Castlemaine and Maldon Railway Preservation Branchline Society The Members Newsletter of the Castlemaine and Maldon Railway July 2013 Preservation Society

D3 639 Returns to Maldon

Alf Batchelder was on hand to photograph D3 639, Macedon and 80BW on their arrival at Maldon.

Since the Maldon - Castlemaine line re-opened under the care of the Castlemaine and Maldon Railway Preservation Society, we’ve had a number of different hauling on the Victorian Goldfields Railway, be they 2-8-0 K Class locomotives, 2-8-0 J Class locomotives as well as a variety of diesel locomotives. We have now welcomed back the beautifully preserved 4-6-0 D3 class , D3 639.

D3 639 is, in some ways, the pride of all preserved steam locomotives in , being known as the Commissioners' engine when she was in service with the . She was built in 1903 and was originally numbered D3 658. D3 639 is returning to the Victorian Goldfields Railway after visiting Maldon under the Victorian Railways prior to the closure of the line in 1976. Her visit to us comes ab out thanks to our good friends at Steamrail who have agreed to let her be our standby engine while work continues on J549. She will be used only occasionally and under supervision of Steamrail personnel who will mentor our crews in operating this different class of locomotive.

The transfer of D3 639 was also significant as she hauled two carriages from Newport that will soon see service on the VGR. The first one was 80 BW which replaces 67 BW that has returned to our good friends at Steamrail. 80 BW will prove a useful addition to our regular services as she has a kiosk installed which will allow us to sell drinks, snacks and souvenirs to our Excursion Class passengers. She will be undergoing some cosmetic work and a general clean-up before she enters service with us.

The other carriage was the magnificently restored Macedon, that was profiled in the July 2013 edition of Branchline. The acclamation for the presentation of Macedon was unanimous. Those seeing her for the first time were stunned at the magnificent part of Victoria’s railway heritage and how beautiful she looks.

Some final fit-out and accreditation work will be conducted before Matthew Davis photographed the beautiful combination of D3 639 and her commissioning on the VGR. Macedon at Castlemaine. July 2013 Page 2

President’s Column

I want to start by taking a moment to reflect by Michael Vines Maldon. This is something that the Board in on how well the movement of rolling stock principle has resolved to do once all went a few Sundays ago. As members will be necessary measures are in place. aware K190 returned to with a carriage that needs some ceiling repairs. As I also wanted to take a moment to alert foreshadowed D3 639 came to us in members to the excellent progress made in exchange along with Macedon and a regard to our sponsorship arrangement with replacement carriage that will require some the Kangaroo Hotel in Maldon. Details of this external repainting. There was tremendous arrangement may now be seen on our interest on our railway that day and a lot of website and there is hyperlink connection to old fashioned “motorcading” took place their website. The terms of our sponsorship particularly when the D3 travelled through to involve a travel and lunch ticket for Maldon. I don’t want to sound over the top passengers coming to Maldon from about this but I have repeatedly commented Castlemaine. A courtesy bus now drops that the presence of the D3 on our line is passengers off at the Hotel along with Maldon very symbolic of what we are about in terms 50km Local which is at the top end of town. I of our arrangements with Steamrail and our have recently spoken to the proprietors of own organization generally. Whilst the D3 the hotel, Darren and Nicole, and they report will only operate occasionally on our line as a that the numbers for passengers coming to back up its presence on our railway sends a the hotel for lunch, particularly on a great message to the heritage movement in Wednesday, are really good and encouraging. general about the benefits of cooperating The other thing of course is that the standard between kindred organizations. of the meals at the hotel is really great – I am a devotee and I encourage members if they I was in Maldon for the first week of the haven’t tried a meal at the Kangaroo Hotel to school holidays and took some time to travel is under way with the balance of what is do so. Our travel and lunch ticket is yet down to Castlemaine and have a good look at required. This includes electricity, fire another initiative offering for tourists on our progress of the laying of into the prevention measures, and water tank railway and is all part and parcel of our desire carriage shed. It is really pleasing how this is collection. The carriage shed construction has to move to yet another level in the tourist going and for those who are not aware there been a really important project for our market. are photographs on the website which give a railway and it won’t be long now before we good indication of the work being done. are able to start storing some of our precious I want to finish off this article by touching on When I was there one of the tracks had been heritage rolling stock there. As I have 2 further topics. Firstly, if members have not laid into the carriage shed and it may well be indicated to members before the other had a chance to look at the magnificent first by the time of writing that a second track has aspect of a functional carriage shed at class vehicle Macedon then I encourage them also been laid. As indicated in a previous Castlemaine is in furtherance of our desire to to do so. It currently sits in the at article the funds required to complete the ultimately operate more from the Maldon pending completion of accreditation carriage shed are now available and Art Lynch Castlemaine end of our line rather than (Continued on page 3) July 2013 Page 3

(Continued from page 2) issues to enable it to run on our line. The restoration of this vehicle is truly magnificent and the interior oozes class with leather lounge chairs and a superbly modern and tasteful bar facility in the middle of the vehicle. Once Macedon is up and running along with Tambo our first class operation will be second to none in the movement throughout Australia.

