Sunday, 21 February 2021

SM & M Car Wagons

 SM wagons were converted from S wagons in 1963 to carry cars and other wheeled vehicles. 

This was around the same time as many branch lines were closing. A number of S wagons were also converted to SP and SS class wagons.    


Prior to 1963, wheeled vehicles/cars etc. were conveyed mostly in open wagons from the “H” & “F” family of wagons. The wagon was placed beside a high level bank, most stations had a bank somewhere in the yard. The doors were dropped onto the bank, generally this was done with the assistance of a # 10 boot from inside to get the door off the stanchion pin. The door made a ramp to drive the vehicle into the wagon. To get the second car into an “H” wagon, one needed to be good at reverse parking. There was a number of four wheeled open wagons specially modified for end loading of vehicles. FM (15’), FJM (17’ 6”), and FGM (20’) had ends that could be folded down over the buffer to provide access for an end ramp. To secure the vehicle from movement during travel an old sleeper was place in front of the front wheel and a second sleeper was placed at the rear of the rear wheel. For wooden floor wagons the sleeper was nailed to the floor, sometime a pine chock was nail in front of the sleeper to stop it from moving.  For steel floored wagons (FJS/HJS) the sleeper was braced to the end of the wagon. Two extra sleepers were placed into the wagon, one hard up at each end of the wagon, sawn mill offcuts were nailed to the sleeper under the car wheel and the sleeper at the end of the wagon. This stopped the sleepers from moving and prevented the vehicle hitting the end of the wagon during travel. Having said that, a large number of vehicles coming from the bush arrived in Brisbane without being secured. Most times the vehicle was damaged from coming in contact with the end of the wagon during shunting. During this era, all shunting was done by kicking wagons and let them go, generally they stopped when running into another wagon or the stop blocks.

This new type motor vehicle wagon brings another class of platform wagons onto the QR network. In 1963, fifty 30 foot “S” wagons were converted to carry motor cars, they were classified “SM” wagons. The wagon had four securing bars that could move along the wagon across the floor, plus each bar had two brackets (one for each side) that could move across the bar. Bar and brackets were secured with bolts and nuts, loosen off the nut and the bar/bracket was free to move to any locations. The bars were placed under the wheels (one each end) and the brackets slid into beside the wheels. Tighten up the nut and the job is finished, no need to cart old sleepers to the wagon. To get the cars on and off the wagon, six portable ramp were provide, brackets on each side at the end of the wagon carried two ramps down beside the bogies. The ramps could be used for both side and end loading.  It didn’t take to long before wagons were arriving without ramps, stations loading cars didn’t return the ramps to the wagons after loading. Or maybe they were just collected their own supply of ramps. After time the brackets were removed from the wagons, they would have been a pain in the butt for Train Examiner’s testing trains and changing brake blocks. 

It was long before the medium size car got bigger, the 30’ wagon were to short for two cars resulting in a number of 32’ “H” wagons being converted, these were classed as “SML” wagons. Likewise a number of 26’ wagons were converted and classed “SMS” wagons. Weekly Notice 34/75 (21.08.75) advised that motor car carrying wagon class SMW had entered service which was 12 192 (40’) over headstocks on the 30th July 1975. Wagon diagram 197 showed the number as 39010 and was carriage 960 underframe. The bogies had 8 x 4 journals, 1524 wheel centres and 851 mm wheels.  

Weekly Notice 39/75 (25.09.75) advised entry into traffic of SMC wagons for motor cars which are 7315 (22’) over headstocks. Numbers 39011, 39012, 39013. Later 39075 was added. These wagons were cut down “Dinky Vans”. The W/N indicated the wagons were fitted with 7 x 3 bar frame bodies with 660 mm wheels. These wagons only had 2 securing bars. I’m aware of one keeping it original bogies. 


                          Larger, heavier tractors had chains as well for extra securing


Prior to 1969, the wagons were painted black with white lettering. After 1969 the wagons were painted grey with black lettering. 

In 1978 motor vehicles wagons were reclassified. W/N 48/78 (07.12.78) stated:-

The attention of all concerned is drawn to a new system of classification of motor vehicle carrying wagons. The new classification are being introduced to simplify identification of the wagons in accordance with their length. The following classes apply:-

Class MS – Wagons up to 9.5 metres over headstock.

Class M – Wagons exceeding 9.5 metres but less than 12 metres.

Class ML – Wagons exceeding 12 metres.

To comply with the new system, the following wagons will be re-classified.

