VOLUME 5 PART 1

Memoirs of the Queensland Museum – Culture

© The State of Queensland (Queensland Museum), 2011

PO Box 3300, South Brisbane 4101, Qld Phone 61 7 3840 7555 Fax 61 7 3846 1226 www.qm.qld.gov.au

National Library of Australia card number ISSN 1440-4788

NOTE Papers published in this volume and in all previous volumes of the Memoirs of the Queensland Museum may be reproduced for scientific research, individual study or other educational purposes. Properly acknowledged quotations may be made but queries regarding the republication of any papers should be addressed to the Editor in Chief. Copies of the journal can be purchased from the Queensland Museum Shop.

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A Queensland Government Project Typeset at the Queensland Museum Production at the Workshops

David MEWES

Mewes, D. 2011 Production at the Workshops. Memoirs of the Queensland Museum – Culture 5(1):77-106. Brisbane. ISSN 1440-4788.

The Ipswich Railway Workshops have served the Queensland Railways from the very beginnings of railway construction in Queensland. The railway system in Queensland developed as isolated railways based on coastal ports at Cairns, Townsville, Bowen, Mackay, Rockhampton, Bundaberg and Maryborough. Railway workshops were established to service these isolated railways. Even after the state’s isolated railway systems were finally linked together many continued to operate servicing and rolling stock allocated to their district. Ipswich, however, remained the main railway workshops in Queensland for over 100 years. During the past 140 years, Ipswich has manufactured a huge variety of locomotives, carriages, goods wagons, rail motors, parts, and innumerable other items that would be impossible to tabulate. Canvas water bags for use by track gangs and crews as well as tents for railway track gangs and even the military were amongst items manufactured. New and many other items were manufactured at Ipswich for supply to workshops and depots across the state. Ipswich was the only Queensland Railways workshop to build new steam locomotives in addition to the usual tasks of a railway workshop – the general and partial overhaul of locomotives, rail motors and rolling stock.

 Railway, workshop, , rail motor, rolling stock, Ipswich.

D. Mewes [email protected]

Memoirs of the Queensland Museum | Culture  2011  5(1) | 77 David Mewes

Queensland’s first railway workshops were items but unloading at the railway wharf in established at Ipswich in 1864 to support Ipswich would have tested the ingenuity of the construction of the first public railway. those railway pioneers. Ipswich, which had been declared a port in All of the locomotives and rolling stock 1860, was chosen as the starting point for brought out from England for the Southern the Southern & Western Railway and the & Western Railway had to be handled in this new workshops would continue to provide way, at least until the railway was opened the necessary maintenance facilities for the through to Brisbane in 1876. railway when it was built. The buildings required for the workshops were brought Once the railway line had been built from out from England and assembled on the the railway wharf to the workshops site, a northern bank of the Bremer River. The first horse team was used to move the items up consignment of railway material arrived the steep river bank to the workshops until from England on 15 August 1864. Once the a locomotive was assembled and became workshops were established, one of the first available for this task. tasks required was the assembly of the four The Queensland Government appointed locomotives and necessary rolling stock that had been imported from England. Almost Charles Fox and Sons, as their everything had to be imported from England. engineering consultants and agents in There were no local engineering works England. This firm acted on the government’s or foundries for the fledgling Southern & behalf calling tenders, letting contracts, Western Railway to call on for the fabrication purchasing equipment and undertaking the of parts or the numerous other supplies necessary inspections before despatch to necessary for the construction of a railway Queensland. The company even arranged for (Queensland Railways, 1914: 20-21). the employment and passage to Queensland for the necessary skilled workmen. When the rolling stock had passed inspection it A WORKSHOP BEGINS was disassembled and transported out from It is hard to imagine today the difficulties England as a kit of parts. They were sent out that those early railway engineers and in small sections to enable easier handling labourers must have faced in handling the when being trans-shipped at the mouth of heavy items that were required for building the Brisbane River and transported to the the railway. The transfer of sections of heavy Ipswich site where they were assembled machinery like locomotive boilers, frames, (Queensland Railways, 1914: 20). girders, machine tools and so many other Slaughter, Gruning & Company were con- things from the ships arriving from England tracted to supply the initial order for four onto small paddle steamers would have been locomotives in 1864 (QRAR, 1866: 7). This a challenge. These paddle steamers then company was at that time undergoing a re- transported the machinery up the Brisbane organisation and name change, becoming and Bremer Rivers to the railway wharf the Avonside Engine Company (Fitzgibbon, at Ipswich. Unloading from these paddle 1866:7). steamers onto the railway wharf must have presented an even bigger problem than the The first four locomotives were classed as transfer in Brisbane. Ships from overseas the A Class (Figure 1). The first locomotive to would have at least had the rigging and be put in steam after assembly at the work- heavy tackle necessary to handle these shops was named “Faugh-a-Ballagh” which

78 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops

FIG. 1. No.3 was one of the first four locomotives delivered from the UK. It was assembled at Ipswich in 1865. Image courtesy TWRM / QR. is Gaelic for “clear the way”. This took place wagons suitable for sheep and a further on 11 January 1865 when it spent most of six for cattle, four horse boxes and two the day hauling a goods wagon and eight- wagons suitable for carrying horse-drawn wheeled coach between the workshops, vehicles. These 38 items of rolling stock were Wide Gully and the railway wharf, giving assembled at the new workshops. free rides to local people (- The workshops, using some imported parts, ways, 1914: 23). constructed 12 new goods wagons between The Ipswich Railway Workshops had August and December 1865 following the assembled and trialled the remaining official opening of the railway line from three locomotives which had been named, Ipswich to Bigge’s Camp on the 31 July 1865 “Premier”, “Lady Bowen” and “Pioneer” by (Fitzgibbon, 1866: 8). the end of February 1865. Following the opening of the railway to Ashbury Railway Carriage & Iron Co Ltd., Toowoomba on the 1 May 1867 it was found Manchester, England supplied the first that there was a significant increase in carriages and wagons for the new railway. repairs needed. Ipswich Railway Workshops One Smoking Saloon, six composite, four now had to deal with turning tyres for second class and six third class passenger locomotives and for carriages and carriages along with two passenger brake wagons which had travelled less than a third vans were supplied. Goods wagons of the previous distances before such work delivered comprised twelve ballast wagons, was required. The constant sharp curves on six covered wagons, four timber trucks, six the ascent of the Main Range to Toowoomba

Memoirs of the Queensland Museum | Culture  2011  5(1) | 79 David Mewes caused considerable wear on locomotives The engineering facilities that the Workshops and rolling stock. provided extended to new areas. The Workshops supplied the iron roof, water This work was an unexpected addition to pipes, hydrants and other fittings for a new their already heavy workload assembling shed 150 feet long for the new wagons, carriages and rolling stock Railway’s Traffic Department at Ipswich in and all the other work associated with the 1876. Points and crossings were provided establishment of a new railway system for the trackwork associated with the new (Plews, 1867: 7). station in Brisbane as well as palisading for Ten years after the opening of the first the station itself. Castings and other items railway the Ipswich Railway Workshops had were produced for external customers settled into a routine of maintenance work such as the Ipswich Waterworks and the on locomotives and rolling stock as well as Government Roads Department (QRAR, the assembly of imported locomotives and 1876: 27). rolling stock, and the manufacture of local The Commissioner for Railways, A.O. rolling stock using imported parts. By the end Herbert, pointed out in his 1875 report that of 1875, expansion of the Ipswich Railway there were concerns that work at the Ipswich Workshops site was hampered by its cramped Workshops was being hampered by the late location, as its workload increased. During arrival of imported parts and the long delays that year five new locomotives imported that occurred from the date of placement of from Kitson and Co. were assembled and an order for locomotives and their arrival entered traffic and a further 11 locomotives date. The construction of new locomotives went through the Workshops for overhaul. at the Ipswich Railway Workshops had The overhaul work included the fitting of not previously been considered to be an a new barrel to A Class locomotive economically viable proposition. No. 2, retubing of boilers and general boiler Timber stocks, imported years earlier with maintenance, fitting of new tyres, bearings rolling stock from England, were running and motionwork. Stationary boilers and low by this time and local sources for timber portable engines also received attention. The were being considered for future needs. rolling stock section was also busy having Space near the Workshops was being sought constructed 11 new passenger carriages, to store and properly season the timber 2 brake vans and 65 goods wagons as well (QRAR, 1876: 6). as undertaking extensive overhauls on a further 58 carriages and wagons. The whole BUILDING OUR OWN wagon fleet then available, numbering some 380 vehicles, received some attention during The Government decided in 1876 to test the the year. The major overhauls of rolling viability of local locomotive manufacture stock included body repairs and renewals, through the building of five locomotives at new wheels, box brasses and new brake Ipswich Railway Workshops using material blocks as well as painting. During this year that had been supplied as spare parts with the Workshops also turned out castings the first four locomotives from the Avonside and fittings for the extension of the railway Engine Company. The locomotive was a 2-4- to Brisbane, office and station fittings and 0 similar to the first four locomotives but was furniture as well as lamps and sack barrows fitted with a larger and a different style (QRAR, 1875: 20). . This locomotive was numbered 36 and