The second thing I want to mention is slightly different and relates to an advertising initiative that we now have going and was mentioned in the last edition of Branchline. We have purchased advertising space on SEN which is 1116 on the dial and is the dedicated sport radio station operating in Melbourne. Our advertisements are designed to attract people to our driver experience package and I encourage members to take a moment to listen to the radio station and when they Then President, Paul McDonald presents Shirley and Brian Frewin with their Honorary Life come across our advertisement I think they Membership certificates on 9th August 2011. will be truly delighted. Again this is a really good initiative designed to bring people to experience the unique aspects of our railway. and running the next day, shopping for our siblings of Brians’ are a brother living in kiosks and not to forget special events held Bendigo and a sister in Rochester. So there it is- I have ranged through a few annually. On the other hand Brian has Welshpool in South Gippsland was the topics. Some of the things happening at the contributed so much knowledge in restoring destination for a year on a couple of dairy moment are truly exciting and the optimism Locos’, carriages and anything else on wheels! farms and a garage in Yarram. Then his Dad around the railway is infectious. Our In the following paragraphs you will read got a transfer to Bendigo in 55/56 on the volunteer base is expanding and I want to some of the many important details which Transport Regulation Board and he is still thank Chris Gibb for all of her sterling efforts form the makeup of this outstanding duo who there. Enquiries at the Ordnance Factory, in that regard. We are now moving toward we will miss greatly. Bendigo found the quota of apprentices had our AGM in August which will be at the been filled for the year-but owing to prior Kangaroo Hotel. Members will have received Brian Frewin learning, he got a 4yr apprenticeship instead information in the mail about this and I Born 11th April 1938 in London – Brian said of 5. encourage everyone to attend. I look forward the world became a nicer place, “I’m here!” to seeing you all around our magnificent Brian spent the next 7 years in London 8 years with Ordnance Factory, Bendigo, railway. dodging “Doodle Bugs” and Adolf’s’ bombs. mostly in heavy machines (not too many After WW2 when things settled, and he was watches made here). A great place to do an Michael Vines a bit bigger, he found the “underground” (Just apprenticeship-many and varied machines. President down the road it went from overground It was now time for a change, the next six down the tunnel and came up again 17 1/2 yearss at Cohn’s/Coca Cola and then twelve miles away on the south side of London) . years at Bendigo Tafe College-both as Two Faces We Will This line happened to have a station in maintenance and toolmaker. London called Kings Cross and St. Pancras. Never Forget Just a short walk and ride. There on the In 1979 Brian had a lung removed on his 41st by Christine Gibb end of Platform 10 at Kings Cross, one could birthday, owing to cancer but was still able to It’s come the time in the lives of Brian and watch all the L.N.E.R Expresses leave for the play golf at Neangar Park and also manage the Shirley Frewin where they are retiring and North of England and Scotland, so he became grounds along with Bar Manager. Shirley was saying goodbye to volunteering for the VGR a loco spotter and steam addicted. Catering Manager there also. Both of them and heading off on a big adventure through are life members of the North Bendigo Queensland – of course by rail! To name a He attended school up to Grade 6 and it was Cricket Club, which is now known as Huntley few of the Railways Brian and Shirley have decided by exam he was not going to become Cricket Club. travelled upon are the Indian Pacific, Ghan a PM or a banker. Another exam at the age of and Overland. The other up and coming 13 years and it was decided he had talent In 1995 he had a triple bypass and since then trains to be travelled upon will be the with his hands, so a change of school to one also has had some stents and 2 pacemakers Westlander, Spirit of the Outback, Inlander, in the centre of the city of London which fitted. Savannah Lander and the Gulflander. Up and specialised in instrument making and back will be the combination of The Horology (watch making). Brian has obviously made many friends Sunlander and Tilt Train. through different organisations and After leaving school, he got a job working as a workplaces, but one man has followed him Brian and Shirley have contributed so much Lab assistant, in the then fairly young industry along the way-Alan Gelsi. One time, Brian and so long in time that many of us can never of plastics. needed a boring job which was going to cost attempt to match. Many funds were raised by the huge sum of $16,000 and knew there was Shirley’s devotion to Catering Trains, 1955 saw the family board the “SS New going to be some difficulty in obtaining this numerous administrative duties, and that Australia” and spend the next 6 weeks at sea tidy sum, but one day while visiting Alan at his awful job of rostering, with endless phone sailing to Melbourne via Malta, Suez, Arden home he noticed in the paddock a bread calls late at night to get our heritage train up and Colombo. (10 pound pom). Other baking oven with parts he could use to make July 2013 Page 4

Daughters Do It Well Branchline has seen the photographic prowess of members Adrian Ponton & Tony Marsden. Showing that daughters can 'do it as well as their dads' we present these two shots taken in March with different motive power and different weather conditions.

A day after fire bans were lifted K 190 nears Pipeline crossing on Y 133 crosses Winter's Flat trestle Mar 17 on the 1145 am from Easter Saturday Mar 30 with the 3 45 pm from Castlemaine Castlemaine smoking it up like a steamer - Laura Ponton (Adrian's daughter) Asheleigh Marsden - (Tony's daughter)

(Continued from page 3) the same year and guard the following year, for dinner that evening. Then Liz Tanner 1993. Took the role as Operations Manager came along and replaced Val. The Guards Van the equipment he needed. This Boring in 1995 then decided to venture onto the in 30BCPL was the kitchen where all the food Machine for J549 ended up costing $200!! VGR Board in 2001. That same year he was served and the waiters, mainly Max Brian was also responsible for the instigation obtained his Diesel Drivers licence and then Bowen and Len Millar would run the food of Driver Experiences –which have proved a his Steam Driver licence in 2002. out. Large bowls of hot soapie water were huge success for VGR-and also Thomas the taken on board at Maldon for the washing of Tank Engine events. The first function for VGR by Shirley, was the dishes. Graham George, the driver, knew Doll and Teddy Show dinner in 1992 after exactly how to drive the train to avoid any Shirley Frewin lots of nagging apparently from Val Evans, spillage. Shirley was born in Eaglehawk in 1940 along which proved to be a great success. In 1995 with six brothers and one sister. She was she started volunteering in the Kiosk and These two very hard working volunteers have educated at Eaglehawk Primary, Bendigo High Booking Office after again much coaching had some confrontation during their years, and Girl Schools. from Val Evans. From then on Shirley became but like most of us, we express our opinions, a member and took the role as Sales and and then later try to understand where the Shirley worked in the Railway Buffet Car Catering Manager from 1996. problems lie and start all over again. Things (Bendigo to Melbourne) while waiting to start are said, but hopefully all of us learn and nursing in 1957. She could not finish her A Bridal and Dressmaking Shop in Forest remember that we are all so different and studies owing to being allergic to the Street Bendigo called “Romance and Roses" have the one thing in common and close to handwash which made her quite sick and a for approximately 10 years, was a very our hearts- volunteering for the VGR. time in hospital. successful business for Shirley and squeezing Brian’s wish for VGR is that we stay true to VGR in, also, has been well managed. the charter that was drawn up and Shirley Brian came into the picture one day at a Shirley is very proud of the fact that Brad, her says everyone works so hard that she would friends’ house on the 14th April 1958 to be grandson has been employed on and off with not like to see it fold at any time. exact! They married at the Eaglehawk VGR since 2006 and the Work for The Dole With all the volunteering that these two have Presbyterian Church in 1960 and have had program. contributed over the years for VGR, we three children - two girls and one boy who know its’ going to take more than two have each had a pigeon pair and just recently, Shirley made all the white damask tablecloths volunteers to fill their enormous shoes, so Brian and Shirley have been made great and napkins, along with Red curtains for the please, when you do your next day of grandparents of a baby girl. Valentine’s Day train which were sadly all lost volunteering, go out of your way to thank in the fire at Maldon Station. Val Evans, Judy them and say goodbye, most of all Happy Brian started at VGR in 1988 and became a Rush and Shirley would spend all day just Retirement to this duo. member in 1992, started trainee fireman in setting up the train ready for the 62 guests July 2013 Page 5

Our Proud Sponsors July 2013 Page 6

Overhauling Flying Scotsman by Tony ‘Ashcat’ Marsden

Following on from Alf Batchelder’s recount of Flying Scotsman’s visit to Australia 25 years ago, Tony ‘Ashcat’ Marsden jumps forward to the present day with an analysis of her overhaul - an overhaul that hasn’t been at all smooth.

