add additional information, please
contact the Editor, as it is only thus that the full
history of Australia's light railways can be fully
recorded.
Opinions expressed in articles or letter are not
necessarily those of the Editor or the Society.
I wish to apologise for the late arrival of your maga-

zine, but I hope that the contents of this magazine will
justify the lateness.
Whilst this magazine has plenty of articles and
news I would like to stress the need for the articles
and news to keep coming in. Without your help there
will be no magazine. That article that you are always
going to write, don't delay, write it now.
The Editor
ELPHINSTONE TIMBER TRAMWAY
By Roger H. Seccombe,
The Elphinstone timber tramway was probably one of the
shortest lived tramways of its type in Victoria. Con-
structed in 1923 and operated from 1924 to 1928, it had
the distinction of being constructed to process a timber
reserve which proved to be, at best, poor quality, or to
accept the view of a contemporary observer, rotten.
The Elphinstone area (originally known as "Sawpit Gully")
was settled early, having close associations with the
gold boom, situated as it was on the outskirts of the
Forest Creek goldfields. As on all Victorian fields,
liquor was forbidden until 1854 and Sawpit Gully did a
roaring trade in 1851-53 at its inn, its "five-gallon
houses" and "coffee shops" (sly groggeries)! However,
unlike similar "watering places" and halts for gold
prospectors, such as Lancefield and Diggers Rest,
Elphinstone as a settlement did not experience any period
of marked decay after its heyday; life in Elphinstone
had been a slow twilight after the gold rushes. In con-
trast-, Lancefield, with its bizarre array of empty hotels
sporting the decaying facades of their early prosperity,
witnesses the great disparity between the wealth brought
to the town by the gold rushes and the collapse of its
economy once the gold boom was over.
Elphinstone's identity changed from that of a "watering
place" on the diggings to a railway settlement, when the
Great Northern Railway was opened to Bendigo, (then
named "Sandhurst") in 1862.
In respect of its topography, the country is partly
basalt, granite and sandstone and its undulating terrain
carried an extensive eucalypt cover which only began to
disappear with the opening up of the area for agricul-
tural and pastoral pursuits. The potential revenue from
these timber resources was soon recognized as the neigh-
bouring large landholders commenced felling the hardwood
forests in order to implement more intensive land devel-
opment. The favourable terrain was conducive to the
implementation of schemes to put the felled timber to
commercial use.Not for Resale - Free download from lrrsa.org.au
One of the chief properties in the vicinity of Elphin-
stone was "Coliban Park", established by a Mr. Crawford
in 1855 and comprising 5000 acres. The owner in 1923
was Mr. A. Barber who had purchased the estate several
years earlier and had developed plans to clear the pro-
perty for pastoral pursuits.
The year was 1923.
THE COLIBAN PARK SCHEME
An Elphinstone sawmiller, Mr. C D . Hancock, purchased
the whole of the standing red gum for milling purposes,
estimated at 25 million super feet. Under the terms of
the Agreement with the property owner, he had five years
to cut out Coliban Park; however, the lease specified
that the timber, after felling, had to be milled off the
property.
As a result, Mr. Hancock planned to construct a 3'6"
gauge tramway to remove the felled timber from Coliban
Park to a mill and transfer siding to be located adja-
cent to the Victorian Railways' Elphinstone Station.
The Company leased an area of land from the V.R. for the
purpose of providing such a siding, capable of accom-
modating at least 12 timber wagons. Contemporary press
reports state that Mr. Hancock intended to build a steam
tramway, nine miles in length, operated by a "powerful
locomotive" hauling a number of 8-wheeled bogie wagons
to be obtained from the Queensland Government Railways.
The felled timber would be transported from the cutting
area by 15 haulage units (comprising traction engine,
bullock and horse teams) to the Company's line site on
Coliban Park. From here the logs would travel by the
tramway to the Elphinstone mill where, after processing,
the milled timber would be transferred to V.R. broad
gauge wagons. The Company anticipated a mill output of
4 million super feet per annum. The timber was des-
cribed as being of "splendid quality". The actual mill
site would measure 60' x 130' (later revised to 90' x
145') and would be constructed upon concrete piles.
"Spacious and lofty" sleeping quarters would be provided
for the mill hands and high wages would be offered to
attract the most "efficient and steady workers". (Press
reports indicated a yearly payroll of 20,000 pounds).
The unusable milling offcuts would be reduced to one
foot firewood blocks for loading by elevator into V.R.
vehicles. It was on this optimistic highnote that the
Company embarked, towards the close of 1923, to con-
struct the tramway.

CONSTRUCTION PROGRESS
September 1923 saw the sleepers waiting in readiness
for laying to commence and on Thursday, 27th September,
the first sod was turned, to the accompaniment of a
"salvo" provided by a man beating with a stick on a
kerosene tin, in the absence of any firearms. By now
the manager's house had arrived in sections from
Guildford and was awaiting erection.
The early days of October found Elphinstone a hive of
industry, as between six and eight horse teams hauled
lumber and supplies to the railhead. The fever of
activity is described in an enterprising railroad ballad
of the day set to the metre of "Banjo" Patterson's "The
Man From Snowy River" :
"When it's trench in at the edges,
And it's undermine below,
A bar or two behind it,
Heave away and let her go!
And the shouting of the gangers can be heard
above the din,
From the banks below the township where the
lads are linking in "
It is to be regretted that no further evidence of this
ballad writer's art can be traced.
With the arrival of the rails imminent (30' lengths of
28 lb. rail) a gang of men commenced construction of the
line's major bridge over Sandy Creek some two miles out
from Elphinstone. Described as measuring 90' in length,
the remains today indicate a four-span bridge, about 15'
high and 60' in length built on piles driven into the
creek bed. The method of construction followed closely
the principles of V.R. trestle bridge as can be seen in
the accompanying photograph (on page 10).
By 1st November work had commenced on erecting the mill
manager's residence (named "The Crescent") and engine
shed; about 1/4 mile of track had been laid out of
Elphinstone including curves, one of which had a 3-1/2
chain radius and the line's deepest cutting of 10 feet
was being excavated near Granite Hill, a distance of
some three or four miles from the mill. Supervision of
track laying was carried out by Mr. E. Davitt, an ex-
V.R. road-master, with a gange of twelve men.
A report of 9th October anticipated the arrival of two
locomotives from Tasmania, but by 13th November only one
had arrived. Reputedly weighing 15 tons with a haulage
capacity of 4 0 tons, it was assembled from sections
during the latter half of November. The bogie trucks
arrived on 17th November.
The V.R. commenced laying the broad gauge transfer
siding on 12th November and by 30th November the tram
line had been extended another 1/4 mile and was now within
5 chains from the boundary of Coliban Park. By 11th
December some 82 men were employed on construction and
on 18th December the steam boiler arrived at the Mill.
Concurrently, the Manager invited applications from
persons interested in operating a firewood plant as an
adjunct to the sawmill's activity.
The Company gained added impetus to its plans in January
1924 when Mr. Hancock won the tender for supplying tim-
ber for the construction of three Melbourne Harbour
Trust wharves. Worth some 127,599 pounds, the tender
specified the supply of 1.25 million super feet of timber
which was expected to bring a desirable fillip to pro-
duction at Elphinstone. In anticipation of completing
the tramway, felling commenced on Coliban Park in the
Granite Hill area. By 12th February the timber reserves
in this locality had been depleted and the felled timber
hauled 1/2 mile to the railhead line site by three bullock
and horse teams and a traciton engine. However, the
logs were still awaiting transit to the mill as the
tramway had not yet commenced operation (the Company was
expecting the Metcliffe Shire Council's approval of its
specifications for tramway crossing points on Shire
roads: after protracted discussions, approval was
finally given at the Council's February meeting reported
in the local press on 27th February.
In the meantime the locomotive had been tested on the
line to the head of the road, about three miles out on
Coliban Park, and the Company had expressed satisfaction
with the efficiency of both locomotive and track.
On 19th February a plate laying gang was putting down
the 3'6" gauge sidings at the mill and the Company ex-
pected to commence railing the felled timber to the mill
within a few days.
At this point we might inquire how extensive the tram-
way was intended to become. The present manager of
Coliban Park asserts that the line was actually surveyed
to a point approximately 1/4 mile south of a ford over
Granite Creek on the Coliban Park - Sutton Grange Road
(Map reference: Army Survey - Castlemaine No.817, Zone
7, 1" to 1 mile). Such a railhead location would have
been generally in accord with the previously noted
press statement which indicated the Company's original
intention to construct a tramway nine miles in length.
In reality, construction of the tramway appears only to
have reached the vicinity of Granite Hill, movement of
the felled timber to the railhead from beyond this
point being handled by horse and bullock teams: when
demolition of the tramway commenced in 1928 contempor-
ary reports appear to corroborate a tramway terminus in
the Granite Hill area, some three to four miles out
from Elphinstone; finally, when the mill's assets were
eventually disposed of in December 1928, the trackwork
was described as comprising "three miles" of rails. (In
preparing this history, the full length of the original
formation has been traversed.)
THE LOCOMOTIVE
Despite inadequate documentation, it would appear
definite that the sole locomotive purchased by the
Company was an ex-Tasmanian engine. Misses K. and J.
Hoinville who today occupy the original Manager's resi-
dence at Elphinstone assert that it was "definitely
from Mt. Lyell".
Described by 1923 press reports as a "15 ton engine",
it was otherwise estimated by Mr. J. Blow (Manager of
Dickson Primer Industries Pty. Ltd. of Melbourne) who
cut up the locomotive in about 1940, as having weighed
close to 7.5 tons, with a copper firebox (weighing
between 1/2 and 3/4 ton on Mr, Blow's estimate), circu-
lar, screw-type, firebox door and brass tubes measuring
about 6' in length. It was almost certainly a tank
engine (not a saddle tank) with a "small flat" integral
tender measuring some four feet wide. It is believed
to have been painted dark green.
If reliance is to be placed on the contemporary weight
estimate of 15 tons, it might be questioned if this in-
cluded the weight of a separate tender; eg. like those
often constructed as appendages to stock tank locomo-
tives used by the Colonial Sugar Refinery. We can find
corroborative evidence for such a theory in the state-
ments of the Misses Hoinville who aver that they have,
near their woodpile, portion of the tender belonging to
the Elphinstone locomotive. A former axeman at Elphin-
stone, Mr. Ern Swift, also supports the theory of a
separate tender. However, the final word should come
from Mr. Blow who asserts that the locomotives he pur-
chased from the auctioneers, E.M. Purdy and Co. of
Melbourne, in about 194 0 possessed only a small integral
tender.
Based on the sum of evidence from contemporary and pre-
sent day sources, and Mr. Blow's view that it could have
been a British (definitely not a German) locomotive, it
is proposed that the locomotive may have been built by
Sharp Stewart, Builder's number 2030, built in 1870
whose history is as follows: an 0-4-0 tank locomotive;
cylinders 8" x 15"; diameter of driving wheels 29";
originally 4'6" gauge as used on the Mersey and
Deloraine Tramway 1871-72; sold to the Tasmanian
Government Railways and became No. 6B on conversion to
3'6" gauge; sold to Boland and Scott (contractors) in
1888 and re-purchased 1889; used for construction of
the Mt. Lyell line; stored 1894 and sold 1895 or 1896;
disposition is unknown.
The rolling stock comprised 8-wheeled bogie trucks ob-
tained from the Queensland Government Railways.
OPERATION
Mr. Ern Swift and Mr. S. Knox (who also worked at the
Elphinstone Mill and whose wife ran the men's boarding
house) recall that the locomotive used to make three or
four trips a day, starting work at about 8.00 a.m. and
finishing at 5.00 p.m. Mr. Swift adds that the loco-
motive would "often drag its own logs" (presumably out
at the Company's line site on Coliban Park).
MILLING BY-PRODUCTS
After the milling processes, the offcuts yielded quan-
tities of timber from which a Mr. T. Pidd produced
supplies of one foot firewood blocks at a mill estab-
lished nearby. In addition, other surplus waste was
acquired free of charge by a Mr. J.J. Mazzocchi, mer-
chant of Woodend who employed a gang of 10 Italian
workmen for the purpose of producing supplies of char-
coal. He constructed a series of retorts at Elphinstone
and the smell of charcoal was observed to mingle with
those of garlic and macaroni; a pungent aroma!
SUBSEQUENT HISTORY
Throughout the major part of 1924 the milling venture
was plagued by inclement weather. As successful opera-
tion of the tramway depended intimately on the effic-
iency of felling and transporting methods employed on
Coliban Park, it was only to be expected that the per-
sistent heavy rains which turned the felling area into
a quagmire would affect milling operations. Sandy
Creek and the Coliban River were in flood in August and
by October operation of the tramline and mill had halted
and only a handful of men were being kept on. The local
cricket team loudly lamented the enforced departure from
the district (and from the cricket team) of six mill
workers who had been laid off!
Besides the weather, the Company also suffered numerous
accidents, generally of a minor nature, involving
damaged fingers, broken legs and bruised kneecaps chiefly
among the men working the breaking-down saws. There was
also the case of Mr. E. Potts who was employed clearing
the red gum tops on Coliban Park. One night all his
possessions went up in smoke (possibly through the
agency of Mr. Potts' pipe or campfire) including tent,
saddle, double-barrelled shotgun and chaff, valued at
$401!
The Mill commenced again in February 1925, but prolonged
rain again halted milling in the latter part of the year.
ADMINISTRATIVE PROBLEMS
However, the Company's internal problems were already
beginning to multiply and were given a startling public
"airing" in a legal wrangle in September 1925. On 17th
September hearing of the case of the alleged wrongful
dismissal of the sawmill's general manager, Thomas
Alexander Wilson, commenced in Melbourne. Wilson was
claiming damages against Charles Daniel Hancock, Arthur
Orlando Hail and Edwin James Hooper, "directors" of the
Company. Wilson had been appointed general manager of
the Company for the period 24th October 1923 to 31st
December 1928, at a fixed salary of $1000 per annum,
together with the use of a cottage adjacent to the mill.
Wilson asserted that, on 31st January 1925, he had been
dismissed. Defendants claimed he was negligent and not
a qualified sawmill manager.
More significant as an insight into the Companyfs opera-
tions, Wilson counter-claimed that, while the Mill plant
was intended to treat 20,000 feet of logs per day,
during 1924 the plant had only averaged 9300 feet per
day. Wilson was quoted by the local press as stating
that the plant was "a farce" and that "better results
could be obtained from a second-hand scrapped plant".
Marketable timber was averaging 1500 to 4000 feet per
day against a predicted 12,000. Cutting costs (in March
1924) "varied between 11 shillings and 37/9d per 100
feet" instead of an estimated 4/4d. The Company was
reported to be losing money. The case was concluded out
of court, the press reported.
On 29th June 1926, a Company was registered by C D . and
C.L. Hancock under the name of "The Elphinstone Redgum
Milling Company Pty. Ltd.", for the purpose of acquiring
the existing business of Mr. C.D. Hancock, sawmiller of
Elphinstone. The nominal capital of the Company was
$10,000.
However, on 6th July 1926, shareholding interests were
transferred to Hall (solicitor of Geelong) and Hooper
(Manager of Geelong). Named assets comprised the
sidings at Elphinstone, the Mill, tramway, horses,
rolling stock and motor vehicles.
By now the demise of the milling venture could be fore-
told. Expectations had not been fulfilled and clearly
it must have been seen as only a matter of time before
the scheme foundered.
FAILURE
Why did the venture fail? It would appear that the
failure was chiefly a result of inadequate planning and
miscalculation, added to, if not occasioned by, the
Company's internal dissension and management difficul-
ties. While a local press report of 1st November 1923
states that Mr. Hancock had expressed satisfaction with
the quality of the redgum already cut, which was des-
cribed as "very solid", it would seem that this timber,
probably cut in the Sandy Creek area for the purpose of
constructing the bridge, was representative more of the
quality in the locality of Mooney's property rather than
of Coliban Park. A contemporary observer noted that the
Company did not bore the trees and one can only suppose
that it was assumed that the quality of the initial
fellings would be representative of the red gum over the
whole of Coliban Park. Reference to the accompanying
photograph on page 13 (the only original photograph that
has been traced) depicts several log bogies at the Mill
and appears to verify the poor quality of the logs:
evidence of severe splitting and deterioration is visible,
PHOTOGRAPHS ON THE OPPOSITE PAGE