80 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops issued to traffic on the Southern & Western or delivered without the need for the train to Railway in August 1877. The locomotive was stop. A further three Postal Vans were built sold into private ownership in 1892 but had in 1879. These vehicles were referred to as a total service life that lasted for 60 years. T.P.O. – Travelling Post Office vans (Figure The longevity of this locomotive is a tribute 2). The postal train service was introduced on to the workmanship of the men at the early 1 January 1877. These 4- carriages were Ipswich Railway Workshops. It was at this time that Ipswich Workshops extended the width of new carriage stock from 6 ft 6 inches to 7 ft 6 inches which reportedly resulted in an improvement in riding qualities as well as an increase in interior space for passengers. A special 16 ft long, 4-wheel carriage was built at Ipswich Workshops for use by the Posts & Telegraphs Dept in 1877. This was the first time that such carriages had been provided. They were used by post office staff to sort mail while the train FIG. 2. Early 4-wheel Travelling Post Office Van built at was in transit. Mail bags could be collected Ipswich Workshops. Image courtesy TWRM/QR.

FIG. 3. E Class 2-6-0 No.34 built in 1878 is one of six locomotives built at the Ipswich Workshops between 1877 and 1885. Image courtesy TWRM/QR.

Memoirs of the Queensland Museum | Culture  2011  5(1) | 81 David Mewes later rebuilt into two cars at Ipswich & Western Railway on 1 January 1877 and Workshops by mounting two 4-wheel bodies on 1 July 1883 became Locomotive Engineer, onto a single frame. A number of postal vans Queensland Railways, responsible for all were built and operated over the years but the railways across the Colony (Figure 4). the last vans were finally withdrawn in 1932 Whilst Horniblow worked mainly out of the (QRAR, 1877: 4-5). railway offices located in Brisbane he was Two E Class 2-6-0 locomotives were assisted by a Locomotive Foreman at each completed at the Workshops in 1878, using of the railway workshops and a Locomotive some duplicate parts that had been supplied Superintendent, Richard Thomas Darker, at by Kitson & Co, with earlier contracts for these Ipswich Railway Workshops. It is obvious locomotives (Figure 3). They carried running reading the Commissioner’s Annual Reports numbers 34 and 35. Henry Horniblow, the for the ensuing years that all the workshops Locomotive Superintendent, reported that facilities, especially those at Ipswich were although they cost about £400 more than being severely strained by the increasing a similar locomotive supplied by Dubs & workload. The railway construction work Co, he considered the resultant being undertaken meant a significant increase difference to be favourable. A.O. Herbert, the in the requirements for new locomotives and Railway Commissioner, felt this comparison rolling stock as well as a very heavy demand was unfair and went further by comparing for maintenance work. The manufacture the cost of construction against the average of replacement boilers for locomotives was cost of the last twelve locomotives imported now being undertaken although boiler from the UK. The difference was now only repairs and the fabrication of new fireboxes £8 more, indeed a very favourable result had been commenced in earlier years. (QRAR, 1878: 5). The parts purchased in 1877 for the construc- Following a report from the Select Committee tion of further locomotives were finally put on the Ipswich Railway Workshops in to use in 1883. The boilers for these locomo- September 1879, no more locomotives were tives had already been built in 1879. They built there for a time, despite parts having were designed at Ipswich Railway Work- already been acquired from the UK. However, a saloon carriage, 32 feet long, was built in 1879 especially for the Sydney Exhibition at the Garden Palace. The workmanship reflected great credit on the Ipswich Railway Workshops staff. The quality and appearance of Queensland timbers were also a highlight and much remarked upon by visitors to the Exhibition (QRAR, 1879: 5).

HENRY HORNIBLOW

Henry Horniblow, who had been employed on 28 June 1864 as Assistant to the Locomotive and Carriage Foreman, Southern & Western Railway, was appointed Locomotive Superintendent for the Southern FIG.4. Henry Horniblow. Image courtesy TWRM/QR

82 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops shops with two completed in 1884 followed well as continuing the normal maintenance by another in 1885. These were small tank programs (QRAR, 1893: 57). locomotives designed by Henry Horniblow. Their design was a break with the construc- BOILER EXPLOSIONS AND NEW WORKSHOPS tion of progressively bigger locomotives. Intended for local near Brisbane, they Following the explosion of two locomotive had a 2-4-2T and were boilers that took place at Roma Street fitted with cow-catchers at either end. They within a few months of each other in 1898, were classed as 4D10 and given the running assessments were undertaken regarding the numbers 72, 73 and 74 (QRAR, 1884: 149). state of all locomotive boilers then in use and their inspection and maintenance programs. Construction work for new carriages had been undertaken in the open for some time The workshops at Ipswich have for due to the cramped nature of the site on the years past been totally inadequate north bank of the Bremer River (Figure 5). The to the work involved in carrying construction of new rolling stock was made out ordinary running repairs, as easier when the Workshops were expanded they are not only far too small, fully to a new site north of Wide Gully, in the mid- one-half of the work having to be 1880s. Several brick workshop buildings performed in the open air, entailing were provided at this location between 1884 during wet weather and in the heat and 1888 providing more spacious under- of the summer considerable loss cover working areas. to the Department, but they are insufficiently equipped with the The old workshops were severely affected by necessary labour saving devices. the floods in 1893 with water rising to 13 feet Robert J. Gray, Commissioner for above rail level in the erecting shop. Some Railways (QRAR, 1898). floodwater also entered the new buildings at the northern end of the site. Much work The resulting inquiry led to the government was needed to clean up the site and get the appointing William H. Nisbet, a locomotive engineer with experience in the UK and machinery going again, with the additional India, as Queensland Railways first Chief problem of coping with repairs to the Mechanical Engineer whilst Horniblow rolling stock that had been under water as became his deputy. Nisbett had been employed as General Manager of the Westinghouse Brake Company of Australia at the date of his appointment. William Nisbett, who took up his duties on 11 August 1899, was scathing in his reports about the inadequate facilities at Ipswich. Nisbett oversaw the development of the early stages of the new Ipswich Workshops. He ensured the government maintained its commitment to the construction of a new FIG. 5. A carriage supplied by Ashbury in 1864 rebuilt and more spacious workshop facility at the at Ipswich Workshops in 1876. Image courtesy northern end of the Ipswich site something TWRM/QR.