Before you decide this article is of no interest overhaul process and there are lessons which subsequent repatriation after 20 years in the because it refers to an overseas loco and thus Australian preservationists can learn to avoid colony appeased the UK gricers and there has no relevance to Australia, PLEASE read such pitfalls when we engage in major loco was an unwritten vow that no UK built steam this first paragraph. Recently I received a 29 overhauls and major capital loco would ever permanently leave Britain’s page pdf report prepared in October 2012, works. shores again. Flying Scotsman is the iconic UK which independently investigated the lengthy, locomotive – a national treasure in fact. The and still unfinished [Jan 2013], overhaul of Robert Meanley, who is an engineering English, including their Parliamentarians, hold Flying Scotsman by the York based UK consultant by trade, wrote the report. He is a it in higher regard than any other loco in the National Railway Museum. The report long tem director of both 7029 Clun Castle world by its relevant countrymen. When examined reasons for unacceptable delays in and Tyseley Locomotive Works. Flying Scotsman was in Australia a photo completing the overhaul, which began in 2005 Consequently, he has been involved with opportunity was staged in Melbourne with and was scheduled for completion in 18 mainline loco running as well as restoration 4472 triple heading with two R class attached months. Whilst steam preservation societies projects and is well credentialed to prepare to broad gauge carriages. It was on and loco restorations in the UK were the report which can be found in pdf form at: track and gave the illusion that Flying established long before most began in www.sciencemuseum.org.uk/about_us/smg/~/ Scotsman was on broad, rather than its native Australia, there are many parallels in the way ~/ standard, gauge. Thanks to John Phillips for these tasks are achieved despite the time and media/33CDC07ED88345BEA5412F91D8742 supplying the photo he took that day. Wally location differences. Indeed, a few Australian D45.ashx Stuchbery arranged for me to write an article preservation societies have in place ‘twin’ and submit a photo for the April edition of arrangements with similar groups in England. A little background information on 4472 may UK magazine “Steam Railway”. It was done as Every Australian rail enthusiast would have help the reader understand the UK situation part of the magazine’s annual April Fools day heard of the world famous 4472, ex LNER prior to the overhaul beginning. Flying joke. The article was always a far-fetched, but loco, ‘Flying Scotsman’. Many would have Scotsman was in private ownership and had a possibly believable, report on a restoration seen or ridden behind the loco when the late busy schedule of mainline tour running. It was project. It purported that Flying Scotsman had Wally Stuchbery brought it to Australia in regular motive power on the Orient Express been regauged and would remain October 1988 for our Bi-Centenary special trains. For a variety of reasons, the permanently in Australia. The article caused celebrations. The loco remained here for loco was offered for sale by sealed public an unexpected furore, as many Poms were over a year and visited every state which had tender in 2004. There was both local and totally sucked in. Letters were written to the standard gauge track at that time, travelling overseas interest in the loco. It was feared Queen, then Prime Minister Margaret around 45,000 kilometres. It spent much time the latter might see Flying Scotsman leave Thatcher and other Parliamentarians in Victoria running many trips to Seymour England’s shores. In 1977, ex GWR 4053 demanding the loco be returned to the UK and a few to . Thus the loco has a class Pendennis Castle 4079 was bought by immediately for regauging and that it never tangible link with Australia. Because of this the Hamersley Iron mining company and leave England’s shores again. Abusive mail was visit, I believe 4472 has a strong association shipped to Australia for use on the company’s sent to me via various Australian Preservation with Australia and is of greater interest to Pilbara region lines. This expatriation was Societies for participating in such a local preservationists than other overseas always a very sore point with UK fans and sacrilegious event. There were even a few locos. Many mistakes were made in the seen as completely unacceptable. The loco’s (Continued on page 7)

John Phillips photo of Flying Scotsman coupled to two broad gauge R Class locomotives caused much controversy with some Britons believing that Flying Scotsman has been gauge converted! July 2013 Page 7

(Continued from page 6) death threats should I ever visit the UK!!! Such was the emotion that Flying Scotsman evokes in its homeland. The 2004 sale thus raised the possibility of Flying Scotsman leaving the UK again and this was intolerable to many Brits. Considerable pressure from both the public and private sectors was in place to keep the loco in the UK, whether in private or Government ownership. It was against this background that the Government offered the National Railway Museum the financial backing to put in a winning bid of £2.3 million [A$3,523,370]. This bid was some 15% higher than the nearest rival – which was from overseas!