TOP: An old photograph showing logs being loaded at a
loading site at Elphinstone. Photo: R. Seccombe collec-
tion.
CENTRE: The remains of the trestle bridge over Sandy
Creek. Photo: R. Seccombe.
BOTTOM: An old postcard showing a vertical boilered,
outside framed 0-4-0 "Hauling logs to Mill, Southern
Tasmania". The location is believed to be Hythe.
Photo: J. Shennen Collection.
When the timber resources proved uneconomic due to their
inferior quality, the Company salvaged the best of the
eucalypt and then sued the owner of Coliban Park. The
case was settled out of court. It is said that the only
person who profited from the whole venture was Mr. Pidd,
who had been turning the Mill waste into firewood
blocks.
With the end in view, on 28th November 1927, the Vic-
torian Railways gave notice to the Company that it in-
tended to terminate maintenance on the transfer siding.
The agreement governing use of the siding was cancelled
on 1st March 1928, and the siding was dismantled in May
1928.
After the closure of the Mill a start was made on dis-
posal of the Company's assets. In the latter half of
June 1928 the tramway between the Mill and Granite Hill
was pulled up and the rails and sleepers stacked near
the Mill. On Tuesday, 11th December 1928, the sale of
the Mill's assets was conducted. J.W. Styles and Son,
Auctioneers, sold 370 lots including trucks, three miles
of 30 lb. (sic) rails, fastenings and sleepers; the
locomotive was not sold. The sawn timber was reported
to have brought "a fair price" but the Mill equipment
and log bogies "went cheap".
The locomotive was stored in the engine shed where it
remained for many years. The shed and locomotive were
subsequently purchased in about 194 0 by Dickson Primer
Industries of Melbourne. The Manager of Dickson Primer
(Mr. J. Blow) states that he sold the shed to a local
poultry farmer for 20 New Zealand pounds and brought
the locomotive back to Melbourne where he cut it up.
He found its copper firebox and brass tubes "very valu-
able". He incidentally recounts that, while inspecting
the locomotive in situ at the engine shed at Elphinstone,
a possum resident in the smoke box bit his hand and
that, on the locomotive's arrival in Melbourne, a black
snake crawled out of it!
POSTSCRIPT
Today Elphinstone has fallen asleep. As a community
centre for its area it can boast of little. Castlemaine
and, further afield, Bendigo, are the magnets that draw
to themselves the life of the area and direct its
pattern.
However, the relics of earlier days still cling tena-
ciously to the present: the Manager's house (close to
the site of the Mill) still stands, inhabited by Misses
K. and J. Hoinville who have time to remember ... the
derelict remains of a timber and iron shed nearby is
reputed to be the original shed and may soon disappear
beneath a new Country Roads Board overpass ... the im-
pressions of sleepers and raised earthworks mark the
course of the transfer sidings while the stark concrete
foundations of the Mill linger in an open paddock.
Travel out along the old formation (most of which can
still be traced) and you can locate the decaying remains
of the four-span trestle over Sandy Creek. From here
the formation climbs on a steeply-rising grade, scoured
by water-cut gullies and the activities of myriads of
ant colonies (the ardent sidrodramarcheologist is re-
commended not to linger too long or he may not weather
the years as well as has the Sandy Creek bridge!). It
is in this vicinity that the 3.5 chain radius curves can
be located. On the rising grades south of Granite Hill
there are numerous examples of earthworks, although the
reported ten foot cutting cannot be located, the deepest
cutting measured being only some five or six feet in
depth. The care in road bed construction, including the
provision of drainage channels, is everywhere apparent
despite the passage of years, while numerous sleepers
abound, their dog-spikes still in situ.
The author gratefully acknowledges the assistance of the
following:-
Mr. J. Blow, Dickson Primer Industries
The Castlemaine Mail
Misses K. and J. Hoinville, Elphinstone
Mr. S. Knox, Geelong
Latrobe Library, Melbourne
Mr. M. Plummer, East Brighton
Royal Historical Society of Victoria
Mr. C.S.Not Small: "Locomotives of the Railways
of Tasmania" (unpublished)
VICTORIA DOCK CONSTRUCTION
By Mark Plummer
In the late 1880's Melbourne's port facilities were
limited to the jetties at Port Melbourne and Williams-
town, with a few wharves along the river Yarra and the
Coode Canal. Consequently it was planned to build a
new dock at the western end of the City, just beyond
the Spencer Street Railway Terminus. At that time this
area was just a swamp which extended from the Yarra to
the site of Melbourne's new hump yards.
The engineers planned to remove approximately two and
one-quarter million cubic yards of earth from an area
about 3/4 mile long by 1/4 of a mile wide and dump
about 2/3 of the spoil onto an adjacent area to the
north where a new railway yard and the North Melbourne
Locomotive Depot were to be built. The rest was used
to the south to provide a firm foundation for the North
Wharf, at the other side of the new Dock which was to
be known as Victoria Dock.
The contract was awarded to John Robb who purchased at
least eight locomotives for the task of moving the soil
from the excavation. From Krauss and Coy. of Munich,
Germany, he ordered through their Melbourne agents
(Shadier, Koeniger and Aron of Queen Street) six loco-
motives, over a hundred trucks and a large quantity of
track. The locomotives were an 0-4-0 well tank of 2'0"
gauge, built by Krauss in 1889 and were given the
Builder's numbers of 2178 to 2181 and 2195 and 2196,
with 6.5" x 12" cylinders. The wagons were V-shaped
tippling wagons some one ton capacity and the remainder
3/4 ton capacity.
Contemporary newspaper reports describe the Bochum
Portable railway (the Krauss technical name for their
equipment) as speeding the work up considerably.
Skilled labour was not required, for, three men could
lay down a mile of rails in a day and curves could be
of a very sharp radius which, "by the aid of the steam
motor on bogie frame, a tram can be brought round in a
distance of only sixteen feet"! The locomotives were
described as being light and handy, burning either wood
or coal, with a speed of 5 m.p.h. whilst hauling a forty
ton load, or 10 m.p.h. with empty trucks. Having a
small wheelbase they were extremely useful in negotiat-
ing tight curves and were described as being very useful
for this type of work, saving 50% upon the horse and
dray system.
John Robb also bought two 2-6-0 Baldwins of 5'3" gauge
in 1889 and named them "Emu" and "Kangaroo", bearing the
Builders' numbers of 1-067 and 10075 respectively. Com-
pared to the Krauss locomotives they were quite large,
having 46" diameter driving wheels and 14" x 16"
cylinders. Although it is quite definite that he bought
these two locomotives there is no reference in the news-
papers of the time as to their existence, so their use,
if at all must have been limited. They were typical
American locomotives, with a large wooden cab, enormous
headlamp on top of the smokebox and a tender. A good
photo of one of these appears in member Keith Turton's
booklet "Farewell to the Timber Line", published by the
A.R.H.S.
After the excavation was finished in 1892 or 1893 the
two Baldwins were stored at Spotswood until 1905, when
they were sold to the Mclvor Timber and Firewood Company
at Tooborac. At Tooborac they were renamed "Mclvor" and
"Major" and worked at Tooborac until cut up in 1925.
("Major" was formerly "Emu" and "Mclvor", Kangaroo" -
Editor).
The six Krauss locomotives went to many parts of
Australia and for a time I thought that this was going
to be a history of six Krauss locomotives, rather than
a history of the Victoria Dock construction.
All six locomotives left Victoria together very shortly
after the excavation finished and arrived in South
Australia to work on the Happy Valley Water Project
until late 1894. The group then split up as follows:-
No. 2178 went to Hassell's Marion Bay Gypsum Pit in the
same state in 1912, to work there until scrapped there
about 35 years later.

