Memories of South Dynon in the early 19802

 
  ngarner Assistant Commissioner

Location: Seville
I rotated onto Roster 200N but BJ Smith appears to have swapped to another Night shift, as I, somehow, still worked with him on two days of the six for the week.

Sunday was OR so Monday I signed on with Driver Sarniak at 1610 for the 1735 Bendigo. Unfortunately, I’m not sure if this was a departure from Melbourne Yard or a travel to Newport to relieve it. The amount of time between sign on and train time would suggest the latter but as I made no note about Newport or travel to there, it is more likely to be a departure from Melbourne although why the 1:25 delay between sign on and departure time I can’t explain. Wherever the train departed from we had T360, Y119 and Y168 to provide the power. When we finally got the train on the move we only travelled a relatively short distance as we were stopped at Sunbury to wait for the up pass carrying the Bendigo crew, who were our change over, at 1850. Having a pair of locos limited to 60 kph on the train didn’t encourage rapid movement. We left the train in the down road and crossed to line to climb onto the up platform to meet them as we were going to return to Melbourne travelling per the same pass and weren’t going to miss it. Our original instructions were to relieve the pass crew on arrival at Spencer St but this wasn’t necessary in the end. On return to Dynon we went onto standby and remained that way until 2310 when we signed off.
On Tuesday I signed on at 1600 with Driver Weeks for the 1659 Werribee pass. Y125 had been allocated to this train so we took it to Spencer St to couple up and test the brakes. Getting the right away from the guard we set off to do the all stations from Newport, including the now defunct Paisley and Galvin stations, neither of which had many people get off; one reason why they no longer cater for passengers. Departing from Newport we crossed the junction for the Williamstown line, which the workshops junction also came off, as we followed the curve to the right. Passing the workshops on our left we diverged onto the East line at Newport South junction at the locos maximum speed, immediately after which we crossed the Champion Rd level crossing. This junction is a little out of the ordinary. Following the line straight through takes you from the down line onto the West line. Following the diverge, as we did, effectively keeps you on the ‘down’ line; at least this is a ‘high’ speed junction with 65 kph maximum speed through the diverge instead of the standard speed. This may have something to do with the location of the original single line but that is only my theory, not confirmed fact. The East line curved to the west before we crossed the Altona line junction and passed what is now the Mobile refinery on the left as we approached the Paisley island platform to stop. Getting the right away from the guard again we passed under Millers Rd and then, as the line curved towards the south west, the, now removed, petroleum distribution sidings off the west line that the Paisley oil train started and finished at. Continuing on along the straight we slowed prior to the Maidstone St crossing to stop just beyond it at Galvin’s island platform. This whole area was largely empty paddocks back then, once past the refinery’s. Getting under way again the line continued in a straight line to Laverton which we stopped at after passing under the Princes Highway. A lot more people got off the train here than at the previous two stations combined. The short run over Aviation Rd level crossing to Aircraft gave the Y class little time to get any speed up before stopping again. However, the long straight past the RAAF airbase on the right and lots more empty fields, with only a slight left hand curve just before Hoppers Crossing, gave it a chance to get up to maximum speed, although that isn’t really saying much compared to the VR’s main line locos. Getting underway for the final leg we ran the reasonably short distance in a straight line into Werribee station, stopping at 1755. Our last passenger departed to platform as I uncoupled so we could run around and form the 1805 up pass. Getting underway again we repeated the down run in reverse to arrive back at Spencer St at 1858. The loco was uncoupled and returned to the depot for us to go onto standby. We probably had a meal break as well before Manpower called on us at 2000 to take T387 out to Spencer St for a train to an unrecorded destination. Once we had handed the loco over to the crew running the train we then waited for the 2010 up Geelong pass to arrive. T391 drew to a halt and we exchanged places with the crew that brought it in. Eventually we returned it to Dynon and, although my notes aren’t explicit about this, went back onto standby until sign off at 0000.
Wednesday’s start was 1710 with Brian Smith, however, the job of taking out a loco for a Serviceton ‘Jet’ was either cancelled or taken off us, to dump us on standby. Eventually we were given a job by Manpower to test the train for the 2115 ‘Jet’ which we took Y116 from the depot to North Dynon Yard for the purpose. Once the train had been cleared so the train loco could just drop on and do a continuity test we returned 116 to Fuel Point and ourselves to the meal room. Sometime later Manpower gave us an identical job only this one for the 0015 Albury. Y155 was taken from the SG turntable to South Dynon Yard and we repeated the earlier exercise, just on rolling stock running on a slightly narrower gauge. Once again, with the train ready for the loco that was going to haul it we took 155 back to the SG Fuel Point and signed off at 0150.
Returning to Dynon before 1600 to collect my pay, I was teamed up with Driver Weeks again, once again for the 1659 Werribee. Tonight’s loco was Y136 and succeeded in beating 125 to Werribee by a whole minute. It didn’t do as well on the up trip though as we didn’t get back to Spencer St until 1900. Standby was broken by our being called at 2030 to take out the loco for the 2145 Serviceton. C509 was removed from the depot yard and taken to North Dynon where the train was tested and we waited for the crew running the train to relieve us. We made it back to the depot at 2200 and spent the next two hours on standby to finish at 0000.
Friday was a 1605 start to run the 1825 Yarram pass with Driver Spiess. We found T410 where it was stabled in the yard and set off for Flinders St. I have a feeling that the PB Pilot shunted the cars into platform 1 for us so we could drop on and do the brake tests. Getting away from platform 1 we ran through Jolimont and out along the local lines to Caulfield and on to Dandenong. Collecting the staff, we set off for Cranbourne where the up Spotswood goods was already waiting for us to effect a change over. Stopping at 1920 we handed the pass over to the Korrumburra crew and shifted our kit bags and billy, to B77 waiting for us in the loop. A B class on the Korrumburra line was rather unusual as most trains in that era were T class hauled. With a new staff we returned to Dandenong and then retraced our path to Flinders St, although on the up we did not use platform 1 to travel on to Spencer St. Coming off the new viaduct we diverged onto the main goods lines to bypass the both Spencer St and North Melbourne stations and re-join the suburban lines at South Kensington. Running through Footscray and on to Spotswood we pushed the train back into the sidings across the Hudson St gated crossing which would have annoyed the local car drivers as the gates were kept closed from before our actual arrival into the station until we were clear of the crossing as we pushed the train back. Once the train was tied up we then blocked the crossing again as the light engine returned to the down line and then crossed over to the up line for the run back to the depot. We returned the T class to Dynon at 2250 and signed off at 2305.
For my sixth shift in a row, and the last day of February, I started at 1600 with Brian again for standby. Manpower decided that nothing much was going to require our services after some time in the meal room so sent us to the Fuel Point at 1830. Just before 2300 we decided we had done enough and signed off at that time.

Neil

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  ngarner Assistant Commissioner

Location: Seville
I rotated onto 201A but Brian was working another roster this week. Sunday was OR and Monday was supposed to be 1400 for standby but I had asked for leave for the day to do something unrelated to the railways.
On Tuesday I stopped off at Flinders St Station, on the way to work, to attend the 1000 VRI class and, once that was finished, continued on my way to Dynon to start at 1250, rostered to run a Lilydale goods, which had already been cancelled putting Driver W Warden and myself straight onto standby instead. At 1500 we left the meal room to travel per a Bendigo pass to meet and relieve the 1245 up Bendigo. We settled in to one of the carriages until the down stopped at Gisbourne where we stepped out onto the platform at 1750. We crossed the tracks to climb onto the up platform. At 1800 the goods drew to a halt level with us hauled by T362. Relieving the previous crew, we took possession of the train of 1220 tonnes and got it underway again. Descending the grades through Clarkefield and into Sunbury we continued on the more level track through Diggers Rest, Sydenham and St Albans to Sunshine where we collected the staff for Brooklyn. Continuing on through Brooklyn the staff was exchanged and we continued on to stop at the back road behind Newport signalbox at 2040. Another crew was waiting for us there so I handed the staff to the signalman as the new crew climbed onto the T to continue on towards Geelong. We made our way to the platform to catch the next up spark to North Melbourne and returned to Dynon where we signed off at 2135.


Wednesday’s start was 1345 for the 1410 Arden St Pilot. Y124 was the loco allocated and I am fairly certain that it was already in the sidings at Arden St. We shunted until 2100 when the shift finished when we returned the Y to Dynon and signed off sometime around 2145.

Thursday was rostered off.

Friday was a 1005 sign on with Driver Ray Botha rostered for a Sunbury which we did not work for some reason. Instead, we warmed some meal room seats until called upon to run the 1542 Werribee pass. Y135 was taken over the flyover to Spencer St and coupled up. Departing we did the usual Werribee stops and arrived at Werribee at 1637. I didn’t have much time to uncouple for the run around as we then formed the 1645 up. With the continuity test done by Ray we set off back to Spencer St where we pulled up at 1743. With the Y back at Dynon we signed off at 1805.
Saturday’s start was 1005 with Driver Stead for the 1030 No. 6 Dock Pilot. We took Y147 off the pit, collected some wagons and set off, to cross Footscray Rd on the level after one of the shunter gang triggered the crossing lights for us. We worked until after 1730 when we returned 147 to the depot at 1750 to sign off 5 minutes later.
Neil
  ngarner Assistant Commissioner

Location: Seville
I rotated onto 201A but Brian was working another roster this week. Sunday was OR and Monday was supposed to be 1400 for standby but I had asked for leave for the day to do something unrelated to the railways.
On Tuesday I stopped off at Flinders St Station, on the way to work, to attend the 1000 VRI class and, once that was finished, continued on my way to Dynon to start at 1250, rostered to run a Lilydale goods, which had already been cancelled putting Driver W Warden and myself straight onto standby instead. At 1500 we left the meal room to travel per a Bendigo pass to meet and relieve the 1245 up Bendigo. We settled in to one of the carriages until the down stopped at Gisbourne where we stepped out onto the platform at 1750. We crossed the tracks to climb onto the up platform. At 1800 the goods drew to a halt level with us hauled by T362. Relieving the previous crew, we took possession of the train of 1220 tonnes and got it underway again. Descending the grades through Clarkefield and into Sunbury we continued on the more level track through Diggers Rest, Sydenham and St Albans to Sunshine where we collected the staff for Brooklyn. Continuing on through Brooklyn the staff was exchanged and we continued on to stop at the back road behind Newport signalbox at 2040. Another crew was waiting for us there so I handed the staff to the signalman as the new crew climbed onto the T to continue on towards Geelong. We made our way to the platform to catch the next up spark to North Melbourne and returned to Dynon where we signed off at 2135.
Wednesday’s start was 1345 for the 1410 Arden St Pilot. Y124 was the loco allocated and I am fairly certain that it was already in the sidings at Arden St. We shunted until 2100 when the shift finished when we returned the Y to Dynon and signed off sometime around 2145.
Thursday was rostered off.
Friday was a 1005 sign on with Driver Ray Botha rostered for a Sunbury which we did not work for some reason. Instead, we warmed some meal room seats until called upon to run the 1542 Werribee pass. Y135 was taken over the flyover to Spencer St and coupled up. Departing we did the usual Werribee stops and arrived at Werribee at 1637. I didn’t have much time to uncouple for the run around as we then formed the 1645 up. With the continuity test done by Ray we set off back to Spencer St where we pulled up at 1743. With the Y back at Dynon we signed off at 1805.
Saturday’s start was 1005 with Driver Stead for the 1030 No. 6 Dock Pilot. We took Y147 off the pit, collected some wagons and set off, to cross Footscray Rd on the level after one of the shunter gang triggered the crossing lights for us. We worked until after 1730 when we returned 147 to the depot at 1750 to sign off 5 minutes later.

