A revised ‘new location’ – Temple Court …

Hi all,

Well things have been pretty quiet since my post in late August.  During September, myself, Jodi and Connor went to the United Kingdom for a holiday.  We all had a great time but were glad to be home after being away for a month.

Work on the layout was pretty much non existent since we returned in early October, but a few weeks ago Andrew and I cut up some masonite sheets for more supplies of spline strips, and this spurred me on to complete the section of spline from the bottom of the helix round to the Down storage yard.

Since my post way back in January this year about incorporating an additional crossing loop in this section, I have since changed my mind again and decided to just make it a scene from the area around Temple Court, which is between Pangela and Murrurundi.  The main reason for not going ahead with Wingen, is that trains just wouldn’t have been in the right context for that location (I know – picky, picky! Winking smile ).  If an UP train was being banked in the front all the way from Willow Tree, the bank engines, which were sometimes attached “in the shafts”, normally would have been detached at Murrurundi, and therefore a train with bank engines attached would have looked out of place at Wingen, which is further south from Murrurundi.

I had come across a couple of great pictures showing a big granite rocky outcrop at Temple Court that was just begging to be modelled.

4538+4512+4497+48138 with Up No.606 freight, make their way past

a granite outcrop near Temple Court on 19 May 1982.  The 44 and 48 are the bank engines.

Photo by Mick Morahan

4854+44224+4483+44211 with an Up wheat near Temple Court in 1980.

Photo by Chris Nelson

I have also laid down the foam roadbed in this section in preparation for commencement of laying down the Central Valley tie strips.  The photo below shows the foam in place on top of the spline.

foam roadbed in place

I also installed a few more sections of the PECO flextrack from where I finished off when tracklaying in the helix.  See previous post.

layout_construction_161

There will be one more length of flextrack installed than in the photo above, which will be close to where this section of track will emerge into the new Temple Court scene.  The CV track will then be laid all the way back to the staging yards.

Over the next few weeks, I plan to carry out some tests on painting the CV track in readiness for laying.  I will keep you all updated as that progresses.

Cheers.

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Posted on December 12, 2013, in Benchwork, Scenery, Trackwork and tagged , , , . Bookmark the permalink. 17 Comments.

  1. Nice to see some progress, Ian!

  2. Ian

    Just a point as well with the photo that shows the 2x45cl in the lead & 44 + Mk 4 48cl in the shafts. In my time at the Creek, the 45cl were not permitted to work the any up train over the range over 1860tonnes, same as for 44cl. Mk 4 48, 47, 80cl & Jumbo’s had heavy draw gear, & when a train came in to WT, with a non heavy drawgear on them, usually a 44cl they had to go in the lead.

    Bank engines at that time consisted of a any type branch liner, & Jumbo, with jumbo on train, when 44cl was used on the bankers, it had to have a 47, Mk4 48, & it went on the train, 44 lead. On occasions when a 47 & Jumbo was on the banker, the crews would ensure the 47 lead owing to quietness, good riding & also the 26L Brakes

  3. Ian, Just a clarification on what Dale has to say regarding Pilot engines. The term Pilot locomotive was used more for a specific locomotive that is in affect “on Stand By”, its is there to cover any potential failure of a train locomotive. It was more a term for Steam days than in the fully diesel days & more in case of locomotives “standing pilot” to cover specific EG, a 38cl at Eveleigh fully coaled & prepared, should another member of the class be failed for working, a mail train, or similar.

    Bank engines were used for rear end assisting or pushing. Assistant engines as such was the lead locomotive of a double headed steam hauled train, the 2nd engine was called the train engine. Up until around 1965, on lines that still worked steam services, the staff for sections was carried on the train engine, & not the lead/assistant engine.

    Train Amba’s showed trains marked as D in the signal boxes train running book when such occurred, it was changed on lines as they became dieselised & finally on all lines in that mid 60’s time, where the staff was to be carried on the lead locomotive. Signalmen seeing a double diesel automatically held the staff for exchanging for the 2nd engine with a lot of confussion, thus the change,

    RE Temple Court. I have a photo of a superphosphate train being backed tanken on Temple Court Platform on the Bank Holiday WE in 1964, not a real great one owing to weather conditions & old camera with guess work settings, it shows the edge to a house that had part of its structure on the platform, the coping was brick, & from memory not an overtly long platform either.

    Can send a copy if you like.

    Cheers

    Col

    • Hi Col,

      Many thanks again for a most informative post about train workings. I learn something new from you every time!

      I would be most grateful of your photo at Temple Court. As I said, still not sure what I’ll model here, but at least it’s getting me thinking.

      Cheers.

      • Hi Ian Here is the photo.

        Thanks for your compliment, I try to help where I can especially to those who appreciate it. If I remember correctly, Temple Court station was just north of the Mount St Overbridge, it actually formed part of the cutting on the up side of the track.

        I also understand that the station was used as a stop to pick up High School Kids for Quirindi, I have no idea what train they used or was tabled but it was before buses, & these days, they get the choice (or did) for either Quirindi or Scone. One of mails, I think it was the Glenn Innes, as well as the WCK day train had it listed as an A stop. I know some time in the mid 60’s seeing its name on one of the old roll over destination boards, where & when I have no clue now. These are things, that while I can remember them as part of working or relayed to me by older E/men are not able to be confirmed by me.

        Cheers Col

  4. There are still some buildings and bits and pieces where the shale works where. I have followed the formation from one end to the other over the years. Haven’t got any photos as lots all of them on a hard drive somewhere a few years ago but could stop and get some if you need them.
    Cheers
    Chris

    • Hi Chris,

      From what I’ve been looking at over the last couple of days, I reckon I’ll just model some of the curved formation where it leaves the mainline, and maybe the remains of the platform/earthworks at Temple Court. I’ve definitely got to get back up in the area to do some more photography of the scenery.

      Cheers.

  5. Chris
    What was the shale railway ,I have never heared mention of it.?

    • Hi Rohan,

      If you have the book “Shale Railways of NSW”, there is a section in there about the shale oil works at Murrurundi. The old formation that left the current main line at Temple Court is clearly visible in Google Earth. The branch left the main line near Boyd St and headed in a westerly direction before curving north to cross the Pages River and run down Elizabeth St then turning east to where the oil works were situated just north of Doughboy St.

      Cheers.

  6. Ian,
    if i remember correctly when the support loco(s) were attached to the front they were classified as pilot engines. when they were at the rear they were bank engine

    • Hi Dale,

      Yeah, not sure on that one. There are references made in numerous photographic books I have to ‘bank’ engines being attached to the front, both in ‘the shafts’ and as leading (train) engines. In the 80’s, there were only certain classes of loco that could be used as the last engine against the train eg, 442, 48 with strengthened underframes, 47 and also 44’s (I think). This obviously depended on the tonnage that was being hauled.

      The late 70’s and early 80’s were certainly a great time (photographically) for multiple unit working over the Liverpool Range.

      Cheers.

  7. Ian, at Temple Court there is the remains of the platform, the formation going to the old shale railway and as you have discovered from Chris’s photos some lovely rock outcroppings, truly begging to be modelled.
    Probably not very visible from the videos I sent you though. I am trying to get you a better one but I’m not always going over the range at the right time of the day but it is on my to do list.
    Cheers and merry Xmas to you and yours,
    Chris wangmann

    • Hi Chris,

      That’s interesting about the old platform and the old formation. Might be something else that can be modelled. I’ll have to try and get up to the area again and take some more ‘scenery’ shots and do a bit of exploration.

      All the best to you as well for Xmas.

      Cheers.

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