Memoirs of the Queensland Museum | Culture  2011  5(1) | 83 David Mewes which had been long overdue. Modern he resigned suddenly, following the death of equipment was installed including machine his brother, who had taken over from him at tools powered by electricity. the Westinghouse company. The existing workshops and The primary purpose of a railway workshop appliances are totally inadequate for such as Ipswich is the maintenance of the amount of work required to be locomotives and rolling stock in use on the done in order to maintain things at railway. The various shops within the Ipswich a proper standard of efficiency, and Railway Workshops each contributed to the fact that for some years past the this overall task. The Boiler Shop (Figure amount of work done in repairing 6) repaired and manufactured new boilers, engines has fallen short of the as well as heavy metal shaping. The Wheel necessary requirements by about 50 Shop (Figure 7) prepared new wheel-sets percent will give you some idea of and for use and retyred and machined old wheel-sets to the necessary tolerances. the trouble which I have now to face. The Foundry cast metal fittings while the William H. Nisbett, Chief Mechanical Pattern Shop produced the wooden patterns Engineer (QRAR, 1900:77.) required to produce the castings and the Nisbett’s reign was short-lived however as Machine Shop (Figure 8) machined the

FIG. 6. Boilers under construction in the Boiler Shop. Image courtesy Whitehead Studios.

84 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops rough castings, fittings and forgings to the timber shapes for use in carriage building tolerances required for use. Some of the other and repairs (Figure 9). The Wagon & Carriage shops included the Blacksmiths and Spring Shop built new goods wagons and passenger Shops, the Electroplaters Shop where the cars as well as undertaking repairs on old chromed door handles, luggage racks and rolling stock. Locomotives were dismantled other fittings were produced, the Sawmill for overhaul in the Erecting Shop (Figure 10). supplied the required timber and the K-Mill Replacement parts, new boilers were fitted used this timber to produce the specialised and the locomotives reassembled in this

FIG. 7. Wheel sets take up almost every square inch FIG. 9. Interior view of the K-Mill where timber was of floor space in the Wheel Shop while the lathes milled to the special shapes required for building are busy along either side of the building turning the wooden carriages. Image courtesy Whitehead the tyres to the required standard. Image courtesy Studios. Whitehead Studios.

FIG. 8. The Machine Shop was a cluttered workplace FIG. 10. The Erecting Shop was where all the with the machine tools lined up either side of a components to build a locomotive from the various trolley track used to deliver and collect the items workshop buildings came together for assembly into that needed machining. The line shafting and drive the end product. Image courtesy Whitehead Studios. belts added to the general clutter. Image courtesy Whitehead Studios.

Memoirs of the Queensland Museum | Culture  2011  5(1) | 85 David Mewes shop. New locomotives were also built and imported locomotives were assembled or completed here.

PRODUCTION

Conversions of carriages and wagons at Ipswich Workshops were frequently undertaken through the years, to cater for special requirements and to meet the needs of traffic demands. Locomotives were also sometimes the subject of rebuilding and conversions to improve performance (Figure FIG. 11. Steam locomotives being assembled in the 11). The 93 members of the B15 Class 4-6-0 Erecting Shop. Overhauls were also carried out here with the locomotive disassembly taking place and steam locomotives had been built between later reassembly after worn parts were replaced or 1889 and 1900 with several more being made repaired. Image courtesy TWRM/QR. for the Chillagoe Mines and Railway Co. up to 1909 and which subsequently came into to Croydon lines) in 1924, the provincial the ownership of Queensland Railways. workshops were retained and a new one The Ipswich Railway Workshops did not built in Toowoomba to minimise the distance build any of these locomotives but many of required to travel to Ipswich. This also those working in the Southern Division were fostered the state’s policy of decentralisation. rebuilt at Ipswich between 1903 and 1929 with Queensland Railways was administered by larger driving wheels to increase their speed divisions and each division had its own and other improvements. Other B15 Class workshops with additional workshops at were similarly rebuilt at railway workshops Cairns and Maryborough. in other centres. These locomotives were classed as B15 Converted or B15 Con as they The completion of the major new building were more commonly called. program at the Ipswich Railway Workshops and installation of modern machinery meant By the end of 1901, there were 237 locomo- there were now improved facilities that were tives, 361 carriages and 4,672 wagons in the better equipped to manufacture locomotives. Southern Division which were usually over- hauled at the Ipswich Railway Workshops Following Nisbett’s resignation in 1901, (Figure 12). When required some assistance George B. Nutt became Chief Mechanical was rendered from smaller depots at Too- Engineer. Production at Ipswich Railway woomba and Warwick (QRAR, 1902: 75). Workshops improved as new facilities became available. Night shift had been Other locomotive and rolling stock abolished but some overtime still needed to workshops were built at strategic locations be worked in the Boiler Shop because of the across Queensland to serve the needs of large volume of work (Figure 13). the separate railway systems that had been built. However, the workshops at Townsville Nutt also put forward plans for a new loco- and Rockhampton did not build new motive type in 1902. This was for a 4-8-0, 16” locomotives. Even after the isolated systems diam. cylinders with an overall weight suit- were finally linked (with the exception of able for operation on 41 ¼ lbs rail. Despite the Cooktown to Laura and the Normanton disquiet from the Civil Engineering depart-

86 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops

FIG. 12. The Wagon and Carriage Shop, unlike the Erecting Shop, required mainly timber working skills to manufacture the many carriages and wagons needed for the railway. Overhaul of the rollingstock was also an important task. Image courtesy TWRM/QR.

FIG. 13. Tubeplates for steam locomotives were FIG. 14. The first C16 Class locomotive No.395 was manufactured in the Boiler Shop using a large built as an experiment at Ipswich Workshops in hydraulic press. The heavy steel plate was heated 1903. The locomotive was a success and production in a furnace until it was red hot to soften it before commenced in 1907. Image courtesy TWRM/QR. being placed in the press. Image courtesy Whitehead Studios.

Memoirs of the Queensland Museum | Culture  2011  5(1) | 87 David Mewes ment concerning the use of this locomotive end platforms are provided with on older main lines without some bridge ornamental railings and hinged strengthening, approval was given for a pro- gates; one of these platforms is totype to be built at Ipswich (Figure 14). specially extended and provided with seats and ornamental canvas This locomotive, with running number 395 sunshade to form a lounge where and classed as a C16, emerged from the new travellers can have an uninterrupted Ipswich Railway Workshops in November 1903. It was the first of 210 steam locomo- view of the country through which tives to be built at the new workshops loca- they are passing. The carriage tion (QRAR, 1903: 83). runs on two four-wheeled constructed of steel, having wheels During 1903, an example of the fine 3 ft diameter; each bogie is provided craftsmanship of the workshops staff, and the with a swinging bolster carried on use of Queensland native timbers was turned compensating spiral springs, which out of the Ipswich Railway Workshops. This further distribute the load through carriage was intended as an Inspection Car the main bogie frame on to four long to replace Car 327 which had been burnt out laminated springs over the axleboxes. in 1901. This vehicle, numbered 445, when The smooth running of the bogies is it entered service in September 1903, was further enhanced by the employment referred to as a Special Saloon or Governor’s of India rubber washers, between Car (Figure 15). On 19 October 1903 an article the bearing spring connections and describing the car was published in the the frame. The main underframe of “Brisbane Courier”: the car is constructed of steel special A new car has recently been sections, riveted together; this frame constructed at the Government is provided with buffers and draw- railway shops, Ipswich, which gear, having Spencer’s patent India possesses many new features in rubber springs. The car is equipped carriage building in this State. The with the Westinghouse brake, which principal dimensions are:- Length can be operated from each platform. over platforms 50 ft. 6 ins; length of The carriage body framing is made body, 45 ft; width of body 8 ft 7 ins; of Indian teak and Oregon pine, and height from rail level to top of roof, built on a system in which the sides 12 ft; total weight 24 tons. of the car form a girder, thereby obtaining strength and rigidity, The outside appearance of the car which is impossible in carriages that is decidedly handsome, the lower are provided with side doors. portion of the body being sheeted with narrow match boarding of Internal Arrangements – The internal Queensland cedar, while above arrangements of the carriage may be the windows extends a wide fascia described as follows:- On entering the relieved by decorated panels of end door from the platform there is a silvered plate-glass. The roof is small general compartment provided made of a large clerestory, having with seats, which can be made up ventilators which are protected as beds; off this compartment there with wire gauze for excluding ashes is lavatory accommodation on from the interior of the car. The one side and on the other a pantry

