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.

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.

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”

New Station building for Wyandra.

The station building at Wyandra was always going to be replaced.

 

 The building in the photo below was a resin kit I had and was a quick fix until I constructed the type of station I wanted.

The platform in this photo was to short and was extended some time back to accommodate more than a rail car. The platform was extended back to the level crossing, the cream shed became part of the platform. The short dead end was also extended at the same time without moving the station building. 

The new station would reflex the Coopers Plains station I worked in from 1974 to 1982. The building had been modified before my arrival to have a men’s toilet on one end. The Ladies toilet was reduced by half with a wall making two separate rooms. The door to the gents was added to the end of the building. My era goes back before sewage and a gent’s toilet/lamp room I wanted to keep in its current position. 

The city end of the station had a cabin which I didn’t require. My guess this would have been added with double track in the early 1950’s. In this photo the waiting room had been boarded up to stop the locals using it as a toilet at night.

 Many stations across southern divisions were built, not two the same. Sunnybank two station towards Beenleigh had the same style, but very different.

 The station was removed then the third track was added, a whole new station was build closer to the city on straight track. 

Sunnybank also had a cabin on the far end which was boarded up to make a store room after electrification in the mid 1980’s.

 Murarrie on the Lota line was similar.

Number of country station also had this style of building.

Dalveen

 Applethorpe

Ballandean

 An odd one or two could be located on Branch Lines. How about this one for a modelling project. 

Lowood

When it coming to building the station, plans were hard to come by. Plans were able for small waiting sheds, but not the station. Luckily, Arthur Robinson was able to throw some light on it for me along with some measurements from Sunnybank, a plan was drawn up. Sunnybank is heritage listed and was not replaced when the third line to Kuraby was added.

The station walls was built from Evergreen clapboard styrene. It’s not size I would of liked, I had a bulk sheet that was labelled incorrectly, the boards are a little wider that I would of liked. .080thou spacing would have been nicer and closer to the prototype. The door frames and windows were made from evergreen strip. 

Various paints were used:-

Outside Walls- Floquil Antique White.

Inside Walls – Creation Blue (Australian Export from Super Cheap, rattle can)

Office floor lino- Model Color Uniform Green 70.922

Office Bench & Tables – Model Color Burnt Umber 70.941

Cupboards & Parcels rack - Model Air Dirt. 71.133

Waiting Room and Toilet Floors - Model Color Stone Grey 70.884

Window Frames and Door trim- Gloss white

Windows Tinting– Model Colour Sky Grey 70.989

Roof- Floquil Tuscan

Trim- Model Colour, Burnt Umber 70.941 

Bill Boards were added using signs resized from the internet. Backing boards made from styrene were made and painted before adding the sign.

I always intended to have interior lights, furnisher and office fittings was a after though. All were made from styrene strip cut and filed to shape and painted. The roof has been made to lift off to view the interior when required. The office layout is much the same as Coopers Plains except the parcel rack is across the side wall. Figures are sitting figures purchased on EBay and painted. The figures were placed so they could be viewed when the building was added to the layout.     

I’m sure some work mates will want to know where all the staff in the office came from. It’s the shunt crew having a meal. The staff boxes indicate there is two trains in the yard, yes a busy place.

 Wiring Details.

Two enamel wires, one (-) and one (+) run the full length of the building, one on each side of the building.

The wire is supported by small blocks at each end and the walls.                           

These two wires form the main power supply for the building. The wires are .25mm enamel wire. With the enamel in place the wires are insulated. The two wires come together in the top L/H corner block to exit the bottom of the build and are hooked to the layout “Lighting Power Grid” (12V DC on my layout).  Hot solder on the end of the soldering iron will remove the enamel. 

A 1 K resister is attached to the (+) (longer wire) of the LED and attached to the (+) power feed wire. The other LED wire is attached to the (-) feed wire. The LED wires are shorten and twisted before attaching the resistor, this puts a small stem on the light and allows you to adjust the light into position.

The LED’s are 0603 pre-soldered SMD LED’s purchased on eBay, these had multi strand insulated connecting wires. The outside light on the R/H end of the building is a DCC Concepts Nano – NLPW LED, these have a very fine enamel wire about the thickens of an hair.   

Two lights have been added to the platform awning as well to light up the platform.

With a bit of practice and a bit more care, I guess a much neater wiring could be achieved.  

When reduced lighting is used on the layout, the interior lights can be seen through the walls, it is planned to dull the lights a little. The waiting room has double walls, an interior wall was add inside. (It’s is not visible when the building is on the layout.)  

Stumps were added to the back of the building when fitted to the platform on the layout.

A water tank and weeds etc. was added to complete the station on the layout.

The station is also a part of the latest YouTube video with the Second division of the Westlander passing through, Train 2^nd 13 Down.

 https://www.youtube.com/watch?v=4VAPDH29-eo&list=UUJeqCUO7hR_qpv0ruPiMN_Q

 Trust you found the information is helpful and assist you with your layout.

Arthur H.