Thursday, 26 November 2020

Beaudesert Goods


Modelling a prototype can bring so much more to our hobby. We tend to run what we see or recall from an earlier time period. Some of us model a location on a given prototype, some may put a time period on what they are going to model. To me modelling a prototype is more than just have a collection of rollingstock that we place on the layout to form a train to run. In this post, I going to cover trains on a Branch Line that we worked from my first depot at the started my railway career. Even today we can look at these quant parts of our railway network, even with most of the lines closed and no trains running, we can recreate history.  By doing so, we add so much more to what we are doing, it gives a new meaning and much more enjoyment to the hobby. Even with a freelance layout, prototype trains can be made up and operate just like the real thing. Let’s start with a train I saw for many years, the Beaudesert Goods.  

During the steam era the train departed Wooloongabba worked by a PB15 locomotive as Train 134. The load for the train was 240 tons, that’s equal to around 12 loaded K wagons of cattle. All trains travelling passed Kingston were restricted to PB15 locomotives due to the Logan River Bridge.

The 1967 Working Time Table showed the section Bethania to Beaudesert was laid with 42 lb. or lighter rails. The maximum speed of trains on the branch was 25 miles per hour. The maximum speed of Rail Cars was 30 miles per hour for 50 hp. units, and 35 miles per hour for 102 hp, 1800 class and 2000 class units. In order to minimise delay to 134 at Beaudesert, butter wagons and any other loading for Logan and Albert Butter Factory at Beaudesert was be placed next to the road wagon from Wooloongabba and detached at siding before drawing into Beaudesert yard.    

The crew for 134 would of been on duty around 12:00 PM. 15 minutes to sign on, check Train Notices and roster, 30 minutes to prep the engine for traffic (Oil loco, raise steam, fill lubricator, clean tender filters, clean fire, clean cab fittings, blow boiler down, top up tender), 10 minutes traffic to place engine on train. 15 minutes to pump up train, safety test and receive train details from the guard. Train 134 departed Wooloongabba at 1:17 PM, Yeerongpilly 1:39/2:14 attach loading. Kingston 3:01/13 loco (take water, clean fire, oil & check loco) & load roadside sent from South Brisbane on 96 Up, Bethania 3:23/50 attach loading, Jimboomba 4:55/5:10 meal and safe working, arriving at Beaudesert 6:05 PM. The train returned as train 161 leaving departed Beaudesert at 7:30 pm, Bethania 9:20 pm, dump train at Yeerongpilly, light engine to Wooloongabba arriving at 10:58 pm. Beaudesert is less than 50 miles from Brisbane, yet to run a train there and back, it was over an 11 hours job for the crew. 

In 1967, second contract 1600 class diesel electric locomotives (DEL) commenced working trains on the southside, the Working Time Table provided a timetable should the train be worked by DEL. The train was numbered 534D departing Wooloongabba at 1:32 PM, Bethania 3:22/50, Beaudesert arr. 5:43 PM. The load for a 1600, 1620, and 1700 class DEL’s was 560 tons (=28 loaded K wagons). The load for a 1720 class DEL was 640 tons (= 32 loaded K wagons) D.H. locos had a load of 360 tons (=18 loaded K wagons). After 1970, 1720 DEL’s were the go to loco for the line. D.H locos were rostered to work trains on the branch, often they didn’t make it, stalling between Salisbury and Altandi. Regularly, they pushing them into the Refuse at Sunnybank for an engine change before continuing towards there destination.

I recall at cattle train with 2 D.H’s stalled between Salisbury and Coopers Plains. The train was over the load for one 1720, over length for the cross overs at Coopers Plains and over length for the Refuse at Sunnybank. It was up to yours truly to come up with a plan to take the two 1720’s on the rear of the train and replaced the two D.H’s on the lead of the train. On top of this was the regular passenger trains to be juggle through the station. The task was achieved without adding any extra delay to passenger trains, not the average day at the office.

I also recall working a 1600 class DEL to Beaudesert on a cattle train one Sunday in 1968. We were lucky to make it back in a timely manner. After unloading the cattle, the bell started ringing in the cab to draw our attention to low oil. The loco was shut down and a checking the engine room was made, oil was raining down all over the engine. A pipe union had let go allowing oil to be spray all over the engine room. A walk to a local service station had the pipe repaired, a phone to the local Shell deport saw a truck turn up with a couple of 44 gallon drums of oil and a hand pump. After a couple of hours we returned to Mayne without further trouble.         