Only a few days before bids closed, the National Railway Museum requested a report on the loco’s condition. This was hastily prepared in one day by the firm that was responsible for certifying the loco fit to run Flying Scotsman’s cab and frame sit in the restoration workshop at the National Railway on the [mainline] Network Rail Controlled Infrastructure. They had been in this role Museum in York in November 2009. during the previous fourteen years and were contracted by the loco’s owner. Requesting a general repair’ to begin in January 2006. I use building of a complete new loco from report from this firm was much like asking a the word strategy rather than plan, as it scratch]. In January 2006, this idea was public body to investigate itself. The main appears that there was no adequate dismissed and work re-started on the A3 responsibility of the firm to certify fitness was assessment of the loco and what was needed boiler. in regulatory requirements to operate on the to bring it up to first class operating condition Problems arose with the sub-contractor being Network, rather than actual physical before the repair began. It would seem that unable to supply the copper plate and work condition. If maintenance was not up to the inaccurate report played some part in had virtually ceased in April 2007. The plate scratch [which was subsequently found to be determining what needed to be done. Further was eventually supplied in June 2007 only two the case], one would hardly expect the firm it appears that the unsuccessful repairs months before the scheduled overhaul to admit this in a report and condemn undertaken in 2004/5 gave a list of problems completion date. Further problems ensued themselves. As the loco was running a trip at to be rectified. Beyond these, and known with some work being re-allocated to the sub this time, a detailed inspection of the boiler boiler work required, it appears possible to -contractor. When these components were internals was not possible. As such, an Meanley “that there was never any plausible returned to the main contractor in mid 2008 accurate report of the loco’s condition was restoration plan”. Staff changes at the they were found to be defective and were not possible and the report given to the National Railway Museum meant there was sent back for rectification. This rectification National Railway Museum ‘contained’ no one in a managerial position to plan or occurred during 2008 and 2009. Problems inaccuracies by omission. Considering the take charge of the project. continued and it wasn’t until February 2011, pressure on the National Railway Museum to four years after the contractual completion buy Flying Scotsman, it is doubtful that a true The purchase of 4472 included a spare A3 date, that the boiler passed its steam test. It picture would have made any difference. type boiler. The loco was sold with an A4 was fitted to the frames in March 2011. Nevertheless, the report covered 22 type boiler in situ. A desire to have Flying At the same time as the boiler saga played mechanical areas and judged these to be in Scotsman return to service in as close to out, repairs to the 81 year-old frame and satisfactory condition and painted an overall original condition as possible saw the decision running gear were being done. This began positive picture. This inaccurate report was made in May 2005 to overhaul the A3 boiler with the cylinders being re-bored in the basis for National Railway Museum’s plans so that it could be ready when the proposed December 2006. Once again, initial for the loco’s future. It was intended to run mechanical repair would be finished in August assessments of the components were found Flying Scotsman for another 20 months, and 2007. An invitation to tender [ITT] was to be lacking in both accuracy and extent. then withdraw it for a ‘tone up’ and boiler prepared and the repair work began in Repairs cost over £0.5 million [$765,950] and work as opposed to a major overhaul. After September 2005 by Riley and Son who had the August 2007 completion date extended the National Railway Museum purchase, 4472 sub contracted some plate pressing work to to April 2008. As delays to boiler work began to regularly fail when running tours Pridham Engineering, who were part of South continued, it was decided in April 2009 that during 2004. An internal National Railway Devon Company. 4472 would be re-fitted with vacuum brakes Museum report in October identified 15 Meanley describes the ITT as “an so that it could operate on preserved lines areas in need of immediate repairs for the unsatisfactory document by normal whose rolling stock is mainly vacuum braked. continued safe operation of the loco. These engineering industry standards.” This is June 2009 saw the repaired Right Hand included boiler work for areas previously undesirable and an obvious potential problem. cylinder replaced with a spare. In July 2010 considered in satisfactory condition. 4472 was In November 2005, an inspection of the the air brake system was completely replaced withdrawn immediately and repairs were boiler revealed a new inner firebox and and work continued on the frames at Riley undertaken at the National Railway Museum smokebox tubeplate would be needed - a and Son at Bury. Defects in the re-tyred workshops with the loco returning to service great deal more work than what had been driving wheels were discovered and these in May 2005. These intermediate repairs did requested. Work was suspended and went to Tyseley for re-turning and were little to improve the loco’s reliability and a consideration given to having a new all steel returned in January 2011. decision was made in November 2005 to boiler built at Meiningen Boiler works in withdraw it immediately. A strategy was put Germany, who were then building a similar In June 2011 cracks were discovered in the in place requiring an 18 month long ‘heavy type boiler for the Tornado project [the frame hornblocks into which the axleboxes July 2013 Page 8

(Continued from page 7) thorough assessment of the loco’s condition with access to industry relevant expertise fit. Ultrasonic frame testing was carried out where necessary to make judgements on and by September 2011 the ‘worst case what components need attention and the scenario’ was confirmed. All of the frame extent of repairs required. stretchers, which brace the side plates together, were found to be cracked. The 4/ There should be no pressure to deliver a main stretcher was condemned along with hasty assessment, as accuracy at this time will centre cylinder motion bracket. It was quite lead to time saved in the long term. obvious that a thorough assessment of the frame and running gear condition had not 5/ This assessment then requires translation been carried out prior to the ‘heavy repair’ into resources available and monetary terms beginning. Yet again the boiler was removed for the cost of repairs. Allowance needs to be from the frame so that remedial work could made for delays and possible cost increases be done on the frame’s components. This due to inflation and ‘cost of living’ rises [and work was completed during 2012. taxes ‘that will not be introduced by any Government of which I am Prime Minister’]. In January 2013 as I write this article, the In costing the repairs and assessing resources National Railway Museum website states that [both labour and material] an honest appraisal the loco is back in the Museum’s workshop must be made of what tasks can be achieved where “the public can view the restoration ‘in-house’ and those which will need external progress” and that “The initial works being contractors. The credentials of contractors undertaken by our engineering team include need to be verified. fitting the bogie stretcher, overhauling bogie components, the manufacture and fitting of 6/ The ability of the group to fund the ash pan components, manufacture and fitting Flying Scotsman’s main driving wheel sit restoration must be examined and if of the cab floor and the overhaul and fitting of outside their frame in November 2009. necessary fund raising activities instigated. the lubrication system. The new GSMR cab This includes applying for Government or radio has recently been installed and other grants with appropriate time commissioned.” Railway Museum from making the necessary allowances. staffing changes to resolve this problem. No date is given for a return to service but 7/ A completion timeline based on the there is this statement. “The overhaul has 3/ There were conflicts between the needs of estimated time of repair for each part needs been carried out to the very highest conservation, to retain original material to be made. This should be based standards – meeting not just mainline running within the locomotive structure, and the need conservatively allowing for ‘unforseen’ delays. requirements, but also the highest quality to replace items, which were not fit for expected of a museum restoration. When the operation on the main lines of Network Rail. 8/ An investigation should be undertaken to overhaul is complete, Flying Scotsman will be So what are the lessons for the Victorian and see if any other groups are doing, or about to in the very best condition – as good as the Australian Rail heritage sector when a loco do similar, repairs to see if there can be cross day it left the Doncaster works in 1923.” needs a major overhaul? Whilst this list is not group co-operation to reduce costs or share The overhaul continues and is 5 years over exhaustive, I see it as a good beginning point expertise or both. the 12 – 18 month completion date and the and no restoration should be commenced estimated cost of £750,000 [$1,148,925] has without these points being actioned as a I trust this article has been of some interest, been far exceeded. It is likely to be over 6 minimum. It is vitally important that a despite it describing an overseas engine being years longer than originally estimated and will business like approach be conducted rather overhauled for mainline rather than tourist cost over £2.6 [$3,982,940]. This is than a hobby club attitude. line operation. I would encourage you to read £1,850,000 [$2,834,015] over budget. Robert Meanley’s complete report, as it is Meanley makes 9 conclusions, three of which 1/ Whilst in service, an accurate record needs impossible to accurately paraphrase all the summarise the major mistakes made: to be kept of ‘running’ repairs made. If relevant parts for a newsletter such as this. 1/ The National Railway Museum did not possible any potential problems and He makes many interesting observations make an adequate assessment of the state of estimation of life expiration need to be noted. about the overhaul and has some very sound the locomotive after purchase. Consequently By carefully logging problems, patterns and proposals applicable to the National Railway there was never a credible refurbishment and trends can be established and estimates of Museum and their methods. The report is an new faults took staff by surprise, even 5 years service life can be made. Details of work interesting contrast to the spin of the current after purchase. Inadequate attention was paid done by outside contractors need to be National Railway Museum website’s to the detailed examination of the locomotive accurately recorded along with any guarantee description of the overhaul. Should you wish structure once it was stripped down. In of such work and materials used. to keep tabs on 4472 in the future, the particular, serious latent defects in the National Railway Museum website is locomotive frame were not detected, 2/ After the loco is withdrawn from service www.nrm.org.uk/flyingscotsman. It contains a resulting in extensive, costly and embarrassing and the operator’s governing body decides to link where you can request to be on the rework. repair it and return it to service, a Project mailing list detailing restoration progress. 2/ The National Railway Museum team Manager and Assistant Project Manager need responsible for the overhaul suffered to be appointed. It is preferable that they are I believe it will be interesting to see when disruption and discontinuity due to illness and people with some longevity in the group and 4472 finally returns to the mainline. Certainly staff turnover. This led to a degradation of likely to continue this for the length of the its overhaul has contained many valuable the project team’s capabilities and knowledge restoration. Obviously illness etc cannot be lessons for the preservation movement of the standard of work necessary to predicted, hence the need for an assistant. worldwide and has revealed many pitfalls, complete the overhaul satisfactorily. It seems which other loco overhauls, will hopefully likely that budget constraints and an over- 3/ The project management team need to be avoid. optimistic view of the capabilities of individual given adequate financial and physical team members, constrained the National resources to conduct and document a July 2013 Page 9