Neil
  ngarner Assistant Commissioner

Location: Seville
Rolling on to 202D, Sunday had me starting at 0910 with Driver Jim Seletto for the 0930 Bogie Exchange Pilot. Y147 was allocated to us, two days in a row for me on this loco, for this Pilot so we took it from the depot the ‘back’ way, as this Pilot had little interaction with any main line we didn’t need to register our coming off the pit at a TR point. We shunted the broad gauge side of the exchange shed, pushing wagons into the shed for conversion to standard gauge and drawing out those that were now on the broad. We finished working at 1717 and returned 147 to the depot to sign off at 1745. Working 8:45 paid just over 17 hours.
Monday was Labour day, nonetheless I signed on with BJ at 0557 for the 0645 Spencer St Pass Yard Pilot. We ran F201 over the flyover to Spencer St and worked the Bank sidings until 1315 when we were relieved and made our way back to Dynon to sign off at 1335, which paid 12:45 being time and a half.
Tuesdays start was 0657 for the 0700 Canal Pilot which we ran with Y111. We spent the day shunting the yard south of the North Melbourne Workshops until sometime just before 1500 as we signed off at 1503. I had planned to get to the VRI class at either 1400 or 1800 but had no chance to make the 1400 one with that finish time, so must have attended the 1800 class.
Wednesday was another 0657 start for the 0700 Trimmer Pilot. We walked up to the Trimmer cabin, past F212 tied up on its stub, and relieved the Night shift crew to settle in for another stint of sitting waiting for something to go wrong on the hump. We did this until 1430 when we departed the cabin, early once again, although our official sign off would have been 1503.
Thursday was another 0657 start for another 0700 Pilot, this one the Dynon Jet, run with Y118. Once again we shunted until 1430 when we made our way back to the depot to sign off at 1503.
Friday was on at 0635 for the 0700 Centre Yard Pilot. Y126 was waiting for us, tied up near the approach road into the yard. Once again, we worked the yard preparing trains, collecting rakes from B balloon of the hump, pushing wagons in and out of the various sheds at the south end of the yard. Relieved by the Afternoon shift we walked back to Dynon to sign off at 1525.
The roster clerk was getting his money’s worth out of me this week as he rostered both of us back on again at 0555 to work No. 1 Dock Pilot but this was cancelled after we left work on Friday. Instead we went on to standby until 0800. Manpower tasked us to take the loco for the 0830 Horsham pass out to Spencer St. We ran X38 to the TR point, I advised the West Tower signalman what the loco was for and ran over the flyover to where the train and crew running the train were waiting for us. Manpower had given us a second task to complete while at Spencer St; to relieve the 0838 up Seymour. This rolled in on another platform led by S307 and T371 at 0925. We took the inbound crews place and returned the locos to the depot. We walked into the foyer to report back to Manpower and at 1030 he gave us another take out and relieve combination. This one was to take the loco for the 1120 down Geelong pass to Spencer St, the loco for which was B67, and once relieved to then to relieve the 1215 up Ballarat pass, which came in hauled by X34. With the X back at Dynon we signed off at 1310 to finish an eight-day stretch for me.

Neil
  ngarner Assistant Commissioner

Location: Seville
Instead of continuing onto 203N, BJ and I swapped to an Afternoon shift (number not recorded) of Melbourne Yard Pilots.


203N would have been:

Sunday:                2200 standby
Monday:              2156 SG Goods Pilot
Tuesday:              2115 for a Korrumburra
Wednesday:        2245 for a Bendigo
Thursday:            2150 for a Geelong
Friday:                  OR
Saturday:             OR

What we actually worked was 1435 for the 1500 Centre Yard Pilot on Monday with Y116. We tied up the loco and left it at 2230 but officially finished at 2325.
Tuesday was 1457 for the 1500 Shed Pilot with Y118. If I remember correctly this worked the many sheds along Footscray Rd in territory that the West and Canal Pilots also worked.  Once again the loco was left early, at 2240, however officially we finished at 2303.
Wednesday was also 1457 on, this time for the 1500 East Yard Pilot operated with Y137. Things really must have been quiet as the loco was left at the northern end of the yard at2200, although we weren’t off until 2303 again.
Thursday was the 1457 start for the 1500 Hump Yard Pilot working on H4, although I failed to note the number of the other H class that was in front of no. 4. Single locos on the Hump Pilot didn’t ever happen on Melbourne’s hump in my time. Being the Hump Pilot we couldn’t tie the locos up and walk away early as easily as the other Pilots so it was actually really close to 2300 when we handed over the locos to the Night shift crew. Once again sign off was 2303.
Friday was supposed to be No. 5 Dock Pilot but I was rostered off instead and since Saturday was also OR I had a long weekend.

Reverting to 204A, Sunday was also OR and I had reason to need the Monday off so after four days off I signed on again on Tuesday for the 1510 ANZAC Pilot, starting at 1355. Y106 was run LE from the depot to Tottenham to pick up the loading for the workshops and taken down there. The shunting and return to Tottenham plus the LE return to Dynon took us through to 2110 so we signed off at 2125, allowing for the time to get from Fuel Point and, probably, check the next day’s roster.
Wednesday was on at 1440 for a 1500 SG Goods Pilot. I made a note that BJ failed to sign on with me so instead Driver Peter Standen, who apparently signed on at 1433, worked this shift with me. I didn’t note which SG Y class we had but there were only four of them, being 122, 139, 155 and a fourth that did change, unlike the other three which were permanent SG locos for the five years I was at Dynon. We shunted both South and North Dynon Yards until 2236 and signed off at 2315.
Thursday was 1435 on for the 1520 South Geelong pass. Being a pay day I was there earlier than required. B66 and 80 were already in multiple unit in one of the running roads waiting for us to take to the TR point and then to Spencer St we coupled up and prepared to head to Geelong. Two locos on a Geelong pass was overkill, however we wouldn’t have complained. Stopping at Geelong we then received the staff for South Geelong and with a clear ‘stick’ set off up the grade, through the tunnel, over the level crossing immediately beyond it and dropped down the grade to stop at South Geelong platform at 1635. I uncoupled the locos for the run around and we ran empty cars back to Geelong Yard where they were tied up for the night. The paired B’s were taken to Geelong loco and left at the Fuel Point while we went at had our meal break. Eventually, we left the loco and climbed back on board B80, which the Geelong fitters had separated from 66, and headed off the depot through the northern TR point, through North Geelong station and into North Geelong Yard to couple up to the 1845 up, a train of empty GYs headed back to a Northern or North-Eastern district grain region, having been unloaded reasonably recently. Departing sidings ‘A’, past North Geelong ‘A’ box we ran out onto the West line, ran through North Shore and Corio to enter the single line to Lara. After Lara’s crossing loop we returned to the single line, which only had another three months until the duplication was completed and opened. Approaching Little River, we diverted onto the West line and continued on towards Werribee. We passed through Werribee and just after we ran though Hoppers Crossing station the air in the brake pipe dropped rapidly. BJ shut off power and the train ground to a halt. Both of us wound down our windows and checked behind to see if we could work out what the problem was. From my side of the train nothing was obvious so Brian grabbed the handlamp and disappeared to check what might be the problem. After a few minutes something prompted me to look back along the train again. This time the problem was obvious. A GY had collapsed and was now obstructing the East line. I later found out that the leading axle box leaf spring on my side of the wagon had somehow dislodged and fallen off near Werribee causing the wagon to eventually collapse and disconnect the brake pipe hose causing the loss of air. The reason I couldn’t see anything earlier was the cloud of dust from the derailment obscured my view and in the dark it wasn’t obvious that the cloud was there. I now knew the cause and needed to think about protecting the train. I had no handlamp, as BJ had that, so detonators and a red flag would be all I had. What I saw next got me moving more quickly. The halo of a headlight started to appear over the crest of the grade from Laverton. Descending to the ballast I headed off as fast as I could along the edge of the East line. Considering I was suffering from the onset of a cold I wasn’t in best state to be doing a sprint and running on a ballast shoulder or right next to it is not easy. I kept going as the light brightened considerably until the headlights of a flat top T class, short end leading, appeared over the crest followed by the rest of the loco and its passenger train. As it moved off the grade the T was going to be able to pick up speed so timing started to get crucial. Brian hadn’t turned off the headlight on no. 80 and it was still on high beam. The driver of the T turned off his headlight, as was fairly common, to avoid blinding an oncoming crew, but that made it harder for his fireman to see me in the dark as the short hood was increasingly blocking the drivers view of me. I kept going until the T was fast approaching where I was trying to run and then stopped to clip three detonators to the nearest rail head as fast as I could, when the pass was as close as I was prepared to let it get to me without getting run over in the process. I got moving again waving the flag trying to get the attention of the fireman but he didn’t see me in the dark; no high vis clothing was ever issued to VR enginemen. The loco roared past me in notch 8 and then set off all three detonators in quick succession. The driver reacted as he had been conditioned, shut off power and applied either an emergency or full service application of the brakes. The fact that B80’s headlight hadn’t moved from the time he’d first seen it and was still on high beam probably helped his decision to react as he did. The whole train rolled passed me but finally stopped; luckily for the driver, as his day would have been much worse if the T had hit the wagon as he was the one most likely to be hurt in a collision with the derailed GY. Being short end leading the only door out of the cab for the driver was in front of him, so unless he had evacuated his seat and moved forwards to get around the control console to the fireman’s side of the loco he may well have been trapped some time, or worse. My race over, I turned and walked back towards both trains. By the time I got near the rear of the pass its guard was hanging out of the van door, obviously wondering why they had stopped there, so I filled him in on what had happened and then crossed the East line, behind his train to return to B80. Reclaiming my seat, I did my best to recover from my exertions and the adrenaline rush. I don’t know exactly how close the T got to the GY but one of the rear carriages of the train was next to my window when I sat down again, so it was reasonably close. Brian returned to the loco, as well, with the handlamp that, under the VR Rules and Regulations, should have in my hands. It certainly would have made it easier to get the pass crews attention with a red light, instead of a red flag. Eventually, a taxi arrived with a relief crew for us and we gladly hopped into it for the trip back to Dynon. We walked back into the foyer and approached the Manpower clerk. When Brian told him what train we were off the clerk had a go at us saying he would now have trouble getting home since we’d shut the Geelong line until the GY was removed, as though we did it deliberately to annoy him. He signed us off at 2250 so I could go home to nurse the cold. I must have seen something in Newsrail, after the event, as I added a note to the effect that the GY at fault was no. 6253. There is another telling of this event on the Albion cement siding thread. There are some minor differences as writing this thread has refreshed a lot of memories and also modified how I record them.
Friday I was rostered on at 1439 for the 1518 Kyneton pass and then return with a 1730 up but the cold had worsened, probably not helped by the events of the previous evening so I called in sick.
I stayed home on Saturday as well, when I was rostered to put in 8 hours at Fuel Point from 1430.