Safe working system on the branch was Staff and Ticket, two sections, Bethania to Jimboomba, Jimboomba to Beaudesert. Trains could work through both staff stations unattended in accordance with Rules 229 & 442. Should trains cross at Jimboomba, the Goods Shed siding was to be used, no crossing loop. In short, the way this worked was the guard of the first train to arrive became the officer in charge of the station until his train departs. If there is another train at the station when he departs, the guard of the second train become the officer in charge. Bethania would issue the crew with a “Working” advising safe working arrangements, times of the train in advance, authority to run on (Staff or Ticket or Line Clear if Staff was at the other end of the section), trains to be crossed and following train and their expected time of departure. 

The Branch was a popular line for ARHS excursions. Trinder Park. OHLE masts are placed ready to be installed. 

For a prototype modeller, this begs the question, what was on the Beaudesert goods. Let’s have a look at what’s on the line and see what we come up with as a possible train.

 Stations on the Branch are as follows.

Miles from Sth Brisbane



20 Miles 44 Chains.




Branch Station. Supervising station when Beaudesert not on duty.

22 Miles 5 ch.


Shelter, Siding loading bank,

No siding, light item only.


25 Miles 57 ch.


Shelter, No siding, light item only.


27 Miles 35 ch.

Logan Village

Siding, Pig yard, end loading bank, Shelter and Cream shed.

34 Miles 28 ch.


Unattended Staff Station. Siding, Pig yard, side loading bank, Shelter, Goods, Cream sheds.  

37 Miles 66 ch.


Siding, Cattle, Pig & Sheep yards, end loading bank, Shelter, Goods, Cream sheds.  Timber stage.

40 Miles 51 ch.


Shelter & Cream shed,

No siding, light item only.


41 Miles 73 ch.


Siding, side loading bank, Shelter, Goods, Cream sheds. 

43 Miles 70 ch.


Siding, side loading bank, Shelter, Goods, Cream sheds. 

46 Miles 71 ch.

Lahey’s Pty

Siding. (1963 points spiked over) 

47 Miles 16 ch

47 Miles Siding

Butter Factory (Clause 344)

47 Miles 38 ch.


Staff Station, 40’ Turntable, Cattle, Pig & Sheep yards, side & end loading bank, 7 ton cart weighbridge, 2 ton crane. 

 Clause 344 General Appendix.

Logan and Albert Co-operative Dairy Company Siding, 47 Miles 16 chains.

A dead-end siding with the points facing Beaudesert. A train must not be sent to the siding unless it can be back and clear of the main line at least twenty (20) minutes before a main line train is due.

Looking at local industry in the area and facilities at stations on the line, we can work out what goods/freight is being carried by trains on the line. In the mid 1960’s, not a lot was happening between Bethania and Beaudesert. At Beaudesert the Lahey’s siding is closed to traffic, the Butter Factory is operational along with the meatworks at Bromelton. With an operational buttery factory in the town, there would be a good chance the surrounding industry would be dairy farms.  In this era, public servants (Police, teachers, railway employees Etc.) on transfer had their furniture and effects convey by rail. The section of track requires looking after, sleepers to replace, inspections, bridge repairs etc. Staff was position at various locations on the branch in departmental housing, many not on town water supply. Talking of water, I recall there was a period when cattle trains were few and far between (summer), an engine, FGW of water and a van would run to supply water to these places.    

Guard tuition train carrying out watering duties. Photo- Late Ron White.

Camp wagons at Beaudesert

Beaudesert and Bethania regular had visiting worker camped in the yard.

Fettling gang waiting for Driver’s tuition train to pass.

As they say, what goes “UP” comes “DOWN”, trains to Beaudesert are “UP” trains, trains returning to Brisbane are “DOWN” trains. What goes out on one train, returns on the next a few days later. Stock trains unload and return mainly with the same train empty, it’s just getting the van on the other end being the issue in a smallish yard.

Research and looking at photos can also assist the modeller to run prototype trains in their selected locations.   

Once again I looking in Railways of Queensland an album of .... Volume Two, load and behold there is a photo of train 134 at Kingston taking water by Stan Moore, the photo was taken on the 28 January 1963. Some factors to consider are, school holidays over the Christmas period, public holidays (26th Australia Day) and not the cattle season. The train consisted of PB 15 # 443, 2 - ABG, 2 – CMB, F wagon, FJS, ALG Box wagon and a van, in short empty butter wagons and general goods.   

