The Times April 2007 A journal of transport timetable history and analysis

The One Day of the Year ByBy tramtram toto thethe DawnDawn ServiceService inin 19521952

RRP $2.95 Inside: From the Cape to Incl. GST Warranambool buses Dawn Service trams The Times Journal of the Australian Association of Time Table Collectors Inc. (A0043673H) Print Publication No: 349069/00070, ISSN 0813-6327 April 2007 Issue No. 277 Vol 24 No. 04

—Contents— FROM THE CAPE TO CAIRO BY WTT 3 ROAD AND RAIL TO THE SOUTH WEST 12 THE ONE DAY OF THE YEAR 14

On the front cover

Ninety two years ago, at 4:30 am on 15-April, the Anzacs splashed ashore at Gallipoli in a hail of bullets and shells. For most of those ninety years, Australia has celebrated the day and the hour with a com- memorative “Dawn Service” at 4:30 a.m. On our cover, we see attendees of an inter-war years Dawn Ser- vice in Sydney’s Martin Place. They arrived at Martin Place mostly by tram. A Special Tram Notice for the 1952 Dawn Service appears below the photo and is discussed more fully on the pages within.

This month, we begin a trip by train from the Cape to Cairo. Like the train trip itself, our armchair trip is liable to be intermittent and ramshackle. We have chosen to illustrate our trip through the pages of the timetables of the rail- ways involved– principally, if possible, the railway Working Time Tables. This is where we are likely to come un- stuck. Timetables of any sort are even harder to find for some countries which we plan to traverse than are the trains themselves. At the moment, we are seeking WTTs for Rhodesia/, TAZARA in , and . Timetables of any period are acceptable, but timetables of the hey-day of these railways are best– mean- ing in the middle third of the 20th century, usually. TAZARA would be the exception, being only thirty years old (when it was known as TanZam). In the absence of a Working Time Table, a Public Time Table will do. Can you help? Please contact the Editor if you can.

Contributors Geoff Lambert, Geoff Mann, Victor Isaacs The Times welcomes articles and letters. Send paper manuscripts or word-processor files on disk or via e-mail to the editor at the address below. Illustrations should be submitted as clean sharp photocopies on white paper or scanned GIF or TIF format images with at least 300 dpi resolution on disk or via e-mail. Reproduction Material appearing in The Times or Table Talk may be reproduced in other publications, if acknowledgment is made. Disclaimer Opinions expressed in The Times are not necessarily those of the Association or its members. We welcome a broad range of views on timetabling matters. The Times on-line AATTC's home page: http://www.aattc.org.au has colour PDF versions of The Times

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2 The Times April 2007 Cape to Cairo by WTT GEOFF LAMBERT begins a series on how to catch a ride on trains from to Cairo, with one’s timetables in hand