No. 2179 was next seen with Norton Griffiths in N.S.W.
in 1910, then it went to the Public Works Department in
1912 to work on their projects until acquired by the
New South Wales Government Railways in 1917. After a
period with the N.S.W.G.R., it went to Newbold's clay
pit at Ulladulla, who eventually scrapped it in 1958.
No. 2180 went to the Tasmanian Government Railways in
1897 where it was placed in the H class, numbered H1
and was eventually scrapped in 1958.
The only one of the six to survive was No. 2181. Its
first traced movement away from Happy Valley was in
1903, when the East Murchison United Gold Mine acquired
it. They sold it sixteen years later to the Western
Machinery Coy, Kalgoorlie, where it remained until
going to the W.A. division of the A.R.H.S. for preser-
vation.
No. 2195 went back to John Robb for his mill at Cudgen,
N.S.W., then to the Condong Mill in 1930 where in
November 1940 John Buckland took the photograph on page
24 of this issue. It was scrapped soon after this.
The last of the group, No. 2196 went to the Irvinebank
Mining tramway in Queensland, where it was given the
name "Pompey" and worked there till scrapped in 1933.
In addition to the above details, a photograph proves
that one of the locomotives (probably 2179) returned to
haul mullock trains on the widening of the Coode Canal
which started in July 1906 and was completed in about
1910.
Thus of the six locomotives used eighty years on the
Victoria Dock construction, they went to all states of
Australia and now only one remains.
I would like to acknowledge the help given to me by the
late John Alfred in giving me the preliminary informa-
tion to start the article, Mr. B. MacDonal for helping
trace the roamings of the Krauss locomotives and Mr.
J.L. Buckland for his assistance.
* * * * * * * * * *

TASMA HARDWOOD COMPANY (HOBBS), Tasmania
By C.W. Goodwin
Recently I walked over the five miles of the extinct
Hobb's tramway that followed the western bank of the
Leven River and which commenced about seven miles up-
stream from Ulverstone and the sea. The last time I had
walked the entire length was about 1938, when it was
still operating. I only once saw the locomotive and
train in action and I am not sure of the locomotive's
name, but it was a 3'6" gauge 0-4-0 saddle tank and I
think that the name "Foster" fits into it somewhere.
Most of the route was cut into the side of the hills and
varied from ten feet to twenty feet above the river
level. Except for a couple of lengths of rail, it was
pulled up during the war, but evidence of its existence
could be seen all the way, except for sections near each
end, where cultivation had obliterated the earthworks.
There were about seven bridges across creeks, the main
ones carrying poles are still across six creeks.
I can remember walking over one section years ago where
the track went around a cliff face on trestle work over
the edge of a river. It was a case of extra long
strides from one sleeper to the next, and I could well
imagine that it was a hair raising experience on that
particular section - as people who had travelled over
it by train had told me.
* * * * * * * * * *
THE DEAN-KORWEINGUBOORA TIMBER TRAMWAY

By A. A. GUNSSER
The closing of the Barkstead State School at Christmas

1968 reminded me that the reason this school was first
opened was because of the vast amount of timber being
milled by the firm of Anderson Bros. I have not been
able to get from the Education Department the date of
its opening, but it must have been in the early 1870 f s.
Huge amounts of sawn timber were needed for house
building and mining timber at Ballarat, Creswick,
Allandale and Clunes which were booming towns at that
time.
The Barkstead Mill employed in all some 150 men when it
was in full production. The mill had its own workshop
complete with a lathe for their own repair work. An
enormous amount of sawdust was left behind and as late
as 1920 it still covered some two acres. Old residents
told me it covered nearly four acres when the mill
stopped production sometime in the period between 1885
and 1890. The timber being milled was Messmate
(Stringybark), White Gum and Peppermint.
A depot for timber was made at Dean and a tramline was
laid with 25 lb. steel rails to terminate some half
mile from the Barkstead sawmill. The timber buggies,
as the wagons for hauling the timber were called, were
pulled up the half mile by horses.
The main logging tramway proceeded east from the Mill
at Barkstead to Buggylanding. The line went east for
three miles, crossed the East Moorabool River, then
turned south for one mile, then turned east and crossed
the main Ballan-Daylesford road about 2 00 yards north
of Korweinguboora State School; the line then ran
south for another mile to swing across a 50 feet timber
bridge over the Werribee River to turn east again up
Musk Creek to its terminus at a place still known as
Buggylanding. This is where the locomotives picked up
their load of logs. At the Buggylanding horse teams on
a tramway from the terminus going both north towards
Bullarto and south towards Spargo Creek fed the tramway
with loaded buggies to keep the tramway running and the
mill in logs.
The tramway itself cost 1000 pounds per mile to build,
excluding the two bridges over the East Moorabool River
and Werribee River.
A local resident, Mr. Ralph Dalziel, who is now 84
remembers the line being there when he started school,
but it was not running even then. His father, the
driver of the locomotives was also an engineer of some
note built one of the two locomotives used on the line.
The main locomotive had Garrett written on the maker's
nameplate and was an 0-6-0 side tank. (Garrett was an
English builder mainly of steam traction engines, but
also some steam locomotives. Perhaps some reader can
furnish some more information on this builder - Editor).
The other locomotive was a chain driven 0-4-0 driven by
a Marshall portable engine manufactured at the Barkstead
works by the late Mr. John Dalziel. This locomotive
also had two 400 gallon tanks for its water supply. It
is interesting to note that these tanks were brought out
from England on sailing ships filled with sweets and
medical supplies, sealed to keep out the sea air on its
six month journey and were sold retail, empty for five
pounds. One of these tanks was scrapped recently and
was found to be all riveted and hand made. The Marshall
was sold for scrap about 15 years ago for $20 and the
scrap merchant found that the firebox was 7/8 copper
with the tubes all brass. The Garrett was sold for
scrapping before the turn of the century. The Garrett
was the main line locomotive, but slipped a lot on the
hills. The chain driven Marshall was slower, but pulled
well on the hills.
As far as I could guess the gauge was about 5'0", al-
though I could fit a 4'8.5" gauge in between the bed logs,
now rotten and nearly all gone, except that the imprint
is quite plain to see. The rails were 4" x 3" hardwood
at first, but the weight of the Garrett (about 12 tons)
split and wore them out so fast that it took one saw all
the time to keep the rails up to line. To prolong the
life of the rails steel strip plates were used, 2.5" x
5/8" strapped to the 4" x 3" hardwood by countersunk
spikes. Pieces of this steel strap can be found in the
cuttings and other areas. Most of the locals used about
four feet of this strap in front of their open fire-
places.
In the summer the locomotives made four trips and in the
winter three trips per day, with each trip of about 20
miles. For this Mr. John Dalziel received 14 shillings
per day, a princely sum in those days. His fireman, the
late Mr. Robert Young received 7/6 per day with half an
hour overtime for refuelling and oiling during the
dinner hour - approx. 3/6 extra per week, to bring his
wages up to 8/0 per day. The week was of six days with
an early knock-off at 4 p.m. on Saturdays. Scantling
timber could be bought by the men working at the mill
for 2/6 per 100 super feet and both driver and fireman
built their houses with this scheme. The houses are
still standing today.
The name Korweinguboora means hills of the bitter waters
of which there are a few mineral springs in the district.
Most of this information I know myself, but the con-
struction and running information I received from a son
of a driver on this line and I am thankful for the help
and co-operation of Mr. Ralph Dalziel.
SOME ADDITIONAL FACTS by Mark Plummer
The Department of Agriculture in a report on sawmills
in the Bullorrok area in May 1875 states that Anderson
Bros, of Barkstead operated a 13 mile tramway.
This is the first known timber tramway in Victoria to
use steam haulage and also for a steam locomotive to
run on wooden rails with iron strapping, although
common elsewhere.
The line today is well worth following, as cuttings and
other evidence can be followed from Mollongghip to
Buggylanding. The site of the mill at Barkstead can be
easily seen as well as the remains of stables and the
"six mile siding".
* * * * * * * * * * * *
A VISIT TO WELCOME SWAMP, Tasmania

By Mark Plummer
On the dirt road from Smithton to Redpa in the north-
west of Tasmania there is a small clearing in the miles
of scrub and bush called "Welcome Swamp". Just why
anyone should feel welcome at this place I don't know,
but my visit from Burnie was certainly worthwhile.
At this place a timber tramway owned by Mr. F. Jaeger
and Sons had crossed the road. The tramway had operated
from 1924 to 1963 from a siding on the Marrawah tramway,
southwards to cross this main road. Prior to the clo-
sure all the motive power had been brought up to the
main road.
On one side of the road is an 0-6-0ST originally built
by Hudswell Clarke in 1891, builder's number 380. This
locomotive shows the true art of the bush mechanic. The
boiler has been removed and a large internal combustion
engine built by Wisconsin, inserted, with the most in-
genious drive from the motor to the wheels via a large
wheel fitted to the middle axle of the locomotive. The
rods to the cylinders have been removed, but the coup-
ling rod between the drivers has been left to perform
its usual role. The locomotive, sitting on a short
piece of track, is purple-red in colour, with the back
of the cab having been built up with a few odd lengths
of wood.
The other side of the road is equally interesting if not
more so. The first object to strike the eye is the
chassis of a motor car sitting on the top of a pair of
wheels and cylinders, held together with the remnants of
a locomotive frame, re-inforced with two lengths of rail.
Apparently in its heyday the wheels, cylinders and frame
belonged to an 0-4-0ST built by Baldwin Locomotive Works,
U.S.A. in about 1884, and possibly builder's number 7108,
which once worked at Forrest, Victoria, then to the
P.W.D., Tasmania to end up with everything above the
frame being cut up and a car chassis being used to drive
it.
A bit further off the road are two gems, the remains of
two A class Climax locomotives built about 1913. The
remains consist of the wooden frame with all the metal
attachments, such as poling holes, re-inforcing struts,
etc. Above the frame is the boiler and two vertical
cylinders. Both Climaxes are in the same condition,
the trucks having been removed in 1960, and the full
length cab (which was not much more than a box on
wheels) probably having been cut back or removed while
Above: This photo from the Town
& Country Journal of February 24th,
1909 shows that one of the loco-
motives returned for a brief period
to work on the widening of the
Coode Canal which took place
from 1906 to about 1910.
Right: Hudswell Clarke steam loco-
motive converted to a diesel lying
abandoned at Welcome Swamp,
1968. Photo: R.W. Chynoweth
Collection.
Left: Out of use Krauss No.

