With the morning having been spent successfully recording the arrival of the loco-hauled services into Southern Cross, and a tasty light-lunch had in tourist centric St Kilda, we decided to find a different location to record the afternoon departures from Southern Cross (rather than use La Trobe Street again). Under the guidance of fellow enthusiast Ernie, we settled on a bridge at West Footscray that showed us all traffic running to/from the Bendigo and Ballarat lines, as well as all of the North/West traffic on the standard gauge.
Within a few minutes of arriving, the signals on the up freight lines to Dynon flipped over to clear, and NR66 and NR99 rolled through with 2XW4 loaded SteelLink service from Port Augusta. The trains eventual destination would be Port Kembla – indeed, as this train is a daylight runner into Sydney, we were certainly familiar with it, although it was interesting to look at the loading that normally comes off in Melbourne. Only ten minutes after its passing, A66 returned to our lenses, racing north with 8129V, bound for Bacchus Marsh. A70 would appear at the head of a similar service at 1700, very nearly crossing fellow Victorian broad gauge veteran X37 arriving on the goods lines with a selection of wagons recently repaired in Geelong.
Shortly before leaving the footbridge, P17 and P18 worked a push-pull Sunbury service past our location at 1724, followed ten minutes later by classmates P16 and P14 on a Bacchus Marsh service. With word that the down freight to Tocumwal was due to depart Dynon in approximately an hour, we gave up our perch and relocated to the famous Bunbury St tunnel entrance.
Our arrival at 1808 could not have been timed any better, with A81, P20 and A78 growling into the tunnel within seconds of our arrival! Good thing we didn’t walk any slower from Footscray Station (the tunnel is only a five to ten minute walk down Bunbury Street from the station – a must visit location in Melbourne for the railfan). Only four minutes after “the down Toc” cleared the tunnel, N470 rolled through with the down Albury passenger service on the adjacent track. It was at this point that we bid farewell to Ernie, as he was moving to a different photospot on the far side of the river which offered a better view of arriving trains, while we were content to sit in the shade and sweat out the last few minutes of the (baking hot) day.
A sadly graffiti marred LDP005 led LDP004 north with 3MB7 at 1836, while 9318V empty quarry train to North Melbourne arrived at 1859 behind X44 and X41. The up Melbourne XPT from Sydney (another familiar train) arrived a little after 1900, followed by our final sighting of the day – the P&O Trans Australia freight from Horsham, behind S311, GML10 and 8030. Typically, the two units we wanted to photograph were tucked safely behind an S Class we’d seen plenty of times in P&O service in NSW!
Content with our haul, we packed up our gear and walked back to Footscray Station, keen for a quiet dinner and a good night’s sleep!
Those of you that come for the pictures and stay for the text will notice that there are some photographs missing – due to the nature of the Bunbury St location, it’s less than ideal for catching southbound traffic into Melbourne. I did try a couple of shots for the arrival of the quarry train and the XPT, but they didn’t work as well as they could have. The shot of the P&O train worked a little better, but I have some more ideas for inbound trains next time I use this location. As for the “missing” peak hour loco and freight trains at West Footscray, I don’t like uploading a lot of similar shots from one location, so I picked the better shots (basing my decision on the shot, not the “interestingness” of the movement), so apologies for any disappointment.
Regular travelling companion Todd Milton and I decided to pay our first visit to the Parkes area in November, with the hope of seeing something a little different from our usual haunt, the Main South. A regular diet of NR and 81 Class will do that! The checklist of “things to see” included the two shunting units at Manildra, the various Manildra feeder grain services (typically the domain of 48 and X Class locomotives), as well as any branchline grain trains we could lay out hands on. Finally, a shot of The Parkes – Perth SCT service was a must-have.