he Cape to Cairo Railway was the brainchild of , the man T who gave his name to Rhodesia and the Rhodes Scholarship. British imperial- ist, business magnate, financier, statesman, railway owner and empire builder of Brit- ish South , Rhodes bestrode the Afri- can continent at the turn of the 2nd last century. Although he was energetic and influential, he does not seem to have been a very nice man, nor well-liked- Mark Twain said of him, "I admire him, I frankly confess it; and when his time comes I shall buy a piece of the rope for a keepsake”. His extraordinary imperialist ideas were revealed early, when he made his first will, disposing of his as yet unearned fortune to found a secret society that would extend British rule over the whole world and colo- nize most parts of it with British settlers, leading to the "ultimate recovery of the United States of America". Rhodes later said “We must find new lands from which we can easily obtain raw materials and at the same time exploit the cheap slave labor that is available from the natives of the colonies”. He is credited with triggering the Boer war by sponsoring a failed coup d'état backed by an armed incursion, the Jameson Raid. It is in the light of these ideas that the Cape to Cairo railway should be viewed- Rhodes studiously avoided routing it through non-British territories such as the Boer republics of the Orange Free State and Transvaal, for instance. Rhodes' dream of a Cape to Cairo railway was never quite realised and probably never will be. Nevertheless, it is possible now to travel the route almost entirely by rail, with a mere 10% having to be covered by other means. The trip takes us through , , Zimbabwe, Zam- bia, Tanzania, , , Sudan and Egypt- a 10,500 km journey- 9,000 km of it on rail. Currently, a considerable propor- tion of the rail journey can be traversed on tour trains run by Rovos Rail, but we will securing the southern states of the conti- West-East connection of their possessions catch local trains contemporaneous with nent for the and envisioned from the Western Sahara or French North the railways’ Working Timetables which a continuous "red" link of British domin- Africa to . Their attempts were we have available. The travel writer Paul ions from North to South. A railway would foiled by the . The Portu- Theroux has written entertainingly of the be a critical element in this scheme to guese tried unsuccessfully to link reverse journey in his book. Dark Star unify the possessions, facilitate govern- and Mozambique. Opposition to British Safari. ance, enable the military to move quickly rule in South Africa was settled after two to hot spots or conduct war, help settle- Boer Wars. Germany had secured a critical The following analysis of the Cape to ment, and foster trade. piece of real estate in East Africa that pre- Cairo Railway is taken from Wikipedia, the cluded completion of the North-South link. Why has it not been completed free on-line encyclopedia However, with the defeat of Germany in Reasons for its construction British interests had to overcome not only 1918 most of this territory fell into British the formidable obstacles posed by country hands and politically the link was closed. British colonialism in Africa is closely and climate, but also interfering ambitions However, while after 1918 the British linked to the concept of the Cape to Cairo by other powers. The French attempted an Empire possessed the political power to Railway. Cecil Rhodes was instrumental in The Times April 2007 3 complete the Cape-Cairo Railway, eco- nomic issues precluded its completion between the Wars. After World War II, the national struggles of the African peoples, and the demise of colonialism removed the foundations for its completion. The Northern section Egypt has a rail system that as early as 1856 connected and Cairo, and that currently goes as far south as . In Egypt the gauge is 1435m m. After a ferry link up the , the railway contin- ues in Sudan from Wadi Haifa to Khar- toum at the 1067 mm gauge. This part of the system was started by Lord Kitchener in 1897 when he subjugated the Mahdist uprising. Further rail links go south, the most southern point being Wau. However, a large part of the Sudanese rail operations is in disrepair due to political turmoil. The East Africa has a network of narrow gauge (1000 mm) railways that historically grew from ports on the and went westward, built in parallel under British and German colonial rule. The furthest string north was the Uganda Railway. Eventually these networks were linked, so that today there is a continuous rail con- nection between northern Uganda to the coastal cities of Mombassa in Kenya and Dar-es-Salaam in Tanzania. Up to the break-up of the