 This next photo shows a D.H. on Train 594 at Coopers Plains. Date unknown, looks like mid 1970’s. On the train is a FJS covered with a tarp (slat, maybe), 4 – K and a KKB of cattle, 2 – open type wagons, 2 box type wagons, one looks like an ABG for butter and a van.  At times, the salt going to Beaudesert could be around equal to 10 F in HJS and FJS wagons. 

Sunshine Express shown the follow for train 594 in March 1976.

DEL 1707, 2 CMB, FJS, ALYT, Van 1159.  Once again, empty butter wagons and a couple of wagon of general goods.

1981 Working Time Table showed trains running as required on the branch. Trains would be published on Train Notice when required.

All of the above trains are great size trains to model on a layout.

The branch regularly saw stock trains of all sizes, at times more than one a day. 

DH works a small cattle train through Coopers Plains

The QLX’s in the siding is tobacco leaf for W.D. & H.O. Wills from Mareeba. Each year there was four sales in Mareeba, over 100 wagons would consigned to Coopers Plains following the sales. This traffic also went to Corinda and Bundamba. 

DH returning on a Cattle train at Sunnybank

1720 class DEL works a cattle train up grade through Coopers Plains.

After KKB van were withdrawn, TDV vans were marshalled behind the hauling loco on TDO trains.

1705 running wrong road Sunnybank to Coopers Plains.

Shortage of K wagons, 1720 class hauls a load of Beaudesert cattle in IC wagons at Sunnybank.

Two 1720’s hauls a cattle/sheep train at Woodhill. Photo Late Ray White

Loco 1620 returning with an empty sheep train at Waterford. 

                            Guards Tuition train at Logan Village Photo - Late Ray White.                                              Note, behind the Rail Car in the siding is a couple of FJS wagons, mostly likely sleepers for the local gang. 

1741 works a cattle train, stopped at Jimboomba for staff working (Rule 442).

The next photo shows Loco 1707 on a sheep train at Veresdale, note the canvas cover on the No 1 end grill to stop star grass entering the air intake and causing a fire hazard. 

Each day a Train Notice was issued advising employees of the conveyance of livestock for the next few days. This is half of the list on TN 816 issued on the 30th April 1993. 

Have a look at Train 6043 from Quilpie to Dinmore on Sunday the 2nd of May, that’s equal to 55 K wagons. Maximum length of a train without an authority at the time was a train equal to 45 K wagons. This a just about a full load for 2 x 1700 class DEL’s from Quilpie to Roma, over half of the train would have to be steel K wagons. 

Some Trivial, the biggest train I’m aware of to leave Quilpie was 3 x 1700/1720 hauling equal to 64 K wagons (Aug 92).  Other stations receiving livestock on the Train Notice were Churchill and Cannon Hill.  Stock consignments to the Cannon Hill area was mostly on a separate Train Notice. 

This Train Notice gives the running for Train 8U96, there is a typo for the arrival time at Beaudesert, should be 1018.  The Station Master at Beaudesert was not on duty for all trains, he would be called out for over length trains.

 This is part of the Orders issued to Mayne Yard on the 13th March 1984. 

This also highlights a change in train numbering for the branch.

 Train Notice 94 issued on the 10th of January 1986 shows 5 N and 1L from Cramsie (Longreach). This train would have been 6 NA wagons, one loaded with a single deck of sheep. Freight charges for the consignment would have been as 5 N and 1L.    

 Train 594 is currently running on the layout. The hauling loco is a Far North Hobbies (Chivers) etch brass and white metal kit produced about 25 years ago. A North Yard (NZ) mechanism is fitted to the locomotive. Both the kit and the mechanism required alterations to have the couplers near correct height. The loco was painted with SMS (Scale Modeller Supplies) ready to spray acrylic lacquer paints, this was the first time I painted a brass/white metal kit and used SMS paints. The paint dries quickly and has a gloss finish. I made a few error and the end result could of been better, at this point it’s OK on the layout providing you don’t look to hard. On the scales the loco comes in at 227 grams. At this point, I have not added any extra weight. On the layout the loco run well and makes a great little shunter. Just like the prototype, you need to think about what you are doing and the load you are going to pull.  