According to plan, AR02 loaded coal from Airly was the first train to pass our vantage point at 0618 behind G513, C508 and C503. Next to arrive was 1865N freight, bound for Kelso (Bathurst) behind GL107 and GL101. We then hopped onto the highway to move to Sodwalls, for a spectacular dawn lit shot as the train passed around the well-known horseshoe. That is, we would have, if we’d not made the mistake of continuing on to Brewongle, with word that 1865N was stopped at Wallerawang. We assumed we could get a shot of the up Indian Pacific at Brewongle, before moving to Raglan to get the GL’s climbing the steep grade into the station. Imagine our surprise when GL107 snuck up on us (prior to this, I didn’t realise a GL could sneak up on anyone), crossing the up Indian Pacific at the former station site. Still, a fine shot of NR27 was gained on the s-curve at Brewongle, before we moved to Kelso to see the freight shunt into the siding.
With no other trains in the area until the afternoon, we decided to head west to Manildra. We’d been told that an 81/X combo was to depart Parkes Sub-Terminal at lunchtime, bound for Enfield, and we figured upon getting there early to find a decent spot for a shot! Passing through the township of Manildra, we reflected on the fact that the mill is not so much a feature of the town, it appears that the town is a feature of the mill! The huge silos and milling buildings dwarf the surrounding town, and entirely encircle the former station site, which is no longer served by passenger trains. MM01 (formerly 4907, see Part 2) was also seen to be shunting the mill, while MM03 (former BHP Newcastle No. 51) was shutdown on an adjacent siding.
We paused outside of town to record the passing of 8134N Westons Milling wheat service bound for Enfield behind the uninspiring looking 8130 in FreightCorp colours, and a gleaming X48 in pristine Pacific National paint, before continuing on to Parkes to first locate, and check into our motel. We soon found that Parkes is a very confusing town when you first drive in, with highways being renamed in town to street names, and plenty of “no right turn” signs, as well as plenty of occasions where the road we wanted to get to was on the other side of a footpath. Eventually we navigated the town, dumped our bags, and found ourselves baking in the heat at Goobang Junction, waiting for G515 to arrive from Goonumbla.
While waiting for G515, we amused ourselves by watching former WAGR/Great Northern/CFCLA locomotives J103 and J102 shunting the SCT terminal. Painted in full SSR livery, the two J Class at Goobang Junction have an interesting history.
Originally purchased by the Western Australian Government Railways (WAGR) in 1966 from Clyde Engineering for shunting duties (the J Class are almost identical to the first series Y Class purchased by the VR three years earlier). They spent their lives in WA until 1995, when four members of the class (the class leader had been scrapped two years earlier) were sold to Great Northern and transferred to Melbourne.
During their time with Great Northern, the J Class were used on a variety of tasks, including shunting the National Rail Corporation freight terminal, running shunting turns and trip trains, and infrastructure work. When Great Northern folded in 2002, ownership of the class passed to CFCL Australia, who leased the locomotives to Southern Shorthaul Railroad. CFCLA sold the four members of the class in 2009 and 2010 (to SCT and Freightlink respectivly) for use as shunters in NSW and SA.
J103 and J102 can often be seen shunting the SCT freight depot at Goobang Junction. Sadly, the units did not get close enough to the accessible end of the shunting neck for a roster shot, and I was not to keen on tramping through long grass in late spring. I had to be content with shooting them across the field.
G515 did arrive on cue at 1306 with 8242N loaded ore train from Goonumbla to Goulburn (the train runs to Port Kembla, but waits at Goulburn for its turn in the sidings, which are shared by the PN ore train from Blayney).
After a break for lunch, we wandered around the station area. PN have a large depot at Parkes, and it is not uncommon for many trains to exchange crews or even loco’s when passing through. Quite a few locomotives were stabled in the yard, including former ATN Access L251, and a number of 48 class in various liveries, from GrainCorp and PN, to the battle scarred Freightcorp units, showing every day of their impressive age.