“SMC” and “SMS” to “MS”, “SML” to “M”, “SMW” to “ML”. (Going on that. “SM” (30’ or 9.144) wagons became “MS” wagons)

Wagon Diagrams P 358, P 359 and P360 were issued. 

Conversion continued, in 1978, M 40211 entered service being converted from a CMIS 30912, 9755mm long by 2440 mm wide, Plan P359A shows the wagon was fitted with C.L.T.B. bogies (MTW style), 1525 wheel centres, 8 x 4 journals with 660 dia. wheels.

Plan 360 A shows 1978 M 40212 converted from carriage 949 underframe, 15 240 long by 2590 wide. Bogies were pressed steel 1750 wheel centres, 8 x 4 journals with 915 dia. wheels. I guess there may have been many more, finally in 1984 QR caught up with their southern mates with the introduction of the “Six Pack” double deck DDM 43579 wagon. 

The “M” wagons lasted until the disposal of wooden wagons in the later 80’s. HO/HOF wagons with damaged side/ends were cut down to platform wagons. Securing bars were added much the same as the “M” wagons and classed PHO wagons. These wagons could carry much heavier loads (42 t) and could run on express freight service, more with the requirement of the day as most trains were Express Freight trains. Later, PHO were reclassified to PHOA and PHOB to identify ownership.   


A number of MTW were also converted to carry vehicles 

MTSF Bundaberg

Operations:-Once again I will go back “Mayne Yard Orders” for Tuesday 13th of March 1984 to give some idea on the movement of these wagons.

7483 Tues. Nambour 1 M (must be M)

7491 Tues. Pomona 1 MS.

7495 Wed. Caboolture 1 M.

7F02 Wed. Rocklea 1 M (must be M). G.M.H. (Acacia Ridge) All “M” class after orders.

7506 Wed. Wacol MS.

7105 Wed. Strathpine 1 M. 

These wagons were also used for other traffic, loading of machinery, plant, tractor, rain water tanks etc.  They were used a runners/cover wagons for long loads as well. 






SM, M and other flat top platform wagon were used as runner/cover for long loads that extended beyond the loading wagon. 

Here we have 80’ piles loaded at Traveston for Melbourne. A PHO and a M wagon has been used as cover/runner and will travel with the QFC to Clapham.  


Conveying vehicles was big business for QR during the 60’ and the 70’s. Monday to Friday there was the GMH shunt to Acacia Ridge. A Night Office (6th class ASM) would travel on the shunt from Rocklea to work the cabin. The train would stop short of Boundary Road, the Night Officer would walk to the cabin and cut the cabin in and admit the train to the yard. Much the same in the reverse when the train left the yard. The narrow gauge section of the yard consisted of a loop and a dead end siding into GMH. The standard gauge section of the yard was not much different. The loaded wagons were pulled out and a reset of empty wagons were pushed up into the loading ramp for next day’s loading. 


From the orders list about you can see other stations loaded vehicles. Rocklea loaded tractors, cars, trucks and machinery for three government departments, (Rural Fires, Forestry, Irrigation and Water Supply), Kubota Tractor, caravans from two companies on Ipswich Road and trailers.    

Westgate:-Over the years I have built a number of these wagons. All were built from Evergreen styrene sheet and strip. All are fitted with Caintode Flats bogies, some have the 4’ bar frame, others have the 5’ bar frame bogie. Most have 2’ 2” wheels. Archer rivet decals were used for the solebar detail. I only have one packet of double row for tankers. I was able to cut down the centre of the row and then cut off a pair for adding the wagon. Maybe a bit small, but very easy to do and effective. The wagons were painted black, to try something new I used “Tru –Color” weathered black (Austral Modelcraft) thinned with acetone.  

 Loads:-

Wagon 1.  SML is loaded with 2 Holdens, they are Road Ragers Cooee Classic EH Panel Van and EJ Ute. Not that much different between the two cars to hold my era, the EJ was loaded as the second vehicle to hide the front of the grill ?? The wagon has the ramps in the brackets. The vehicles are secured to the wagon using the securing bars fitted to the wagon.  

                   As more vehicles were added to the range, more wagons were built. 





Wagon 2. SML is loaded with 2 Land Rovers, these were “Herpa” desert units which were repainted grey to give that Aussie look. Maybe a little later in era. The vehicles are secured to the wagon using the securing bars fitted to the wagon.