Neil
  david harvey Chief Train Controller

Location: Bairnsdale Wharf Line
It gives me great pleasure  to convey the warmest  Congratulations to Neil on making his 100th post   on "Memories of South Dynon in late Last Century" Yes sorry to say it was last century and well done you have stuck with it.I just only hope that you and your band of groupies  can eclipse the 176 posts that I incredibly amassed with popular support for the Sunshine Adventures of B siding  The royalties will flow soon.
  ngarner Assistant Commissioner

Location: Seville
Thanks David. This history must hold interest for more than a few based on the way the number of views is going.
So, moving on:

205D was taken up without either of us swapping away with Sunday OR, useful in helping me recover from the worst of the cold.
So on Monday I signed on at 0555 to run the 0625 No. 2 Dock Pilot with Y111, still with a runny nose but otherwise better. Working our way into the docks over Footscray Road with the wagons required we did the shunting required including transferring wagons to and from Melbourne Yard until 1330 when we collected all of our shunters and made our way back to Melbourne Yard where the shunters took their leave of us and we returned 111 to the depot to sign off at 1435.
Tuesday was 0556 on for the 0610 SG Goods Pilot with the repaired Y139, showing no signs of its ‘waterfall’ effort at Broadstore, late in 1980. The loco behaved itself for us today enabling us to do the work required before we left it at 1345 to sign off at 1424.
Wednesdays job was the 0730 Newport Pilot, signing on at 0600. Y108 was our loco and we ran to Tottenham Yard LE to collect the loading for it. Once everything was ready we were allowed out onto the Independent Goods line to Tottenham signal box where we collected the staff for Brooklyn and travelled over the overpass above the suburban lines and Sunshine Road to exchange the staff at Brooklyn and travel on along the east line to Newport. At Newport we were directed through the down platform road where we handed up the staff and travelled onto the Williamstown line. There was then a decent sized yard on the down side of the Williamstown line, a left over from earlier times and the site of which is now buried under numerous housing units. Although there was nothing there except grass covered sidings I fairly sure we were diverted in there for some time. Eventually, we were let out of the yard and continued on towards Williamstown. We were relieved in road 2 or 3 at Williamstown itself, at 1230, although whether that was before or after shunting the various sidings I don’t recall. I know that I shunted those sidings at least once. Travelling by spark back to the depot we signed off at 1355.
Thursday’s roster was officially OR but the Roster clerk booked us on at 0600 for the 0645 Spencer St Pass Yard Pilot. F203 was waiting for us in the Bank sidings and we used it to do whatever our shunters directed us to until 1445 when we left it for the Afternoon crew and returned to Dynon to sign off at 1450.
Friday was 0720 for a Newmarket Pilot which had been cancelled between yesterday’s shift and our sign on. Instead we spent about 30 minutes in the meal room before being called out at 0751 to travel to Frankston where we were to take over and run a Stony Point pass. Getting to Frankston took us until 0845 where we found Y165 and its reasonably short train waiting for us to run the 0913 down to Stony Point. Shunting the train into the platform we were handed the staff and waited for the tip from station staff and guard to set off to approach the left handed curve and start of the steep climb out of Frankston. Climbing the grade then crossing Moorooduc Highway we stopped at Leawarra. Getting underway again we climbed up to Langwarrin to stop again. On the move once more the grade flattened off before we followed the right hand curve and straightened up for the run on to Baxter. At Baxter we exchanged the staff before setting off past the Mornington line as it diverged to the right after we left the platform. We crossed Baxter-Tooradin Rd to curve to the left again. Another straight run to Somerville, where we exchanged the staff again, which continued until the right hand curve into Tyabb to get perform another staff exchange. Leaving Tyabb the line curved to the right to straighten up once more before we passed over the Long Island junction to run on to Hastings. After another exchange of the staff we powered away from Hastings to follow the various curves into Bittern to stop again for one more staff exchange. Departing Bittern, we rounded the rather tight left hand curve to run on to Crib Point and finally into Stony Point at 1010 to hand up the final staff. Cutting off, 165 was run around the carriages and recoupled ready for the up run. I failed to note what the departure time was for the up or when we arrived back in Frankston having stopped all stations once again. Once the train was empty we moved it into the yard to run around once more so we could form the 1210 down. Prior to departure time we returned to the platform and once again, staff on board, set off bound for Stony Point however when we stopped at Somerville this time another Dynon crew were standing on the platform waiting to relieve us. Leaving the Y to them they got 165 moving again to continue the down run while we hopped into the taxi waiting in the car park for us. The taxi delivered us back to Frankston where we caught the next up spark to Flinders St and then found one going to North Melbourne to walk back to Dynon to sign off at 1520. Since the Stony Point line closed for passengers on June 10 that year there were only just on two months of service left to run for it with the line past Long Island junction closing June 22. The full Stony Point line reopened just over three years later. The Mornington line closed five days later than the Stony Point to only partially reopen as part of the Mornington RPS.
Saturday was rostered on at 0635 for an 07something Spencer St Pass Yard Pilot but I was OR instead. I’m not sure what was happening there, as no roster ever had a six day working week. Yes, the Roster clerk could allocate you to work more than five days a week, as happened to me just weeks before but that was a deliberate act on his part, not the roster.

Neil
  Valvegear Oliver Bullied, CME

Location: Norda Fittazroy
Blimey Neil, it's a wonder you didn't get a permanent case of "Staff Exchangers Elbow" on that Stony Point run! I think I counted six staffs from Frankston to Stony Point.
  ngarner Assistant Commissioner

Location: Seville
Blimey Neil, it's a wonder you didn't get a permanent case of "Staff Exchangers Elbow" on that Stony Point run! I think I counted six staffs from Frankston to Stony Point.
Valvegear
I would have been more worried about the palm and webbing between thumb and first finger as that's where every one of them would land and if the trains speed was a bit higher than it was supposed to be then it could get rather nasty, especially with the size and weight of the large staff.

Neil
  ngarner Assistant Commissioner

Location: Seville
Rolling onto 206N, Sunday was OR but on Monday when I arrived to signed on I discovered that Brian had swapped again. Instead I worked with Driver M Wilson, on at 1619 for the 1600 Wodonga Oil. In this case we traveled to Broadmeadows to meet the train to relieve the crew who had taken the locos to Paisley to assemble the train and bring it as far as Broadmeadows. Someone at Head Office must have realised that this job was requiring relief on the up journey regularly to prevent serious overtime and so had instituted a change in rostering. On arrival at Broadmeadows we made our presence known to the signalman and, if memory serves correctly, once the down platform was clear, he then let the Oil train out of the Albion loop line so we could effect the changeover. Relieving the previous crew, we climbed onto X42, which had Y158 in tow, and got the train moving once again towards Craigieburn. With an X and a Y class we had some serious horsepower for this train especially compared to the more common T and Y class combination on the down. Passing through Wallan we climbed the dividing range to descend through Kilmore East and stopped at Broadford to change over with the Seymour crew at 2025. Taking control of T322 we departed Broadford to retrace our path back to Broadmeadows to continue onto the Albion Loop line, through Sunshine and past Newport. Following the West line, we stopped to enable the guard to give us access to the sidings, at 2235, where we shunted the train. We eventually made it back out on to the West line, at 2350, with the guard on board, we returned to Dynon LE at 0010 to sign off at 0025.
Tuesday I started at 1633, with Driver A Wagner, to run the 1748 Geelong pass. We took T371 and S304 off the pit to couple up to the train to prepare it. Getting away from Spencer St we stopped at Newport, Werribee and then, based on our arrival time at Geelong, all stations as we arrived at 1907. Released from the carriages we moved the locos onto the single line approach to the Geelong tunnel, moved from the S to the T class and then took both locos through the station to Geelong depot and exchanged them for S306. Taking this S class to North Geelong Yard we coupled up to the 2100 up goods. We departed the yard and made our way back to Newport where we were relieved by another Dynon crew at 2330. We then returned to Dynon, based on the time it took, by taxi as we walked into the depot to sign off at 0005.
Wednesday, I worked with Driver Wagner again, starting at 1619 to once again run the Wodonga oil from Broadmeadows. X32 came into the platform for the changeover; I am assuming, since I don’t remember, that this train had increased in capacity to warrant X class use on a regular basis. The Seymour crew we changed with made better time, compared to Monday, as we met the up train at Kilmore East at 2030. However, we had a slower run back to Paisley as we didn’t enter the sidings there until 2320. Shunting, returning to the main line & Dynon LE took far less time as we were able to sign off at Dynon at 0015.
Thursdays start time was 1619 with Driver R (Doug) May to run the 1720 Geelong pass. I arrived earlier than required to collect my pay for the fortnight. With X32 and T335 we crossed the flyover and coupled up to the train. Getting underway we stopped at Newport, Werribee and then all stations to arrive at Geelong at 1845. The T provided a nice boost in power but restricted our top speed to 100kph. Once released from the train we took the locos to Geelong depot and exchanged them for S313. Taking this loco to North Geelong Yard we coupled up to the 1930 up goods. Getting the disc signal to depart the yard we powered out onto the West line past the GEB loop and through North Shore. We continued on towards Corio and the start of the single line to Lara when Doug offered me the chance to drive, which I took up. So I slowed the train for the points leading onto the single line and, once clear of the points, increased speed along the fairly straight and slightly undulating line. Approaching Lara I slowed the train; I don’t recall if we crossed a down train at Lara but the probability is fairly high. If we did have a cross whichever train arrived first, unless the down was a pass, would have been directed into the loop, which would have required a maximum speed of 40kph. With a proceed aspect on the departure home I wound the S up again to move onto Little River where we would have been diverted to the West line. Back on dual track I could maintain a steady speed on the flat straight line past the site of Manor and on through the suburbs from Werribee on. At Newport we would have been directed up through Brooklyn then to Tottenham and on through the Bunbury St tunnel to enter the Arrivals Yard. I don’t recall if Doug took over from here or if I took the loco back to the depot but we arrived back at Dynon at 2200. After an hour on standby Manpower sent us to Fuel Point where Doug continued to let me drive until we knocked off at 0019.
Friday I signed on at 1600 with Driver Mick Mangan for the 1659 Werribee pass. As you would expect we had a Y class, no. 137 to be specific. Mick took control of the usual all stations from Newport to arrive at 1754. For a change we actually had a reasonable amount of time to do the run around as the up departure wasn’t until 1805. The return run finished when we returned to Spencer St at 1858. With the Y back on the depot we took up standby until 2030 when we were given the job of travelling to Sunshine to relieve the up Horsham pass. A B class (number not noted) rolled into the platform and we replaced the Ballarat crew to bring the train the rest of the way into Spencer St stopping at 2125. With the B back at Fuel Point we returned to the meal room to sit out the rest of our shift until an 0000 sign off.
Saturday was OR.
  ngarner Assistant Commissioner