2195 at C.S.R. Condong Mill,
N . S . W . in November 1940.
The side tanks and smokestack
are additions since the Vic -
toria Dock Construction.
Photo: J.L. Buckland.

the locomotives were still running. One of these loco-
motives originally worked in New South Wales and the
other in Queensland. (For further details see Light
Railways No.24).
The last item of interest is hidden behind a clump of
trees and is a portable steam engine of no small dimen-
sions .
* * * * * * * * * *
THE WILLlAMSFORD HAULAGE, Tasmania

By Wayne Chynoweth
When spending a three-week holiday hiking around the
West Coast of Tasmania with two other members a year
ago I had the experience of riding on an extremely im-
pressive haulage at Williamsford. This prompted me to
delve into the history of this haulage, claimed to be
"the longest, steepest and fastest haulage that ever
operated in Tasmania".
Williamsford, four miles from Rosebery, is the township
attached to Mt. Read and is at the foot of a haulage
which serves the Hercules Mine, the townships' "raison
d'etre". Once it was a one-shop, one-pub town, but to-
day it is not even that, as the pub was burnt down two
years ago.
Silver, lead and zinc were discovered at Mt. Read in
1893, and the word must have spread fast, as within four
years eighty men had taken up residence. The 2'0" gauge
North-East Dundas line from Zeehan was built to Williams-
ford (then known as North East Dundas) and started to
carry goods in June 1898. At the same time the haulage
was built to connect with the North East Dundas line and
was completed by 1900.
The haulage is exactly one mile in length, but in this
mile it rises a total of 1642 feet! The maximum grade
is 1 in 1.5 and if you don't think that is steep then
you should try climbing up it. The minimum grade which
occurs once, is 1 in 7.5 and the average gradient is
1 in 3.2. The line is double track of 2'0" gauge,
originally 20 lbs. per yard, but now heavier. The
flanges of the rails are notched to take dog-spikes to
prevent the down-creep of rails and at intervals extra-
heavy sleepers are extended right across both tracks
and are bolted to the rock-formation with the same
object.
The cable has a diameter of 3.5 inches and a breaking
strain of 42.5 tons, to protect it from the weather (the
place has an average rainfall of 100" a year) the cable
is tarred. One summer a few years ago (when it was not
raining) a bushfire swept through,burnt the tar, the
cable broke and the top wagon came sailing down the
slope, left the rails at some incredible speed at a
slight crest and flew for about 500 feet! Rollers are
placed between the tracks to minimise wear.
Originally some 36 trucks each with a capacity of about
8 to 12 cwt. could be found on the rope at the one time.
Today two large double bogie wagons each with a capacity
of six tons are used. The line is worked on a balanced
funicular system, that is one truck goes up and the
other goes down, and as only one wagon is full of ore
this keeps the strain on the cable to a minimum.
The cost of building the tramway with a large number of
trucks was 8,750 pounds and seven men were required to
operate the haulage. Today this number is reduced to
four. As built the bulk ore was emptied into storage
trucks which discharged directly into the railway trucks
and bagged ore was also handled, being passed down a
wooden chute into North East Dundas wagons.
The photograph on page 33 shows the haulage in operation
in the days of the North East Dundas line. The haulage
comes down the centre of the photograph with a large
wheel at the base to maintain tension, the wagons were
unhooked and pushed to the right into the storage bins
then into wagons. Just to the left of the storage bins
is the wooden chute for bagged ore and the short tram
to the left of that (above the 'No.14') is for working
goods which have to go to the top of the haulage. The
large building on the left below the horizontal tram
was for crushing, sorting and classifying high grade
ore, but was discontinued after 1912. In the centre
foreground is one of the first two Garratts to be built
in the world, while on the right is a passenger car of
the line.
At the top of the haulage two tramways ran into the hill,
then to the various levels, originally horses worked
this, but about three years ago battery electric locomo-
tives were installed. Another single track haulage with
a grade of 1 in 1 runs up to the old Mt. Read mine which
ceased production in 1914. This haulage is used today
to obtain pit wood. A track leads from there to the top
of Mt. Read where there was once a township, which was
probably the highest in Tasmania at 3700 feet above sea
level. It must have been a bleak and exposed place of
abode, but the view from there is superb.
During 1913-19 the haulage was only used spasmodically,
as the Zeehan Smelters closed in 1913 and the mine de-
pended upon these smelters to treat their ores. In 1919
the Hercules mine stopped work, only to be taken over a
year later by Electrolytic Zinc Industries, their pre-
sent owners. For about ten years the mine was worked by
the traditional method, but E.Z. decided to take the
ore out from Williamsford to Rosebery by an aerial rope-
way, then to be taken up the Emu Bay Railway, thus
saving about 35 miles in the journey. This sealed the
fate of the Zeehan and North East Dundas line which
closed on the last day in June 1930.
When E.Z. Industries decided to reduce the number of
men required to work the line, they did this by instal-
ling two large wagons instead of many small wagons and
speeding the line up. They could have made it more
efficient by putting in a passing loop (as the wagons
always pass at exactly the same place) with sprung
points and removing one of the lines.
It is possible to obtain a ride on the line if you
approach Electrolytic Zinc in Rosebery and sign the
usual indemnity. We arrived in Rosebery on a wet day
and had to walk the uphill four miles to Williamsford
as there was no public transport. At Williamsford the
line has been extended over the old North East Dundas
line and on this siding a passenger car resides, with
seats set at an angle because of the steep slope. While
we were admiring this vehicle we were informed that if
we wanted a ride we would have to ride on one of the
wagons at the front of which there is a small seat
which revolves with the slope. Another examination of
the photograph on page 33 shows a small bridge over the
line and just beyond that a small station. It is at
this station we boarded, the wagon having been stopped
by a bell code which operates along the line. The
speed of the incline is 14 m.p.h. (as compared with the
Rubicon incline of 4 m.p.h.) and the 220 HP motor at
the top has no gears, so it was quite a start.
For the grade the speed is quite startling and does not
give one much time to admire the scenery. About half
way up the remains of one of the large wagons mentioned
before, is viewed. At the base the passenger car had
signs warning about clearances, as well as having a
very low roof, and as we approached the first loading
gantry we were forced to duck quite suddenly. Our guide
told us to look back now and we had a breathtaking view
of the line falling away some 1400 feet below us. Our
eyes swivelled around to estimate the breaking strain
of the cable - yes, it did look a little frayed up there
and glances as to the distance to jump to the side were
hastily made. We passed the second loading gantry and
stopped as quickly as we started. With trembling legs
we jumped off, viewed an identical passenger car at the
top and admired the view of deep green rain-forest, of
valleys and hills inter-twining with each other and the
tiny town of Williamsford at the foot. A quick look at
the mine, then down again on the front of a wagon so
that one looks at the base of the valley coming rapidly
up to you and the chance of jumping off is more remote
owing to the cuttings the line makes on this side. One
has to have great faith in the makers of the rope!
Safely at the bottom, one realises that he has actually
enjoyed the,journey as he heads off for the 2.5 mile
walk down the old North East Dundas formation to view
the Montezuma Falls.
* * * * * * * * * *
OBITUARY - LESLIE GORDON POOLE
It is with the deepest regret that we have to announce
the passing away at East Malvern of one of our early
members - Les Poole on March 21st last. Les was known
to a great many members of our society and most of the
other enthusiast organisations as an ardent historian,
particularly in the locomotive field.
* * * * * * * * * *
NEWS, NOTES AND COMMENTS

LRRSA CHEETHAM TRIP Frank Stamford
A chartered bus took a group of LRRSA members to the
Geelong area on March 1st, 1969.
The Geelong works of the Cheetham Salt Company provided
the opportunity to see a salt train in action. A Ruston
Hornsby diesel locomotive hauling a bogie flat wagon,
took the group for a two mile trip over the salt tram-
way.
The good work of the Geelong Sub-division of the ARHS
was next seen at Belmont Common. The ex Fyansford
Hudswell Clarke 0-4-2-ST provided the power to convey
the party over the first 100 yards. The Vulcan, also ex
Fyansford was inspected, along with the work on the first
set of points to be laid. The party was impressed with
the work being done there and those responsible were
congratulated.
The old Geelong electric tram depot was visited on the
way to the Cheetham Company's Laverton Salt Works.
Although we were to see this tramway in operation, it
was not working when we arrived. Great interest was
shown in the variety of internal combustion locomotives,
as well as the very complex layout of very well laid
track. Eventually, an official started a Simplex four
wheel locomotive and provided the party to several runs
on an unsprung flat wagon.

Nearing home we called on the Altona State Explosives
Reserve, where a large area of explosive magazines was
once served by tramways. Nowadays only six magazines
are served by short lengths of 2'0" gauge track. In an
unspoiled bushland setting the energetic ran a special,
a flat wagon, powered by momentum and enthusiasm. It is
reported that since the recent death of the one horse-
power the explosives are delivered from Nobell's Deer
Park Factory by road.
* * * * * * * * * *
STATE EXPLOSIVES RESERVE, ALTONA, Vic.

John Prideaux/Frank Stamford
Ten four-wheeled explosives wagons from the horse tram-
way which was used in this area, have been placed in
Apex Park - a childrens' playground, located just east
of the old jetty which served the explosives magazines.
It is believed the wagons were placed there about last
August. Their wheels are set in concrete, there being
no rails, and they are in very good condition at the
moment, but are painted in psychedelic colour schemes.
Eight of the wagons are fitted with handbrakes acting
on two wheels, and a couple of them have "Timken" axle-
boxes. The wagons are fitted with three link couplings,
and the solebars are extended to form dumb buffers.
* * * * * * * * * *
ABT ENGINE REACHES HOBART Tas. Rail News

Mt. Lyell Mining & Railway Company No.2 Abt locomotive
(not No.3 as previously reported), which has been dona-
ted to the Tasmanian Transport Museum Society, reached
Hobart after an eventful trip by road from Queenstown
during which, an axle broke on the semi-trailer carry-
ing the 27 ton locomotive.
* * * * * * * * * *

LOCOMOTIVE FRAME FOUND AT TAILEM BEND
About 1962 an 0-4-0T locomotive frame was found at
Tailem Bend. The frame was found near where the old
punt used to berth on the Murray River. Several years
ago the punt terminal was moved to where the locomotive
frame was situated and the frame has since disappeared.
The Engineering and Water Supply Department did have
locomotives in the area, but it is not known who this
belonged to.
* * * * * * * * * *
REMAINS OF ANOTHER LOCOMOTIVE FOUND IN THE BUSH

Since member Ted Stuckey was appointed Forestry Comm.
officer at Noojee, fire patrols along the routes of old
timber tramways have been more observant and whilst
following the Loch Valley line Ted found the firebox off
one of the Baldwin locomotives that worked the line be-
fore bush fires forced its closure in 1926. From num-
bers found on the locomotive, it has been identified as
being builder's number 9086 of February 1888, an
0-4-0ST.
* * * * * * * * * *
LOCOMOTIVES CUT UP AT ZEEHAN, Tasmania