Wagon 3. SM with caravan load. When I worked at Rocklea, loading caravan occurred just about every day, there were two caravan sale yards on Ipswich Road. A lot of their sales were to country areas and the vans were railed west and north. The van is a “Viking” model some years old which was repainted to reflect the 60/70’s era. Securing bars are used each side of the tandem wheels like a car, the other two bars hold a sleeper on its side to support the tow bar with some additional sawn mill off cuts for packing. The tow bar is chained to the securing bars, scale chain was used. The rear end of the van was secured with galvanised round wire (good old # 8 has another use), cotton for the ECO’s sewing cabinet was used. (Bugger, it still sitting on the bench, I better return it before to long).    

Caravans with A/C unit or a little higher than standard were loaded with their wheels removed. The axles would sit on sleepers and chained to the wagon. At times these vans were also loaded onto well wagons. The PJW was often used for this traffic.  




Wagon 4. SML is loaded with 2 small caravans, I think they are “Viking”, been in the box for a long time, like about were repainted and loaded in the same manner. 


Wagon 5. SM wagon with grain auger. The auger was scratch built with Evergreen styrene and brass round wire. 

Materials used for building the auger are as follows.

Auger:-  Evergreen ” Tube x 80mm long.End shoot and electric motor :-    Evergreen 3/32”  Tube. Drive shaft:- Evergreen .040 Rod.

Drive shaft supports:- .Evergreen 030 Rod. Top Driver cover:- .040 Styrene sheet form into teardrop.

Frame:- Formed from .020 brass rod and soldered.

Electrical Box:- Evergreen .125 x .125 moulted on piece of .020 styrene sheet which sat on the wheel axles and frame, also gave a mounting place for the lifting ram.  

Lifting ram:- 1mm K&S brass with .020 rod inserted for piston.

Wheels/Axle:- Ripped of a car from the Corn Flake packet.  Wheels off any vehicle would be OK. (Cheap cars from a Buy & Sell etc.).

Hopper:- .015  styrene sheet, a few balls of lead shot was added to keep the thing upright if required for yard operation. 

Paint to colour of choice, I have Blue, Red, Green & Yellow.  (Different manufactures ???)  



This load may look to be to high and be “Out of Gauge”. Most rail networks have various gauges which allow trains to operate without running into trouble, Structure, Rollingstock and Loading gauges.  The 1962 General Appendix shows the loading gauge upper limit at 12’ 6” (from rail level) provided the load is within 10” of the track centres. At sounds great, but when out in the sticks and going to pick up this load, you don’t have a tape in our back pocket. If you pick up the wagon and the next bridge remodels/shapes the auger, it’s done come Monday. Out in the field, high/wide loads were sized up with other rollingstock. Most DEL cabs were 12’ 6” high, some a just a little higher. Most were also on the limit for width at around 9’. QLX/ALY’s were just over 12’ high and were on the limit over the door runner at 9’ 4”.  If you considered the load to be to high, leave it behind and report the matter to the Station Master or Train Controller.   

 Operations:-

I was always thinking about what load I can put on this wagon. Yes, loads give your railway a reason to be there moving goods/freight. But, do all wagons have a load, and the short answer is No. In a number of my blogs I been referring to “Wagon Orders”, empty wagons being supplied to stations to convey customer’s goods/freight. A wagon loaded with a new car from a manufacture heading out west will not have a return load, thus the wagon is returned empty to the big smoke for its next load. When you look at the QR network, in the general goods/freight business, trains leave the capital or major coastal centre with most wagons loaded. There is very little business in these western centres that can offer a returned load for most of the wagons going west.

When it comes to operations on our layouts we look for wagons that you can’t tell if they are loaded or empty, box wagons, tankers, covered hoppers etc. Empty platform wagons can be used very well in operations, as above in supplying orders, being moved around the yard from siding to another and then returning empty to the big smoke. Having a few in selected locations as “hold back” wagons also makes the operator think about their moves. 

These wagons can be viewed on a train operating on the layout Flat Cars / Platform Wagons on Westgate - YouTube

Trust you found the information helpfully, enjoy your railway.

 Arthur H. 



Sunday, 10 January 2021

YK Wagon

 I only saw one of these quant 26’ cattle wagons, it was at the back of Ipswich Workshops. I guess it had completed its last run and was on the way to Wulkuraka for scrapping.  