As the day began to slowly cool, we staked out the level crossing at Goonumbla to wait for one of the two trains that feed the mill at Manildra with grain from various silos in Western NSW. The first such train was 8832N coming towards Parkes from Narromine behind 4894, 4854 and X50, with X50 being a particularly long way from home! Since the cessation of bulk fuel transport by rail in NSW, most of the X Class have seen themselves redeployed on other bulk working, including grain, flour, cement and sugar traffic, among other loadings.
After following 8832 halfway to Manildra, we decided that any further shots would endanger the possibility of the final shot of the day – a sunset shot of 7GP1 SCT superfreighter to Perth. We set up at Nelungaloo (to the west of Parkes) as the sun slowly slid behind the horizon, entertained by the harvesters busy harvesting a nearby wheat field. 7GP1 shattered the atmosphere when it screamed past at 1935 behind SCT Class locomotives 009 and 005. Up to 1800m in length, the train is a mixture of vans and double-stack container wagons, and the sight and speed of the train needs to be seen to be believed. What a fantastic way to finish! It was worth the massive dust cloud it kicked up that reduced both Todd and I to a sneezing, coughing, sniffling mess for the next few hours until medication (and a nightcap) brought sleep – a very welcome relief!
The new “Waratah” Public/Private Partnership (PPP) trains are being built by Downer EDI, for Reliance Rail who will lease the trains to RailCorp for CityRail suburban service. Named “Waratah” trains, the A-Sets will enter service from late 2010 to facilitate the removal of the aging fleet of S and R sets from the CityRail fleet.
The project celebrated another milestone on May 1st, with the special 4-car Pre-Production Test Vehicle (PPTV) delivered to Sydney behind 442s1. Unlike the revenue service trains, this train is only a 4-car set, designed specifically to test out the new trains reliability and compatibility with the network. Like the OSCar trains before them, the Waratah will be subjected to an intense testing regime, to ensure that there will be no “surprises” after they enter service. The NSW Government does not need a repeat of the Millennium Train debacle, especially not around the time of an election!
Unlike the OSCar order before them, the Waratah order is the first to use a dedicated pre-production test vehicle (PPTV), with the purpose of identifying any oversights or faults in the train design or train components before too much work is done on the rest of the order. In the case of the OSCar trains, a number of 4-car sets were subjected to intense testing prior to entering service, and the sets involved were then sent back to United Group to be rebuilt, so as to be delivered in “as new” condition. The PPTV vehicle however, has entered service without any passenger seating, or any other passenger amenities. Aside from some dummy weight added, and testing equipment, the train is a shell – for the sole purpose of testing the trains design.
Since being delivered, the PPTV (also known as A0 within the enthusiast community), has run a number of trials around the RailCorp network in the dead of night (usually under a local possession authority, to ensure no adverse results to late night services). Typically, the PPTV is hauled to and from the possession by 442s1, which remains fitted with a special transition coupler. The cars used on the PPTV will be delivered as part of the final order, and are numbered as follows: D6479, N5442, N5342, D6379.
On June 28th, the first 8-car Waratah Set (A1) was delivered in the same manner as the PPTV, behind 442s1. The carriages delivered were numbered as follows: D6301, N5501, N5601, T6501, T6601, N5401, N5301 and D6401. This follows the existing numbering scheme as set out by previous CityRail trains, with “D” being unpowered driving cars, “N” being powered vehicles and “T” being unpowered non driving cars. The main distinction between the A-Sets and previous carriage numbering schemes, is that the cars on the train have a different number – e.g one driving car is D63xx and the other D64xx. Normally, all cars are delivered in sequence, in this case this would be from D6301 onwards in sequence – thus, D6401 would previously have been the 101st car to be delivered, not the second as it is in this case. Previous deliveries have followed this scheme – in the case of the OSCar trains for example, all driver trailer cars are numbered in the D69xx series, the Millennium trains before them numbered in the D10xx series, and so on.
Like the PPTV, A1 has been delivered without seats or exterior decals or logos, and will also be used to extensively test the new trains before they are approved for use on the system. It is expected that A1 and the PPTV will be used for further night testing before the PPTV is returned to Downer EDI, and deliveries of revenue sets can then begin. It is expected that the first A Set will enter revenue service before the end of the year.