Book Review: Enginemen of the Victorian Railways Volume II

My father loved the Victorian Railways. From the time he started as a messenger boy in the office of Harold Clapp, the Chairman of Commissioners, until he retired as a clerk in the Secretary’s Branch, the VR was his life. In that, he was not alone. As Nick Anchen notes when introducing his second volume of Enginemen of the Victorian Railways, the turbulent history of the “large and proud institution” that was the VR was marked by one constant: “the men and women who operated the system – the big railway family who worked together and looked out for one another”. It was a family in which, according to one driver, workers “often went well beyond the call of duty to try and keep the trains rolling.”

Though this handsome second volume is predominantly a portrait of life on the footplate and aboard VR’s rail motors, there are occasional glimpses of those who worked in other areas. A photo of two ladies behind the counter of the Warragul refreshment rooms, for example, brings back memories of the healthy fruit, wholemeal cakes and freshly squeezed juices that were sold at many stations. It is hard to believe now that, in 1949, Warragul could offer travellers five bananas or six apples for a shilling. A 1940 image of the mighty H-220 under construction is a reminder of the hive of activity that existed in the Newport workshops. Bernie Greene recalls that, “at one stage I had to work in the boiler shops for about two months and that is something to remember; working inside a boiler with riveting guns hammering all around you. No wonder I am a bit hard of hearing!”

The men on the footplate knew only too well that railway life was nowhere near as glamorous as it might have seemed to the uninitiated. The truth was that “Long hours, poor conditions, relentless shiftwork and bad pay were the engine crew’s lot, in an era when men relied on their mates to get through a shift.” As Ararat engineman Bernie Parker explains, steam locos demanded a high level of teamwork from the driver and his fireman, “otherwise there would be no measure of success”: fireman Alan Strugnell provides an Wirth’s Circus train one night at They had to have a complete extraordinary account of a police raid on the Warracknabeal. Checking the handbrakes and understanding of each other’s duties, the Terminus Hotel, when “about twenty couplings, he saw that an elephant was fireman had to know exactly when and coppers” arrived in search of after hours missing from its truck, so, accompanied by where the driver would want full steam drinkers. Amid the universal dash upstairs for the animal’s trainer and the train’s elderly pressure in the boiler, to negotiate heavy the fire escape, which was locked, one guard, he “walked around and looked for trains up long, heavy grades. Their fireman was particularly desperate, as he was quite a while.” Finally, the trio “turned understanding and training was such that due to crew The Overland in just a few around and here was the elephant, right behind us. It had been walking around in the they formed a complete team working as minutes, so Mr. Strugnell stood at his dark, and it was so silent and so soft footed in one man. Success for an engine crew was bedroom window, “letting this bloke down with a bed quilt, which must have been quite the grass that we couldn’t hear it walking at the completion of a shift, if they had a sight to behold.” When the quilt went limp, behind us.” However, it was all too much for done what was expected of them “I heard a thump” – the fugitive had made the guard, who “got a shock and … let out an efficiently, and without complications or good his escape. awful roar” that sent the terrified creature accidents. rushing off into the night. At times, railwaymen had to rely on their Another humorous incident occurred when mates in off-duty moments as well. Ararat Ararat driver Bernie Parker assembled the Despite its many lighter moments, life in the July 2013 Page 10

Making Friends When Volunteering

One of the reasons I volunteer as a conductor and/or Tambo (first class) coordinator is because it affords meeting people of all walks of life. Many interesting conversations come about as a result of asking “where are you from?”