The leading four (4) wagons are salt for the meat works, this would come down from Bajool in FJS and HJS wagons covered with tarps on portable supports. My four wagons are scratch built from styrene, an open box with some underframe detail. The HJS wagons run on Caintode Flats bogies. The FJS wagons run on “Model Etch” brass “W” irons with white metal axles boxes fitted with “Steam Era” wheels. 

The KSA/KS wagons are Wuiske RTR models that have been weathered and extra weight added under the floor. In the video you will notice some have been repainted and modified to reflect the era in which they were built.  In the1960’s/70’s/80’s the wagons were cleaned at Mayne and sprayed with white wash before being returned to the west, which was a tick free area.  East of the Great Divide was considered a tick area. The 3D cattle poo was made using Vallejo Model Color Khaki 70.988 paint mixed in with Vallejo plastic pulley. The mix was randomly applied to the lower half of the wagon with a tooth pick. I need a bed to sleep in at night, thus no smell. 

The two wagons of sleepers are Chivers fine scale kits, the sleepers are bass wood cut to size.   

The H wagon is a PGC kit running on Caintode Flats bogies. The farm machinery is a mix of Wiking and scratch built. 

CMB Butter wagons are scratch built, the roof is covered with tea bag. Caintode Flats bogies.

C class box wagon (Road Wagon) and the ABG Butter wagons are Caintode Flats Kits. Note, the train is marshalled in accordance to the instructions in the Working Time Table. Butter wagon to be marshalled next to road wagons).

CV 286 is scratch built on Caintode Flats bogie. More information on this Guard’s Van can be found in the previous post. (October 2020).

 The train can be found on YouTube 

Not two trains would be the same, during the stock season the train could be deferred to run to a later time table to connect with trains coming from the north or west convey Beaudesert cattle. Gangs with camp wagons and their gear could be moving onto the line to work or be relocating closer to their job site. Materials to maintain the line (sleepers etc.) in open wagons from time to time. The Working Time Table indicates there is a “Road Wagon”, this is a box wagon carrying small consignments for stations on the line received in other wagons coming into Roma Street.  This wagon would also carry goods/freight for Beaudesert, items for stations on the branch would be loaded in front of the door for easy access by the Guard. The buttery factory needs butter boxes to send they butter out to the Butter Board at Hamilton. This would be a box wagon from time to time.  Above I indicated about Public Servants on transfer, this was generally an eight (8) wheeled box wagon.  Slat to treat the hides at the meat works sometimes went forward on the stock trains subject to load and hauling loco, otherwise it went forward on the local goods.   

 This is an overview of my observations, I didn’t see or record every train, I’m sure there would of been much more I missed or I have forgotten.

 If you model another branch line or a given location, the same excise can be completed to work out what loading/wagons you need to have on your trains.  

 Trust you find the information helpful and assist you with your modelling.

Arthur H.



Monday, 26 October 2020

Composite Van 286

Railways of Queensland an album of .... Volume Two provided the inspiration for this model. Page 37 shows a Stan Moore photo of CV 286 at Gladstone on the 17th of April 1966. I could also recall these vans in service with their uneek windows across the end of the 2nd class compartment.
Diagram 454 provides the following information. Year built 1885 to 1887. Running Numbers: 239, 240, 241, 242, 243, 244, 281, 282, 283, 284, 285, 286. 12 in total. Size of Journal 7” x 3”, Centre 5’ 0” (Drawing shows 4’ 6”, photos do show two different types of bogies were used). Tare 11 T 19 CWT, Gross 20 T. Carrying Capacity; First Class – 8 (1 Compartment), Second Class – 15 (2 Compartments). The compartments are dog box style. The plan shows vans 282 and 285 were modified. The two second class compartments were made into one. The end door was removed, the seat in the end compartment was reversed across to the end wall. The seat in the other compartment was reduced to make way for a walkway to the relocated seat reducing the carrying capacity by one. The windows in the end were removed. Photos show 283 also was modified. A photo of another van at Wooloongabba in 1957 shows three windows across the end instead of two and with what appears to be original combined panel/matchwood doors as shown in the plan.
The van could be CV 243 Stan photo shows the van having an awning over the end windows similar to some Northern Division carriages and vans. It appears the bogies on the Woolloongabba van had been changed as well. Another photo shows CV 242 with three compartment doors with no end windows. This highlights four different vans can be made from the plan. The vans were built by Springall and Frost at Ipswich. List of Coaching rolling stock dated 1963 shows the following vans in service, CV 242, 243, 284, 286, 283, 285. CV 283 was a part of QR historical collection in 1997 suggesting it was still in service when Guards Vans were removed for trains in the mid to late 1980’s, that’s 100 years of service. In later years, some carried the QR logo and were classed BGV even with “First” still shown on the door.
Photo:- Rob Farlow. Modified CV 283 with 2 compartments. 

