I've worked many a train on the Glenlee Branch but never heard of any "smashes" up there.
There was a brakevan up there for years that had half the roof peeled off when they pushed it under the loaded while the shute was down.
Glenlee coalies were good jobs, sign on, pick up the light engines at the loco points, down to Rozelle, pick up the empties, out to Rozelle, bail out when you got there and head for that brick humpy and take it easy until loading was finished.
There was an ASM at Glenlee who did the shunting so us Guards sat in the humpy until the loading was finished.
Jump it, pull the tail and book the tonnage money back to Rozelle, all on an average of 8 to 10 hours.
Here is a typical working from 3rd April 1984
Driver Morris from Enfield 1550hrs
Load ex Rozelle 22 emptys for 508 tonnes + NVMF 12755 for 23 tonnes
Rozelle depart 1843 (43" late waiting engines)
Leightonfiled 1937-1948 cross 1493
Glenlee 2035-2300 (145" load , reverse van etc)
Load ex Glenlee 22 loads for 2200 tonnes + NVMF 12755 for 23 tonnes
S-Frame Enfield Yards 0040-0100 (Driver change Butler 2000hrs)
Sth Box 0110-0115 (Zona)
In the Garratt days, shifts were on average 9 hours when engines went continous, releived incomming drews at Delec or Hope street & took load to Rozelle took water, & filled the gin when they operated in the final months. 24 empties to Glenlee, fill up at water at Campbelown.
Arrvive glenlee, & run round push trainto top sidings, with Van into a short neck. We took coal on the outside of the bins, the coal required an adjutmenst to the jets ove around 15psi as the coal was much heavier than that out of enfield.
An urn was supplied at the workers meal room for rail crews but was commendeered by the miners there which resulted in problems as they would not keep it full or turned on. Eventually a seperate urn & facilities was made available at the bottom end of the yard.
There was a crew who dropped the loaded wagons down & an examineer who checked all the air was connected & glenlee yard master made sure things were done right.
when time to depart, a garrat was allowed to pull right up to the starting signal even with the extra 60 tonnes of water in the gin as it was part of the loco. The 46 had to stay back at a tonneage signal & was not permitted to pass that signel unless in the full clear. Even then 46 class had trouble.
The garratts rarelly had trouble, on one occassion we pulled to a stand with the garratt almost under the water piples, which mean the whol train was on the full grade, relising the brakes were sticking the driving left the regulator widf open, & increased BP pressure & as that released the brake, we could feel the engine start pulling away without a slip. Nothing unuaual for them.
Often in those later days, the garratts stayed out from monday morning to Saturday when full programs were running, with rarelly a missed beat. The loads were 1608 tons, plus water gin of 65 tons, the 46 could not handle it.
Rarelly were we ever blocked even at the beginning or fringe of a peak hour, on a garratt, the 46cls were held back. We did not have speddos on a garratt & as such were able to run better. The people at the stations from Canley Vale through to Sefton all just huddled under the station awnings away from the cinders, but they knew the train would keep going.
RElieved at Delec or hope street wit around 10 hrs on duty. & no tonneage money, however the fireman got 1.67 pence per shift as a steam allowance.