88 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops containing stove, kitchen utensils, plated fittings, which are usually racks for plates and dishes, etc, and to be found in railway carriages. that very important accessory in this Special attention has been paid to climate, a good ice chest. Proceeding the floor, which is double boarded, further along the carriage there is a with insulating material between side corridor, off which open two for deadening the noise. The floor is state rooms and a bathroom; each covered throughout with cork carpet state room is provided with suitable of special thickness, over which is seating accommodation, and the laid handsome Axminster carpet. back of the fixed seat can be operated The car is lighted through with by a somersault gear to form a bed, thus giving sleeping accommodation for two persons. The state rooms are provided with separate lavatory accommodation of the most up- to-date pattern. The bathroom is provided with a shower and sitz bath; the whole of the water service throughout the car is operated by the Westinghouse brake air pressure. The further end of the corridor opens into a large compartment, which is termed the “Observation-room”; this room has no fixed furniture, everything being movable in the way of easy chairs, couches, etc FIG. 15. The interior of Special Car 445, The Governor’s Carriage. Image courtesy TWRM/QR. which have been specially made of silky oak, upholstered with hair cloth. The treatment of the interior electricity, which is supplied from is highly decorative with columns a dynamo fixed under the carriage, and arches of the composite order, and worked off one of the axles. and having several paintings by the artist, Edward Fristrom, introduced A further six small 0-6-0T locomotives were as panels in a most effective way. A constructed at Ipswich in 1904. These were table is provided in the “Observation- built using a mixture of parts resulting from room” giving dining accommodation the conversion of B15 Class locomotives for six persons. The inside of the car including wheelsets from the original B15 is ornamented with photographs and Class locomotives and blocks that panels of beantree and crowsfoot had been ordered by the Chief Mechanical elm, with mouldings of carved Engineer, W.H. Nisbet, before his resignation. silky oak. All the roof timber is of Nisbet had intended to use these 13 ½” Queensland pine, and the ceiling cylinder blocks on B15 Class locomotive panels are of Lincrusta Walton, and conversions. These new locomotives carried the general finish is enriched by the the running numbers 396 to 401 and were introduction of a number of bevelled intended for use as shunting engines in edge mirrors, and various silver- larger marshalling yards such as Mayne

Memoirs of the Queensland Museum | Culture  2011  5(1) | 89 David Mewes

FIG. 16. B18¼ Class 4-6-2 No.231 and a set of Sunshine Express carriages all built at Ipswich Railway Workshops in 1935, photographed at Mayne. This train was for service on the North Coast Line between Brisbane and Cairns. Image courtesy TWRM/QR.

(Armstrong, 1985: 88-89). for the new Sunshine Express service linking Brisbane and Cairns which commenced Construction of fifteen new carriages for operating in May 1935. (Figure 16). the Sydney Mail which operated between Brisbane and Wallangarra began at Ipswich In a change of focus, at the request of the in 1909. These cars were said to be “equal in Commonwealth Government, during width to those on English railways”. Each World War I the Commissioner for Railways train was to consist of five corridor coaches entered into a contract during 1915-16 to as well as a Travelling Post Office and brake produce 18-pounder High Explosive Shells van (QRAR, 1909: 9). at Ipswich Railway Workshops. This work necessitated the installation of specialised Orders were placed for further 4-8-0 plant and machinery. The production locomotives following the successful testing caused some problems as it was a line of of the prototype between Brisbane and work very different to what the Workshop Toowoomba. Forty were built at Ipswich staff were used to. The work was stopped between 1907 and 1912. A further ten C16 on 30 June 1916, again at the request of the Class 4-8-0 locomotives were built at Ipswich Commonwealth. A total of 4,157 shells had between 1915 and 1917. The demand for new been delivered in that time with a further locomotives, carriages and wagons could 15,800 at varying stages of manufacture. The not be met by Ipswich Railway Workshops logistics of World War I were far different alone so much of the rolling stock was built to the those which the Ipswich Railway by private contractors. Workshops would have to face during By the 1930’s, although wagons and carriages World War II when it was imperative that were still being produced externally, Ipswich the Workshops keep locomotives and rolling Railway Workshops built all the carriages stock operational for the movement of

90 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops troops, ammunition and supplies at all costs (QRAR, 1915: 20).

C F PEMBERTON

C. F. Pemberton, joined the railways in 1891 as Locomotive Foreman, Ipswich, and became Chief Mechanical Engineer in 1911. Pemberton oversaw the completion of a new 4-6-0 locomotive type that had been designed by the Locomotive Engineer, Henry Horniblow in 1909. The B17 Class were intended for use on the Sydney Mail FIG. 17. The 3’ 6” gauge Aramac Shire Tramway closed in 1974. The small diesel locomotive was a product train between Brisbane and Wallangarra. of Commonwealth Engineering, Rocklea to the same Twenty-one of these locomotives were built design as the 2ft 0in gauge cane locomotives. It was at Ipswich until mid-1914 (QR, 1914: 94). As rebuilt and regauged at Ipswich Railway Workshops for further use on the Queensland Railways’ owned Chief Mechanical Engineer, Pemberton was Innisfail Tramway. Image courtesy TWRM/QR. considered an innovator as he implemented a number of new ideas. The C18 Class 4-8-0 tramway. This tramway became known as locomotives, designed in 1914, are considered the Innisfail Tramway when it came under to be one of his finest achievements. These the control of the Queensland Railways. impressive express passenger locomotives Despite the distance from Ipswich, the were, like the B17 Class, intended for use on Workshops were involved in work associated the Sydney Mail. The three locomotives in with the tramway. The Ipswich Railway this Class were all built at Ipswich in 1914. Workshops produced nine passenger cars The second one built, builder’s number and 114 goods vehicles for this tramway 70, was the first superheated locomotive between 1915 and 1966. A number of the on Queensland Railways. This locomotive diesel locomotives which had taken over became No.693 and was named “Sir Wm from the steam locomotives on the tramway MacGregor”. The final C18 Class No.694 during the 1950s were sent to Ipswich carried the name “Lady MacGregor” Workshops for modification to multiple- (Armstrong, 1994: 39). unit operation in 1966 (Figure 17). A 3’ 6” gauge diesel mechanical locomotive built by Electricity was produced in the Workshops Commonwealth Engineering, Rocklea and Power House to power the machine tools purchased second-hand from the Aramac and electric lighting around the Workshops Shire Council, was rebuilt and regauged to site since Nisbet’s time. A new 1,000 kW 2’ 0” gauge by Ipswich Workshops in 1974 generator was installed in 1914 and by 1915 (Armstrong & Verhoeven, 2000: 88). the Workshops Power House was producing electricity for lighting at Ipswich station, goods yard and the locomotive depot in RAIL MOTORS addition to the Workshops requirements Queensland Railways have always been (QRAR, 1915: 142). proud of their innovation. Locomotive In 1914 the State Government took control of development was stifled by light-weight a 2’ 0” gauge shire tramway based around track and bridges and there was little Innisfail, together with a section of mill financial ability to improve this. The small

Memoirs of the Queensland Museum | Culture  2011  5(1) | 91 David Mewes locomotives serving the Queensland carrying additional passengers or goods, population were generally able to cope with such as cream were also built (Knowles, much of the traffic. The railways provided 1993: 22-25). services to small country communities that often did not necessitate or warrant the A total of 96 rail motors were built at Ipswich expense of a steam locomotive and carriages. between 1916 and 1957 with a further 143 Gasoline powered rail motors were first tried trailers (Figure 19). The final two rail motors in 1913 with the purchase of five cars built to be built were to be the prototype for the by the McKeen Motor Car Co. in the United 2000 Class (Figure 20). The Chief Mechanical States. They were not a great success but Engineer’s office at Ipswich Workshops their use encouraged Queensland Railways to look further into the use of petrol powered rail motors. The Ipswich Workshops turned out the first of many rail motors in 1916. The first production vehicles were very small and were based around Napier or Studebaker road vehicles (Knowles, 1967: 147-150). Perhaps one of the most famous of these early rail motors was the Panhard & Levassor built in 1918 (Figure 18). It was used on the isolated Normanton to Croydon Railway until 1941 when it was written off and stored in a shed until rescued for the Redbank Locomotive Museum in 1969. The Panhard is now on display at The Workshops Rail Museum at FIG. 19. Railmotor RM 83 was built in 1936. It was one of the early diesel railmotors built at Ipswich Railway Ipswich, where it had been built almost 90 Workshops. Prior to 1934 they had been built with years previously. Unpowered trailers for petrol engines. RM 83 is seen here at Mayne with two trailers also built at Ipswich. Image courtesy TWRM/ QR.