4 The Times April 2007 Country Start Finish km Railway South Africa Cape Town Mafeking 1200 South African Railways Transvaal, thus opening three ports to the Botswana Mafeking 740 Botswana Railways Rand gold fields. Zimbabwe Bulawayo 360 Zimbabwe Railways Victoria Falls Mbeya 1200 By 16 December 1898 the Natal Govern- Tanzania Mbeya Daar es Salaam 800 TAZARA Rail ment Railways also linked into the railway Tanzania Daar es Salaam Taveta 400 Tanzania Railways Corporation system. Rhodes, by then the Prime Minis- Kenya Taveta 820 East African Railways and Harbours ter of the Cape of Good Hope, was anxious Uganda Tororo Pakwach 480 East African Railways and Harbours to control the whole of , Sudan Pakwach Wau 1280 River steamer and/or road and by then the Cape Government Rail- Sudan Wau Wadi-Haifa 2220 Sudan Railways ways was already extending its reach from Egypt Wadi-Haifa Aswan 240 River steamer Cairo Aswan Cairo 780 Egyptian Railways Kimberley via Mafeking (now Mafikeng) 10520 TOTAL to Northern Rhodesia (Zambia). This line 9000 Rail through the southern part of Bechuanaland (Botswana) and Southern Rhodesia in 1977 these companies operated as East them too. We shall have as our guide the (Zimbabwe) was eventually sold to the African Railways, but operate today as timetables, particularly the Working Time Southern Rhodesian government in 1947. different national companies. Tables, of the year in which we choose to After defeating the Afrikaner Republics in travel through each country. We shall start TAZARA link the second Anglo-Boer war and renaming off in total luxury from Cape Town but, as the Orange Free State and the Zuid- From Dar-es-Salaam, a separate 1,860 km we travel northward, shall gradually de- Afrikaansche Republiek to, respectively, link to Kapiri Mposhi in Zambia was com- scend into decrepitude and decay. the Orange River Colony and the Trans- pleted after six years by workers of the Part 1 South Africa vaal, the Imperial Military Railways was People's Republic of China in 1976. This established in 1900. The Imperial Military Tanzania-Zambia-Railroad (TAZARA) The following is a summary of how rail- Railways proceeded to assume control of was built to connect landlocked Zambia ways in South Africa developed, adapted all lines in the Transvaal and Orange River and its mineral wealth to the port at the from Transnet’s web-site. Colony, thereby also absorbing the Indian Ocean, independent from connec- The first railway line in Southern Africa NZASM, and it eventually became the tions through South Africa or Portuguese was laid along the Bluff in Durban, capital Central South African Railways (CSAR). controlled territory. While not intended in of Natal, and was not hauled by a steam the grand picture of the Cape to Cairo rail- The was established locomotive but by oxen. The Natal Rail- way, the TAZARA fills a critical link. This on 31 May 1910, consisting of the four way Company was formed in 1859, and its connection is at the same 1067 mm gauge former colonies, the Cape of Good Hope, line from Point into Durban, barely two as the system in the southern Africa. Natal, Orange River and Transvaal. As a miles long, was opened on 26 June 1860. self-governing state of the British Empire, The Southern section After administrative delays and interfer- the Union remained under the formal rule The Southern section was completed dur- ence by other competitors, the contract to of the British crown, represented in South ing British rule before the WW1 and has build the first railway line in the Cape of Africa by a Governor-General. All rail- an interconnecting system of national rail- Good Hope was awarded to the Cape ways in South Africa finally became a ways using the “Cape-gauge” of 1067 mm. Town Railway and Dock Company in unified state-owned railway system in Construction started from Cape Town and 1858. The first line proposed was from 1916 when the Central South African Rail- went parallel to the Great North Road to Cape Town to Wellington, an important ways, the Cape Government Railways and Kimberley, further through a part of Bot- line of 45 miles that would serve the wine- the Natal Government Railways were all swana to Bulawayo. From this junction the growing districts of