On Wednesday May 1st, I was looking after Tambo which was not overly busy so I decided to meet the other passengers down in ‘excursion” class and happened across two couples from the USA. They asked “how do we get a cheese platter and a drink” and I responded by suggesting that they “ask me nicely and I would oblige” and having served Tony ‘Ashcat’ Marsden photographs D3 639, 80BW, a water gin and K190 at Castlemaine their requirements I was invited to sit down with them and I had told them that on the (Continued from page 9) timber-panelled interiors. While browsing following Monday (May 6th) “I would be in through these, it still staggers belief that, in an their country”. Victorian Railways was demanding, often incredible and perhaps spiteful act of bitterly cold and almost always dirty. When vandalism, all four of the revolutionary train’s We chatted about Australia and the USA as Bernie Parker started as an engine cleaner in streamlined S-class Pacifics were scrapped. neither of us had been to each other’s country 1946, he received just £2 a week, “with no previously so there was lots to ask on both penalty rates whatsoever”. Now that much of The glamour of the Spirit in its glory was far sides. Once we arrived in Maldon they wanted the VR’s infrastructure has vanished, it is hard removed from the footplate duties of Norm to know where to each lunch and I told them to imagine the scope and complexity of life in De Pomeroy. Described in this book as “one where the cafe was which I always attend but a railway town’s engine shed. In Ararat, of the most well known and respected naturally I had no idea of its name! After the where 88 locos were once stationed, the enginemen ever to tread the footplate”, he usual duties I headed off to find them and they sixteen fitters faced a multitude of skilled joined the Victorian Railways as a lad labourer were in the cafe I suggested so my directions tasks: in 1949. Like so many of his era, he “lived for and description must have sufficed. We performed boiler tests, mileage the job”. Throughout his career, “Depom” examinations and drop pit repairs, which kept a diary, in which he recorded details of Before I arrived at the cafe I called my wife to meant fixing hot axle boxes on engines. “every shift, every locomotive, every run.” tell her I had met some really nice americans We’d strip down the side rods, coupling Consequently, he has left a lengthy and vivid and suggested that we ask them to join us for rods and connecting rods, then drop the memoir of railway life in the Yarra Valley, on dinner that night to which she agreed. springs, lower the wheels into the drop pit, the “Pleurisy Plains” between Geelong and remove the axle boxes and have them re- Ararat and on Puffing Billy. Though he was During the course of much conversation I metalled over at the turnery … Then we’d “inclined to lean towards steam” over diesels, found out they were staying in Kyneton at a put the box back on the axle, put the Norm felt that each offered “its own sense of Time Share and when I asked where they satisfaction to an engineman.” His favourite wheels back up, replace the springs and were planning to have dinner - they asked me loco, though, was R-734, which he drove on a to make a suggestion (being a local) and from the rods and so on, then couple it all up, 1959 railfan trip to Colac. On the run home that point on we had a wonderful time and the engine went back into service on from Geelong, the train touched 83 miles an endlessly asking each other questions and its next run of duty. hour. Despite the reversing wheel falling off, getting to know each other over good wine the R covered the 37¾ miles between North and great food. Like its predecessor, this new volume of Geelong and Newport in 37.35 minutes, a Enginemen is a detailed and valuable portrait ride that “will never be forgotten by We parted company that evening with all the of a world that is no more, a world in which everyone on that train.” contact details you would expect. the embodied all that was great about the Victorian Railways. Even now, The recollections of the sixteen enginemen in I checked on my electronic map system on the after almost eight decades, Australia has seen this book are splendidly enhanced by 152 computer to see where they lived in the USA nothing quite like the magnificent blue and photographs, many in colour, and a fold-out and noted that one couple lived not that far gold train that the VR built, operated and map that highlights the multitude of lines and from Washington DC so I emailed them to maintained to the highest standards. In a way, stations mentioned in the text. In short, Nick give them our itinerary which included visiting the Spirit of Progress was like the Concorde Anchen has produced another gem. Thomas Jefferson’s home, Monticello, in supersonic airliner: no matter how many North west Virginia (near Washington DC). times people had seen it before, they always Review by Alf Batchelder stopped to watch whenever it passed by. When we got to Monticello some two weeks Only the most senior “big wheel” enginemen Nick Anchen: Enginemen of the Victorian later we were with the tour group inspecting were rostered for duty on the Spirit, which Railways, Volume II the Mansion (well it’s bigger than a house) was run to an exacting timetable that was when our tour leader advised that some worked out in half minutes, with no tolerance Sierra Publications, hardcover, 2013. ISBN: 978-0-9807640-6-2. friends of ours were at the cafe (every place for late running. The fascinating memoir in worth a visit has a cafe) and woe and behold which fireman Bernie Greene describes his On sale at Castlemaine Station for the one of the couples whom I had met on time on “The Blue” is supplemented by many $49.95 for a limited time; $59.95 VGR steam rail in Australia were there to splendid photographs, as well as by some regular price. colour images of the Spirit’s air-conditioned, (Continued on page 12)

July 2013 Page 11

From The Archives Research by Russell Chapman While I was researching for information on local cricket and football in the Castlemaine Mail about 10-15 years ago, I regularly came across snippets of information on the local railways, some of which I jotted down. One of which was a report on N 252 de-railing near Castlemaine.

In the April 2013 edition of Branchline a photo of N 252 which had de-railed on a powder train was published, which was captioned as de-railed in No. 2 road at Maldon. I have done a quick search on Trove, the website of the National Library Australia and have included a copy of the report from The Argus.

The Argus, Saturday July 6th 1895 DERAILMENT OF A POWDER TRAIN. LINES BLOCKED FOR SEVERAL HOURS. CASTLEMAINE, FRIDAY. A narrow escape from a terrible calamity occurred this morning at about half-past 9 o'clock by the derailment of a tank engine (No. 252), and a truck containing powder, on the railway embankment, near the Maryborough and main line junctions, and about a quarter of a mile from the Castlemaine station.

The train, which left Maldon for Castlemaine shortly after 9 o'clock, was composed of two powder trucks and a van drawn by a tank engine, which ran tender first. Just after passing the and reaching the bridge that spans the main road from Castlemaine to Campbell's Creek, the engine (which was in charge of Driver Robertson and Fireman Lillycrap) left the rails and was followed by a powder truck next to it. The train was quickly brought to a standstill, but not before the front wheels of the engine had almost crossed the 6ft way and reached the next or down set of rails on the main line. Had the engine left the rails in the opposite direction nothing could have saved the whole train from being precipitated down the embankment for a distance of about 50ft.

The derailment occurred near the spot where a similar accident took place some time ago. How the accident occurred is not yet known, but the curve in the line is regarded as being too sharp within such close proximity to the junction.

Gangs of men were put on by Station- master Hughes to replace the truck and engine on the rails, and after some time the former was restored. The 30-ton engine was not so easily replaced by the screw-jacks, and this was most unfortunate, as the down line was also obstructed. The first passenger train from Melbourne was detained considerably at Chewton, until the order went forth for the train to be run back to Elphinstone, so as to transfer it to the up line. This having been done the train was brought on to Castlemaine, arriving there at 12.30 o'clock, or two hours and a half behind time.

The midday train from Ballarat and Maryborough was also blocked at the junction and the passengers for Melbourne and intermediate stations were allowed to alight from the train near the scene of the derailment, and there join the Melbourne train from Bendigo, a delay of half an hour being occasioned. Several hours were occupied in replacing the derailed engine. The whole of the morning train service was disorganised, and the second letter delivery delayed for two hours. An inquiry will be held concerning the derailment.

On Wednesday 10th July 1895, the Railway Departmental Board held an investigation into the derailment, but the report was not made public.

In the photo, at the extreme left are a group of men standing at the front of the Powder Van. Between them and the man front end of the train are the white crossing gates for Rowe St, with a fence running down Rowe St. towards the Johnstone St. railway bridge. The man standing at the front of the train is at the edge of the railway bridge, going by the straight brickwork near his ankles. Only a week before this derailment, work began on widening the embankment by 12 feet on the west side to better accommodate the 3 railway lines. The embankment was extended first and later the bridges were widened. If you view the underside of the bridges today, you can see where they were extended.