PPL Ends NSW Operations
Patrick PortLink (PPL), the rail operator for Patrick Corp (a division of Asciano Limited, owners of Pacific National) have ended their NSW rail operations. The first PPL service to be cut was T181/T182, Sandown to Botany container trip, with the final train running to Botany as T182 on Friday the 14th of May, 2010 behind hired motive power 48136 and 4887. This was followed by the final revenue service from the Patrick Terminal at Sandown (also known as Seaton’s Sidings) running as train 1877 to Dubbo on Saturday the 12th of June, behind DL44, DL46 and VL351. For the final week of operations, 1877 would stage directly out of Port Botany, until the final service ran on Saturday the 19th of June. The final PPL train in NSW would operate on June 26th, with DL44, 48136, 4503, DL46 and VL351 hauling 45 empty container flats to Enfield. The container flats were supposed to proceed onto Lithgow for long term storage with 4503, although for one reason or another, this never eventuated. DL44 and DL46 were to then return to service with PN Southern Coal, 48136 returning to PN Rural and Bulk and VL351 off-lease and returned to CFCLA.
For a full wrap up of the final PPL operations, look out for a forthcoming article detailing the final trains, as well as a more detailed summary of their final months of operation.
Sandown Line to Close?
As previously covered on Trackside (News to Me: The End of Sandown?), it would seem that the Sandown Line may be the next goods line in Sydney to close. With Shell Australia ending fuel services from their Sandown terminal in March 2010, and Patrick closing down their Sandown container terminal in June 2010, there would be no logical reason to keep the line open (unless another operator expresses interest in the Seatons facility). The line was booked out shortly before the end of June, only to be booked back in to allow Patrick PortLink to store some wagons in their sidings. Currently, the line is certified for use up to the Rosehill Accept signal, which is where the OHW on the line ends (it once extended as far as Sandown, although it has been long since removed). This allows the main platform at Rosehill to be used for Race Trains, although the line is unlikely to see any regular traffic other than these trains.
The line is not yet closed, although no more traffic will regularly travel past Rosehill. As well as the PPL owned wagons at Sandown, Shell Australia also has a number of NTAF wagons stored in their sidings next to the Patrick facility. It is likely that these wagons will need to be removed eventually, either to be stored off site to allow the land to be used for other purposes, or for the wagons to be cut up and sold for scrap.
P&O Buys South Spur Rail Services from Coote Industrial
Coote Industrial sold subsidiary company South Spur Rail Services to P&O Holdings Pty Ltd during June 2010. As well as the wagons owned and used by South Spur Rail Services (SSRS), a number of locomotives were believed to have been included in the sale. The remaining locomotive fleet owned by Coote Industrial (acquired during their purchase of ALLCO Rail only a few years prior) will remain operated by Coote Industrial subsidiary Greentrains. Greentrains will continue to lease motive power to P&O for their trains, although what locomotives have remained with Greentrains and what locomotives were included in the sale is yet to be released. At the time of writing, it is unknown if P&O will continue to operate under the P&O Trans Australia name or roll all of their services under the South Spur name. Of course, the reverse may occur, with those services operated by SSRS brought under the P&O Trans Australia company name.
Current motive power on SSRS trains include members of the RL, 80, 830, 600, 48s, 442s and C Classes. P&O Trans Australia trains are currently operated by P&O owned 4471 and/or 4477, as well as leased motive power from CFCLA, including members of the G, EL, GL, VL, 442 and S Classes. P&O have previously hired members of the KL Class from CFCLA, as well as members of the CLF and CLP class from QRNational.