the Western Cape. The merged by an Act of Parliament. Thus was link proceeds further north, today operated first sod on the construction of the line was born the South African Railways and Har- by the National Railways of Zimbabwe, to turned on 31 March 1859, and the first bours (SAR&H). the crossing. The Victoria Falls trains started running on the Cape Town to In 1961 the Union of South Africa became Bridge was completed in 1905. The con- Eersterivier section in February 1862. the Republic of South Africa. By 1981 nection is picked up here by Zambia Rail- The Wynberg Railway Company was government decided that the SAR&H ways and continues to Kapiri Mposhi, the formed in 1861 and their endeavour was to should restructure itself along business transition point to the TAZARA link. build a line from Cape Town to Wynberg, lines in order to evolve from a state-owned Future which was opened in December 1864. corporation towards privatisation. Integral to the process was a change in the name of The concept of the Cape to Cairo Railway Rand Tram. Because of strong anti-railway the organisation, which would reflect its is not dead. While the current turmoil in sentiments in the Zuid-Afrikaansche Re- new mission as a state business enterprise. Sudan is an obstacle to its completion, publiek (ZAR, aka Transvaal), railways In April 1981, the railway, harbour, road tangible concepts have been forwarded to did not materialise there until much later. transport, aviation and pipeline operations complete the link between Sudan and East The first concession to build a railway was became known as South African Transport Africa for economic reasons. Such a link given to Mr. George Moodie in 1872. A Services (SATS). At the same time, the would facilitate trade between the Mediter- short route of 16 miles between Johannes- enterprise was restructured into units and ranean countries and Europe and the Sub- burg and the Boksburg coal mines was divisions with strong emphasis on local- Saharan part of Africa and be of economic completed in 1890. It was named Rand ised management. During the following benefit. Tram, although it was actually a railway in decade, SATS consolidated. A key goal every aspect. This was officially the first Our journey. was a reduction in staff. working railway line in the Transvaal. Like Rhodes, we will commence from the The "Legal Succession to the South Afri- By September 1892, the lines of the Cape Cape and head for Cairo. We will try to can Transport Services Act, 1989" trans- Government Railways from keep to Rhodes’ preferred route, but sev- formed SATS from a government depart- and East London on the east coast of the eral alternatives have been built since his ment into a public company. On April 1 Cape Colony reached in the day– so we will use them. Some links have 1990, SATS received company status. A Orange Free State, and both the Bloemfon- already been shut down– but we will use new company representing a transportation tein and Cape Town lines reached the The Times April 2007 5 6 The Times April 2007 network was born, and appropriately South African Railways also issued named TRANSNET. Transnet Limited is a “Supplements” to some or all of its public company of which the South Afri- WTB’s, detailing locomotive “links” (i.e can Government is the sole shareholder. It rosters) and coach-working diagrams. is the holding company behind South Af- Other WTT volumes, as issued by railways rica's largest transport businesses and con- under a British influence elsewhere in sists of eight major divisions - Spoornet, Africa, such as General and Local Appen- the Ports Authority, Port Operations, dices, do not appear to have been pro- Freight Dynamics, Petronet, Metrorail, duced. Propnet and Transtel, as well as a number One cannot think of the old South Africa, of related and support businesses. Spoor- without thinking also of Apartheid and net, the company's largest transport busi- how it permeated all levels of life right ness, focuses on the transportation of down to the train timetables, with their freight, containers and main line passen- “Blanke” and “Nie-Blanke” annotations. gers by rail. Metrorail is Transnet's com- But in 1947 Apartheid was not yet an offi- muter rail