FIG. 20. The last railmotor to be built at Ipswich FIG. 18. The Panhard Railmotor, also known as RM14, Railway Workshops was the prototype for the 2000 on display at The Workshops Rail Museum. Image Class. These units, 2000 and 2001, were designed at courtesy TWRM. Ipswich. Image courtesy TWRM/QR.

92 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops designed these, with all work including fitted with Southern gear. The two- construction of the cars, bogies and all wheel trailing truck enabled the fitting of the installations being carried out at Ipswich. wide , necessary for a coke burning These vehicles were unusual in having their locomotive. It had 16½” cylinders and bodies covered with satin finish aluminium was numbered No. 204 of the B16½ Class sheeting. Subsequent 2000 Class rail motors (Armstrong, 1994: 46-47). This was the sole were built by Commonwealth Engineering at representative of this type built. Rocklea with the bodies sheeted in stainless The state railway system in Queensland steel (Winney, 1956: 144-147). had developed through the construction of several isolated lines running inland STEAM LOCOMOTIVE IMPROVEMENTS from coastal ports in order to tap the rich agricultural resources of the state. Most of The advantages of superheating had these were gradually joined as the railways been recognised before the last C16 Class were extended. The final link was made at locomotive had been turned out in 1917. An Daradgee, north of Innisfail, on 10 December improved version of the C16 Class having a 1924, providing a continuous railway line superheated boiler and larger 17” diameter from Brisbane to Cairns. As the line along cylinders with a 4-8-0 wheel arrangement the east coast was extended a decision was designed. A contract with Ipswich was made to build further examples of the Railway Workshops to supply ten of these successful C18 Class locomotives. However new locomotives was let in 1915. However, in 1920 Pemberton decided that the C18 delays in the supply of material such as design could be improved and an order was the superheaters and man-power shortages placed with Ipswich Railway Workshops for caused by World War I meant that the first of twenty superheated 4-8-0 locomotives with these locomotives did not leave Ipswich until 19” diameter cylinders. These were classed 1920. The C17 Class became the second most as C19 and were turned out of Ipswich numerous class on Queensland Railways between 1922 and 1927. During 1923, the with 227 locomotives built, although only one hundredth locomotive to have been the first ten were actually built at Ipswich built by the Ipswich Railway Workshops Railway Workshops. Remaining members was produced. This locomotive, No. 702, of the class were supplied by external was fitted with nameplates, “Centenary”, to contractors. The most numerous class was mark this milestone (Figure 21). Fortunately the PB15 with 232 locomotives but only one one of these locomotives, No. 700, survived of these was built at Ipswich and that was for to be placed on display at the Redbank Steam a shire tramway. Locomotive Museum until its closure in 1992 Problems with smoke and cinders were and it is hoped it will be a future exhibit at encountered in the two long tunnels between the new Workshops Rail Museum which Roma Street and Central and Central and was opened at Ipswich Workshops in 2002 Brunswick Street stations on Brisbane’s (Armstrong, 1994: 66-70). suburban rail network. In an effort to One of the more unusual production tasks to overcome this problem a prototype coke occupy the workforce at Ipswich Workshops burning locomotive was built at Ipswich took place in late 1919 and January 1920 Workshops in 1918. This locomotive was when an engine from a Vickers Vimy bomber unusual for Queensland Railways in that was repaired for Ross and Keith Smith. The it had a 2-6-2 wheel arrangement and was aircraft was being flown from England to

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FIG. 21. The one hundredth steam locomotive to be built at Ipswich Railway Workshops was C19 Class 4-8-0 No. 702, entered service in December 1923. It was named Centenary a year later, one of the few steam locomotives to carry a name on Queensland Railways. Image courtesy TWRM/QR.

FIG. 22. Ross & Keith Smith’s aircraft engine from their Vickers Vimy bomber being tested at Ipswich Workshops after repairs in 1920. Image courtesy FIG. 23. Propeller for Sir Ross and Keith Smith’s aircraft TWRM/QR. made in the Pattern Shop in 1920. Image courtesy TWRM/QR.

Australia and force landed at Charleville come to the Workshops by special excursion with engine problems. The offending train to view this new technology. This engine was removed and transported by work was undertaken by the railways for no rail to Ipswich Railway Workshops where charge (BC, 10/01/1920: 4). the ingenuity of staff successfully repaired An important area of production that is the engine and also manufactured a new sometimes not fully appreciated is the wooden propeller (Figures 22 and 23). The training of skilled tradesmen. The railways completed engine assembly was set up on a have always been a major employer of frame in front of the Power House and test apprentices across a wide range of skilled run, much to the delight of visitors who had trades. In 1923 a new approach was made in

94 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops producing the specialist tradesmen required. caused problems in maintaining schedules. A number of apprentice instructors, There was a pressing need for additional drawn from a selected group of competent tank locomotives to cope with the demand tradesmen, were appointed to Ipswich for suburban passenger workings. The 6D17 Workshops. These men represented skills Class tank locomotives were designed at in the Boiler, Machine, Erecting, Carriage Ipswich and were similar to the 6D16 Class and Paint Shops. They were assigned to the but were fitted with superheated boilers apprentices in each section and reported as well as having an increased cylinder on each apprentice’s progress to the Works diameter. The first ten were supplied by Foreman on a monthly basis. Instead of Walkers Ltd, Maryborough in 1924 and a the apprentices having to attend Technical further ten were built at Ipswich between College they were taught in a room, specially 1925 and 1926 (Armstrong, 1994: 71-73). set up for the purpose, on site at Ipswich In an attempt to cope with the requirements Workshops. It was found that this saved for increased haulage capacity and speed on time and improved discipline. There were the main lines, a new class of locomotive was 132 apprentices undergoing tuition in 1923 designed and built at Ipswich Workshops as (QRAR 1923: 22-23). an experiment. This locomotive had a 4-6-2 I believe that the railways produced the wheel arrangement, 51” diameter driving best tradesmen in Queensland. Colin wheels and 18¼” diameter cylinders. The Ford – Patternmaker B18¼ Class locomotives introduced several new design features to Queensland Railways. In 1924, Ipswich Railway Workshops built a PB15 Class locomotive for the Aramac Shire A further ten D17 Class tank locomotives Council. The locomotive was required for were turned out from Ipswich Workshops the Council’s Aramac Shire Tramway which between 1937 and 1942. The “6” was dropped operated between Barcaldine and Aramac. from the class designation at this time as This locomotive is unusual in a number of 6-coupled locomotives were the only type of ways. It was the only PB15 Class locomotive tank locomotives then operating. to be built at Ipswich Workshops. It was also The Drawing Office, located in a large timber the only locomotive to be built at Ipswich for administration building on the hill at the an operator other than Queensland Railways, northern end overlooking the Workshop site, and furthermore it was built to a design that was responsible for much of the innovative dated from 1900, as this locomotive was design at Ipswich Railway Workshops. fitted with Stephenson’s rather A Locomotive and General Section was than Walschaert’s valve gear then in use located on one side of the building and a (Armstrong, 1985: 68). Carriage and Wagon Section on the other. The increasing population in Brisbane meant The Drawing Office was responsible for that passenger numbers on the suburban rail ...I little dreamt that I would be there for network was also expanding. There were the next 41½ years... insufficient 6D16 Class locomotives available producing the many thousands of drawings and the Traffic Department was forced to needed to manufacture and overhaul use tender locomotives to destinations not locomotives and rolling stock at the Ipswich having suitable turning facilities. Tender- Railway Workshops. first running on suburban passenger trains was undesirable as the reduced speed In May, 1940, I was called to Mr