A New Player in the Coal Market
Southern Shorthaul Railroad (SSR) has entered the coal haulage market, with their first coal train from Newstan Colliery to Inner Harbour commencing operation in April 2010. Previously, all export coal from Newstan was hauled by Pacific National to either Inner Harbour or Kooragang Island, although when Newstan Colliery increased production and requested an extra rake to serve the mine, Pacific National was unable to comply (either due to locomotive or rolling stock shortages). This resulted in SSR winning a contract to transport coal from the mine to Inner Harbour four days a week (typically Monday to Thursday), and to Kooragang Island on the weekends. A rake of CHAY mineral hoppers were leased from CFCLA to undertake the contract, running as train NW08 from Goulburn to Newstan on April 20th. The locomotives used for the first month of services were SSR owned G513, B65, B61 and G514. 44206 replaced B61, then B65 for a short period at the start of June, with S317 replacing B61 at the time of writing. Originally a contract for three months, it would seem that this has been extended, with SSR looking to purchase further motive power and rolling stock to provide a more cost effective service.
The plan was a sound one. Set up at Rookwood (Weeroona Rd, Strathfield), and get a nice, evenly lit photo of 42202, which remains in the Northern Rivers Railroad scheme, despite being in QRNational service. All going to plan, 42202 would lead 2152 QRNational Glenlee to Yennora freight, as it had done the day prior. Following this shot, a relocation to Mascot would be made to allow for a shot of RailCorp Mechanised Track Inspection Vehicle ML-039 over the Alexandria Canal, near Cooks River Yard. As this unit will one day be retired, it is always worth getting a shot of it; especially in places it is not often seen.
We arrived at Rookwood at 0845, and with plenty of time before 2152, we spent our time recording the other freight movements along the stretch of track that links Chullora Junction with Flemington Goods Junctions – the former being the busiest junction on the Metropolitan Goods Lines, with most freight trains, be they interstate superfreighters or short container trip trains, passing through Chullora Junction at some point on their journey.
The first train to pass Rookwood would be just after 9am. Solo 44208 headed up T285 P&O Botany to Yennora container trip – 44208 having been recently repainted by Bradken Rail at Braemar, a “touch up” of the CFCLA colour scheme. While it would not appear that a full repaint was done, the CFCLA livery has been reapplied over the previously grey patch along one side of the loco, where 44208 had previously sustained accident damage.
Roughly half an hour later, the familiar blue and white livery of LDP001 and LDP003 could be seen navigating the northern fork of Chullora Junction, hauling 4MB7 QRNational freight to Brisbane. Twenty minutes later, triple 81 class rolled through with 8938 Manildra Group flour service to Bomaderry, having come into Sydney from Manildra overnight. They would cross 4MB4 at Chullora Junction, the latter train headed up by NR13 and NR60. NR60 was only recently repainted into the Pacific National “Stars” livery, from the previous National Rail “SteelLink” blue/grey scheme.
Curiously, at this point, we had not seen T280, which is one of the regular trains to operate between Yennora and Botany (the opposite working to T285, above). Normally T280 and T285 cross anywhere between Auburn and Campsie. T280 especially is on a very tight path, as it leaves Yennora just after the “freight curfew” ends, to run to Botany before returning to Yennora before the afternoon “freight curfew” comes into effect. If the train is late into Botany, it is often late out, which throws loading and crew rosters way out, as the train will often be left sitting at Enfield to wait for the afternoon peak hour to subside.
Following close behind 8938 was ML-039, the RailCorp mechanised track inspection vehicle. ML-039 ran down to Chullora Junction, before moving out along the north fork of the junction, and then returning back to the goods lines. This movement would cause 4BM7 to come to a stop at the signal near the Weeroona Rd overbridge to await the line ahead to clear.
Once ML-039 had departed for Botany, X53 and 42202 then appeared around the northern fork of Chullora Junction with 2152 Glenlee to Yennora container freight. Sadly, by the time the locos were in view, 4BM7 had moved up to the signal protecting the junction, and the shadows from the containers on the train were blocking the “ideal shot”. Not to mention the fact that 42202 was hiding behind a bright yellow X Class! As we are not ones to be discouraged, we set about getting a shot of X53 and the 422 with their (short) train. Sure enough, as soon as they cleared the junction, 4BM7 was given the road to proceed onto the goods line to Sefton and on to Glenlee where they would shunt loading for Sydney, and wait for loading for Melbourne to arrive from Yennora (42202 and X53 would return to Glenlee with 1253, the Sydney to Melbourne loading for 4BM7, and then return to Yennora as 2154).