Location: Seville
I rotated onto Roster 207A with BJ but the roster clerk booked me on to work the Sunday, so I signed on at 0817 with Driver R McMurray rostered to relieve the ‘Aurora’ at 0850. X51 drew to a stop in platform 1 where we replaced the Wodonga crew so they could go for their rest. With the motorail wagon removed by the Pilot for shunting into the car dock we coupled the X on to haul the carriages back to the carriage shed at South Dynon. As we approached the shed door we slowed to a crawl so the cleaners and train examiners could do their jobs. Two train examiners, one on each side, stood at ground level while a team of cleaners stood at various heights on the steps to the elevated platforms that bracketed the track and wiped down the exterior of the carriages as we drew the train past them. We continued to draw the train into the shed to stop when it was fully within the building and then uncoupled. We ran the X out of the west end of the shed then back towards the east end past the SG Fuel Point to reverse again to enter the Fuel Point. Leaving the X for the fitters to refuel we returned to Manpower, at 0930, who promptly sent us back to Spencer St so we could relieve the ‘Spirit’. Back at platform 1, X47 drew its train up near us so we could relieve the Dynon crew off their rest job at 0955. This time we left the train for the SG Pass Pilot for it to return the train to South Dynon and ran the loco back to Dynon light straight to the Fuel Point. We walked back into the depot at 1030 and took possession of two seats for a while. We were called out again at 1130 to relieve an up SG goods at McIntyre loop. A taxi was waiting for us in the carpark which took us out to Albion where X49 was idling. We took the place of the previous crew on the loco as they walked to the taxi for the ride to Dynon. With SG Control aware of the change of crews the departure home cleared for us to enter the single line towards Sunshine loop. On arrival at South Dynon Yard the X was cut off and we took it back onto the main line to stop on the Moonee Ponds creek bridge for the reversal into the depot. We signed off at 1430 having made our way back to the depot from the SG Fuel Point for the third time that day.
Monday BJ and I started at 0830 for the 1045 Serviceton ‘Jet’. C508 was allocated to the train so we took it to North Dynon for the obligatory examination of the train. Once everything was ok and departure time arrived we drew out of the yard to cross the Maribyrnong River and pass through the tunnel and on past Tottenham. After Sunshine BJ accelerated the train along the South line through Deer Park Junction and on towards Rockbank. Being a fast goods the auto staff exchanger was in use as much as possible as far as Bacchus Marsh. We climber the grades out of ‘the Marsh’, through Bank Box loop and on to Ballan where once again the staff exchanger came into use. At Bungaree the distant was against us and we pulled up at the platform road home departure signal at 1250. The up goods, our change-over was either already in the single line section from Warrenheip or had been given priority over the down. C510 appeared and pulled up next 508 for the crew exchange at 1310. The Warrenheip-Bungaree staff was handed to the signalman who put took it to the signalbox and returned with a replacement for the Ballarat crew now on 508. He handed us a Bungaree-Wallace staff so that we could proceed on our way back towards Melbourne after the guards also changed over. Retracing our path back through Ballan we finally left the train in the Arrivals Yard and took 510 to the Fuel Point signing off at 1530.
Wednesday’s start was 0850 for an 0920 Brooklyn / Newmarket Stock Pilot. We were allocated Y163 so took it ‘light’ off the depot to run out to the stock sidings at Brooklyn. Once at Brooklyn we did some shunting before gathering a rake of wagons for transfer to Newmarket. This entailed a run around in the Centre Yard to reverse direction, then to Kensington via the elevated, goods only, line to continue onto the Racecourse line and more shunting.  I didn’t note when we finished at Newmarket but we signed off at 1705.
On Wednesday we signed on at 0913 for the 1110 P10 Pilot out of Tottenham Yard. The job was originally rostered as the Deer Park explosives run but that had been cancelled. For this job we had T349 and once at Tottenham we coupled up to our rake or wagons and collected our gang of shunters to get to work. For a change I actually noted some of where we ventured with this Pilot. In our roaming we shunted the Barley Board, presumably at Sunshine, Brooklyn itself and there’s a note about “Ballast”, however I can’t relate exactly what that meant anymore. Whatever it meant, we deposited the wagons from the Pilot at Tottenham at 1620 to run ‘light’ back to Dynon to sign off at 1715.
Thursday was rostered for a later, 0930, Dandenong Pilot on at 0802. Y101 was our loco for the trip out of the East Yard. We appear to have done the down and return up by 1345, so not much stopping in between Melbourne and Dandenong. Standby lasted until 1500 when we were sent to Fuel point to finish off our shift.
Friday, being Good Friday, was booked OR.
Easter Saturday we signed on at 0735 on standby. Our boredom was relieved by being given the job of taking out the loco for the 0855 Albury pass. Taking S310 off the pit at 0835, from the hostler end, we dropped onto the train and were relieved by the Dynon crew that were actually running the train. With no other tasks allocated to us whilst at Spencer St we made our way back to the depot to return to standby. We were next allocated the task of relieving an up Korrumburra, my notes say 1110 but that was not its departure time as we took over the loco at 1115, so I’m not sure what that time is referring to now. This didn’t take us long as we signed off at 1150 with the loco, details not recorded, back over the pit.
  ngarner Assistant Commissioner

Location: Seville
Brian and I both swapped back onto 205D, which we’d worked only three weeks before, from 208D. In retrospect it is interesting to see how the same week’s roster varied.

Again Sunday was OR but that would have happened anyway due to it being Easter Sunday.
Monday was, again, 0555 for the 0610 No. 2 Dock Pilot, this time with Y117. Whatever shunting was undertaken was complete by 1305 but it took us until 1430 to be back at Dynon to sign off.
Tuesday was the 0610 SG Goods Pilot, on at 0555 again, even to the same loco, Y139. We completed all of the allocated shunting 10 minutes earlier than previously, 1335, but didn’t sign off until 1430 this time.

Wednesday was the Williamstown Pilot again, still on at 0600 but today it was an 0620 departure, with Y109, although that might have been the time off the pit, not from Tottenham. It appears that the earlier start enabled us to complete the jobs without requiring relief since I noted we finished the job at 1230 to sign off at 1335, the time difference being taken by getting the Y from Tottenham Yard back to Dynon.

From Thursday things began to change. The roster clerk once again booked us to work instead of the OR on the roster. My notes indicate that I came in for a Geelong but ended up on the 0700 West Yard Pilot, on at 0635. Y125 was tied up waiting for us to take over. We worked until 1305 but officially signed off at 1425 by my notes.

Friday’s rostered Newmarket was cancelled again, instead we were on 0625 to run the replacement locos to Westall for the Apex. Taking S308 and T386 through the TR point at 0645 we ran out to Westall arriving at 0734 to couple up to the train. We assisted with the unloading of the wagons and were ready to depart on the up for North Melbourne at 0900. With the T leading we ran the train back to the city to hand it over to the next crew at 1145. We walked back to the depot to spend the rest of the shift on standby, not even being tasked to Fuel Point, for a change.

Saturday was rostered for a Spencer St Pass Yard Pilot, which appears to have become the ANZAC Pilot but in the end I ended up OR, possibly due to it being ANZAC day, somewhat appropriate for the job, even if it didn’t run.

Neil
  ngarner Assistant Commissioner

Location: Seville
Instead of 209N the pair of us swapped but I’m not sure what roster to.