Ralph Proctor/Mark Plummer
Two locomotives which have remained rusting in Zeehan
for over thirty years were cut up recently. However
only copper and brass was taken and all the other re-
mains, such as underframe, cab parts, boiler shell,
wheels etc. are scattered over an area further up the
yard towards the old station site. Some of the old
Krauss parts were even found about a mile away on the
Zeehan rubbish tip, near the site of the old smelters.
The two locomotives, one jacked up with wheels missing
were left alongside the old Zeehan Tramway exchange shed
(which Howard used as a sawmill) and after thirty years
in the open were so rusted that you could put your fist
through the side of the locomotives.
The two locomotives were 2'0" gauge, Krauss B/No. 3941
of 1898 an 0-4-0T and a Orenstein and Koppel B/No. 2748
of 1898, also an 0-4-0T. The locomotives worked on the
Zeehan Tramway until 1921 when the Zeehan Tramway was
sold to the Dunkleytown Timber Coy., who owned the
locomotives until 1932, when they were sold to J.Howard
of Zeehan.
* * * * * * * * * *
REMAINS OF THE MARRAHWAH TRAMAY Tas. Rail News

The Tasmanian Government Railways recently put up for
tender a quantity of 4 0 lb. rail at Redpa, in the far
north west. The rails are in the form of a turning wye
near Redpa station site, which was left intact after
the Marrahwah tramway was lifted several years ago.
This turning wye also connected the Salmon River line
to the Marrahwah tramway.
* * * * * * * * * *
SOUTHERN ELECTRIC AUTHORITY TRAMWAY, MURRAR1E, BRISBANE
Most of the overhead wire has now been pulled down and
the branch line, has been extended to Gibson Island, to
Austral Pacific Fertilisers and taken over by the
Queensland Government Railways. The fate of the two
electric locomotives is uncertain.
* * * * * * * * * *
QUEENSLAND SUGAR TRAMWAY NOTES Davld Mewes

MORETON CENTRAL MILL, NAMBOUR
This mill used steam regularly up until the end of the
1967 season, when it was fully dieselised. All the
steam locomotives at this mill have been given to the
Maroochy Shire Council for preservation.
ISIS CENTRAL MILL, CHILDERS
This mill has been fully dieselised for some years.
There are six Clyde diesels numbered D3 to D8 and also
two diesels built by John Fowler numbered Dl and D2, Dl
has a centre cab.
BINGERA MILL, BUNDABERG
The 3'6" gauge steam worked for the last time last
season. This mill uses two Bundaberg Fowlers alterna-
ting on a weekly basis.
The 3'6" gauge steam locomotives are ex Q.G.R. B13 class
4-6-0 built by Dubs and numbers 48 and 79.
The 3'0" gauge steam is Bundaberg Fowler 0-6-2T "Ralf"
and "Kolan", with "Perry" 0-6-2T Perry as standby.
The 2'0" gauge diesels are Com-Eng 0-6-0D/H named
"Sharon", "Burnett", "Tegege", "Wattle" and "Invicta".
GIN GIN MILL, WALLAVILLE
This mill is now owned by Gibson and Howes who also own
Bingera Mill and consequently some locomotive swapping
has taken place.
2'0" gauge locomotives at the mill are:- "Thistle"
0-6-0D/H Com-Eng on loan from Bingera: An E.M. Baldwin
0-6-0D/H: No.5 J. Fowler 0-6-0T ex Isis Mill, standby:
No.7 ("Isis") Hudswell Clarke 0-6-0 ex Isis Mill dere-
lict. There are also three Malcom Moore rail tractors.
QUNABA MILL, BUNDABERG
This is the only mill that is still 100% steam. 2'0"
gauge locomotives are:- "Invicta" J. Fowler 0-6-2T B/n
11277; Perry B/n 1850 0-6-2T; "Morelands" J. Fowler
B/n 20284 0-4-2T.
MILLAQUIN MILL, BUNDABERG
This mill is also a stronghold of steam.
2'0" gauge locomotives are: Nos. 1 & 2 Clyde 0-6-OD/H:
Nos. 1 & 6 Bundaberg Fowler 0-6-2T B/n 1 and 6 of 1952;
No.8 Bundaberg Fowler 0-4-2T B/n 3 of 1952; No.9 Perry
B/n 9737 of 1945 0-4-2T.
* * * * * * * * * *

LETTERS TO THE EDITOR
Jack Shennan writes re: TIMBER TRAMWAY AT HYTHE, Tas.
About mid last year I was fortunate enough to see Mr. Chas. Small's "Locomotives of
the Railways of Tasmania" and therein observed a listing for a locomotive (?) at Hythe
(Southport) — "Stationary engine and vertical boiler".
This listing I mentally dismissed as a haulage engine, or log hauler either on or off a
rail carriage, some very big examples of these latter were used in this state once upon a time.
With time to reflect on the subject I think now there just could be something in this
"Stationary engine and vertical boiler" business. While looking through some material collec-
ted some years ago, I came across a couple of old picture post cards printed in Germany before
1914 and purchased in Hobart in 1942. One shows a vertical boiler outside framed 0-4-0
"Hauling logs, Southern Tasmania". (See photograph on page 13). The other shows an engine
at a mill.
Now the possible connection is that on a recent trip to the far south I came across the
very same boiler off this engine lying abandoned at Hythe, exposed by the bush fires. Now a
friend in Hobart tells me he has just heard that in the same area someone has come across a
vertical boiler on an underframe also exposed by the fires. Now, could this be the same engine
with another boiler, another similar locomotive, a rail log hauler, or what? A reliable ob-
server may answer that. But is the picture published any connection with the whatsit in Chas.
Small's list.
The locomotive in the postcards appears to be a professional job, with the boiler quite
large in diameter compared with its height. There is a large firebox area with four cross tubes.
This boiler at the present time lies with other steam bits just over the fence on the
north side of the road to Hythe jetty and only about a hundred yards from the jetty. It is with
an old marine boiler, a single cylinder horizontal Tangye mill engine, the remains of a Tas-
manian Mainline Railway locomotive boiler on bogies on the old right of way and several other
items.
Now we have to hand a tale that there is an abandoned vertical boiler locomotive back
in the bush in the Upper Derwent Valley and that it came from Hythe. This is only a handed
tale so far, but it could just mean that there are two such. We have been into the area and
found the old right of way, but only got perhaps within five miles of the engine.
Peter Neve writes re: "THE CLIMAX LOCOMOTIVE" (L.R.24)

Some possible discrepancies in the article on the Climax locomotives-- Page 13, fourth
last line - should this date be 1932 instead of 1923?
Page 14 second paragraph - should there be a gauge variation here?
Pages 16-17 Tabulation - The details here differ to details in the article, e.g. second
engine, class "A" of 1912, mentioned on page 14 as possibly of 10 tons, disposal note, vide
page 14 should read: Dismantled and shipped to Allworth on Myall Lake to assist construction
of branch line. Alleged not to have been returned.

- 3 -
LIGHT RAILWAYS
No, 28 WINTER 1969 . Vol. VII
Our next issue will include articles on the Stannary Hills - Irvinebank tramway of
Queensland, and the railways on the Australian territory of Christmas Island. We are eager to
receive News, Notes and Comments items from members in all states, as well as full length
articles.
When submitting articles please provide a full list of references used, for publication
with the article, and full details of credits to be given to photographs. Contributors will be
advised if their contributions are considered unsuitable for publication as submitted.
We hope you like the smaller print, which allows us to fit 36 pages into a 24 page maga-
zine, thus substantially reducing costs.

COUNCIL
President Roderick Smith, 26 Parring Road, Balwyn, Vic. 3103. (83-3876)

Vice-President Arthur Straffen, Kings Road, Harkaway, Vic. 3806. (707-1985)
Secretary Wayne Chynoweth, 52 Alma Street, Chadstone, Vic. 3148. (56-4967)
Treasurer John Prideaux, 2 Emmaline Street, Northcote, Vic. 3070. (48-4280)
Publications Editor Frank Stamford, 9 McGregor Street, Canterbury, Vic. 3126. (83-5873)
Committee-men Don Baker, Ian Stanley.
ANNUAL SUBSCRIPTION - $1. 50 ($1.00 if under 16 years) for year ending 31st May, 1970.
MEETINGS - Second Thursday every second month at 8.00 pm, at the Victorian Railways
Institute, Flinders Street station building, Melbourne. Next meeting October 9th. Visitors
welcome.
Cover - John Thompson's drawing shows 2-ft. gauge Krauss 0-4-0T on the Rubicon Lumber &
Tramway Company's timber tramway, which ran between Alexandra and Rubicon, Victoria.
Opposite - A train in full flight on the Rubicon Lumber & Tramway Company's line, hauled by
the same Krauss loco. Note the furniture on top of the timber load.
(Photo - Courtesy Country Roads Board, Vic.)

4, WINTER 1969 LIGHT RAILWAYS
TRAMWAYS OF THE RUBICON FOREST, 1906-1915
By - Frank Stamford
Following the article on the diesel locomotives

used on the Alexandra-Rubicon tramway - L.R.
No.21, p. 10 - readers may be interested in some
of the tramways in the area where these locomo-
tives worked. This article will describe the
first ten years of tramway development, and
another may follow to record subsequent events.
Rail access to Alexandra

The 5-ft. 3-in. gauge line of the Victorian Railways reached Koriella (then known as
Alexandra Road) in September 1890. However, Alexandra Road station was four miles from
Alexandra township, and the town campaigned for an extension of the railway to Alexandra.
This extension was finally opened on October 28th, 1909. Alexandra Road station was re-named
Lily in August 1909, again re-named Rhodes later in 1909, and re-named Koriella in 1916.
The four mile distance between Alexandra Road station and Alexandra township defin-
itely retarded the timber industry. No company was prepared to lay a tramway over this stretch,
knowing that it would be replaced by a railway within a few years. It was only when construc-
tion of the railway extension appeared assured that timber milling in the magnificent Rubicon
forest commenced.
THE FIRST VENTURE