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Deacon’s office and he asked me ifI Almaden to Forsayth, west of Cairns. The wished to be transferred to the Drawing design and success of this diesel locomotive Office. I said “Yes”, and was told to was a credit to all concerned at the Ipswich report there for duty the following Railway Workshops, considering they had morning. When I did so, I little dreamt never built anything like it before. A further that I would be there for the next 41½ three were built by other builders between years. W.W. Henderson, B.E. (Qld), 1935 and 1961. They could be operated by retired Engineer for Design and one man either as a single locomotive or in Construction, Mechanical Branch, multiple up to all four of the class depending Queensland Railway.s on the seasonal loading requirements of the Continuing the theme of railway innovation branch. They continued to serve the Etheridge a small diesel mechanical locomotive was Railway after an initial attempt to replace them with 60 ton diesel electric branch line locomotives which were found to be prone to derailing on the line. The diesel mechanicals were finally replaced by the Walkers Ltd, 40 ton diesel hydraulic locomotives introduced in 1969 (QRAR, 1940: 7). The depression years in the early 1930s and the years following until World War II severely affected the Ipswich Railway Workshops, resulting in dismissals and short time working. Little or no new construction took place and many repairs were deferred. FIG. 24. The first Government Railway diesel locomo- Some locomotives were never repaired and tive was built at Ipswich Workshops in 1939. Image were written off – six C16 Class locomotives courtesy TWRM/QR. in 1935 and over 30 PB15s and some B15 Con designed and built at Ipswich Railway locomotives (although some of these were Workshops in 1939. Cyril Renton, Designing later reinstated). The same occurred on the Mechanical Engineer at the Workshops was carriage and wagon side too. responsible for the design of Queensland Railways’ first diesel locomotive (Figure 24). WORLD WAR II It was originally built as a 0-6-0 with The War Years between 1939 and 1945 were outside frames and a jackshaft drive from particularly busy for the Ipswich Railway the gearbox under the cab floor driving the Workshops with many additional jobs axles with connecting rods. It was trialled in needed for the Defence Forces besides the the Brisbane area and found to travel with a requirements of the railways. Production pronounced sway from side to side. This was was tested to the limits with additional overcome by the Workshops staff through workers from interstate, shift work, double the addition of a leading bogie, making it shifts and much overtime required. The skills into a 2-6-0, an arrangement which helped and ingenuity of the Workshops staff came stabilise the locomotive. This locomotive was to the fore during this trying period. The intended for the lightly trafficked and lightly Workshops were heavily involved in many laid Etheridge Railway which ran from aspects of wartime manufacture including

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FIG. 25. Ambulance Train at Tolga, c.1942. Image courtesy TWRM/QR. the production of machine tools, heavy increased demands on the railways castings and many other items required and the increased war effort. A. S. for the war effort. A special workshop was Deacon, Chief Mechanical Engineer built by the Commonwealth Government & Workshops Superintendent specifically to supply the specialised tools 19/8/1942. and accurate gauges necessary for the The Tool and Gauge Shop, built by the manufacture of ammunition and other military equipment. In addition to this work, Commonwealth Government, came into the Workshops had a very heavy workload production in August 1941. By 30 June 1942, to ensure the locomotive and rolling stock the Tool and Gauge Shop had supplied 11,000 fleet were kept operational. The war in the tools and gauges to the Rocklea Ammunition Pacific meant that Queensland was in the Factory, with a further 9,000 items in various front line and it was essential that trains stages of production. A staff of 187 produced were kept moving transporting troops, 41,527 tools during the following year to munitions and supplies needed for the war the end of June 1943. The variety of tools effort. Rolling stock was even altered for war included Small Arms Ammunition Tools purposes. Recruiting and ambulance trains (36,100), Quick Firing Case Gauges (1,352), were set up by the conversion of a number Allison Aircraft Overhaul Tools (308) and of passenger carriages (Figure 25). They Rutherford Naval Shell Projectile Tools (435). subsequently were converted back again Attached to the Tool and Gauge Shop was an once the requirement for these conversions air-conditioned Metrology Laboratory. This had passed. area was responsible for the very accurate The past year has been a strenuous measurement and checking of the tools and one for this department, and gauges being produced. The small arms considerable reorganisation has gauges were required to have a tolerance been undertaken to cope with the no greater than 0.0003 inch. In order to meet

Memoirs of the Queensland Museum | Culture  2011  5(1) | 97 David Mewes this specification the Tool & Gauge had to railways (Figure 26). The Ipswich Railway manufacture check gauges to a tolerance Workshops took over the nearby Barbat’s of 0.00003 inch. All gauges were required Foundry in September 1941. Barbat’s had to be submitted to the Inspector General of closed during the depression years. The Munitions at Maribyrnong in Victoria before site provided an extra 8,000 square feet of final acceptance (MEB-AR, 1942). moulding floor space. The first 2½ tons of The year’s activity has revealed mouldings were poured on 30 October 1941. the pleasing fact that we have now This foundry produced 995 tons of light built up a staff of highly skilled castings, including 845 tons of locomotive toolmakers capable of undertaking brake blocks to the end of June 1942. Other the manufacture of any gauge or tool casting work here included firebars, baffle within the capacity of our machines, plates and wagon and carriage axle boxes. or to any tolerance within the limits The combined output of railway brake of precision of our measuring blocks from the two foundries amounted to equipment. W.L. Wood, Officer-in- 1,788 tons or 186,070 individual brake blocks Charge, Tool and Gauge Section an increase of 77% above the production of 17/8/1943. the 1940-41 year. There was also an urgent need to increase I joined the railways in 1942 when part the production of specialised castings in the of the moulding shop had been moved Foundry at Ipswich whilst still maintaining to Barbat’s old foundry to cope with output of normal production needs for the the wartime demand. It was so busy the

FIG. 26. Foundry – casting headstocks for a 36” lathe, 1943. Image courtesy TWRM/QR.

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moulders had to work a six day week. Vic The Railway Workshops had the staff with Kay – Moulder. the skills and the machinery capable of The Ipswich Workshops foundry created undertaking this work (Jones, 1942). history at this time with the casting of a The Barbat’s Foundry was closed at the end marine engine bed, high pressure cylinders of May 1943 and the staff and equipment and smaller brackets and sundry fittings for the manufacture of a 3,000 hp marine engine. During the 1941-42 period the foundry also undertook the castings for fourteen sets of distilling machinery for defence force ships as well as beds for lathes used in the production of gun barrels. These castings weighed up to 30 tons. The heaviest brass casting produced was a 30 cwt brass liner for the tail shaft of the 3,000 hp marine engine (Figures 27 and 28). Whilst the foundry undertook the FIG. 28. The lathe was been dismantled, packed into castings they then were forwarded to the crates and loaded onto a train ready for Despatch. Machine Shop for machining and finishing. Image courtesy TWRM/QR.

FIG. 27. The largest machine tool to be made in Australia up until 1943 was made at Ipswich Workshops during World War II The 36” lathe is being tested in the Erecting Shop before being crated and despatched. Image courtesy TWRM/QR.