 In researching the class I have been able to locate a number of photos of the wagons in service. John Armstrong book “Wooden Wagons of the Queensland Railways 1880 -1980” details a colourful history. Most started life as six wheeled “J” cattle wagons in 1882 and could carry 12 head of cattle. That was 12 months before the first bogie “K” class cattle wagon.  Both were built similar fitted with a roof and a single door. When fitted with 4 foot “AW” bar frame bogies around 1894 they became the KJ class.  Some were converted to NM sheep wagons for a couple of years in the Northern Division as drought relief.  Like the early “K” wagons some were fitted with double doors, some received half side doors for coke/sleepers traffic. Around 1948 the roof was removed and became an open goods wagon as the “YJ” class.  Again in 1951 the roof was restored to 11 wagons making them the “Y” class.

Y 3276   This wagon is fitted with the half doors.

Loading/unloading these wagons must have been a nightmare in general goods traffic.This wagon is at Newstead with a wagon wool attached, hope it is empty.  

1958 the roof was removed yet again and the wagons became a cattle wagon as the “YK” class. A small number lasted to about 1975. The back cover page of John’s book has a photo of the double door “YK” wagon. The book is available from the ARHS Qld on line book shop for $29.95.     

Dugandan (Fassifern Branch) 1958. Photo:- Late John Newall

YK 3269

YK 3270

YK 3268 Ipswich.

I was talking with another modeller who was a work colleague in the 1970’s, and he asked me “what are you doing”? I indicated that I was working on some YK wagons. He reply, didn’t see to many of them, but he indicated he was working at Fernvale in 1962 during the great Queensland drought. YK wagons were loaded with hay and covered with tarps. 

Hay was normally loaded into open wagons (F, H class etc.). Once the load extended about the side the bales would be stacked like a pyramid coming in half a bale for each tier to a maximum high of 8 feet. Instructions states as the ingress of water can lead to overheating and spontaneous combustion, special care must be taken with the use of tarpaulins to ensure that they completely cover the consignment. Where more than one tarpaulin is required, the overlap must be sufficient so that the water cannot entre. Plus, during the steam era, the tarp would prevent live cinders landing in the load.   

I build three wagons using Evergreen scribed and strip styrene. The sides and ends were formed up in a jig along the lines of a “K” wagon format. Bogies and buffers are Caintode Flats. All wagons were paint with PGC QGR Oxide.

Jig made from balsa and bass wood. Vertical lines are drawn in with a Sharpie (a fine point felt pen) before attaching the outside trim. Sizes of material can also be recorded on the jig, it help us old farts. 



On this wagon the rivets were applied during construction (400 plus???) before painting. A mix of Archer and Micro-Mark, don’t look to close, they may not line up with a board???. I used a strip instead one by one. Weathering was a wash I made using Vallejo Model Color and Armoeall glass cleaner. The glass cleaner is ammonia free and was purchased from SuperCheap for about $ 12.00. All wagons were hand printed with Dullcote first, stroking along the timber sides with the grain. No set formula was used, a couple of spurts of cleaner with a drop of paint in a paint pallet. The first wash was applied by a small brush using Model Color # 70.862 Black Grey. You need to wait until the wash has dried to see if you want more. The white wash applied to the lower half of the sides and ends was Vallejo # 70.951 White. 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. To finish off the wagon, the rivets on the top half had Model Color # 70.941 Burnt Umber allied with a blunt pin. The point of the pin was stroked a couple of times with a file. A drop of paint was placed on a piece of scrap styrene, the pin was dipped into the paint and applied to the rivet. 



This double door wagon had the rivets applied after painting, the black rivets looks good but I don’t think it is prototypical XXXX. Weathering job coming up???? 






This wagon was built the same as the first, except I forgot the toe batons on the floor. Hearing the story of the hay at Fernvale, just had to have one. Scenic ground cover was applied to a strip of styrene and inserted inside on the lower half. The traps is a used tea bag cut to size.

The standard size of tarpaulins in 1962 are as follows, small (distinguished by letter “A” before the number) 20’ 5” by 14 ‘, Large 23’ 3” by 17’ (eight canvases) . As from April 1962, newly manufactured tarpaulins have the serial number prefixed by the year of manufacture and large trap became the standard size.


Normally, I paint the tarp after I have add it to the wagon. There are a couple of issues with this method, painting over the sides and it can pull the tea bag into the sides giving an unprototypical look, The trap covers the sides and you should not see the ribs in the side of the wagon. This time around, the tarps were painted before being added to the wagon. One painted Vallejo Model Color # 70.922 Uniform Green and the other older traps was painted Model Color # 70.881 Yellow/Green. The paint does soak through, be carefully your tarp doesn’t stick to the item under it. I’m quite happy with the results, the tea bag folded freely. The tarp numbers were added once the traps were in place. The trap rope (Ratline) is paint brush bristles cut to size and secured with super glue. The wagon was not weathered, going to Fernvale on the Brisbane Valley Line with train starting out of Ipswich North Yard, overhauled wagons coming from the workshops would be a good source to fill orders.