A derailment occurred in the same area on Tuesday March 21st 1893, two years earlier than the Powder train derailment and reported on the following day in The Argus.

The Argus, Wednesday 22nd March 1893 RAILWAY ACCIDENT NEAR CASTLEMAINE. A TENDER DERAILED. CASTLEMAINE, Tuesday. An accident which caused much consternation occurred this evening to the train which arrives here from Maryborough at 7:45. On passing over the bridge spanning the Campbell’s Creek road, about half a mile from the Castlemaine station, the leading pair of wheels of the tender left the rails, and a loud noise was heard for a few minutes as the derailed tender traversed the sleeper, chairs, and . The train at this time was travelling at the rate of 15 miles an hour along the steep embankment at the confluence of Barkers and Forest creeks, and the passengers experiencing a jarring sensation became greatly alarmed and screamed with fright. The driver reversed the engine and brought the train to a standstill. On the rails being examined it was found that the derailed wheels of the tender had broken the sleepers, fishplates, and chairs for a distance of nearly 300 yards. The axle box of the tender was also broken. Nearly two hours were occupied in replacing the wheels on the rails. The express from Melbourne stopped at the scene of the accident, and brought on the passengers to Castlemaine and the outgoing train to Melbourne also stopped and picked up the passengers who were travelling to the metropolis Owing to the damaged condition of the line, the trains to night tor Maryborough, Ballarat, and Maldon had necessarily to be cancelled Nothing is known as to the cause of the derailment of the tender, but a departmental inquiry will, no doubt, be held concerning the accident, which would probably had been most serious had the wheels of the engine become derailed on the steep embankment.

Later: Such good progress was made in repairing the line where the accident occurred this evening that Mr A Earle the local station master, was able to

(Continued on page 12) July 2013 Page 12

(Continued from page 11) despatch trains to Maryborough, Ballarat and Maldon. The train to the former places left here at 10:45 and the train to the latter place departed at 11:05 o’clock. The passengers expressed much indignation at the lengthy detention caused by the accident, but they were fortunate under the circumstances in being able to leave for their respective destinations to-night.

The Argus 18th June 1895 Operations were commenced today by about 50 men to widen the railway embankment 12 feet between the Castlemaine station and the junction of the Maldon and Ballarat lines with the main line. At present there is 5ft. width between some of the sets of rails on the embankment instead of 6ft. The work of widening the bank and bridges is expected to occupy about two months, and the amount set apart for it is 4,000 Pounds.

th Bendigo Advertiser 29 January 1896 On a recent Driver Experience day, Michael Boyle is at the regulator as J515 approaches Sawmill CASTLEMAINE. Tuesday Road. One of the passenger’s in 43 BPL was Michael’s grandson Eamon, who was enjoying his Railway Improvements. The embankment of first ever train ride! the main line of rail, crossing Forest Creek and Forest-street, which was widened several months ago, having now settled down, a J549 Update Civil Branch News commencement was made to-day to widen the bridge over Forest-street, and the viaduct The moment we have all waited for is fast During July the Bendigo main line was shut over Forest Creek. The work will not at all approaching! At the time of writing, all down for two weeks which enabled us to interfere with the usual traffic. necessary casting of iron and white metal has work on the parallel track between the been completed. The stripped boiler is being Johnson Street bridge and the Forest Street Russell found this short write up dated 1st August prepared for painting. The smokebox has bridge. Over the two weeks we set out to 1895 been fitted out and brand new super-heater replace about 50 sleepers but as work elements await installation. Crossheads are progressed it became obvious that more The light tank engine, which was attached to a fitted and piston and valve rods have been were needed and we ended up replacing 213 train from Maldon and became derailed hard chromed. sleepers and cross boring a further 50. The recently near the Castlemaine station, track has now been levelled and tamped and has been substituted by a much heavier Some machining is still required on valve is in very good condition. More importantly, and better locomotive for haulage between components before final assembly and setting we should not need to do any more major here and Maldon. valve timing. work in that area for some years.

Russell also found out that the stock train Our boiler inspector, Chris Gibbs will During the month we also were able to spend derailment occurred in the same spot as above in perform a magnetic particle crack test on the a day lifting and aligning the track over the August 1908. rear tube plate, then the brand new brick Pyrenees Highway bridge and its approaches. arch can be fitted. This work was designed to repair a particularly rough section of track and to (Continued from page 10) The new jarrah wood floor is made and with ensure that the bridge met our clearance three coats of acrylic lacquer applied, looks standards. greet us having driven an hour and a half from very classy. The tender is back on bogies with their home. They found us by asking each fresh tyre profiles. Work has commenced near the Rowe Street tourist bus (there are always many) which to replace about 50 sleepers on one had the Aussies and then asked for the Although some technical work remains, the the sharp curve there. This will done while tour leader’s cell (mobile) number and the whole job is almost reduced to a large the excavator is working close to rest is history. We had a great hour together Mechano set, so if anybody has an abundance Castlemaine. and upon departing (we were on a tight of elbow grease, I would welcome all comers schedule) we were invited to return to the who are willing to start cleaning and polishing Our volunteers have made an excellent start USA, stay with them (and the other couple motion gear and sanding everything that must on installing track to the carriage shed at who didn’t come because they live much be painted. Castlemaine. No. 3 (closest to the V/ further away in Nth Carolina) and see how Line track) is almost complete and ready for “the common Americans live” which of Michael Compagnoni ballasting. No. 4 Siding (the centre track in course we will do in the too distant future. Workshop Supervisor the shed) will commence shortly. Emergency lighting is being installed at the moment and The moral of the story? Volunteering brings If you can assist during the week, please call once the track work is completed, our only many wonderful rewards. How good is that! Mick on (03) 5475 1451. If you can assist on remaining task will be the installation of the

weekends, please contact Brian Frewin on fire service. Peter Harding VGR Volunteer 0409 434 808 July 2013 Page 13

Vale Colin Holl Col. left school at the age of 13 as did many of his peers in the Depression era when parents could not afford to keep up their children’s education. He was sent to a work camp for boys in the forests around Dunolly where he worked at cutting and de-barking timber for fence posts, and splitting fence droppers. By the age of 15 he was working for the Victorian Railways, shovelling coal on the coal stage at Bendigo. From there he worked his way through the system – from engine cleaner to fireman and finally a big-wheel driver.

During World War II, Col. was seconded from the Victorian Railways to the Commonwealth Railways to be a fireman on the Darwin to Larimah line.

He retired from the Victorian Railways at the age of 65. This allowed him to become more actively involved at Maldon where he trained crews, for both steam and diesel engines, every weekend until he retired at 70. Col. was made a Life Member of the society for this outstanding contribution.