Memoirs of the Queensland Museum | Culture  2011  5(1) | 99 David Mewes transferred back to the Ipswich Railway Railway workshops in Queensland, Workshops. The machinery at Barbat’s particularly those at Ipswich, and was dismantled following completion of Rockhampton, rose to the occasion, work on Friday afternoon, transported to and by intelligent improvisation the Workshops, and refitted in readiness on the part of both engineers and for production to recommence on Monday tradesmen a remarkable variety morning (Jones, 1943). of work essential to the effective The Workshops even stepped forward during prosecution of the war was carried 1943 to make crates for aircraft engines, out. Amongst the great number when delays were being encountered in of jobs handled at Ipswich might the production of wooden packing cases be specially mentioned a number for the Department of Aircraft Production of large lathes (one of the largest by Hancock Bros at North Ipswich, due to machine tools built in Australia up shortages of timber.1 to that time, 78 feet long by 10 feet wide), shafts for aeroplane The war in the Pacific meant that Queensland engines, distilling and evaporating Railways were suddenly in need of more machinery for the Navy, 100 ton motive power. The Railways were keen to presses for the production of shell acquire more C17 Class locomotives but and cartridge cases, machining there were no resources available to construct of castings for 1,500 ton presses, them in Australia and they could not be preliminary turning of 25-pounder obtained from . The specifications for gun barrels, patterns, castings and a C17 type were supplied to the Americans forgings for 3,000 hp marine engines and the result was the AC16 Class. Twenty (the bed plates of these weighed 16 2-8-2 steam locomotives manufactured tons each, and the mould for the by the , castings occupied a cavity 17 feet Philadelphia in the USA were obtained by square by 10 feet deep in the foundry the Commonwealth Government in 1943. floor), “Hepburn” lathe beds, forging The Ipswich Workshops assembled these presses, bottle jacks and salt baths, locomotives and prepared them for service depth charge carriers, machines for (Armstrong, 1994: 103-108). loading machine gun bullets, saddles The Commissioner for Railways summa- and aprons for shipbuilding lathes, rised the contribution of Ipswich Railway containers for aero engines and Workshops to the War Effort in his report for many others. the year ended 30 June 1945 when he said The years immediately following the end of The railway workshops also assisted World War II presented a serious problem to materially by the production of the Railway Department. There were staff large amounts of munitions of war. shortages as well as shortages of material. A railway workshop designed These issues were a source of frustration for construction and repair of as they caused delays in delivery of new locomotives, carriages and wagons locomotives, as well as repairs to those in is necessarily at a disadvantage in service. The economy was booming and the production of war equipment there were better opportunities for workers while still continuing its normal in private industry. The introduction of the job at higher pressure than ever. 40 Hour Week also exacerbated the problems.

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Table 1. Example of the Paint Shop Output – 1959/60 The war years had seen the locomotive and 2 rolling stock fleet put under severe strain Financial Year with these items kept operational beyond Item Quantity their normal service lives. Carriages – painted, repainted and 223 There was a big demand for new, modern touched up (includes 3 new air- conditioned cars & 21 repainted) rolling stock and almost all of it was let to Rail motors and trailers repainted 13 outside contracts. Locomotives repainted (including 123 3 diesel electric locomotives) POST-WAR PRODUCTION Wagons spray-painted 968 Goods brake vans repainted 31 I joined the railways with 70 other Wagons retarred 1900 apprentices in 1952. I was an apprentice wagon builder. In the 1950s we worked Carriage roofs painted 343 in teams of four. A team would only take Springs painted – new 4117 a week to build one wagon from start Springs painted – repaired 4974 to finish. Rod Parkinson – Wagon Screw couplings painted – new 228 Builder. Screw couplings painted – re- 235 paired Post-war production continued apace. Turton buffers painted 716 The pace and variety of production is well “D” links painted 336 illustrated by the Paint Shop. It was always Pressure gauge dials repainted 97 a busy place and they, like many other and rewritten sections in the Workshops had to cope with Chairs polished 151 a diversity of work. The work of the painters Cash boxes painted 30 was often one of the final workshops’ tasks Guard’s kit boxes painted 8 before a product was issued for use whether Ambulance stretchers painted 30 it was a locomotive, carriage or a lavatory Guard’s boxes painted 11 seat. In addition to painting tasks the Paint Glass frames and blinds painted 835 Shop was responsible for cutting glass sheets Glass cut for stores and depots 6065 to size for use within the Workshops and for Destination boards painted and 97 supply to outside depots. Paint was mixed written and prepared for outside depots as well. An Apprentice’s tool boxes painted 10 example of the diversity and volume of this Soil pipes painted 96 work can be seen in Table 1. Miscellaneous items painted 671 Window beading painted 4500 ft LAST OF A GENERATION Casing painted 2600 ft Buffers and side lamps painted 1170 The last steam locomotives to be built at Car sheathing painted 5500 ft Ipswich Railway Workshops were the DD17 Lavatory seats and flaps painted 104 sets Class suburban tank locomotives. The design Tables for Redbank 50 for these locomotives was undertaken in Paint Manufactured: the Chief Mechanical Engineer’s Drawing Roof paint 3780 gallons Office at the Workshops. Their tractive effort at 80% boiler pressure was 19,584 lbs Other colours 424 gallons compared to the 16,950 lbs of the D17. They Apexior 190 gallons also for the first time gave the suburban Varnish remover 1500 gallons Leather dressing 340 gallons

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to be built at Ipswich. Between 1877 and 1952, the Ipswich Railway Workshops had manufactured 216 steam locomotives and one diesel locomotive. Up until about 1959, the Ipswich Railway Workshops continued its primary function of overhauls to steam locomotives and rolling stock much as it had done for the past 94 years. At the same time, diesel electric locomotives, first introduced to the railways in Queensland late in 1952, were prepared for service and painted at Ipswich Railway FIG. 29. DD17 No. 950 on display at the Queensland Workshops and were also overhauled at Industries Fair, held at the Brisbane Exhibition Ipswich. The transfer of maintenance on Grounds in 1949. The DD17 suburban tank locomotives were the last class of steam locomotive the diesel electric locomotives to the newly to be built at Ipswich Workshops. Image courtesy opened Redbank Railway Workshops saw a TWRM/QR. gradual drop off of work at Ipswich. The end of steam locomotive traction on the state’s rail system in 1969 meant the focus of production tank engines sufficient capacity in water and at the Ipswich Railway Workshops changed coal to make the trip to Ipswich from Roma considerably. The overhaul of steam St without the need to stop at Wacol, as the locomotives and the manufacture of new D17 black tanks had needed to do in the boilers for the steam locomotive fleet was past. There were innovations in the design now no longer required. The Boiler Shop and construction used for the first time in was turned over to the production of steel Queensland (Figure 29). The cylinders were wagons and containers. Refrigerator wagons of welded construction fabricated from mild and bogies from air-conditioned carriages steel plates instead of the usual cast iron were repaired in the former Steam Shop. castings. All steel fireboxes fabricated with The Foundry had been transferred to the welded seams and using flexible stays at Redbank Railway Workshops in 1965. The the front and sides of the crown were fitted. old Foundry building was now used for Acceleration from a standing start at station Westinghouse brake repairs and bogie platforms was improved. The engines used a repairs and was renamed the Bogie Shop modified valve gear which allowed a longer (Anon, 1970:247). travel for the valve and an increased Some products formerly made or maintained for the piston. There was also an at Ipswich continued to be produced but improvement through a modification to the new business was also being introduced. A counterbalancing of the driving wheels. The program to improve efficiency and overhaul bogies incorporated control springs and links work practices was announced by the to permit greater freedom of side movement Minister for Transport in January, 1987. This when rounding curves. All axles were fitted was expected to lead to the loss of almost with roller bearings similar to the 6D17 Class 450 jobs in the Ipswich workforce over two locomotives built in 1938.3 years bringing the number of employees DD17 Class No.1051 left the Workshops in down to 1,115. New business was to include July 1952, the last of a long line of locomotives the overhaul of the electric suburban trains