Sunday I booked on at 2204 with Driver P Junck for the 2230 Spencer St Pass Yard Pilot. F204 was our loco for the shift as we made up trains for the morning. We left the loco at 0545 to make our way back to Dynon to sign off at 0650.
Mondays start was 2115 for the 2150 Korrumburra, to be run with T364. Once off the pit we coupled to the train in the East Yard, did the brake tests and departed for ‘the Burra’. Climbing up the grade to Caulfield we continued on to Dandenong to collect the large electric staff for Cranbourne. Doing the hand exchange of the staff at Cranbourne we continued on down Clyde bank and on to Koo Wee Rup where we met our changeover at 0025. The up goods was being hauled by B82 and we departed Koo Wee Rup at 0030 with a new staff, after the usual changeover procedures were complete; i.e. the ‘chart’ signed and the tool kit checked. We retraced our path through Cranbourne, Dandenong and Caulfield to the Arrival Yard where we tied up the train and took the B back to the depot. We signed off at 0415 for a slightly abbreviated shift.
Tuesday was OR.
Wednesday was on at 2230 for the 2300 Canal Yard Pilot with Y118. We spent the shift shunting the yard until 0600 when we tied up the loco and signed off at 0725.
Thursday I signed on at 2210 to run the 2235 Seymour. S304 was taken off the pit, hostler end leading, to the Centre Yard to couple up and do the standard tests. Departing Melbourne, we travelled via Tottenham Yard and on towards Broadmeadows along the Albion Loop line. Getting access to the main line at Broadmeadows we travelled on through Craigieburn, Donnybrook and Beveridge to stop at Wallan where we met the Seymour crew with our change over at 0230. This train had T394, 377 and Y109 at the head end and we exchanged locos with them. Getting this train moving again on the up to retrace our route back to the Arrivals Yard, once again via Tottenham Yard. We tied up the train and took the locos back the Fuel Point at 0430 to sign off at 0450, once again for an early finish.
Friday was the first of May and we started at 2125 for the 2200 Dimboola which was going to run via North Geelong. Once again an S class was taken off the pit hostler end leading, this one being S310. Another departure via Tottenham Yard, this time diverting to Brooklyn to stop at Newport where a Geelong crew met us to take over the train. With nothing to change over to, a taxi arrived to pick us up and return us to the depot. Back at Dynon we spent a little time on standby before being given another job, once again requiring a taxi ride, this one to Sunshine. Leaving the taxi, we entered the platform where T413 leading Y160 drew to a halt next to us so we could relieve the crew who took our taxi back to Dynon. We took control of 413 and diverted onto the line to Brooklyn with the staff in the cab. At Brooklyn we handed up the staff and stabled the train, more than likely in the stock sidings, although I can’t confirm that anymore. Back on the main line we moved to the Y to run ‘light’ back to Dynon via Tottenham once more. Changing to the T again at the hump we left the locos at the Fuel Point to sign off at 0505.
Saturday was also OR.
Neil
  ngarner Assistant Commissioner

Location: Seville
Moving on to 210A, the highest numbered week of the Goods roster, Sunday was OR.

Monday was an 0930 start for an 0950 Maribyrnong which Driver T Little and I were provided Y’s 147 & 150 for. It appears that this was a light engine run to Caulfield to collect a load brought that far by an L class, as my notes are not explicit about this trip however subsequent notes provide context. So, once at Caulfield I coupled up and a continuity test done before we were given a clear signal to proceed down the grade towards Melbourne again controlling the train from 150. Running through North Melbourne on the goods lines we crossed the Maribyrnong River and immediately diverged onto the goods line. Travelling along the line we reached the yard where I uncoupled and the train tied up before we departed the yard at 1140 to run back along the branch, with the guard in the cab, LE once more. Given a clear run back onto the suburban lines we once more travelled, through Melbourne, back to Caulfield to couple up to another load sitting waiting for us. For the second time this day we dragged a load to the Maribyrnong Goods terminal to tie it up for unloading. With the locos released and the guard, once again, in the cab of 147 with us, we returned to the junction, departing LE at 1530 for Caulfield, yet again. Here was a third load, tied up, waiting for us to deliver it to the Maribyrnong terminal. So, for the final time today the locos were coupled up, brakes tested and the road set for our departure. Controlling the train down the grade to South Yarra then before power was applied to drag the load through Richmond, Flinders St and Spencer St we eventually returned to the Maribyrnong Junction, again, to deposit this load at the terminal. Once more uncoupled, the locos returned to the junction ‘light’ where we ran along the suburban lines as far as the junction at South Kensington where we diverged onto the goods lines to run past the west side of the Arrivals yard to the location below the hump where we changed to 150 for the final time and returned the paired Y class to the Fuel Point. Walking back to the Manpower window we signed off at 1935 after a reasonably long day.

Tuesday was 0935 for a 1000 Spencer St Pass Yard Pilot, run with one of yesterday’s hard working locos in the form of Y147 again. I can’t say if I worked with BJ for the rest of the week or not as I didn’t note any particular driver after Monday, which would suggest it was BJ otherwise I usually noted a variance. There’s not much more than that I can say about this shift other than we signed off at 1815 following the usual back and forth from the Bank sidings and the various platforms at Spencer St.

Wednesday was a 1205 start for a 1230 Kensington Pilot which was run with Y121. We did whatever we were required to until 1530 when we returned 121 to the depot to spend 30 minutes in the meal room before being given the job of taking Y135 off the pit to run No.7 Dock Pilot. It’s interesting that, years after I resigned, most of the rail lines around Melbourne’s Docks were ripped up and now there’s a big push to reinstate them: fairly typical of the short-sightedness of ‘the railways’ and their political masters. Whichever part of the docks we worked we did so until sometime around 2000 as we were back on the depot to sign off at 2030.

Since I was taking a few weeks leave without pay I had organised to collect my pay before I signed on that day and so I left the depot not returning until the start of June.

Neil
  david harvey Chief Train Controller

Location: Bairnsdale Wharf Line

. It’s interesting that, years after I resigned, most of the rail lines around Melbourne’s Docks were ripped up and now there’s a big push to reinstate them: fairly typical of the short-sightedness of ‘the railways’ and their political masters.



Neil
ngarner
How correct you are Neil ,but the railway has a new master now so we will see just how keen the master is  to restore  the Webb Dock line!!!!!!!!!!! Did you ever journey out to Webb Dock ??
  ngarner Assistant Commissioner

Location: Seville

. It’s interesting that, years after I resigned, most of the rail lines around Melbourne’s Docks were ripped up and now there’s a big push to reinstate them: fairly typical of the short-sightedness of ‘the railways’ and their political masters.



NeilHow correct you are Neil ,but the railway has a new master now so we will see just how keen the master is  to restore  the Webb Dock line!!!!!!!!!!! Did you ever journey out to Webb Dock ??
david harvey
No, Webb Dock was after my time. There were still numerous sidings from the West Yard area that crossed, what was then, Footscray Road into Victoria Dock but they were well and truly unused even then. The Dock Pilots, in my time, covered both East and West Swanson as well as Appleton Docks.

Neil
  ngarner Assistant Commissioner

Location: Seville
June 1st, a Monday, I returned to South Dynon to work roster 4D, with Driver D Roads signing on at 0500. The job was rostered as a Bayswater goods but the job had been cancelled, since Friday when the roster was drawn up, so the pair of us promptly headed for the meal room on standby; just the thing to make you want to return to work on your first day back. Eventually, at 0630, the Manpower clerk found us some work and so we left the depot to locate T338 in the depot yard to take it ‘light’ to Tottenham. Once at Tottenham we entered the yard to be coupled up to a load bound for Caulfield and once the tests were complete headed back along the Independent Goods lines through the Bunbury St tunnel and along the goods lines through North Melbourne towards the city. Passing over the viaduct we travelled through Richmond and South Yarra to climb up the grade to Caulfield where we stopped and I uncoupled. I assume there was an L class already there or it arrived soon after to take our load on further east. With the load delivered we then turned our seats around, I raised the, hinged, semi-circle that then formed the white disc to indicate the rear of the ‘train’ on, what was now, the rear of the T class and we made our way back to the depot to leave 338 at the Fuel Point and make our presence known to the Manpower clerk again. He found us some more work as we told to make our way to Flinders St so we could relieve the Princes Bridge Pilot. We found E1108 somewhere in the general area of Princes Bridge or its yards and relieved its crew at 1210. We worked on the E until 1320 when we were in turn relieved so we could make our way back to the depot to sign off at 1400: a 9 hour shift to welcome me back to work.

On Tuesday I signed on at 0520 to run the 0614 Werribee pass, probably with D Roads again. Someone had decided to change things around for once as, instead of the virtually universal Y class allocated to Werribee passenger trains, we were allocated H4 to do the out and back run. Travelling over the flyover we dropped onto the train, had it examined and prepared to depart. Doing the usual ‘stopping all’ we arrived at Werribee a little before 0730 as we were scheduled to form the 0729 up. The up journey was obviously quite a bit busier than the down and we drew to a halt at Spencer St to allow all of the commuters’ head into the city. We returned the H to Dynon at 0918 and were almost immediately on our way back to Spencer St again, this time to relieve the up ‘Overland’. X32 with X53 drew into the platform where we met the Ararat crew at 0930, to send them to their rest. With the paired X class released from the train we returned them to the Fuel Point for servicing and were once more in the depot meal room from 1004. Nothing more was offering for us as we finished the shift in the meal room to sign off at 1120.

Wednesday start was 0425 to run a Ringwood but this had been cancelled overnight. Instead we were given the job of running an 0515 Wallan BONA using Y133. I’m not sure where we picked up the guard’s van but it was quite probably from Tottenham Yard due to the time difference between sign on and the rostered departure time. Departing, with guard in the van, we travelled along the Albion loop line and on to Wallan where we entered the overgrown yard, full of stored, off roster, four wheeled rolling stock. Head Office had apparently decided that it was time to start to dispose of this pile of scrap metal and we were one of any number of trips to Wallan to return these vehicles to Melbourne for their demise. I can’t remember if there were specific vehicles we sorted out of the mess or if it was a case of collecting vehicles from a couple of specific roads; either way we took quite a while to prepare our train, including testing the brakes to ensure we would stop when necessary. At 1120 the disc signal ‘came off’ to allow us to access the up main line and we set off on our way to travel to Tottenham Yard. We were in no rush with the ‘quality’ of the vehicles in tow and eventually entered Tottenham Yard to leave the mobile scrap pile in a siding and head back to Dynon ‘light’. We left the Y at the Fuel Point and signed off at 1315 after a somewhat different experience from the norm.

Thursday was on at 0555 for a, more mundane, No.2 Dock Pilot, run with Y117, although it appears that I should have been off roster. Not much to record about what we did other than we signed off at 1430 on a pay day, so joined the queue for our wages.

Friday’s start was 0540 to run an 0620 Dandenong/Frankston. E1102 was allocated to the task but I’m fairly sure we got no closer to Dandenong than Caulfield. Leaving the East Yard, we must have stopped and shunted a number of sidings along the way as I noted that we made it to Frankston at 0905. We must have done some shunting in Frankston Yard because we didn’t depart from Frankston until 1040. There was far less stopping on the up journey as even after we deposited our load in the Arrivals Yard and left the E class at the Fuel Point we still signed off at 1240 for a 7 hour shift.