Clark and Kidd build a tramway
Towards the end of 1905 Mr. W.J. Muntz, Chartered Engineer, surveyed a tram route
which successfully crossed the Rubicon mountain, and during 1906 local businessmen Messrs.
Clark and Kidd began building a water powered sawmill, and 3.5 miles of wooden railed tram-
way along Muntz's route. Clark and Kidd traded under the name Rubicon Sawmilling Company,
and in November 1906 they invited tenders for the supply of sleepers and packing for their line.
This tramway was of 3-ft. 6-in. gauge.
This stretch of tramway was merely intended to carry the timber from the sawmill
through the virgin forest to the main Alexandra-Thornton-Rubicon road. Clark and Kidd had
more grandiose plans however and in April 1906 wrote to the Alexandra Shire Council, asking
permission to lay 14 miles of tramway along the main road to Alexandra, and to cross the
Eildon road bridge.
Within a month the Council decided in favour of granting this permission, and started
to draw up an agreement to be signed by the two parties. However the Council had assumed
that this tramway was to be a horse worked line, and became rather alarmed when they heard
that Clark and Kidd intended to build a steam worked, steel railed tramway to carry goods and
passengers.
The Council decided there was no urgency in making a decision on this matter, and
nothing further was heard of Clark and Kidd's proposed passenger carrying line.
So with no tramway along the main road, and with the sawmill and tramway through the
bush nearing completion Clark and Kidd advertised for tenders for cartage of sawn timber by road
from the terminus of their tramway to Alexandra.
Parliamentarians wild ride
By July 1907 the mill and tramway were complete, and some Cabinet Ministers and
M. L. A. 's visited the mill. They rode on the tramway on two trolleys, each hauled by three
horses, the three mile trip taking \\ hours, it being a continual steep ascent all the way. After
inspecting the mill these worthy gentlemen were suitably impressed with the return journey,
which took only 35 minutes. The tramway wound around the mountain side on the edge of a
gully hundreds of feet deep, with the Rubicon river at the bottom rushing in one continuous roar
amongst the boulders and rocks. There were several trestle bridges about thirty feet high, and
magnificent views stretching as far as Yea and Trawool could be had. Several members of the
party said they would not be coaxed to ride down the track again.
The mill was worked by a 65 h.p. Pelton wheel, a four mile long water race having
been built from the Rubicon river to power it. A wooden gutter ran under the sawing benches,
so that the sawdust was washed into the gully below.
The logs were hauled down to the mill by bullocks, sawn and then sent down the tram-
way to the main road. From here the timber was hauled along the road by steam traction
engines to Alexandra Road station. This caused the Shire Council some consternation, as trac-
tion engines were not kind to their roads. After heavy rain the traction engines could not be
used and horses then did the haulage.
Clark and Kidd were apparently happy with these arrangements, they were not paying
for road maintenance. For some strange reason the Council was not so happy and in October
applied to the government, asking that a 14 mile long tramway be constructed along the main
road to the Rubicon forest. Just prior to this, as an election promise, the Government had said
they would construct forestry access tramways. They were returned to power, but never honoured
their promise.
In August 1908 the Council gave Clark and Kidd permission to extend their horse tram-
way about two miles towards Alexandra, along the side of the road to the Rubicon river bridge,
thereby reducing the road haulage of the timber.
The "American" approach
By this time the 5-ft. 3-in. railway extension into Alexandra was rapidly nearing com-
pletion, and with this improved transport more interest was being shown in the Rubicon forest.
On the 5th February, 1909, two gentlemen by the name Oldfield and Skinner asked the Council
for permission to lay a steel railed tramway for ten miles down the centre of the main road,
from Alexandra to the terminus of a proposed extension of Clark and Kidd's horse tramway.
They also wanted permission to deviate the tramway from the main road at McKenzies Hill, to
maintain a reasonable grade. Skinner and Oldfield had obtained licences to cut extensive areas
of the Rubicon forest, and also had water rights for hydro-electricity purposes at the site of the
Rubicon falls.
These gentlemen were in a hurry to get started, and said they wanted a decision within
six weeks. They claimed that they would probably work the tramway electrically, and could
most likely provide Alexandra with electricity. Their intention was to erect the latest type of
"American sawmilling and planeing machinery, to be driven by electricity, generated at the
falls by Pelton wheel and dynamo; also to install the latest improved American system for the
artificial seasoning of timber. " They planned to produce tongue and groove flooring and lining
board, which up to this time had not been produced in Victoria, and was imported from
Tasmania.
The Council were not going to be pushed around by these slick talking city blokes, they
were still trying to get the Government to build the tramway. On the 19th February, 1909, a
deputation by the Council asked the Minister of Railways for the Government to construct eight
miles of light tramway from Alexandra to Thornton.
In April Clark and Kidd asked the Council's permission to extend their tramway for a
further two miles towards Alexandra. This would bring Clark and Kidd's line to the point where
Skinner and Oldfield's proposed tramway from Alexandra was intended to terminate.
A few weeks later the Minister of Railways advised that any government built line from
Alexandra would have to be of 5-ft. 3-in. gauge capable of using ordinary locomotives and
rolling stock. As the probable traffic was insufficient to support such a railway, the Govern-
ment was not interested in its construction.
After hearing this the Council granted Clark and Kidd the permission they desired, in
the form of a lease for use of the side of the road, the rental being five shillings per year. As
will be seen later they never did build this extension.
At this time one local journalist with greater imagination than knowledge of economics,
forecast that once Skinner and Oldfield built their hydro-electric plant the Tallarook-Mansfield
and Alexandra railways would be speedily electrified. These lines were then supporting one or
two trains a day.
Three sided negotiations continued between Skinner and Oldfield, Clark and Kidd, and
the Council. Skinner and Oldfield said the gauge of their proposed tramway would probably be
3-ft. 6-in. and suggested a rate of sixpence per ton per mile on timber - the Victorian Railways
charged a penny per ton per mile. Clark and Kidd were not happy with the sixpenny rate, and
the Council were becoming impatient with Skinner and Oldfield and accusing them of lack of
action.
In August 1909 Skinner and Oldfield had formed the Rubicon Lumber and Tramway
Company Pty. Ltd. Two months later they told the Council they wanted a 21 year lease for
the tramway right-of-way, and they intended to run the tramway by steam, using wooden rails,
which would be replaced with steel after three or four years. In fact the tramway was laid in
steel rails right from the start. They were not prepared to carry passengers for at least five
years. The R. L. & T. Co. gained the support of Clark and Kidd, but only after agreeing to
lower the proposed rate for carrying timber to fivepence per ton per mile.
Relations between the R. L. & T. Co. and Clark and Kidd apparently became more
strained, for the latter company refused to make the two mile extension to their tramway,
LIGHT RAILWAYS WINTER 1969
The First Venture

Clark and Kidd's tramway,
(built 1906) near Rubicon
falls.
"This is a splendid line
compared to many"
reported the Coroner at the
inquest after a fatal accident
on the line in 1915.
Note in the top picture the
outer rail on the curve is
strengthened with a steel
rail. (LRRSA Archives)

which the Council had given them permission to do in May 1909. So the R. L. & T. Co. now
had to build 12 miles of tramway from Alexandra, instead of the ten originally proposed.
Meanwhile the R. L. & T. Co. still claimed they were not sure what gauge their tram-
way would be. They had several engines on offer, they said, and they would choose the one
they liked best, and make the tramway to fit the engine. It eventually turned out to be of 2-ft.
gauge - they may have known all along but been loathe to admit that they intended to use such
a narrow gauge.
Lease agreement signed
After much discussion between the Lumber Company and the Council, the lease agree-
ment was finally signed on the 7th March, 1910, the lease being of 25 years duration. The
lease rental was to be $10 per year.
Under the provisions of the Tramways Act 1890 the Alexandra Shire Council applied to
the Government for permission to build and operate the tramway. This permission was given in
August 1910, and the Council then delegated their authority to the R. L. & T. Co. However,
as it was the Council that applied for permission in the first place it continued to have respon-
sibility for the operation of the tramway, and therefore had to take a close interest in the
R.L. & T. Co's activities.
It was necessary to take this approach because it was intended that the tramway would
be a public freight carrier. If it had been built solely to carry the Company's timber, Govern-
ment permission would not have been necessary, and the Shire Council would have been spared
many headaches.
Certain conditions were laid down by the Government. The maximum speed was not to
exceed 15 m.p.h., and the tramway was permitted to carry timber, goods and produce, but
not passengers. A runaway siding had to be provided 11 miles from Alexandra, so that if a
train got beyond control it would be automatically brought to a stop.
Meanwhile the R.L. & T. Co. had been busy building a 2 mile horse worked tramway
which connected with Clark and Kidd's tramway at the latter company's mill. There were five
bridges in this extension which terminated at the site of the R. L. & T. Co's proposed mill. It
should be made clear that whereas the earlier extension of Clark and Kidd 's tramway brought it
closer to Alexandra, this was an extension deeper into the forest. The sleepers for the steel
railed tramway were carted along this line.
In January 1911 the R. L. & T. Co. advertised for tenders for the construction of the
earthworks and bridges of their tramway, the work being divided into three sections.
Mr. J. Webb of Alexandra was the successful tenderer for the first and third sections, but there
was no tenderer for the second section which included some heavy earthworks. This was there-
fore further subdivided into three sections, and tenders for its construction were invited in
February. Several hundred tons of steel rails imported from the U. S. A. arrived at Alexandra
in May, and three 6 horse wagons were employed to deposit them along the route. The work
was held up during the winter, due to bad weather, and complaints were made that the flood
openings in the tramway were too small, resulting in flooding of paddocks.
First locomotive arrives
In October 1911 rail laying commenced from the Rubicon end towards Alexandra, thus
eliminating the need to cart sleepers by road from Rubicon forest to Alexandra. A locomotive
arrived in Alexandra that month and was taken by road to the Rubicon end of the line. Previous
ideas that the line would be electrically worked were now shattered, as the locomotive was a
tiny 2-ft. gauge Krauss 0-4-0WT, builder's number 2,459 of 1891, weighing about 6.5 tons. It
had 6i-in. by 12-in, cylinders and 22-in, driving wheels, and was once Tasmanian Government
Railways H class No. 3. It came into the hands of the Victorian Public Works Department in
1906 and then went to the R.L. & T. Co. It was the Rubicon's only loco until 1919 when the
second engine arrived, but that's not part of this story,
Interested in modern railways too?
then read GREEN OVER RED
Australia's INDEPENDANT Railway Magazine
All railway enthusiasts will find something to interest them in Green over
Red - the Australian magazine with an international flavour. Published six times
yearly Green over Red consists of sixteen professionally printed pages 6i-in. x
8-in., with photographs and maps in each issue.
Recent articles have included - railcar workings in the Cairns area, railways
of Thailand, Indonesia and Malaysia, power signalling in New South Wales,
Brisbane trams, Walker railcars, and other smaller items.
The Subscription is only $1.50 for one year (six issues) dating from the January 1969
issue.
Write to - Green over Red Publications, Box 145, P.O., BOX HILL, Vic. 3128.

And disaster follows . . . . .