With the shot of 42202 a write off for today (a shot of the yellow X was an acceptable compromise), it was time to relocate to Mascot, to a spot overlooking the Alexandria Canal, near Cooks River Yard. The plan was to get a nice shot of ML-039 returning from Botany, possibly reflected in the (un)clean waters of the canal. When we arrived, any hopes of a reflection shot were firmly dashed, as the breeze was up – ensuring that the water was as unhelpful as possible. Never mind!
Shortly after we arrived, GL107 wandered past light engine, towards Botany on the main, followed by 4497 and 4703 push-pull with T250 Minto MIST to Botany container trip train (also on the main). Soon thereafter, a rake of containers was propelled back over the canal by 1443, this train running on the refuge. GL107 was waiting at the Botany end of the refuge, to shunt loading bound for MIST at Minto. While GL107 and 1443 were shunting their wagons (the loading not bound for Minto would later run to Botany behind GL107, while 1443 would head back to Cooks River), ML-039 snuck past on the main, with the shot more or less blocked by the containers on the near track! Again, forced to make do, we did get a shot. Of course, it was not the one we planned on!
Determined to catch the rest of the traffic out of Botany, we moved to Gelco, located at the throat of the main Botany Yard complex. It was here that we recorded 4703 and 4497 running light to Mascot siding to pick up their train (T251 to Minto). Behind the light engines was T281 P&O Botany to Yennora container trip, behind 44209 and 4477. As the train was stopped at a signal, one of the crew members came over for a word, mentioning that the train had never made it out of Botany that morning (normally, the train that forms T280 in the morning runs out from Botany before the morning peak hour starts). As the train was late departing, they never made it to Yennora, hence why we did not see them at Rookwood that morning!
After the characteristically ALCo departure of 44209 and 4477, DL44 and 4892 headed up Patricks PortLink T171 from Botany to Sandown. They were followed in turn by 8049 and RL306 with 1443 South Spur Rail Services Botany to Walsh Point container freight. With P&O set to purchase SSRS from Coote Industrial in the immediate future, it remains to be seen if the existing Greentrains (a division of Coote Industrial) locomotives will continue to lead these trains, or if alternate (CFCLA) motive power will take over.
So, even with all of the setbacks, it was still a great day trackside, and some interesting movements were seen. With the aforementioned sale of SSRS, and the pending closure of Seatons at Sandown (and the resulting cessation of Patricks PortLink services from Botany), these sightings may be little more than a memory before the end of the year.
Finally, thanks to Chris Walters for his company on the day, and his assistance in compiling the train numbers for this article.
The new PPP cars are a step closer to being in service this month, as the 4-car trial set was unloaded from a ship at Port Waratah on July 29. The revenue service A-Set trains will be fixed 8-car sets, instead of the usual pair of 4-car sets that have been the norm with rolling stock orders in recent years. The 4-car test train will be used to run extensive testing, both on a special test track at EDI Cardiff, and also around the Cityrail network, testing anything from the ride quality to their performance under peak hour loads. The extensive testing is to prevent another Millennium Train debacle, as seen after their introduction in 2000, which saw them withdrawn from service until 2004.
When the test train was unloaded onto the wharf, NSW Transport Minister David Campbell announced that the 626 next generation carriages would carry the name “Waratah”. The Waratah trains are to be introduced onto the CityRail network from 2010 to 2013, replacing the R/S/L Set fleet, which was introduced to the network from 1972.
2009 CityRail Timetable Released
From October 11, a new CityRail timetable will come into effect on all lines. The most notable change has been on the Northern Line, which previously ran from Hornsby to the City via Strathfield. With the opening of the Epping to Chatswood Rail Link (ECRL) earlier this year, the Northern Line will now run from Hornsby to Epping, then to Chatswood and on to the City, before continuing back to Epping via Strathfield.