Saturday was booked on for an 0525 Brooklyn Pilot but I was OR instead, having already worked 5 days.

Neil
  ngarner Assistant Commissioner

Location: Seville
Roster 5N had Sunday as booked off.

Monday’s sign on was at 1607 for a Kyneton with Driver GD Smith but we were taken off that task by Manpower and instead allocated to the 1652 Warrigal pass. L1169 had been allocated to run this train so we found it in the wired road at the depot and took it out to the TR point. The West Tower signalman let us out onto the goods bypass lines to run past the suburban platforms at Spencer St and we then travelled across the original viaduct to Flinders St. The PB Pilot would have docked our train for us so we would have run past it on the centre line and then backed onto it in platform 1. With the train examined and ready we received the tip from the guard for the all clear and set off for Warragul. We ran express to Dandenong and then on to Pakenham from where I feel that we then stopped at all stations, but can’t be sure of that anymore. Travelling between Bunyip and Longwarry we carried the staff for the single line section. We drew into Warragul platform at a time that I, unfortunately, failed to record. We then had a wait until the up goods we were returning to Melbourne with. It drew in with L1163 at the head end with L1171 being towed, shut down. We got this train moving again at 1830. This was a heavy one as it weighed over 1000 tons based on my notes about tonnage. It also took us a long time to get it back to the Arrivals Yard since the return of the locos to the depot and sign off didn’t happen until 2320.

Tuesdays job was also taken off us when BJ Smith and I signed on at 1640, originally for a 1710 Seymour. Instead of that we were tasked with getting Y111 from the SG turntable and taking it to the car shed to tow the ‘Spirit’ to Spencer St ready for that evenings departure. Dragging the train to the TR point I let the signalman know who and what we were, the road changed and the dwarf cleared for us to head for platform 1. Dragging the train over the flyover we drew it into the platform and stopped. The loco was uncoupled and we moved a little further into the head-shunt so the train loco didn’t re-couple us to the train when it coupled on at the far end. With these trains being so long we had little chance of getting out onto the bypass track so we sat there until the ‘Spirit’ departed. Once it did we were instructed to move the Y to the car dock siding to allow the up ‘Daylight” to arrive into a clear platform 1. When it arrived we returned to the main line to then drop onto the emptying carriages. The train loco was released from the train and departed for the depot using the bypass track. Once the task of clearing the train was complete the road was cleared for our return to the car shed at South Dynon. Towing the train over the flyover we diverted onto the depot approach road and then slowed to draw the carriages into the car shed, at low speed, to allow the exterior to be cleaned. Once the whole train was within the shed we stopped to be uncoupled and then took the Y back to the SG Fuel Point. We signed off at 2300 which was rather later than all of this should have taken so I assume that we spent some time in the depot meal room on standby.

For the third day in a row we signed on for a job that we were taken off before even starting, in this case on at 1545 to take out the 1759 Serviceton ‘Jet’ and then relieve the PB Pilot. Instead, we found S315 were it was stabled and took it off the pit to form a 1645 Upfield. There is a strong possibility that 315 was on the ’gauge’ temporarily, which would make sense; running a load of new Ford’s north would explain an S class running to Upfield. Broad gauge locos going there were rarely bigger than a T class, whereas the ‘gauge’ used Y’s for shunting and main line locos for northbound trains. Whatever the circumstances we didn’t finish this job until 2000 which I take to mean our return to Dynon as we were back on a loco soon, after 2020. This new job was to take out the loco for the ‘Vinelander’. X37 was to run this train so we took it off the depot, crossed the flyover and eventually coupled on to perform the train examinations, ready for the ‘foreign’ crew to take over from us on their journey back to their home depot. Relieved, we made our way back to Dynon to return to standby status until 2245 when we signed off.

For the first time this week BJ and I actually ran the job that we signed on for; 1619 on for the 1720 Geelong pass. We had S304 for this run and arrived at Geelong at 1840. This was my last down run on the Geelong line before the Little River to Lara duplication opened on July 25. Taking 304 to Geelong depot we had a rest before taking S306 to North Geelong Yard to form the 1930 up goods. This was a heavy train as I noted we earned the tonnage bonus although I didn’t record how heavy it was. Leaving North Geelong, we made a slow return to Melbourne and the Arrivals Yard. Returning the S class to Dynon, at 2330, we went onto standby in the meal room and sat out the rest of the shift until 0016.
Friday was on at 1530, with Driver D Barden instead of BJ, for a Brooklyn Pilot, which, unsurprisingly for this week, had been cancelled! Instead we had the ‘privilege’ of working Fuel Point for the whole shift. From my notes we moved Y115, X53 and B75 at the very least. Sign off at 2330 finished my working week as Saturday was OR.
  ngarner Assistant Commissioner

Location: Seville
I swapped away from 6A and took up 139D instead, without Brian.

Sunday was rostered for 0645 to work Fuel Point again but for some reason that didn’t happen, not that I was going to complain about that. Instead, Driver D Frank and I made our way to Flinders St to take over the PB Pilot at 0730. Y161 was sitting in the sidings waiting to carry out the duties allocated to us. We worked between Flinders St platform 1 and the sidings, in the triangle between Wellington Parade South, Brunton Avenue and running lines into Flinders St, now completely covered in apartment buildings. We wrapped up on 161 at 1405 to make our way back to Dynon to sign off at 1523.

Monday’s start was 0715 for an 0800 Maribyrnong. I teamed up with Driver R Frank, not the same driver as I worked with on Sunday, on B70. My notes are very light on in detail but this would have been at least one transfer of briquette loads in open wagons, from Caulfield to Maribyrnong and back, or vice versa. We worked until 1350 to sign off at 1415.

On Tuesday I signed on at 0715 with Driver T Halliwell to run a Caulfield to Warragul empties related to the job run on Monday. However, this was taken off us, or cancelled, so we warmed some seats in the meal room for a while. Manpower allocated us to work the Long Island, the locos for which were T362 and B63. As we were allocated this at 0930 I’m not sure exactly where we met or took this train as the usual start time for this job was a lot earlier and then the fact that we were back at the depot before 1245 says we didn’t have a lot of time on this job. Whatever we did at 1245 we were allocated the job of relieving an up Ballarat pass so we made our way to Spencer St where we took over S301 from the train crew. Released from the train we returned 301 to Dynon at 1355 and signed off at 1410.

Wednesday’s start was 0600 with Driver S Perry to run Y109 ‘light’ to Tottenham Yard from 0620. Beyond that note I can’t say exactly what we did, presumably we returned some loading to the Arrivals Yard as we finished this job at 0840, to take up space in the meal room on standby. Our sitting was broken by Manpower who tasked us with relieving the up ‘Spirit’. Waiting on platform 1 X47 drew to a halt adjacent to us, at 1015, where we let the Wodonga crew depart for their rest. Released from the train we ran the X hood end leading back to the ‘gauge’ Fuel Point’ and were back at ‘Manpower by 1030 to resume our seats in the meal room. Unusually, we sat there until 1400 without getting tasked to Fuel Point as was more normal for crews on standby nearing the last hour or so of their shift.

Thursday began at 0815 for the 0845 SG Pass Pilot with Driver Ray Weeks. Y155 was sitting on one of the turntable roads waiting for us so releasing the handbrake then lining up the table we made our way over the flyover to Spencer St to deal with the usual duties of this Pilot; dealing with the ‘Daylight’ empty cars, the ‘Aurora’ and its motorail wagon, and the ‘Spirit’. Drawing the empty ‘Spirit’ cars back to the car shed at Dynon we spent the rest of the shift doing whatever was required of us until 1525 to sign off at 1615. Being a pay day we queued up to collect our money, probably before we actually signed off at the end of the day.

Friday was an 0723 start for the 0740 ANZAC Pilot. My driver was probably Ray again and we were allocated Y106 for this job. Running light out to Tottenham Yard to collect our loading we shunted the various locations along the Brooklyn line and returned to Tottenham with a completely different group of wagons to complete this Pilot at 1435 and then run ‘light’ back to Dynon to sign off at 1516 for my last shift for the week as Saturday was OR.

Neil
  ngarner Assistant Commissioner

Location: Seville
Reverting to 7D, I re-joined BJ for the week, or vice versa, after a Sunday OR.
Monday we started at 0655 for a Glenroy, but instead found ourselves in the meal room due to cancellation of that job. We were called out by Manpower to run an 0820 LE to Newport Workshops with X34. Once we were let into the sidings at Newport we were directed to where S315 was tied up to couple up to it. We then towed the S back to Dynon to leave the two locos at Fuel Point and make ourselves known to Manpower again at 1055. We returned to the meal room until 1210 when we were tasked with taking on one of the SG Goods Pilots. Y139 was working this job and we worked on it until sometime after 1400 as we signed off at 1429.
Tuesdays start was 0730 for, everyone’s favourite job, Fuel Point duty. Eight hours of climbing up and down loco steps, working point levers and turntables was tiring, especially when that sort of exercise was not consistently required of loco crews. I failed to note what locos we moved during this shift but we worked our full shift to sign off at 1530.
On Wednesday, I signed on at 0711 for the 0730 Powerhouse Pilot. We found H2 to take it off the pit to the Centre Yard to couple to our load. Departing that Yard, we headed past the Arrival Yard to join the Newport line at South Kensington to head for Spotswood. At Spotswood we pushed the train back into the sidings on the down side of the main line and spent time shunting the various points that existed then, in the area. Once we had completed all of the shunting required we returned to the main line to travel to Newport where we ran the loco around the train to take it on to Tottenham Yard where we left the load at 1418, to travel back to the depot ‘light’. Sign off was 1530 once we’d left the H at the Fuel Point.
Thursday was ‘not required’ presumably due to stop work action by one of the three unions involved in rail operations in those days, instead of signing on at 0711 for a Woodend.
Friday and Saturday were both OR.