While Alexandra settled down to celebrate Christmas, and the Shire Councillors thought
their work was done for the year, the little locomotive commenced carting sleepers along the
tramway from Rubicon towards the Eildon bridge. However the Council was not too confident
of the strength of this structure and on the 5th December wrote to the R. L. & T. Co. asking
them not to lay rails on it, or take traffic across it, until some repairs had been made. The
Company complained that this would greatly inconvenience them - they were now apparently
imbued with a desire to get the tramway laid as quickly as possible. The Council invited ten-
ders for the bridge repairs; while in the second week of December, without the Council's know-
ledge, the Company had laid rails over the bridge, and taken their locomotive across. This
had an interesting effect on the bridge - the top beam in the downstream truss of span "A"
buckled.
This minor occurrence apparently did not worry the Company, for on the 16th Decem-
ber they tried to send the locomotive over the bridge again, this time pushing two trucks
loaded with sleepers, the combined weight of the trucks being 17 tons. This had an even more
interesting effect on the bridge. When nearing the Alexandra side "one of the lengthy spans
suddenly opened out and collapsed, precipitating the trucks into the opening caused by a defec-
tive truss. " So the Alexandra and Yea Standard reported the event. The engine tipped into the
opening, but remained more or less upright and was easily rescued. Driver McGowan jumped
clear and was not injured.
The Councillors hastily interrupted their Christmas celebrations for a Council Meeting
on the 21st. The tramway construction necessarily came to a halt and the Company admitted
it was liable for the damage. This was cold comfort for users of the Thornton road and a ford
was hastily made across the river for road traffic.
During January 1912 the Company and the Council came to an agreement - the Council
would repair and strengthen the bridge, and the Company would pay 55% of the cost. The
Company would then lay their tramway down the centre of the bridge and metal the decking.
In the same month the Council arranged for a public meeting to be held at the Thornton Hall
to decide where the tramway's public sidings should be located.
The bridge was reopened on 22nd March, 1912, and locomotives weighing over 12 tons
were not permitted to cross it. The R. L. & T. Go's midget only weighed about half this. The
sleepers were laid longitudinally on the stringers and bolted to them, thus strengthening the
whole structure.
In May 1912 the local Progress Association complained that the driver was not using the
whistle enough and was creating a danger to road traffic. The line crossed the main Thornton
road five times.
The tramway was now nearing Alexandra, and Clark and Kidd came to an agreement
with the R. L. & T. Co. whereby the latter company would lay a tramway siding at Alexandra
at which Clark and Kidd could unload their timber into railway wagons. Clark and Kidd was to
pay for the cost of the siding's construction. By August the R.L. & T. Co. had erected a large
travelling crane at Alexandra for trans-shipment of timber, and timber was already being con-
signed to Melbourne. Construction of goods sheds and offices at Alexandra was about to
commence.
Right -
Eildon bridge collapse,

16th December, 1911.
(G. Maynard Collection)
Left -
Rubicon Lumber & Tramway Co's

first locomotive, at Alexandra.
This was Krauss B/No. 2,459 of
1891. (LRRSA Archives)

NOTES ON THE MAPS

On the small scale map above the route of the RL&T Co's 2-ft. gauge steel-railed
tramway has been traced by following out the route, as authorized and published in the
Government Gazette, 10th August, 1910, on a Lands Department map, and transferring
this to a modern road map of the area. Unfortunately no accurate maps actually showing
the tramway could be located, and the location of level crossings is not clear.
However, the 1-inch/mile map on the right has been prepared from Forests Commission
20-chain/mile maps of 1938 and 1944, and should therefore be accurate. Clark and
Kidd's original tramway is the wooden railed one running south-west from "Rubicon",
through Clark and Pearce No. 2 Mill down to C & P No. 1 Mill (this was Clark and Kidd's
original mill).
The RL&T Co's wooden-railed tramway (as
described on page 8) runs south-easterly from
C & P No. 1 to RL&T Co's Mill (Skinners), with
a further extension southwards. Most of the
other tramways shown on the map were built
after 1915, and will be the subject of a later
article.

Floods, fires and the line opens

The tramway was badly damaged by floods in September, in many cases the line being
carried right across the road. Already complaints about the engine starting fires were being
heard, and the Council asked the Company to put a spark arrestor on it. It will be recalled that
diesel locomotives were constructed for the line in 1935-36 because the Council refused to allow
steam locomotives to be used in summer. So the complaints about the fires dated right back to
1912.
The line was opened on 6th December, 1912, an advertisement appearing in the
Alexandra and Yea Standard on that date. This is reproduced opposite. (Another writer's claim
in L.R. No. 24 p. 29 that the tramway was constructed in 1915 is therefore not correct and has no
historical factual basis to support i t . )
The tramway now settled down to a fairly routine existence, however it came into the
news occasionally. The licencee of the Rubicon Hotel claimed that the flood openings on the
tramway's embankments were too small and caused his Hotel to be flooded. He got no satis-
faction from the Company and claimed $200 damages from the Council. The Council in turn
complained to the Company, and after some gentle persuasion the Company altered the flood
openings.
In March 1914 it was reported that the locomotive was being repaired and fitted with
new wheels. Perhaps horses worked the tramway while this work was done?
Late in 1914 things were not too rosy for the R. L. & T. C o . , due to a recession in the
timber industry. On the 18th December the Company asked the Council for permission to close
the tramway indefinitely, as they were closing down their mill. As the tramway was a public
freight carrier, and the authority to construct and operate it was ultimately in the Council's
hands (it being remembered that the Council delegated this authority to the Company) the
Council was very concerned with this matter. It felt that if the tramway was closed and anyone
complained then the Council itself would be legally obliged to take on the responsibility of
running it. Within a week the Council advised the R.L. & T. Co. that the Company must con-
tinue to operate the tramway.
At the end of 1915 further complaints were made about the engine starting bushfires. It
was said the engine had a faulty ashpan, as a result of which it had burnt a hole in the decking
of one of the road bridges the previous summer.
Accidents on Clark and Kidd's tramway

The R.L. & T. Co's tramway paralleled the main road, and therefore had no need to
carry passengers. But Clark and Kidd's wooden railed horse tramway went into the depths of the
forest, where there were no roads. Clark and Kidd did not like carrying passengers, but there
was no other means of transport for the workers or their families who lived at the bush mill. If
they wanted to go to Alexandra they either had to walk 3.5 miles to the main road, or ride on
top of a load of sawn timber. It was the same in many timber milling areas in Victoria.
Some very successful tours were made on the tramway, as in December 1912 when three
trolleys were provided to convey a party of district pioneers along the line, the trolleys being
hauled by three horses each. There were fifty passengers, and the trolleys were provided with
rugs and cushions.
In November 1914 a trolley hauled by two horses and carrying two lady passengers on
top of the load of sawn timber derailed near a trestle bridge at Crabwinch Gully. The driver
yelled "jump'0, one of the ladies did and was uninjured, but the other was not quick enough,
and when the trolley turned over its timber load crushed her legs, which had to be amputated.
The driver jumped and narrowly missed being crushed by the timber load.
An even more serious accident occurred in September 1915. Two women, two men and
a baby were passengers on top of a loaded horse hauled trolley which derailed at high speed.
One of the women hit a rock and was killed, and one of the men was killed when the timber
load fell on top of him. The others were not seriously injured.
This tramway used the conventional four wheel timber bogies, one supporting each end
of the load, which rested on the swivelling bolsters. In this accident the front bogie remained
on the rails, but the back one turned over, thereby throwing the load of timber - on which the
unfortunate passengers were riding - down the side of the gully.
At the point of the accident the gauge of the tramway was 3-ft. 4-in., and in another
place it was 3-ft. 3-in. The Forest Ranger who measured the gauge, said he considered a gauge
variation of one inch to be safe, but he considered three inches to be too much. It was gener-
ally agreed that this tramway was much better than the average horse line. The nominal gauge
of this tramway was 3-ft. 6-in., according to A.R.H.S. Bulletin No. 37, November 1940. The
only other likely gauge would be 3-ft., but I have no reason to doubt that 3-ft. 6-in. is the
correct figure.
If readers have found this article of interest, another will follow dealing with the period
commencing 1916.
References - "Alexandra and Yea Standard", 1906-1915.
"Government Gazette" 1910.
"Rubicon Lumber and Tramway Company Pty. Ltd.", prospectus dated 27-8-1909.
A.R.H.S. "Bulletin" No.37, November 1940, short article by C.C. Singleton
and the late W.R. B. Johnson.
Acknowledgments - I would like to thank Geoff Maynard and Norm Wadeson for assistance in
providing photos and maps for this article.
NOTICE
Whilst every effort is made to ensure the accuracy and completeness of articles published
in "Light Railways", we cannot be sure that errors have not crept in. Additional information is
being uncovered all the time, and this often contradicts previous information.
If you see any errors, or can add information, please contact the Editor, and so help us
to record the full history of Australia's light railways.
If you are engaged in research yourself let the Editor know. In this way duplication of
effort will be avoided, and we may be able to assist you with basic historical information on the
tramway which interests you.

TRAMWAYS OF THE STATE RIVERS & WATER SUPPLY COMMISSION Notes by F. Stamford
Referring to Peter Charrett's lengthy article on this subject (L.R. Nos. 21, 22, 23, 24
and 25) it would seem there are still quite a few lines he has not covered. Those detailed b e -
low are some that I have come across, but I suspect there were probably others. Many of these
lines may have been very short lived temporary affairs.
REDCLIFFS PUMPING STATION

There were three 2-ft. gauge locomotives here, including a Kerr Stuart 0-4-2T, B/No.
742, built in 1901, and rebuilt by Kerr Stuart in 1903. It came to Redcliffs in 1924, having
previously been used at Cobdogla in South Australia, and in Zeehan, Tasmania. The other two
locomotives were Malcolm Moore tractors, one having an 80 h . p . Hercules diesel engine, the
other having a Ford V8 petrol engine. The diesel was derelict in 1953, but the Ford engined
job is retained for occasional use.
The Kerr Stuart has been "preserved" at Redcliffs.
(From LRRSA/ARHS Draft Loco list)
TATURA
Tatura, 110 miles from Melbourne on the Toolamba - Echuca line has a State Rivers &
Water Supply Commission construction depot situated at the north of the town. Pre-stressed con-
crete beams are manufactured here, these being stacked in piles outside the plant. A 2-ft.
gauge railway is used to carry them from the plant to the crane outside. The track is only five
chains long, and is operated by a four-wheeled Ruston-Hornsby diesel locomotive, type 3 VSHL,
B/No. 285342. This has a 3 cylinder 30 horse-power engine, 2-ft. 7 i - i n . wheelbase and 15-in.
driving wheels. Rolling stock consists of six four-wheel bogies coupled by link and pin.
(Source - "Light Railways" No. 10, p . 9)
NYAH
It was reported in A . R . H . S . Divisional Diary September 1967 that the S.R. & W . S . C .
had called tenders for purchase of the following equipment at Nyah Pumping Station - 24 x 15-ft.
lengths of 2-ft. 6-in. gauge rail track (7-lb. rails attached to 4-in. x 3-in. red gum sleepers),
nine open frame trucks, one tipping truck and 54 spare wheels.
TARAGO RIVER AQUEDUCT

Between 1950 and 1957 several 2-ft. gauge 3 0 - h . p . four wheel Ruston Hornsby, type
3 VSHL diesel locomotives were used for underground mullock transport.
(Source - A . R . H . S . Vic. Div., Research Enquiry Paper N o . l , "Locomotives of the Private
Railways of Victoria")
COLIBAN RESERVOIR
In A . R . H . S . Bulletin No.32, June 1940, it was reported that the S.R. & W . S . C . once
had a 5-ft. 3-in. gauge tramway serving this reservoir. Whether this report was correct or not
I do not know.