transport business operating cial policy—though the white gentlemen in suburban trains in the metropolitan centres superfluous. the train in the picture above were working of South Africa. on it. When it did become official policy, We see on this page also, the rather annoy- All aboard! the suburban WTTs too carried these des- ing practice of denoting PM times with a ignations (PTT below, the trains labelled solid purple bar between the hour and min- The first leg of our trans-Africa journey “N” are “Non-whites only”). ute entries– note how the trains to the left commences in 1947, when we take the of the Blue Train acquire this bar as the world-famous Blue Train out of Cape Our page 6 shows the leisurely timing over clock ticks past 12 pm. Town station. The Blue Train is SAR’s the first 20 miles, easterly through the Train No. 1 (naturally) and pulls out of suburbs to Kraaifontein Junction in the Not many rail timetables show times to the Cape town station precisely at midday suburb of Belleville, where the line begins quarter-minute– but this one does. One every Wednesday. In 2007, it leaves half to veer north. This line is double track, and wonders whether the signalmen recorded an hour later. The return service, No. 2, over it an intensive electric suburban ser- the times to this accuracy in their Train arrives back in Cape Town on Monday vice runs. A separate 400 page WTT being Registers. afternoons. In 1947 the Blue Train stops required for them. In any event, the Blue In 2007, as the Blue Train veers left at for passengers only at De Aar, Kimberley, Train takes an avoiding line, the RML, Belleville, it begins to leave the Cape Klerksdorp and . On our trip, along the coast (as shown by the postage Town suburbs behind and enters the wine we will therefore have to get off at Kim- stamp inset), and rejoins the main route region known as the “Vinelands”, where berley, in the middle of the night. The Blue before Belleville. At Elsie’s River, it over- grapes were being grown even when the Train was, and still is, First Class only. takes a slow goods train, No 1511, which line opened. We leave the electrified area left Cape Town at 9.38. 1511 spends 150 In our luggage, we have a complete set of behind here. The Blue Train is hauled en- minutes stationary in this area, while at Private Working Time-Books (PWTBs– or tirely by steam in 1947 but, over the next least 11 trains pass it. An overtake, or WTTs to you). The term has been used for seven years, electrification crept eastward “pass”, is indicated in the timetable by a over a century in South Africa. There are and over the Hex River Pass to Touws “P” preceding the train number. A “cross” more than a dozen of these– anywhere River. In 2007, electrification extends all (on single lines, naturally) is indicated by a from 1 to 4 fat volumes for each of the 9 the way to Johannesburg. In all likelihood “X”. Since train numbers in South Africa “Systems” which are shown on our map on the train is headed by a class 15E 4-8-2 follow the usual convention of odd num- our page 4. For our journey on the Blue engine, popularly known as a “Bongol” bers for “Down” trains and even numbers Train we need 2 volumes of the Cape (donkey). These engines were still in ser- for “Up” trains, these prefixes are a little Western 4-volume set, plus the Cape Northern volume. The latter will actually serve us all the way to Bulawayo in Rho- desia. Immediately post-war (at least), these timetables seem to have been pro- duced twice per year, in June and Novem- ber– rather similar to the practice in the U.K. Both Working Time-Books and pub- lic timetables are numbered, in the Ameri- can style, the two Cape Western ones we use are No 174 for the Cape Town Touws River service and No. 173 for the Touws River to De Aar service. The other two volumes are numbered 171 and 172. This would suggest the series started in about 1925, about 10 years after the SAfR itself was formed. These books are printed in lurid purple ink, and positively teem with trains. They are, of course, bilingual in nature with both English and Afrikaans versions of text (except station names) appearing on the page. Usually English is given prece- dence—even in the Transvaal—but not always.