Instead of continuing onto 8N, BJ and I swapped onto 9A together with Sunday and Monday both rostered off.
Tuesday we signed on at 1530, to spend the shift working the Fuel Point. Another 8 hours of shifting locos passed until 2330 when we headed for home once again.
Wednesday I had pressing matters that I had to attend to so had the day away from the depot. The roster was to run a Dock Pilot, on at 1345.
Thursday we signed on at 1350, rostered to standby but Manpower immediately tasked us to the 1410 Arden St Pilot from the moment we both signed on. We walked up to North Melbourne, then around to the sidings where Y123 was waiting for us to take control of. We spent the shift moving wagons around in this area until 2130 when we moved 123 to the dwarf signal controlling departure from the sidings. When it cleared we crossed the suburban lines to return the Y class to the depot and signed off at 2235.
Fridays start was 1345, this time rostered to, once again, work the Arden St Pilot. Once more Y123 was waiting for us, for pretty much a repeat of the previous day’s shift, except we departed for the depot at 2105 and signed off at 2215.
Saturday was a 1356 start to run a 1410 SG Goods Pilot. I failed to bother to record which of the four SG Y class we worked on. We shunted both South and North Dynon Yards until 2105 when we left the loco to the night shift and made our way back to the depot for a 2230 sign off to end the week.

Neil
  ngarner Assistant Commissioner

Location: Seville
I returned to ‘my’ roster which meant working 9A for the second week in a row but discovered that BJ had swapped to another one, a little surprising considering he was happy to work it the week before.
With Sunday off 9A was officially off roster on Monday as well but I returned to Dynon to sign on at 1440 to run a 1515 Cranbourne. This was modified to only go as far as Lyndhurst so would have been a load of cement to the plant there. The only detail of the driver I worked with was Ron, which was a little unusual as I either recorded their initial and surname or nothing; this was virtually the only time I recorded first name only. Together we located Y157 and left the depot to collect our loading from the East Yard. We made really good time to Lyndhurst, on the down, as we were ready to depart Lyndhurst, on the up, at 1655 for a trip through to Newport. This journey took significantly longer to complete. I didn’t record when we arrived at Newport but with a subsequent return to the depot ‘light’ we reported back to the Manpower officer at 2025 to go onto standby. We did nothing for the rest of the shift to sign off at 2300.
Tuesday’s start was for the 1530 Fuel Point once again, this time with Driver Frank Draper. Once again I did not bother to record what was moved between then and 2300 when we left the Fuel Point crew room to sign off at 2330.
Wednesday was 1345 for the 1410 No.7 Dock Pilot, once again with Driver Draper. Y129 was allocated to us for the shift and we worked between Melbourne Yard and one of the docks until 2155 when we returned 129 to the depot and signed off at 2230.
Thursday’s start was 1355 with Driver P Dawson to relieve the ANZAC Pilot. With this Pilot somewhere between the Newport area and Tottenham Yard we were, probably, transported by taxi to where the Pilot was. We relieved the crew who then returned to Dynon by the same transport as we used to get to where they were. We took control of Y105 at 1445 to continue the shift. We eventually drew into Tottenham Yard where we were relieved of the load, although I didn’t record when this happened. We sat in the Yard for some time before we were tasked with taking a load into Melbourne Yard. We were coupled to this load and had the brakes tested before getting the right away to depart on the up at 1930. This trip took quite a while, probably as we took the loading into the Centre, not the Arrival Yard. We eventually returned 105 to the depot at 2140 to sign off at 2155.
For Friday’s start, Driver Draper and I signed on at 1345 for the 1410 Arden St Pilot. Having made our way across to Arden St Yard we found Y116 tied up waiting for us to take control. We eventually crossed back to Melbourne Yard and returned 116 to the depot after shunting the various sidings through the afternoon and evening to sign off at 2230.
Saturday was OR even though the roster had a 1356 start for a 1410 SG Goods Pilot listed, as I’d worked the previous week.
  ngarner Assistant Commissioner

Location: Seville
Rotating onto 10A with Sunday OR I signed on at 0730 to work the Fuel Point with Driver G McDonald, BJ having swapped rosters once again. Shuttling locos around for the standard shift was becoming a bit ‘old hat’ as I didn’t bother with recording which ones we moved around the depot. Sign off was 1530.
Tuesday was on at 0723 to run the 0750 ANZAC Pilot with Driver Ray Ludlow. Y107 was the loco allocated to the job so we took it from the depot to Tottenham Yard to collect the loading we were to place and set off for Brooklyn and beyond. Shunting the various locations allocated to be worked by this Pilot we were relieved at 1430, wherever we were and returned to the depot to sign off at 1521.
Wednesday was rostered off.
On Thursday it was an 0640 start for an 0700 SG Goods Pilot. Y139 was the loco for this and we did the usual shunt of both Dynon Yards until 1450 when we made our way to the depot junction to make it easier for our relief to get to us. We signed off at 1519.
Friday's start was 0711 for the 0756 Woodend pass which we had T324 allocated to run the train with. So, getting a cleared signal from the West Tower signalman we crossed the flyover to the platform our train was sitting in and had the train examination done. Getting the all clear from the guard we set off to join the suburban lines near the Dudley St signalbox and head on through North Melbourne towards Sunshine where we stopped. Getting under way again we ran through St Albans but from then on stopped at all stations until we climbed up the grade into Woodend to stop at 0950. I cut off the loco and we ran around so I could couple on at the up end and Ray to conduct a quick continuity test. I can’t recall whether we crossed to the up line before, or after, this but either way we ended up on the up line ready for the 1005 up ‘stopper’. Getting the train moving on the easier grades we stopped at Macedon for some passengers and set off once more. Pulling into Gisborne we left 325 with the train in the platform and climbed on board T333, in one of the sidings, and, with the aid of the signalman, added it to the pass in front of 324 where I then connected all of the brake hoses and fitted the MU cable in place. Now with augmented power, and probably somewhat behind the timetable, we set off again, to continue our stopping all stations, although this time we would have stopped at the, small, up line platform on the down side of the level crossing at St Albans. Sunshine was the next stop and we then traveled on into Spencer St to stop at 1200. Released from the train we took the paired T class back to Dynon to leave them at the Fuel Point and spend the rest of the shift warming seats in the meal room until 1511 when we signed off.
Saturday’s start was 0635 to run the 0700 Trimmer Pilot but, surprisingly, since this was one job that was never cancelled, we were relieved of that duty and allocated the job of taking out the loco for the 0935 Warrnambool pass. This was a B class but I failed to write down which one. Leaving the depot, we crossed the suburban lines via the flyover and were directed onto the carriages by the signalman in Spencer St No. 1 signalbox. We did the examination of the train, ready for the crew who were going to run the train. Once relieved, we then relocated ourselves to platform 2 to wait for the ‘Overland’ with its Ararat crew in control. It eventually drew to a halt near us with double headed S class, Nos. 312 and 313, in the traditional back to back formation. Once one of the Pass Yard Pilots had dropped onto the rear, removed the motorail wagon to the car dock and the passengers and their luggage were all off the train we then pushed it back into the carriage sheds at the Bank sidings, with a shunter standing in the doorway at the far end of the train giving us the appropriate hand signals. With the carriages safely stabled in the shed the locos were uncoupled and we moved back to the exit of the sidings waiting for the signalman to set the road so we could move to one of the roads adjacent to the platforms, where we could relocate ourselves into 313 for the light engine return to Dynon. With the S class being re-fueled and -sanded, we returned to the Manpower clerks window to report back again. We didn’t get a break as he immediately sent us back to Spencer St, this time to relieve the 1055 up Ballarat pass. This time we had no loco to make the journey so it was shank’s pony to North Melbourne and spark from there. Once we were on the correct platform we waited for the train which drew in with another S class up front, this time no. 301. Freed from the train we ran past it in the run around road, driving from the hostler’s end and made the journey back to Dynon yet again, although not in the ‘comfort’, or ‘quiet’, we’d had in 313. We presented ourselves to the Manpower clerk once more but this time to sign off, not look for more work, at 1340.
Neil
  ngarner Assistant Commissioner

Location: Seville
Some additional reading for those of us in lockdown.

Instead of moving on to 11N, I swapped to 99A. (opps, missed this line to start with)


11N was rostered as:

Sunday:           if required
Monday:          obscured
Tuesday:         Wodonga rest job
Wednesday:   return from Wodonga
Thursday:        Seymour
Friday:             Bendigo

Instead, Sunday was OR with Monday on at 1440, with Driver D May, for a SG Goods Pilot run with Y115. From beneath my scratching’s, I can determine that I was actually rostered for the 1500 Dynon Jet Pilot with Driver J Alston but was shifted to the other Pilot for some reason. Ironically, no matter which Pilot I worked I still ended up in North Dynon Yard, the gauge the loco was on being the only difference. We worked both South and North Dynon Yards as usual until 2235 to sign off at 2325.
Tuesday was on at 1245 for the 1600 Wodonga Oil out of the sidings at Paisley, with Driver Alston. As commented on previously, the load had increased enough to require main line locos for the train so we left the depot in charge of X36 with Y159 in multi behind, to switch to the Y for the run from North Melbourne to Paisley, having collected the guard while we changed locos. Once the train was assembled we got clearance to re-join the West line with 36 leading and set off on the journey towards the northeast. Collecting the staff at Newport for Brooklyn and then the Sunshine one at Brooklyn we travelled on to Albion to diverge onto the loop line. Near Broadmeadows we ran onto the down loop line to stop at the home signal to wait for clearance to join the north east main line. Once the signal cleared we climbed up the grade to enter the platform where another Dynon crew were on the platform waiting to relieve us. With the change-over effected at 1920 the ‘Oily’ headed on towards Wodonga and we waited for the next spark to pull into the platform to form an up. Boarding the spark, we travelled per back to North Melbourne where we walked back to Dynon, parallel to the SG line, to sign off at 2026.
Wednesday was a 1345 start to run the 1410 No. 6 Dock Pilot with Y112 and Driver Alston. Working between Melbourne Yard and a specific dock, although which one I can’t relate, we returned the Y to the depot to sign off at 2225.
Thursday was the same sign on time and job start except that it was No. 7 Dock instead of No. 6. Which of the 75 Y class we used I didn’t record but otherwise it would have been a close repeat of Wednesday. Sign off was 2210.
Friday was a 1250 start rostered to run a Warragul out of Westall but we were taken off the job to go onto standby. Manpower eventually found us a job in one of the 1500 SG Goods Pilots, a repeat of Monday, except for the loco number, which was no. 139 this time. We worked the normal shift for one of these Pilots leaving the loco at 2230 to sign off at 2315 for over 10 hours on duty.
Saturday was supposed to be 1435 on for the 1500 East Yard Pilot but I had the day off instead.

Neil
  ngarner Assistant Commissioner

Location: Seville
Two weeks worth, since reading the rather repetitive nature of a weeks worth of Melbourne Yard Pilots would be close to as mind numbing as actually working them was!