My wagons are built for operations, thus not much detail is added under the floor, only what is visible from the sides is added.  Coupler boxes are built into the floor with a reduced yoke, (a) to allow the coupler to fit between the wheels and (b) to reduce swing out when wagons are being pushed during shunting operations.  On the scales the wagons come in at 41 grams.

 Overall, some new methods were tried with a good result.

Currently the wagons are on the layout and can be found on trains in the latest YouTube video.  https://www.youtube.com/watch?v=4A2IvsEY5YM

Happy New Year, we trust 2021 will be kind to you all, have fun with you modelling.

 Acknowledgements      

John Armstrong book “Wooden Wagons of the Queensland Railways 1880 -1980”
General Appendixes.
QR Loading of Freight Manual 1981
AMRA Qld Library  
Chatting with club mates, other modellers and work colleagues. 

 

Friday, 18 December 2020

Breakdown Vans and Wagons.

Rail vehicles run great when on the rails, however from time to time for various reasons they find their way into the dirt. This is not good for any railway, often causing delays to trains on the network with many knock on effects.

To assist in a timely recovery, breakdown vans were located at various centres across the state.  Most vans were located at depot stations were there was maintenance workers, fitters, wagon builders etc.  Generally, locations where regular engine changes took place.


At smaller western depots, this could be just one van containing jacks, rerailers, packing blocks/timbers, tow ropes, “D” size first-aid box, stretchers etc. Stretchers are to washed and tested every six months and also blankets are aired. Most had a Guard’s compartment as most locations would not have a spare Guard’s Van available at the time of the incident. Some may have a wood burning stove to boil the billy and to cook meals for the breakdown gangs. Most breakdown gangs included the local fettling gang to assist with track related matters.

At District Superintendent locations (Roma, Warwick, Maryborough, Mackay, Hughenden to name a few) extra wagons of equipment formed a small train. The vehicle on each end had Guard’s compartment to save shunting moves reversing the train or for pushing the wagons to the derailment location on the section. Gladstone for example had a CB van, CJ box wagon, FJM open wagon and another CB van. Both CB were different and not the same as a standard CB van. Both were converted from standard C wagons with the Guard’s compartment down one end. One had windows on the other end with a single side door, the other had two side doors.. Bowen and Toowoomba had similar type vans.



Divisional Locations, Brisbane (SED), Toowoomba (SWD), Rockhampton (CD) and Townsville (ND) also had travelling breakdown cranes and match wagons.

1962 General Appendix shows Breakdown Vans are stationed at Mayne, Gympie, Maryborough, Bundaberg, Gladstone, Rockhampton, Emerald, Alpha, Mackay, Bowen, Townsville, Charters Towers, Hughenden, Cloncurry, Innisfail, Cairns, Wooloongabba, Ipswich, Toowoomba, Warwick and Roma. 

The 1989 General Appendix showed the following locations, Mayne, Maryborough, Bundaberg, Gladstone, Rockhampton, Emerald, Alpha, Jilalan, Mackay, Townsville, Hughenden, Cloncurry, Cairns, Toowoomba, Roma. 

Not two vehicles except for the cranes were the same, often locally modified to suit the local gang. The plan book does show a Breakdown Van. 

Wooloongabba

Cairns ?? (Power connection for other wagons on the end)

Rockhampton


Linville 2020

I’m aware of seven such vans, no two were the same. Some had end windows, others had no end windows, one had an intercar connection gangway on one end, some had additional side windows, some had a stove. Even the bogie type and wheel size varied between the vans, as did the roof. One even had electric light that could connected to adjoining wagons. Such vans were at Charleville (single vehicle only), Wooloongabba, Ipswich, Toowoomba, Maryborough, Rockhampton and may be Cairns. Some were classed CB, other were C or just Breakdown Van 9711 (BDV). There is one of these van in the Linville collection.


 Maryborough Van has electric light and beam strapped to running board

The more common CB with the centre Guard’s compartment was used at a number locations including Mayne, Gympie, and Maryborough. The other van on the Mayne train was a mail van (MV 501). The Mayne train also included car 47, this was the Western Mail dining car before the Westlander. Bowen had a similar van to the two at Gladstone and a CB. 