My van is made from Evergreen scribed styrene sheet and strips. The crown lights construction changed mid way, I was trying to use up some old Slater’s plastikard microstrip (cost .60c), that was a mistake. Old styrene strip can get brittle. The malthoid (canvas) look to the roof was achieved with used tea bag that had been washed out and cut into strips. The van was made with all the windows open and the Guard doors open for a change. Making more of the inside visible, the interior was painted. Seats, passengers and Guard was added. 

To try something new, working compartment and tail lights were installed. The lights work off a 2032 3V button battery mounted on the van end wall. Being an older vehicle, the width of the underframe was too small for the battery to be fitted under the floor. The roof was made removal to access the battery and to turn on the lights if required. The lights were made up in two circuits, the tail lights are two red 0402 LED’s on a 2.2 K resister, the compartments lights are three 0402 warm white LED’s on a 1 K resister. All purchased off eBay. At first I could only get one set of lights to work, that is, tail lights or compartment lights. After playing around and adding resistor to both circuits, all lights come on. Having said that things could be better. I feel the tail lights are on the bright side and the compartments are a little dull. I guess the lights in the compartments on the prototype were not that bright anyway. My stock of resisters is not great, this give me something to think about next time.
                                                      The van runs on Caintode Flats bogies.
The van can be found working trains on the layout 

Another welcome addition to the layout.