Western, South and East Hills line commuters will benefit from additional peak hour services to relieve congestion on these lines. Additionally, new services will be introduced in the period following the morning peak hour, to assist passengers on Western, Northern, South and North Shore lines.
With the continued introduction of more Outer Suburban Cars, more Tangara trains are freed up for suburban running, most notably on the peak hour Central Coast and Wollongong/Port Kembla services, which then allows more 6-car trains to be built up into 8-car trains, to ease loading on popular peak and off peak train services.
The Bankstown Line is also set to benefit, with the return to a 15-minute frequency on the weekend (previously passengers on this line had a half hourly service to/from the city on weekends).
ECRL Crush Load Testing
On the 14th of June, Tangara set G30 was involved in crush load testing on the Epping to Chatswood Rail Link. A week later, T77 was also involved in similar testing, with an 8-car K-Set undergoing a different trial a week after T77 went through the link.
G30 first ran from Hornsby to Epping, then to Chatswood through the ECRL, and then ran back to Epping via North Sydney, Central and Strathfield. After the crew changed ends at Epping, the set then ran back to Chatswood via Strathfield and Central, to run through the link again to Epping and back up to Hornsby. The train was running with a full load of “passengers”, simulated by loaded water drums to the same level that can be expected when the train is operating at peak-hour crush load.
This testing was the latest in a series of tests involving the Tangara trains running on the ECRL line. Judging from the new timetable, Tangara trains will not be used on Northern Line services (all of which will run through the new link), although they are (along with the V-Set Interurban trains) permitted to work non-stop through the link under emergency conditions.
The main issue with Tangara trains is their weight – the traction motors were prone to overheating on their first runs through the link during the initial testing undertaken after the link was completed.
On the 27th of June, K-Set K85 and K63 were sent on a number of tests through the ECRL, although not for crush load testing (the “silver set” trains can operate normally through the link in this regard). Instead, the K-Sets were present to test the noise levels for passengers and crew travelling through the tunnels.
These tests proved to be successful, and when the link is fully integrated in the 2009 timetable (see above); the Northern Line will be run by K-Set and OSCAR trains only. Incidentally, this will make it the first CityRail line to be run exclusively by air conditioned trains.
3265 In Steam Again
In news that has dominated the rail preservation scene in NSW, P Class 3265 is the second P Class to return to steam, undergoing a number of steaming trials in July. Separate trials were undertaken to Penrith and Springwood/Valley Heights, with a pair of trials to and from Gosford undertaken in mid July.
Once trials of the locomotives restoration are complete, the locomotive will be painted at Chullora Workshops (incidentally, the same location that 3801 will be receiving her overhaul). The Powerhouse Museum, who owns and operates the locomotive have opted for the locomotive to receive her “Victoria Maroon” colour scheme, which was worn by 3265 when involved in operating the Newcastle Flyer (then known as the “Newcastle Express”), around 1933. As well as the colour scheme, 3265 has had her “Hunter” nameplates returned to her (these nameplates had been removed and given to 3608 when the 36 class took over from the 32 class on Newcastle Express services).
3265 is a testament to the skill and dedication of all those involved in her restoration.
92 Class/LDP Class Load Trials
On June 27, Pacific National undertook a number of trials with their new 92 Class locomotives (built by United Goninans), as well as with a trio of LDP Class units (built by Downer EDI), to determine the locomotives suitability for use on coal trains with Southern Coal (currently the 92 Class are limited to operations in The Hunter Valley).
The initial testing for the 92 Class was not successful, with the locomotives reduced to walking pace when lifting a full load of coal up Cowan Bank. The LDP Class performed marginally better, lifting the same load at a little under 20km/h.