Another afternoon shift, in the form of 12A, which was basically a week of Melbourne Yard Pilots, once again working with BJ, however I ended up working all seven days of the week.

Sunday was 1215 on for the 1400 Serviceton ‘Jet’ and who was driving I didn’t record. C508 was our loco so it was run out to North Dynon Yard, coupled up and the train tested. Once everything was ready we departed via the Independent Goods lines to Sunshine and, with limited traffic to interfere with our progress, we made it all of the way to Ballarat, with the signalmen along the way setting up the auto exchanger at every possible opportunity. We handed the train over to a ‘foreign’ crew at 1615 but since our return to Melbourne was travelling per on the 1900 up pass we had quite some time to kill. Once the pass was ready to board we made ourselves comfortable for the trip back to Spencer St which was completed at 2100. We then had to make our way back to the depot to sign off at 2130. Being double time, 9:15 hours on duty paid quite well!
Monday started the five shifts of Pilots, beginning with the 1500 Canal Pilot with sign on at 1435. Y112 was sitting in the Yard waiting for us at the western end of the Yard, near the Moonee Ponds Creek bridge. We shunted the Yard including collecting loading from ‘D’ balloon of the hump to assemble trains for the west. We tied up the loco at 2205 but didn’t sign off until 2325.
Tuesday was 1457 for the 1500 Trimmer Pilot where F212 was tied up on the trimmer siding while we walked past it our way to the cabin to while away the time between rescuing wagons that didn’t behave as the West Tower operator expected them to. We sat it out until the night shift crew appeared to relieve us at 2300 with sign off 3 minutes later.
Wednesday was the same starting details as Tuesday, except that we worked the West Yard Pilot with Y122. Emptying ‘C’ balloon and shunting the various shed along the west side of the Yard were the most memorable parts of this Pilot. Like Tuesday we were off at 2303, although I’m sure that we weren’t still on the loco at 2300.
Thursday’s variation was the Centre Yard Pilot but otherwise everything else was the same as Wednesday, even down to the loco being the same; i.e. no. 122. This Pilot made up northern bound trains, including making up the Bendigo ‘paper train’ and emptied ‘B’ balloon. Although we were signed off at 2303 I noted we actually left the loco tied up at the north end of the Yard at 2215.
Friday was 1435 on for, once again, the 1500 Shed Pilot run with Y120. We left the loco at the same time as Thursday night but were officially off at 2325.
To cap off my week the roster clerk booked me on for ‘Fuel Point and Standby’ duties from 1430 on Saturday. I obviously wasn’t too impressed by this as I made no notes about whether I did anything, so appear to have done nothing other than Fuel Point until I knocked off at 1830, in a silent protest at working seven days straight.

Instead of moving onto 13D which were 0300 starts, I swapped to 93A for the week, with Sunday off.

Monday was 1435 for the 1500 Transfer Pilot but, this had been cancelled since Friday so Driver G Rankin and I went straight onto standby in the meal room. At 1540 Manpower called on us to take out the loco for the 1730 Seymour pass. T399 was to run this train so we took it over to Spencer St, I coupled up and had the train tested by one of the examiners based at the station. Eventually, the crew running the train appeared and relieved us of the loco so we made our way back to Dynon via North Melbourne station and a spark ride to report back to Manpower at 1805. We spent a bit more time in the meal room until 2045 when we were tasked with the job of taking a loco out to test the 2145 Serviceton ‘Jet’. Y159 was made available for us to do this job, so we climbed on board and set off for North Dynon where after coupling on the train was examined and declared ready to go. Once the train loco appeared the Y would have been uncoupled as they were extremely rare on ‘Jet’s due to their speed limit and low power. What exactly happened from then is a bit obscure now as my notes indicate that we then brought B85 back to Dynon. I am assuming that it was attached to the Y but can’t confirm that. Either way the B was returned to the depot at 2320, with or without the Y, for us to then sign off at 2330.
Tuesday was also on at 1435 as we were rostered on another Pilot, this one the 1500 Dynon ‘Jet’ Pilot, so, with Y107, we once again worked in North Dynon Yard amongst the shed and loading platforms, assembling the Serviceton bound ‘Jets’ of which there were at least four scheduled to depart during our shift; i.e. 1530 (train 9127), one whose departure varied between 1750 and 1835 over the years, 1955 (train 9145) and 2145. This created a decent demand on this Pilot to assemble all of the vehicles for these important trains. There was loading from the Contrans terminal, on the northern side of the standard gauge line on the east side of Moonee Ponds Creek, 40 foot TNT labelled containers that ran on the 80-foot long VQDW wagons, and their interstate counterparts, with their low height bogies, which were a feature of all ‘Jet’s on the western line. I can’t recall if the Dynon Jet Pilot collected these or if it was the job of another Pilot, like the Transfer that moved them to North Dynon Yard. With the last of these afternoon/evening ‘Jet’s on its way we finished at 2250 and returned the Y to Dynon to sign off at 2315.
On Wednesday we started at 1431 to run the 1530 Serviceton ‘Jet’. So, for the third time in as many days we ended up at North Dynon Yard, this time to actually run a train out of there, one of which we would have helped assemble only the day before. For this job we had S315, supported by X52, and these two did a fine job of moving the train, assisted by the fact that most traffic was heading in the same direction as us at that time of day, however another ‘Jet’ that BJ and I ran some months later, ironically also an S and X52 hauled train, was a completely different story, which we'll get to later this year. We pulled into Ballarat station to hand over to another crew at 1840. As we were travelling per back to Melbourne we cooled our heels until we could find some seats for the journey back. Once back at Spencer St we retraced our path back to North Melbourne to then walk back to Dynon to sign off at 2135.
Thursday I was supposed to be on at 1345 for the 1410 Arden St Pilot but for some reason was OR instead.
Friday was meant to be on at 1245 for the 1600 Wodonga but my health wasn’t up to the job and Saturday was OR as well.

Neil
  ngarner Assistant Commissioner

Location: Seville
Another swap of rosters had me working 147A instead of 14N and the week started with both Sunday and Monday OR.
Tuesday was on at 1145 with Driver R Frank to take X51 ‘light’ to Upfield on ‘the gauge’ to form a down Cooks River goods. We took the X from the SG turntable out onto the main line and then set off for Somerton at 1230. Being ‘light’ the X was allowed to run at 60mph (100kph) and Frank decided to make use of this permitted speed, which, along the Albion loop line, had me bouncing around badly, to the point of being airborne above my seat on a regular basis, which I didn’t really appreciate! With virtually nothing to hang on to it was rather disconcerting, whereas drivers had the brake and power controls to stabilise themselves. On the approach to Somerton loop we were diverted into the sidings where we could then back down the gauntleted track to the Ford factory. We entered the SG sidings at 1330 and were eventually able to couple to the train load of automobile carrying wagons which was then tested before we could depart. At 1530, we departed the Ford sidings and made our way back to Somerton to join the main SG line to continue heading northward. We succeeded in getting as far as Longwood, where we were put into the loop at 1800. Our relief was travelling on the up ‘Intercapital Daylight’ (ICD) so we sat on the loco until it appeared and drew to a halt next to the X class so the Wodonga crew could take over and we could find the seats that they’d just emptied. Once we were on board the Wodonga crew got the ICD moving again at 1830 to finish the run into Spencer St with arrival there at 2020, after which we made our way back to the depot to sign off at 2026.
Wednesday was an 1152 start for the 1230 Scrap Pilot. We made our way to Flinders St and then entered the Jolimont sidings to where E1107 was waiting with some departmental wagons coupled behind. Taking over the E at 1230 we worked around the Jolimont stabling sidings up to a point and then prepared to transfer our load of scrap to Newport Workshops by adding a van to the rear of the rake. When exactly we departed Flinders St I didn’t record but we crossed the ‘new’ viaduct and then travelled on along the suburban lines to Newport where we were directed into the workshops. Uncoupled from the in-bound load we were then coupled to a number of empty departmental wagon empties to take to Jolimont. Moving up to the departure signal we were cleared to depart the shops and enter Newport station on the return journey. We eventually re-entered Jolimont yard where the van was uncoupled, as it wasn’t used in the day to day movements of the Scrap Pilot even though it regularly ran on the main lines around Flinders St to relocate between the various spark stabling sidings. We finished up at 1955 to sign off at 2015.
Thursday was on at 1215 for the 1300 Spotswood Pilot. T407 was our loco and we collected our loading from either the Centre or Tottenham Yard. Tottenham Yard was usually the starting point for Pilots working between Albion, Williamstown and the Newport line but in this case my memory, and notes, aren’t explicit. Wherever we set off with the load we made our way to Spotswood and did the necessary shunting, then took the rake to Tottenham for sorting there before making our way back to Dynon where we left the T at Fuel Point at 1900 and signed off 20 minutes later.
Friday’s start was 1305 for a 1350 train which was either cancelled or we were taken off. Instead we went onto standby until 1530 when we were called out by Manpower to take out the loco for the 1715 Warragul out of Westall. We found L1153 under wires and headed off the depot to make our way ‘light’ to the Westall sidings. At the sidings we backed onto the rake of empty wagons for carrying timber and prepared to do a continuity test. A Warragul crew appeared between 1700 and 1715, having travelled per in order to run this train east. Relieved of the loco we made our way to Westall station for our return to Dynon for our turn at travelling per. There is a note about relieving the up Albury pass but it is crossed out so we may have been called on to do this job but then had it taken off us again. Either way we sat the rest of the shift out in the meal room until 2015 when we were signed off by Manpower.
Saturday was on at 1215 to travel per to Dandenong to bring the Dandenong Pilot loco back to Dynon after a week working the yard there. Deposited at Dandenong station we made our way to where Y102 was waiting and took possession of the loco at 1400. Getting the signal to depart the Yard we made our way back to Dynon ‘light’ to leave the Y at Fuel Point at 1520 and take over some seats in the meal room on standby. We left the meal room to take out the loco for the ‘Spirit’ so took possession of X49 on the SG turntable at 1740. Getting it onto the table and turning it so it was facing Sydney we left the depot to cross the Moonee Ponds creek and the flyover to platform 1 where I coupled up to the train already in the platform, waiting for the loco. The train examiner banged on the side of the loco, from the pit, to get our attention and started his exam of the train. The Wodonga crew appeared, at 1843, to relieve us and ready themselves for their trip back to their home depot, so we made our way to the suburban platforms to catch a spark to North Melbourne and then the walk back to Dynon. We signed off on our return at 1915.

Neil

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