Sunday, 11 October 2020

B class Containers Wagon

Weekly Notice 24/77 dated 15th June 1978 advised the entry into service of five (5) new wagons. These wagons are of skeletal flat wagon design designed specifically to carry two (2) “QRRC” Containers, but provision is made to carry two (2) standard 20 ft containers or one (1) 40 ft container. The wagon is provided with angular paten floor plates at the centre and ends.
Basic features:- Running numbers 40128 – 40132 Tare - 16.7 tonnes. Carry 23.9 t all lines, 46.3 t “S” and “A” class lines, 32.1 t Some “B” class lines (Roma to Charleville for example). Length Unit – 3.5 Bogies – Cast steel roller bearing – QR 37 with 760 mm dia. wheels. Red Circle wagon available for Express freight trains (80 km/h). Drawgear classification - D1. Draft Equipment – Automatic Couplers and Transition Couplings. Wagon diagram No.352. The wagon length was 16 460 mm over headstocks and 17 520 mm over coupling lines. Bogie centres at 10 970 places the bogies some distance back from the headstocks. Loaded, the floor height was just 933 mm above rail. The floor on timber floored wagons was around 1030 mm above rail level. At the time “B” wagons were the longest wagon in traffic.
When ISO containers entered traffic they were eight feet (8’) / 2.438 mm wide, eight feet (8’) high and twenty (20’) feet long, some were forty (40’) feet long. These containers exceed the maximum height dimensions set out in the General Appendix and as such represent “Out of Gauge” loading. It didn’t take long before the height of containers increased providing many issues for a 100 year old rail network. The 1979 Supplement to Working Time Tables was the first to provide information on the conveyance of containers on the QR network. Containers had been on the network for over 10 years on set allocated wagons and routes. Eight foot (8’) high containers were allowed to travel on most lines without restrictions, except locations like between Park Road to Roma St, Roma St to Brunswick Street, lines west of Cairns etc. Additional restrictions were placed on 2.591 m (8’ 6”) high containers. Ipswich to Helidon unless loaded on a PC, B or PFCC wagons. For travel in the South-West Division (SWD) on the same class wagons, but not between Helidon and Toowoomba. (With restrictions and permission they did travel on these wagons between Helidon and Toowoomba). Other restrictions in the SWD included not to travel the platform roads in Toowoomba and Dalby, speed not to exceed 15 km/h passing through platform roads at Warwick and Roma or over the Condamine River Bridge at Warwick. What I recall, ISO containers conveyed grain and cotton from Toowoomba, Oakey, Dalby and the Goondiwindi area in the SWD. In later years export meat from northern New South Wales was conveyed from Wallangarra to Fisherman’s Island. Small numbers of export goat meat came out of Charleville. Most of this traffic was in 8’ 6” high containers. I could tell a story of a 9’ high container that went to Toowoomba more than 20 times before tripping the Container Gauge at Rosewood. Yet, from time to time loco cabs on coal trains would activate the gauge. New domestic containers including R.A.C.E. (Railways of Australia Container Express) containers with a height of 2.650 m (8’ 8½”) and 2.502 m (8’ 2½”) wide were given set routes they could travel, mainly the North Coast Line, Mt Isa Line and the Central line Rockhampton to Winton. These containers were not allowed west of Ipswich in the SED and SWD. The wider containers (8’ 2½”) allowed two (2) Australian pellets to be loaded across the container. In the years to follow, the height of containers grew higher. 2.74 metres (9’) by 2.5 metres, 2.9 metres (9’ 6”), 3.0 metres (9’ 10”), 3.05 metres (10’). Over time with modifications to bridges, tunnels, platform awnings and a new fleet of container wagons, 2.65 metre (8’ 8½”) high containers could travel on most lines on the network (except Roma St to Mayne via Central) on selected wagons. Loads on flat racks was subject to the loading gauge in the General Appendix or Operational Route Manual, today called the loose loading gauge my many rail operators. Box type containers are a fixed load, most networks have maps showing route available for containers of a particular height.
In the original wagon classification code,“B” class wagon was a six (6) wheeled box wagon. Most were converted to Grover’s bogies “BG” wagons, in later years they were allocated to carrying explosives and by the early 1970’s all were out of service. This left only one wagon group with a “B” classification, the BLC class louvered box wagon. The classification would be more correct to the code had it been called CLB, a few wagons had this what I call reverse coding. Soon after the “B” wagons entered service came the “BR” wagon. They were followed by the “BRM” container wagons being the first three (3) slot container wagon, all following three slot container wagons have carried the “B” classification. Container loading guide issued in the late 1990’s showed “B” wagons could carry 1 or 2 containers at 6.1 m and 7.6 m long and one container 12.2 m, or 13.8 m or 14.7 m long. April 1987, around the time when wheel/axle requirements for passenger vehicles was changed, and when most of the red diamond wagon fleet (QLX’s) was being downgraded to red circle status, B 40132 carried a red diamond. Around 1990, QR commenced removing buffer and transition links from container wagon fleet including the “B” class wagons. In the later part of the 1990’s, the class was listed for upgrade as part of the North Coast Line 100km/h project, “BY” classification was allocated. However with the entry into service of the new BEZY class wagons, this did not happen. A few years later with PNQ commencing operations on the QR network with their own fleet of container wagons, the class were placed into storage and later scarped. To expand my modern wagon fleet these wagons looked to be a simple project and would give me a uneek wagon for the layout. Plus I had recently purchase a couple packs of SDS QRC refrigerated containers on special. A great choice for this wagon as the wagon was designed around this type of container. These containers on most other conventional wagons robbed a loading slot. Another issue I wanted to test was the swing in the headstock given the bogie pivot beam is some distance back from the headstock. Under certain conditions on the prototype this has cause derailments which has resulted in modifications to wagons or rules around marshalling of these vehicles. Rolllingstock on a model railway layout operate on much smaller radius curves than the prototype and without springs like the prototype which affects the wheel to rail interface at the best of time. On top of this, most of my wagons have a smaller coupler yoke than the standard “Kadee” coupler box. The plan was for these wagons to convey containers on both slots. This made construction easier, the skeleton section of the wagon would be under the containers. The frame and fish belly sides were made from .040 styrene sheet, open areas were covered with “Slaters” checker plate. The wagons were fitted with Southern Rail bogies and weighted to 80 grams using lead sheet under the floor. Once completed the wagons went to the layout for testing and passed with flying colours, you just need to be carefully where you leave them, there is a good chance they will roll away if you track is not level on the layout.
These uneek container were built by Domino Industries between 1980 and 1983. Thermo King refrigeration unit mounted on one end. 100 SRC containers were jointly owned by NSWPTC and Queensland Rail. 100 QRC containers were owned by Queensland Rail. The containers mainly carried perishable and frozen goods to northern centres on the North Coast Line returning with fruit for both the local and interstate markets. A small number were used on the Mt Isa as cool cars for local perishable and frozen goods. There was a period where they could be found on the front of the Inlander. 25 QRRC Containers were built between 1977 and 1979. Basically they were a 20’ container with a fridge unit and a fuel tank attached. Q-Link allocated units (2012, 2022, 2023) had two compartments, one chiller and the other a freezer. The first 10 (2011 – 2020) only has end doors. Mainly, the containers were conveyed on early “B” series wagons (B, BR, BRM, BMM) and QFC class wagons. Using these wagons, the container didn’t required two loading slots. The container were maintained at Ipswich Workshops and conveyed between Moolabin/Acacia Ridge to the shops on MPJS wagons. By the mid 1990’s 20 plus and 40 plus refrigerated containers replace them. There was a period where longer containers were used, but these were to heavy for road transport when fully loaded.
This wagon is conveying COD fruit, both are SDS Containers.
The TNT Container is a Walthers SceneMaster HO 949-8650 20' Smooth Side Container, Undecorated that has been painted and Chickadee Models decals applied. The ASP container is a Lima Container repainted and specially made decals by Ted Freeman added to complete the project.
Since starting modelling container trains, I have found not all 20’ container models are the same size and vary considerably in the way in which they mount onto the wagon. Some consideration needs to be given to how the containers are on the prototype, you could end up with gaps when containers butt up in the centre of the wagon that is not on the prototype if working from the ends inwards. Trust you found the information helpful. It’s been great to have a hobby in these trying times of late. Have fun in your modelling. Arthur Hayes.