Other wagons included were C, CJ, ALG class wagons, many modified with extra side door. S wagons were used at some locations to carry spare bogies, wheelset and tool boxes.     . Some locations had a camp wagon included. Sunshine Express shows in 1985 the Roma Train consisted of C 5684, CJ 7130 and BDV 13928, it was withdrawn in 1986 and replaced with a standard breakdown van.


Maryborough

Maryborough 1962. (Attached to an “S” wagon, is this part of the train).

Gympie Breakdown ALG with S wagon attached. 

Gladstone FJM wagon.


Alpha Breakdown Wagon.

The wagons were allocated a siding, mostly a dead end siding so the wagons could be grabbed quickly. At Wooloongabba the siding was between the coal stage and the engine shed. Mayne was much the same, next to the roster office and the erecting/washout sheds beside No. 2 Main Line (via Exhibition). Both were in the loco area. The Roma train was much the same near the engine shed. The Charleville van lived on the blocks on the western end of the station in the ramp road.   

The wagons did not do all that much work and didn’t see the paint shop every often. The divisional train would do a trip through the division every couple of years to recover wagons pulled from the track and left lineside. Additional empty wagons would form part of these trains to convey the damage wagon recovered back to the workshops. A camp wagon for the crane operator and his crew could be included. 

With the demise of wooden wagons in the mid 1980’s, BLC and CLC replaced most breakdown wagons. Around the same time the roll was move to road vehicles for quicker response and they handled smaller yard derailment. . By the late 1990’s even the size of these trucks were cut back to  a small 4 x 4 truck with hydraulic equipment to drive travelling jacks. The gang consisted of a foreman and two wagon maintainers. Cranes were hired for the big jobs. 

The breakdown train on Westgate is a mix of wagons from various locations, I don’t have a complete set of photos for one location. 




Breakdown van 9711. This was the Charleville unit.

CB breakdown was modeled on one of the Gladstone van, one of the Toowoomba vans was much the same.



C class equipment wagons was modelled on a Maryborough wagon, similar wagons were also at Roma and Toowoomba. 


All of the above wagons were painted with PGC QGR Oxide. The roof was made from aluminium foil, etch grey primer was applied before using Vallejo Model Color # 70.862 Black Grey or Model Air # 71.072 Gunmetal. Washes and weathering pigments added to give a forgotten look of setting around in a loco shed environment. 

The S wagon I didn’t have any photos, it a mix of what I could recall from the Gabba and Mayne wagons with a bit of modelling licence. The wagon was painted with Mirotone etch primer black.  



All wagon were weathered by hand using washes I made using Vallejo Model Color and Armoeall glass cleaner. The glass cleaner is ammonia free and was purchased from SuperCheap for about $ 12.00. All wagons were hand printed with Dullcote first, stroking along the timber sides with the grain. No set formula was used, a couple of spurts of cleaner with a drop of paint in a paint pallet. The CB van received two washes, the first wash was applied by a small brush using Model Color #70.989 Sky Grey. You need to wait until the wash has dried to see if you want more. A few hours later a wash of black (Model Color # 70.862 Black Grey) was applied in the same manner. The C wagon only received the black wash. Breakdown Van 9711 the wash used was Model Colour # 70.983 Flat Earth.      


At this point a search is on for a smallish branch line breakdown crane. The 15 ton Krupp crane could be a nice scratch building project. Tichy Train Group have a 120 ton Industrial Brownhoist steam crane (kit 4010) not that much different to the QR 15 ton one. Maybe some parts could be used from the kit, a complete new wagon frame and bogies would be required. I guess if it is too big, it can run on the standard gauge network.     

         

 Acknowledgements   

General Appendixes.
AMRA Qld Library   
Sunshine Express
Chatting with club mates, other modellers and work colleagues.

Railways of Queensland, an album of …. Volume Five

Gabba loco showing one end of the Gabba “S” wagon. 1967 Peter Kennedy
Part of the Gladstone Breakdown train. 1986.  Chris Malone

Railways of Queensland, an album of …. Volume Six.

Charleville Breakdown Van 9711 1967 D. Campbell.
Mayne Breakdown Car 47 1963. Stan Moore
Breakdown Van BDV 13929 Maryborough 1987, J. Salomon. 

The next project is the YK cattle wagon, this class of wagon had a very colourfully history on the QGR network for around 90 years.  

The staff at Westgate would like to wish you all a Blessed Mary Christmas and trust 2021 will be much better than 2020.    

Arthur H.