The Rubicon Lumber and Tramway Co. was exceptional in having steel framed,
sprung timber bogies, one of which is shown above. (P. Ellis Collection)
A horse team on Clark & Kidd's tramway. (LRRSA Archives)

Australian Cement Ltd., Fyansford, (Vic) - The Victorian Railways has bought the Fyansford
diesel - Dl. It was towed from Geelong on the weekend 24-26th May, on its own behind a VR
diesel. It is to be fitted with a larger main air reservoir cylinder, standard VR cab fittings
(i.e. the driving side is to be changed). Auto couplers, standard pilot and steps are to be
fitted, and the dynamic brakes are to be retained. It is to be numbered T413.
(Monarail)
Yarra Junction station saved from the wreckers
It was indeed pleasing to hear recently that the Upper Yarra Historical Society is to take
over Yarra Junction station, on the VR's closed Warburton line, and use it as a headquarters,
where items of historical interest will be kept. Yarra Junction station was perhaps the most
substantial station on the Warburton line, and was once the interchange point of the Gilderoy
Tramway Company's six mile 3-ft, gauge line which was legally permitted a maximum speed
of 3 mph! This was replaced by the Powelltown steam tramway about 1913, which crossed and
connected with hundreds of miles of other tramways. Yarra Junction's decline set in 25 years
ago when the Powelltown tramway closed on 15th July, 1944, Subsequently the VR's 5-ft. 3-in.
gauge Warburton line closed on 29th July, 1965, and it looked as if Yarra Junction would be
wrecked.
The Upper Yarra Historical Society is itself very interested in recording the tremendously
complex history of rail transport in this area, and could hardly have wished for a more appro -
priate headquarters. The local Shire Council have taken out a lease on the station building and
platform, and the latter will be used to exhibit items of historical interest, including the
Malcolm Moore six-wheel tractor from Powelltown, and a couple of timber bogies.
(Geoff Maynard)
Sons of Gwalia Ltd., Firewood Tramway, (WA) - At Leonora the preserved Sons of Gwalia
locomotive survives with green tanks and cab, red boiler and smokebox. Builder's plates are
intact, as are most fittings.
At Gwalia the formation of the former S.o.G. 1-ft. 8-in. gauge tramway is readily
traceable. Intact is a stone bridge by which the tramway passed underneath the WAGR 3-ft.
6-in. line. A large number of four wheel wagons are left lying around the mine area. The
coal stage and ash pit are intact. All items were put up for auction and carry a little painted
sign - "Lot . . . " (Rod Smith)
NEWCASTLE COAL MINING RAILWAYS (NSW)
J, & R . A . Brown, Hexham Colliery, Newcastle - During a fleeting visit on 10th March ex
Great Central Railway (UK) 2-8-0 locos Nos. 23, 24, and another (number not known) were
seen shunting around the works, inside the shed was an 0-6-0ST (Kitson) and 2-8-0 No. 15 both
of these being serviceable. Outside, derelict, were six more 2-8-0's, one 0-6-OST, one
2-8-2T, and one 0-6-4 "Mersey" Tank.
South Maitland Railway Co. Pty. Ltd. - On 10th March at this Company's shed at East Greta
Junction I found 2-8-2T's Nos. 10, 18, 23, 30 and 31 in steam, 2-8-2T's Nos. 17 and 27
inside the shed but without boilers, 2-8-2T's Nos. 26 and 28 inside the shed minus valve gear,
while another 2-8-2T was in the workshops undergoing heavy overhaul. Also in the workshops
was one of J. & R. A. Brown's 2-8-2T's for a major overhaul. Outside was a derelict 4-6-4T
consisting of frames, wheels, cylinders, cab and dome cover and a few other fittings, two other
4-6-4T's were derelict but intact (Nos. 15 and 29), and three diesel-hydraulic railcars were
derelict.
Peko-Wallsend, Hexham, Newcastle - Still in regular service here is Avonside 0-8-2T, B/No.
1559 of 1908.
Commonwealth Steel C o . , Waratah, Newcastle - Shunting here on 10th March was Andrew
Barclay 0-4-0ST loco, B/No. 1739 of 1923, w i t h H . K . Porter 0-4-0T B/No. 5685 of 1915 ser-
viceable but not in steam. Both these locos are painted an attractive green and are very well
kept.
With all this industrial steam, plus steam on the NSWGR, Newcastle can still be recom-
mended as providing a good cure for that dread disease "steam starvation" which so many
Victorians suffer from. (Frank Stamford)
Walhalla Mining Tramways - Poverty Point Bridge - This 158-ft. long pre-fabricated steel
bridge was described in LR's Nos. 16 and 17, and carried the 2-ft. gauge horse-worked firewood
tramway of the Long Tunnel Gold Mining Company over the Thomson River, about two miles
north of the VR's Thomson River bridge. We hope it still stands (it did at the time of writing),
and is in an almost inaccessible location. At the Society's Annual General Meeting member
Ted Godwin suggested that the Society contact the National Trust with a view to having the
bridge classified. Shortly after this it was heard that the bridge was likely to be blown up at
any time.
The Society immediately brought this to the notice of the National Trust, and has sub-
mitted historical material to that organization in the hope of protecting the bridge from des-
truction.
Relics Sub-committee formed - The Council has appointed a Sub-committee to ascertain

whether there are any other tramway relics worthy of being classified. Members will be aware
that many timber tramway trestle bridges have been blown-up in recent years, and this des-
truction continues. Initially the sub-committee consists of Arthur Straffen and Bill Jessup, and
anyone wishing to make any suggestions to the sub-committee may write to Arthur, whose
address is Kings Road, Harkaway, Vic. 3806.
Corrections to previous "Light Railways" - Issue No. 26, page 17, the photo captions are
reversed. Issue No.27, page 13, captions to the two top photographs are reversed.
"THE NARROW GAUGE" No. 50, published by the Narrow Gauge Railway Society (UK). Special
Jubilee issue.
The latest issue of this off-set printed publication includes fully detailed scale drawings
of the Listowel & Ballybunion Railway Lartigue Monorail locomotive, with several large builders
photographs; metre gauge in Iraq; the Narrow Gauge Locomotives of Hudswell Clarke Ltd.;
German Army Field Railways and scale drawings of the 0-8-0 tank locomotives which operated
them; Railways in Iceland; Narrow Gauge Locomotives of the Hunslet Engine Company; a 2-ft.
gauge electrified gold mining railway in South Africa; and many other interesting items. This
Jubilee issue runs to 84 pages each 6 i - i n . x 8-in. and includes 54 photographs, many of which
are full page reproductions. Detailed scale drawings of five locomotives are included. Copies
will be available through our Sales Department at $1.10 each, plus 13 cents postage, and orders
are being received now.
"GREEN OVER RED" May 1969

This off-set printed publication includes a full list of the locomotives of the Indonesian
State Railways, maps and a description of that little known system, together with several photo-
graphs. With over 800 steam locomotives of over 70 different classes, on 3-ft. 6-in., 2-ft.
5 i - i n . , and 1-ft. 11.5-in. gauges the system is most interesting, particularly as many of the
locomotives are either ancient or unusual, or both. These include 2-12-2T's, and five classes
of Mallets. Copies available from our Sales Department at 30 cents each, plus 5 cents postage.
LRRSA SALES DEPARTMENT, 9 McGregor Street, CANTERBURY, Vic. 3126.
Back Numbers of "Light Railways" - Nos. 14, 16, 17 (© 20 cents each, Nos. 21,
22, 23 @ 25 cents each, Nos. 24, 25, 26 and 27 @ 35 cents each. All others
out of print. Postage - on one issue - 5 c . , two issues - 9 c . , three or four - 13c.,
five or six - 17c., seven or eight - 2 1 c . , nine or ten - 25c.
Green over Red - January and March 1969 - 25c. each, May and July 1969 -
30c. each, plus postage as for "Light Railways".
"The Narrow Gauge" - No. 50 - $1.10 plus 13c. postage.

In Memoriam
Powelltown tramway and Little Yarra, Powellite,
Shay 2575, Shay 2576, Coffee Pot, not forgetting
the little Squirt. Died 15th July, 1944. A
tribute from the LRRSA.
(This advertisement was published in the "Public Notices" of the Melbourne Sun and Age, and
resulted in the publication of an item in Andrew McKay's "In Black and White" Column in the
Herald. The Society also forwarded information about the tramway to the Yarra Valley News,
which circulates in the area the tramway served. As a result, that newspaper published a fea-
ture on the tramway in its issues of 15th July and 22nd July.)
Yes, a quarter of a century has passed since the closing

of the Powelltown tramway. This leads us to the last
two pages of this issue -
Opposite - Shay locomotive hauls logs to the Powelltown
mills about three miles from Powelltown. On the left a
brakeman can be seen attending to a burning brake block.
(Photo - Courtesy Forests Commission of Victoria).
Back Cover - The Powelltown tramway was -perhaps the
backbone of a dense network of tramways - denser than
the suburban railways of Melbourne. Some 250 miles of
railway and tramway appear on this map, all of which
have been closed. Of interest is the Gilderoy Tramway
Company, described on page 19 of this issue. No doubt
there were many other branches not shown on the map. If
readers find any mistakes please let the Editor know.
ONLY ONE SURVIVES
The sole survivor of the once numerous steam narrow-gauge railways

which operated in Victoria is the Belgrave - Emerald "Puffing Billy" line which
was only saved by the work of volunteers.
You can help ensure that "Puffing Billy" continues running by spreading
the word of its existence amongst your friends, neighbours and workmates, or
by becoming a volunteer worker.
You will then help to ensure that the sole survivor survives.


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LIGHT RAILWAYS

NO.21 SPRING 1967 VOL.VI.

THE VICTORIAN LIGHT RAILWAY SOCIETY

The Darnum-Elinbank Tramway

Not for Resale - Free download from lrrsa.org.au

Mr. Cropley must have stated what gauge he

Not for Resale - Free download from lrrsa.org.au

Another view of Cropley's locomotive,

For reproduction, please contact the Society

Australia's First Diesel Locomotives.

For reproduction, please contact the Society

For reproduction, please contact the Society

For reproduction, please contact the Society

Tramways of the State Rivers

two cylinder, two stroke engine of German make, and

Are YOU a Sidrodromarcheologist ?

Taylor's Lake storage

Not for Resale - Free download from lrrsa.org.au

Member Mr. R. K. Aubrey , of 7 Gavan Court, Werribee,

Australia's first diesel locomotive at work on the Alexandra - Rubicon tramway.

Not for Resale - Free download from lrrsa.org.au

The official builder's photo of the Rubicon tramway's first

The same locomotive at work near Alexandra.

For reproduction, please contact the Society

SAN REMO -PHILLIP ISLAND BRIDGE CONSTRUCTION:- Two

THE HEATHERLIE Q U A R R Y TRAMWAY.

For reproduction, please contact the Society

The cover drawing by John Thompson shows a

Back Numbers. — Copies of issues No.16,17,18,19

The next issue will contain another major

TRAMWAY PROPOSALS IN THE

Not for Resale - Free download from lrrsa.org.au

Not for Resale - Free download from lrrsa.org.au

Thus ends a little-known chapter in the

Have you ordered your Scale drawing of the Powell-

An important letter from Mr.P.L.Charrett :-

ONLY ONE SURVIVES !

For reproduction, please contact the Society

STEAMCLOUDS OVER FRANKSTOM

Frankston Pleasure Park Line

Not for Resale - Free download from lrrsa.org.au

"H.2" LOOKS LIKE NEW !

For reproduction, please contact the Society

Not for Resale - Free download from lrrsa.org.au

Not for Resale - Free download from lrrsa.org.au

The Council is indebted to member Arthur

For reproduction, please contact the Society

Tramways of 'the State Rivers

The Hume Reservoir is on the Murray River

Not for Resale - Free download from lrrsa.org.au

Baldwin 0-4-0 locomotive at work on the H u m e Reservoir Construction. This

H u m e Reservoir Construction. Perry locomotive, just delivered from South

Not for Resale - Free download from lrrsa.org.au

For reproduction, please contact the Society

(l) I do not agree with the builder's num¬

KEEP STEAM ALIVE !

Type Builder B/No.& Ord¬ Arrived Cost See

H u m e Reservoir construction, showing the end of the Main Victorian Embankment.

Small petrol locomotive at Waranga Reservoir. (See L.R.