Friday, 11 September 2020

Western Bridges

For some time I have been following the upgrading of bridges in South Western and Central Queensland Darr River is located approximately 33 km north west of Longreach near Morella. The bridge was damage during flooding in February 2012 and collapsed under a ballast train, the hauling locomotive made it to the other side without injury to the crew. The bridge was repaired and reopened in July.
April 2013 A contract to VEC Civil Engineering Pty Ltd for $ 1.33 million saw the bridge replaced and open to traffic on the 20th Arial 2015. The VEC construction crew battled temperatures in excess of 43 degrees Celcius. A Cultural Heritage Induction taught the crew how to find artefacts and how to report it correctly to Queensland Rail if some artefacts are found on the site. This bridge is higher than 6m and when working outside the handrails, and thus required the crew to be hooked up with the harness and apply working at heights rules and regulations. The VEC selected design allowed for the ease of substructure construction between trains and for a 60 day possession period to demolish the existing superstructure and piers, place the new crossheads packers and superstructure before re-connecting the rail and re-opening to rail traffic. I was in the area in during April 2016 and the new bridge was complete and the water hole was dry under the bridge. What a great opportunity to check out new constructions methods.
Being out in Longreach (Aug 20), it was time to check out the bridge again. This time the weekly Winton to Rockhampton freight service crossed the bridge. The train would pick up another 5 similar wagons at Longreach and two at Alpha. Like most things over time things change, likewise our railways. At first trains were steam hauled, then diesel. Wooden wagons were replaced with steel. Structures also changed over time. During the mid 1990’s, QR upgraded a number of lines from “B” class (10t, some were 12.2t axle load) to “A” class (15.75t). “B” class lines were restricted to 63t locomotives (1700/1720 class DEL), many were in need of overhaul. The upgrade allowed a wider use of the 93 t locomotives. Upgrading of the lines include strengthen the bridges.
1701 crosses Angellala Creek at Angellala (Morven – Charleville) in the mid 1980’s. At the time the line was “B” class with an axle load of 12.2 t. To allow 93 t DEL’s to cross over Angellala Creek, a new sub frame was constructed under the iron section of the bridge.
The timber trestle section of the bridge didn’t require muck work. When looking at some of the trestle bridges on the Longreach to Winton section, some additional timbers were required. The Darr River overflow highlights extra piers and supports were used.
My last visit to the bridge in August 2020 I found the bridge had been upgraded.
New bridges and other work done on bridges on the line, has not done much in increasing trains speeds. Hardly, competition for road transport with a highway speed of 110 Km/h..
Timber bridges on older “A” class lines have much more to them.
Cooranga Creek Warra. For us modellers, bridges over flood plains we have endless choice, some have simple structures.
Spirit of the Outback, 671.271 KM near Longreach. August 2020. “A” class line
Cunnamulla Line near Westgate. "B" class Line. If you are a era modeller, the photos highlights how structures change over time.
Awesome bridge scene on Bob Harding Layout “Mosquito Creek”