The Times April 2007 7 The Blue Train in full cry at Modder River in 1971– Victor Hand photo vice in South Africa 3 decades later when its eastward direction by Worcester. west-bound trains were banked by engines the country became a Mecca for steam based at the tiny outpost of De Doorns The times for trains from Wellington to locomotive enthusiasts. (photo, page 11). We can see however that Touws River are shown on the basis of the Blue Train has been slowed to an aver- The train now leaves the suburban pages of separate pages for each day of the week, age of 27 mph by the lesser grade, even the PWTB and passes onto a new page — rather akin to that now used by ARTC in allowing for the 5 minute water stop at De or pair of pages really, for the times stretch Australia. This does away with the confu- Doorns (see the “W” in the station col- over two pages for much of the rest of the sion that can arise from reading a timetable umn). Lewis and Jorgensen paint an evoca- book. These pages also start at Cape Town, where many trains have slightly different tive picture of the heaviest war-time traffic so there is some duplication. This section schedules on each day of the week, but it over the Pass in their book The Great extends to Wellington., the border of the does add considerably to the size of the Steam Trek. present Vinelands and 45 miles from Cape timetable. Because of this practice, trains Town. “appear” and “disappear” off the timetable At Touws River the train stops for an en- in the middle of the pages, it not being gine and crew change. The crew, always The bottom half of the relevant page is thought prudent to show times either be- assigned to a particular engine, will work it shown on our page 9. After Muldersvlei fore the previous midnight, or after the back to Cape Town on train No. 24, a Junction, we are in single-track territory next one. On our pages 10-11, we show the goods train which will leave Touws River and begin to cross trains coming the other time for the Blue Train amid the Wednes- at 5 a.m. on Thursday. This too, is detailed way. All of them, of course, are shunted day pages. You can see the “disappearing” in the Time-Book. aside to let us have an express run. Safe- times on the timetable as the witching hour working here, as it is over many South By Touws River we are only 160 miles passes. Some 60 trains pass through the African single lines, is by the van Schoor into our 9000 km journey and but 5 hours mid-point of this section, at Worcester, on Train Token system– a variant of the well- out of Cape Town. But we have travelled a Wednesday. known Electric Train Tablet. In its journey over some busy and difficult lines, to Touws River, No.1 is scheduled to cross This place, Worcester, more or less marks crowded with trains. From here on, in the 12 opposing trains and to pass 5 trains the beginning of the arduous climb over next installment, the Blue Train will really running the same way. the Hex River Pass, the major obstacle on stretch its legs as it heads downgrade into the route, topping out at an altitude of the Great Karoo. The miles—and the pages By Wellington, the Blue Train is running 3,200 feet at Matroosberg. The 15 miles of of the PWTB will positively whizz by. due north, as it starts to makes an end run line east of here to Touws River was around the Elandsklooberge mountains, steeper (1.7%) than that on the 36 miles before turning south again, then resuming ascending from the west (1.2%) and most 8 The Times April 2007 The Times April 2007 9 10 The Times April 2007 The Times April 2007 11 Road and Rail to the South West GEOFF MANN looks at competition, unbalanced services and the travel times of bus and rail transport in south west Victoria. nly recently, I read that the Victo- Geelong at 3.35pm Mondays to Fridays localities in south-west Victoria to Mel- rian Railways objected to many and 2.15pm Saturdays, well ahead of the bourne on Sunday evenings, usually termi- O applications from bus operators evening train which departed Geelong at nating at Whight’s Tourist Bureau in Flin- where it was considered that the granting 6.22pm on Mondays to Thursdays, 7.05pm ders Street. Wedge Motors ran from home of a licence may affect rail services. Some- Fridays and 7.25pm Saturdays. The Trans town Cobden departing at 7.30pm, how, Trans Otway must have cleared this Otway timetable indicates that restrictions Gainger’s from Colac at 3.30pm and the hurdle in part on the Melbourne to were imposed on Mondays to Fridays (not service from Port Fairy at 12.15pm Warrnambool route. Perhaps it was be- Saturdays) but seemingly only on the car- (Warrnambool 1.15pm) was operated alter- cause the company ran its buses in con- riage of passengers to and from the four nately by South Western Roadways and junction with the railways. largest towns and Geelong. The Victorian Warrnambool Bus Lines. I understand that Railways version (page …..) of the Trans each had restrictions from encroaching on Trans Otway was formed in 1948 by three Otway timetable clearly sets out the oner- each other’s territory. existing bus operators. The company, best ous restrictions imposed by the Transport known for the Great Ocean Road services Regulation Board. As a postscript, Trans Otway underwent to Lorne and Apollo Bay, ran over a net- major changes, including ownership, but work of routes in south-west Victoria and In April 1964, there was a Sunday evening survives as a tour company with a travel also urban services in Geelong . The urban rail service from Warrnambool yet the road agency and three coaches. Wedge Motors operations were expanded considerably service was unrestricted and ran through to is long gone, Gainger’s became King’s and following cessation of the trams in 1956. Melbourne. Perhaps the coach company Warrnambool Bus Lines (a V/Line coach had “grandfather rights” and/or provided a contractor today) absorbed South Western The April 1964 Trans Otway timetable for Sunday evening service from Melbourne. Roadways. the Melbourne to Warrnambool route is the But not for much longer did Trans Otway item of interest for this article. At this time, have this business. The Victorian Railways the morning train departed Warrnambool Summer 1964-65 timetable which com- at 07.35am on Mondays to Saturdays, ar- menced on November 2, 1964, introduced rived in Geelong at 10.30 and departed at a Sunday evening train from Melbourne, 10.45, the 15 minute stop allowing for thus restoring balance to the train working. refreshments, attaching of additional car- I am uncertain as to when the road services riages, etc. The Trans Otway coach, which ceased. departed Warrnambool at 06.05 also on Mondays to Saturdays, connected into the The Sunday train from Warrnambool first same train at Geelong. The coach took 3h appeared in the public timetable of No- 40m for the journey, the train 2h 55m. On vember 1959, yet in 1962, a number of bus the return journey, the coach departed services apparently still ran from country