The day following the test saw the trio of 92 Class (9211, 9213 and 9208) joined by 8125 at Enfield for the run down into Wollongong. The 81 class had been added to the train to avoid any slow running on the steep grades through Como and Jannali.
XR/X/G Class to NSW
In a continuation of the trend to move working, surplus rolling stock from Victoria to New South Wales to assist with the movement of coal and grain (among other commodities), Pacific National transferred a number of standard gauge G, X and XR class to NSW for grain working.
A number of X Class units are already employed by PN Rural and Bulk to move fuel to various depots around the state, although a couple of X Class have been sighted working domestic and export grain trains. XR555 and XR559 have been transferred to NSW to assist with the movement of domestic and export grain.
A number of G Class are already in service with the Northern Coal fleet, with word that other G Class will follow from Victoria to assist with the grain haulage task in the North West of the state.
P&O Trans Australia Expansion
Following the transfer of the contract to move export containers from Yennora to Port Botany from Interail (owned by QRNational) to P&O Trans Australia, and the purchase of 4477 and 4471 from CFCLA, POTA underwent further expansion in July, successfully winning the contract for the movement of containers from Carrington to Port Botany, resulting in the contract passing from Southern & Silverton (owned by Coote Industrial) to POTA.
To assist with their motive power requirements, POTA hired CLF1, CLP11 and CLP13 (the latter two units in the corporate QRNational scheme) from Interail. By the end of July, both CLP Class units had been returned ex hire, although GM12 class locomotives GM22 and GM27 are now on lease from CFCLA, following the end of their lease to Patricks Portlink (who originally used both units on the Yennora container shuttle in 2008). POTA have also hired 44204, which has been sighted on a number of POTA trains in late July.
Triple Headed Steam to Moss Vale
July 4th proved to be a very exciting day to be in Moss Vale (located in the NSW Southern Highlands region), with the New South Wales Rail Transport Museum running a triple headed steam special from Sydney to Moss Vale and return, running via Wollongong.
The train departed Sydney Terminal behind NN/35 Class locomotive 3526, 36 Class “Pig” 3642 and 38 Class 3830 (the latter locomotive being in the custody of The Powerhouse Museum), with 4520 and 4490 assisting from the rear. Having stormed the Illawarra Escarpment from Wollongong to Moss Vale, the train arrived at Moss Vale to be serviced. Upon arrival in Moss Vale, 3526 and the two diesels returned to Thirlmere light engine, leaving the two Pacifics to return to Central alone.
In a surprise move, the mighty 38 was put into the lead for the run home, and the two locomotives provided some truly dramatic scenes in the chill afternoon air – scenes taken straight from a historical photo or video, perhaps.
Starting from Sunday February 22nd, control of the container shuttle from Yennora to Port Botany will again change hands from Interail to P&O Trans Australia. This is the third operator in twelve months to run the service, which typically departs Yennora Distribution Park just after the morning freight curfew ends, and runs to Port Botany via Enfield. In the first few months of 2008, the service was run by Patricks Portlink, until the completion of their contract, at which point it passed under the banner of Interail – QRNationals interstate intermodal carrier brand. It now passes from Interail to P&O Trans Australia – a new operator in NSW. QRNational and P&O (owned by Dubai Ports World) have a close history of contracts for rail transport in Australia.
CFCLA recently sold their 44 Class fleet (4468,4471,4477 and 4483 – although only 4471 and 4477 were in service at the time of the sale) to P&O Trans Australia, which saw 4471 and 4477 sent to Junee Roundhouse Workshops (JRW) for repainting. At the time of writing, the units have now returned to Sydney, the only change being that 71 and 77 have had their CFCLA logos painted out – they still remain in the CFCLA scheme for now.
With the change of operator, the train numbers change again, with T280 expected to be the first train to be run by P&O Trans Australia to depart Yennora on Monday the 23rd of February. Standard motive class is expected to be a pair of 44 Class (ie 4471 and 77) but it is unclear at this stage where the locomotives will be maintained, and what motive power will be used when one or both units are out of service for maintenence.