Some of my memories of Col. Col. was a stickler for running on time, chastising me (as driver) for being 8 minutes late on the inaugural trip into Castlemaine.

He was a staunch Labor Party advocate – I was wearing a Driz-a-Bone raincoat one day and he asked, “Why are you wearing that Malcolm Fraser coat?” indicating his displeasure of anyone who thought they were getting above themselves.

Bendigo members used to car-pool to Maldon in the early days. Col. was always keen to get home by 6:00 to watch the news. When asked why he stated, “Joh Bjelke-Peterson may have died and I don’t want to miss the headlines!”

Col. conducted safe-working training sessions in my lounge room. He always provided cheese sandwiches, as he did everywhere he went. He said they were all he could make.

Above all, Col. was a professional railwayman – the railways had given him a career from a humble start to a top-line driver.

Ian McCorkelle VGR Driver

On Sunday 14 July, the VGR’s first driver – Colin Holl passed away aged 92. Whilst Col wanted no publicity of his passing, I feel it would be remiss if his immense contribution to the VGR was not acknowledged in some way. I can just hear him saying now, “Not necessary my boy, not needed at all – don’t waste your time writing anything.” As such I shall keep this brief.

Col joined the Victorian Railways in 1937 as a lad labourer. He soon joined the Rolling Stock Branch and was an Australian Army driver based in Darwin during WWII running trains on the 3’6” gauge North Australia Railway. He gained the nickname ‘Number One’ after he rocketed to the top of the Bendigo Seniority list when all the senior men retired at the one time. He drove many fan trips and was particularly friendly to railfans. In the very early days of VGR, I asked Col if he would be interested in driving tourist trains and he indicated that he would help out where he could when we began running. As it happened he drove the last VR train to Maldon in 1976 and our first train in 1985. He trained many drivers and firemen as well as doing trackwork and other restoration tasks.

Col taught me to drive and willingly imparted many of the magic tricks about driving that could get one out of trouble when locos weren’t going as well as they should be. Well do I remember my first day of driver training. Just after a few revolutions of the wheels Col said, “Come on then, wind the bastard back, I’m not doing all this hard work to make steam to have you waste it with a long cut off!!” He was referring to the fact that steam locos are much more efficient with short cut-off [valve travel] as they use less steam. Whilst I was intending to wind the reversing wheel back once we were moving a little faster, my intention was quickly brought forward. There was no way I was offended at what Col said – it was simply his way of teaching. He never wasted words and was always very colourful in his descriptions of what to do. There was much humour behind his remark and I use his words when I train drivers – after telling the Col story first.

Colin had immense experience on all classes of loco and had many fabulous stories of his days on steam. Certainly his involvement on the driving side of VGR gave much credence to our cause of using volunteers to drive and fire trains. At that time many non-VGR members believed we should hire crews from the VR to run trains – which would have been a huge, unnecessary expense. His seniority and experience was seen by many as a ‘stamp of approval’ for volunteer crews.

For many years a caricature of Col in the cab of K 160 graced the side of 16H – the former Breakdown van – and greeted visitors to Maldon Station. Col retired from VGR driving in 1995 and a suitable ceremony was held when he arrived in Maldon. Whilst very appreciative he used his usual line of “Not necessary my boy, not needed at all” and added “Thank you very much”. Many times after his retirement, I offered Col the chance to have a drive for old-time’s sake. He always politely declined saying “Thanks, but no thanks. It’s up to you young fellas now. You don’t need us old fogeys getting in your way.” On that last sentence he was completely wrong, as I would love to have seen him on the regulator again. However that was Colin all over. I know I will be one amongst the many members who will miss him sadly and salute the pioneering work he did for the fledgling VGR.

Tony Marsden VGR Driver July 2013 Page 14

Christmas In July What a successful night this was!!! A cold night was presented, but it is winter and even Santa was not swayed by showing up on the night. Mulled wine was served in our First Class carriage, Tambo, as we departed for our Christmas destination. As the photos show a Christmas feeling was presented to 29 passengers upon arrival at Muckleford Station. Driver, Paul McDonald, shunted back the loco so the huge light on the front helped light up the crossing and the countryside around us.

Upon entering the Muckleford festive shed, music was merrily surrounding all, wonderfully delivered by Dave Bail and his partner Pam Connell. Cheese platters awaited consumption upon setting around red tablecloths and highly decorated tables. A heater, supplied by Russell Chapman, kept us all cosy for the evening tucked away in the corner. Christmas puddings were served along with

the best custard ever been consumed. Shirley Musicians; Dave Bail and Pam Connell, Busy elves were in the kitchen scurrying Frewin is the one we thank for making this- around, dishing up delicious, morsel delights, hopefully we can prise the recipe out of her! Male Elves; Rob Fletcher, Rob Gibb, not with the male server elves, awaiting Tea and coffee with lollies and home-made only for serving meals but for waiting tables, instructions eagerly. Hot soups of potato and chocolates were eaten before the train keeping the bar in order on and off the train leek and minestrone with warmed bread rolls departed at 10-30 to return everyone safely and obeying every order without question, followed by a main course consisting of back to Maldon Station. All passengers Phil Ryan for producing the best peeled spuds Muckleford Chicken Maryland stuffed with praised us all for the wonderful evening they this side of Mount Tarrengower and lemon and sage and Welsh swagman pies experienced. What more could we have delivering the hot meals safely and not being steak, mushroom and bacon. asked for! holding a roadside stall of takeaway food! After main course was served, the main man arrived-Santa himself. What a jovial We must name the very important volunteer Santa; Jim Thompson Many, many thanks Jim experience to witness. Many, many thanks Jim people, who worked extremely hard under xx. pressure to help make this evening a great Extra lighting installed by Dave Bail success And of course the wonderful crew who Victorian Goldfields Railway Cooks and organisers; Christine Gibb, Deb drove so smoothly and safely; Paul McDonald, General Office and McDonald, Leonie Briggs, Joan Ingerwerson, Brendan Barry, and Will Maylor Marketing P.O. Box 51, CASTLEMAINE VIC 3450

Phone: (03) 5470 6658 Facsimile: (03) 5470 6272

Email: [email protected] for bookings, Train Times & Fares information or [email protected] for all other enquiries

Castlemaine Railway Station Kennedy Street, Castlemaine Phone: (03) 5470 6658 Facsimile: (03) 5470 6272

Maldon Railway Station Hornsby Street, Maldon Telephone: (03) 5475 1451 www.vgr.com.au www.driveatrain.com.au www.driveasteamtrain.com.au

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