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(Lane, 1987). the production of 112 of these wagons at Ipswich Workshops. In 1991, Ipswich had Despite the track between Ipswich station been awarded a contract to construct 60 of and the Workshops not being electrified, these wagons but this was subsequently Ipswich was given the task of undertaking increased to 112. Ipswich Workshops staff the first overhauls of the electric multiple demonstrated their commitment, despite unit suburban cars introduced in 1979. A reduced numbers of workers, with all wagons delivered ahead of contract and within budget (QRAR, 1993:34). The first Chief Executive Officer of the new Government Corporation, Queensland Railways, Vince O’Rourke, envisaged a new, modern, Queensland Rail with the latest technology and innovative ideas. He also felt strongly that the Railways should not forget their “roots” and that the heritage of Queensland Rail was important. Vince O’Rourke had selected DD17 Class No.1051 from the Redbank Museum as a suitable candidate for restoration. Following its re-entry into service in September, 1993 FIG. 30. Following electrification of the Brisbane another steam locomotive was removed for suburban rail network the first suburban electric trains were overhauled at Ipswich Workshops. Image restoration to working order from the closed courtesy TWRM/Queensland Rail. Redbank Steam Locomotive Museum. This was the largest steam locomotive ever to have worked in Queensland, Beyer diesel locomotive would tow the units to and No.1009 (Anon, 1993: 251). from the Workshops. The first units entered the Workshops in November, 1988. By the 30 Ipswich Railway Workshops was also June 1989, the Ipswich Railway Workshops continuing to produce major items of rolling was refurbishing electric multiple units at stock. In 1993/1994, the Workshops turned the rate of one three-car set every twenty out 54 VSN class 90 tonne coal wagons and working days (Figure 30). This work was 49 PCZY 80 tonne container wagons, a total subsequently transferred to Redbank of 193 wagons. In 1994/95, the Workshops Workshops. were also producing BCZY class container wagons with an order for 100 vehicles being A number of additions were made to the extended by an order for a further 70 (QRAR, machinery and equipment at Ipswich during 1994: 41-42). These were to be the last pieces 1988-1989, including two new 12 tonne of rolling stock produced on the site. overhead cranes in the Boiler Shop and a The Ipswich Railway Workshops has had radio-controlled overhead crane in the Wheel an enviable history of quality production Shop to assist in improving production spanning innumerable product types, efficiencies (QRAR, 1989:17). not just new rolling stock as listed above. Ballast wagon VBO 46303 entered service Everything from canvas water bags to staff in March 1993 bringing to a conclusion boxes, lamps and production of components

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Table 2. New Locomotives & Rolling Stock Produced Redbank Locomotive Museum were selected at Ipswich Railway Workshops 1865 to 1970 (Source: McDonald, n.d.). (Not including imported for restoration to working order by the items assembled or only partly manufactured in Ipswich Railway Workshops. A new boiler conjunction with external contractors) was made in Victoria as part of the restoration Locomotives and Rolling Stock Quantity Pro- project for AC16 Class locomotive No. 221A. duced This project led to QR designing their own Steam Locomotives 216 welded boiler for the popular C17 Class of Diesel Locomotives 1 which there were a number in operation on heritage railways in New South and Railmotors 96 Queensland. Two welded boilers were built at Railmotor Trailers 143 Ipswich Workshops although the plates were Passenger Carriages 874 cut out and rolled outside the Workshops as Guard’s Vans 207 the necessary plant was no longer available Goods Wagons 11802 at Ipswich. All the other work, including the specialist welding required, was undertaken for use by external contractors and other at Ipswich. One of these boilers was sold railway workshops. Between 1877 and to the Southern Downs Steam Railway in 1952, the Ipswich Railway Workshops had Warwick who were restoring C17 No. 917. manufactured 216 steam locomotives (Table The second boiler was fitted to C17 No. 974 2). Together with the manufacture of new which had been in continual service with rolling stock including rail motors and rail QR since it was built in 1951 being one of motor trailers between 1865 and 2000, this is the three locomotives retained for excursion a very impressive record. service following the end of steam in 1969 (Figure 31). The growing Heritage Fleet, NOT THE END OF AN ERA which now comprises six locomotives, is a source of pride for QR and its staff and Despite the end of the steam locomotive era greatly appreciated by the general public in 1969 and the phasing out of wooden rolling (Figure 32). stock, Ipswich has continued to maintain its association with these two production areas. The Workshops main focus has always been Three steam locomotives were maintained the repair and maintenance of locomotives in working order at the direction of the State and rolling stock but there have been Government. These locomotives were used numerous other projects associated with for excursion traffic and on special occasions. Queensland Railways operations and These locomotives were maintained by the external customers as well. The workers staff at Ipswich Workshops who have passed have undertaken many tasks. Through, their down to newer staff members the skills efforts during two World Wars and during necessary to maintain a steam locomotive. the difficult times of Queensland’s history A fleet of wooden heritage carriages is also they have tried new and innovative ideas and maintained at Ipswich for this excursion have given the Ipswich Railway Workshops traffic. The special skills of the carriage a reputation for quality and workmanship builders at Ipswich are needed for this work. that should make all the workers, past and Several steam locomotives from the closed present, justifiably proud.

104 | Memoirs of the Queensland Museum | Culture  5(1)  2011 Production at the Workshops

FIG. 31. Welded boiler in the Ipswich Railway Workshops, c.2000. Photo D. J. Mewes.

FIG. 32. C17 No. 974 undergoing a major overhaul. Photo D. J. Mewes.

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LITERATURE CITED Jones, H. 1943. Annual Report by Temporary BC – Brisbane Courier Foundry Superintendent Year Ended 30 June Anon. 1970. Sunshine Express 5(52):247. 1943. Anon. 1993. Sunshine Express 29(333):251. Knowles, J.W. 1967. The Rail Motors of Queensland Railways. The Australian Railway Armstrong, J. 1985. Locomotives in the Tropics Vol 1 Historical Society Bulletin 30(357):147-150. – 1864 to 1910. (ARHS, Qld Division: Brisbane). Knowles, J. W. 1993. Lonely Rails in the Gulf Armstrong, J. 1994. Locomotives in the Tropics Vol 2 Country. (Self published). – 1910 to 1958. (ARHS, Qld Division: Brisbane). Mechanical Engineering Branch Annual Report Armstrong, J. & Verhoeven, G. H. 2000. The (MEB-AR), 1942. Mechanical Engineering Branch Innisfail Tramway. (Light Railway Research Annual Report, Year Ended 30 June 1942. Society of Australia: ). McDonald, K. n.d.: From an Original ASS.CME&WS, 1943: Letter Assistant Unpublished Rollingstock List compiled by Keith Chief Mechanical Engineer & Workshops MacDonald. Superintendent to Chief Mechanical Engineer, Plews, H.J. 1867. Report from Engineer-in-Chief, 19/7/1943. Queensland Railways – 31 August 1867. Castley, W.A. 1960. Summary of Work Performed Queensland Railways Annual Reports (QRAR), – Ipswich Railway Workshops, Year Ended 30 1894-1994. Report upon the General Working of June 1960. the Railway Department 1875, 1876, 1877, 1878, Chief Mechanical Engineers Office, 1949: Internal 1879, 1884, 1885, 1893, 1894; Report of the Deputy Report 18/8/1949. Commissioner for Railways 1902, 1903; Report of the Commissioner for Railways 1898, 1900, CME & WS, 1960: Summary of Work Performed 1909, 1915, 1923, 1924, 1940, 1942; Queensland 30/06/1960. Railways Annual Report 1989; Queensland Rail Annual Report 1993-94, 1994-95. (Government Fitzgibbon, A. 1866. Report from Chief Engineer, Printer: Brisbane). Southern & Western Railway, 2 April 1866. (Government Printer: Brisbane). Queensland Railways, 1914. Queensland Railways, First Half-Century. (A J Cumming, Government Lane, D.F. 1987. Speech by Hon D F Lane, Printer: Brisbane). Minister for Transport, 28/1/1987 Winney, I. K. 1956. The 2000 Class Diesel . Jones, H. 1942. Report by Temporary Foundry The Australian Railway Historical Society Bulletin Superintendent. 20 (228): 144-147.

 ENDNOTES

1. Letter Assistant Chief Mechanical Engineer & Workshops Superintendent to Chief Mechanical Engineer, 19/7/1943 2. Summary of Work Performed – Ipswich Railway Workshops, Year Ended 30 June 1960 – W A Castley, Chief Mechanical Engineer & Workshops Superintendent 3. Chief Mechanical Engineer’s Office, Ipswich 18/8/1949

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