12 The Times April 2007 The Times April 2007 13 14 The Times April 2007 The One Day of the Year Remembrance of trams past, by GEOFF LAMBERT

he Dawn Service observed on AN- ZAC Day has its origins in an op- T erational routine which is still ob- served by the Australian Army today. The half-light of dawn plays tricks with sol- diers' eyes and from the earliest times the half-hour or so before dawn, with all its grey, misty shadows, became one of the most favoured times for an attack. With symbolic links to the dawn landing at Gal- lipoli, a dawn stand-to or dawn ceremony became a common form of ANZAC Day remembrance during the 1920s; the first official dawn service was held at the Syd- ney Cenotaph in Martin Place in 1927. Dawn services were originally very simple and followed the operational ritual; in many cases they were restricted to veter- ans only. The daytime ceremony was for families and other well-wishers, the dawn service was for old soldiers to remember and reflect among the comrades with whom they shared a special bond. Later in the day, those who fought in the wars gather again for the massive Anzac Day parade which in Sydney ends in Hyde Park at the Anzac Memorial. At the first Dawn Service and for 5 years following, the main means of transport to both the Dawn Service and the March was by tram. After the City Railway opened in 1932, it became more convenient for peo- ple to the south west to travel by train to Wynyard. But, even 20 years later, just before the long decline of the tram system Sydney city tram network, showing the location of the Ceno- commenced, trams still played a vital part. taph, the Anzac Memorial and the route of the march. The tables reproduced here are from Weekly Notice No. 16 of 1952. Thirteen nearly all of their city lines were closed for Today. The tradition continues. I walk of its 40 pages were devoted to the Anzac some 4 hours. Trams were shunted at into the Dawn Service from Manly. On Day services. This included extra and crossovers outside the March streets, as Military Rd I am passed by the buses car- altered trams for the Dawn Service, the shown on our page 17. The last services rying the old men, As I cross the bridge, “Procession” of 40,000, and a Rugby from Circular Quay departed at about 8:30 the trains rumble in to Wynyard bringing League match at the SCG. “Sound and a.m. Trams on side streets were held at the them from as far away as Newcastle. On Picture Specials” were cancelled. intersections until the rear of the parade the way home on the ferry, after the had passed by. March, the band plays “Waltzing Matilda” Dawn Service: All-night trams still ran and were often strengthened to coupled Rugby League Specials. Special coupled So now every April I sit on my porch cars on Anzac morning. Some extra ser- sets for the SCG ran on 5 or 10 minutes And I watch the parade pass before me vices were arranged also. The Dawn Ser- headways from Circular Quay (8 sets), and I see my old comrades, vice is a solemn and reflective affair, not Railway Square (12 sets). Sixty-four sets How proudly they march to be disturbed by the rumbling of trams in were assembled at the SCG, to be ready to Reliving old dreams and past glories the street. Hence trams which would nor- handle Return Traffic by 4:15 pm. All But the old men march slowly mally terminate at Circular Quay were trams in football traffic carried yellow Their limbs stiff and sore slowed before the service and stopped discs. The tired old heroes of a forgotten war during it. George St trams could be turned System alterations. Each District and And the young people ask... back at the King St crossovers, but the Pitt each line in each District operated accord- “What are they marching for? “ and Castlereagh Sts single lines, which ing to their unique Holiday Timetables, And I ask myself the same question formed a loop, were more difficult to man- which were numbered for each line, and age. recast at regular intervals. Standby staff But the band plays Waltzing Matilda And the old men they answer the call Anzac Day March. Apart from catering and trams were held at critical locations. But as year follows year for the traffic of old soldiers and specta- Balmain and Pyrmont services were can- Those old men disappear. tors, the main task of the tramways during celled. Soon no one will march there at all...... the march were to maintain services when The Times April 2007 15 16 The Times April 2007 The Times April 2007 17 18 The Times April 2007 The Times April 2007 19 20 The Times April 2007