Johnny's Pages
Old S.A.R. Shunter's Memories
      



Page last updated:  08 January 2014


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MOUNT  GAMBIER  &  SE  PICTURES
South East of South Australia

Pictures from the
WAYNE  MORRIS  PHOTO  COLLECTION
Pictures courtesy Wayne Morris


What's below on this page

Mt Gambier Old Station Yard


New Marshalling Yard and Loco

Video Footage from 1984

Millicent and Snuggery Line

Other Pictures in South East



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Mt Gambier Old Station Yard.

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Bay Road end old Rail Goods yards.
19th September 1975.
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Bay Road end old Rail Goods yards. (left)
19th September 1975.


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Entrance signals in to Mount Gambier from main line into station yard.  Late 1970's.
Bottom signal is in the off position for Bluebird to enter Millicent Dead end platform. Note: On next track over is a low small dwarf signal for entering old goods yard, or the station platform travelling from the new marshalling yard and loco depot. 


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Wehl street from goods outside.
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Berthat Street into New Yard.
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Bertha Street from New Yard.


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520 class near Wehl Street 16 May 1976
Yours truly Johnny is the Shunter on 520.

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520 class historical train 16 May 1976


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520 leaving Mount Gambier station yard,
loco 520 on 16 May 1976
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Engine 520 Departing Mount Gambier.
16 May 1976.


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MOUNT GAMBIER days near the end.  1984
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Returning to MOUNT GAMBIER.  1984


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1984. In fading light, loco 520 charging along
near/parallel to Cafpirco Road - naturally the
 train beat us to the rail crossing.

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520 standing at MT GAMBIER RWS - best I
could do given the circumstances, no tripod
 and many obstacles in the way. 1984.


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Mt Gambier 943 in 1983.  
Tue & Thurs Jet to Adelaide

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950, 834, 935 522 February 1984 on "B"
 road doing the air on first part of 152,
the rest of train on "A" Road.


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950, 834, 935 522 February 1984 on "B"
 road doing the air on first part of 152
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Engine 960 February 1984 heading train 152


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Mt Gambier locos 951, 943 in 1984. 
943 was shunt engine  and 951 about to couple to 152 Mile End train for air test on "A" road.

(The fellow with long sox was Guard Bob Hamilton, acting as Assistant shunter)

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Mt Gambier locos 951, 943 in 1984. 
943 was shunt engine on goods shed road and 951 now doing the air on train 152 on "A" road.

(The fellow with cap was Supervising shunter Ziggy Lukas)  The other fellow with long sox was Guard Bob Hamilton, acting as Assistant shunter)


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Mount Gambier 950. Fireman Brian Perry. 1984.
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Stabled Y165 with dynometer car. 1984.


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George Dawidowicz Guard Mt Gambier
 piloting Vicy engine from station yard
to New yard.  500 class shunt engine
can  be seen in old yard.



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830 shunt engine on A road doing the air for 152 goods. A 930 from the New Yard will head 152 later.
Twin Vicy "T's" on C Road just came in from Melbourne. A 930 the overnight jet on main line from Mile End coming in on station Platform.
Photo: Maurice Broad.


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 VHEY  Briquettes hopper for APCEL. 1984.

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 Looking through 930 windscreen from station yard over Bertha Street to New Yard. 1984.


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Between MT GAMBIER & GLENBURNIE. 1977
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841 MOUNT GAMBIER. 1987


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Mt Gambier loco shunter 522 on Shed Road 1983. Shunter, Brian Murdock,
Assistant Shunter, David Phillips.
Engineman, Ted Adamczyk
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Mt Gambier, loco 938 on station platform 8th December 1983 (the evening jet to Tailem Bend).


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GM43  6744  Mount Gambier Old Yard
10th March 1995.

Wagons are not on fire, only a burning rubbish bin. 
Photo: Bill Towner.

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Mt Gambier locos A77 and S306, heading down B road,  28th September 1994. (evening vicy to Melbourne)
Note: A and  Pole roads have been removed.


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Victorian loco T356 and shunter 505
 Mount Gambier.  29 March 1987.

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MT GAMBIER station yard early 1980's
Victorian train on "B" road. An 830 class shunt engine on "C" road.


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963 arriving Mt Gambier near Junction.
 April 1992.
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963 shunting into Loco area. Mt Gambier.
April 1992,


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Mt Gambier Johnny with 963 shunting K&S
road through old Goods shed. April 1992.
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Mt Gambier shunting K&S through shed.
6th April 1992.


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Mt Gambier Goods Shed. September 1994.

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Mt Gambier yard from signal cabin in March 1994. Showing "A" & Pole roads have
been removed.

Note:  
Only loading left in the station yard in 1994 was
 the intermodel only accessable only through goods shed road.


30th September 1994
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A77, S306 head through station Yard.
Mount Gambier Station in background.
30th September 1994
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A77, S306 head through station Yard.
Left is the K&S loading road.


30th September 1994
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S301, G536 Mt Gambier Station yard. 


30th September 1994  (pic: Lauren)
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VLine S and G class at Mount Gambier station.
Note: Freight office was vacant, now it's gone altogether.


29th March 1987
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505 shunter near Bay Road.
Late 1980's.
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Brian Perry & Barry Bates, Mount engine crew.

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New Marshalling Yard and Loco.

8th April 1992
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Train Order Wolseley to Mt Gambier


8th March 1992
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Mount Gambier loco Barracks and fuel point

30th September 1994
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GM43 on 2625 in "New Marshalling yard"


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937 and 950 Mt Gambier on No 1 road
"New marshalling yard"

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937 and 950 Mt Gambier on No 1 road
 "New marshalling yard"


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Mt Gambier new yard loco 962 Snuggery
ready for departure.

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931 and 836 MOUNT GAMBIER New Yard, am jet 1745 from Adelaide on transfer.
16 November 1992.


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Twin 930's shunting 
New Yard Mt Gambier.

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Engines 952 and K153
meet in Mt Gambier loco.


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Mount Gambier Loco 931 on turntable.  Note: turntable 'half full of water' on 6th April 1992.
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907 on turntable Mount Gambier.
(Bill Towner)


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966  Loco Depot MOUNT GAMBIER.

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966 Loco Depot MOUNT GAMBIER.


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937 in 1983 at refuelling point in Loco

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GM42  MOUNT GAMBIER.  09 March 1993.


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522 shunt engine in Mt Gambier loco. 1984


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935, 834, 950, 511 just came in as 547 ex Mile End in New Yard February 1984. 
The Guard is a Naracoorte Guard who would have bought 547 in from Naracoorte.
Old yard 930 shunt engine sits on weigh bridge waiting to pick up loading for old station yard and goods shed. 

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Another shot of 935, 834, 950, 511 just came in as 547 ex Mile End in New Yard February 1984. 
Old yard 930 shunt engine sits on weigh bridge ready to pick up old yard loading.




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Shunt Engine 855 with Supervising Shunter Don Cooper chatting to driver. 1984.

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 Driver Barry Bates and fireman Brian Perry with 935 on goods train 547 ex Mile End 


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Mt Gambier loco 952 Junction end of New yard. Note: Main signal off for Bluebird. 30 March 1987.

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Morning bluebirds passing Mount Gambier Junction cabin White Ave.
30 March 1987. 


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GM42 Mount Gambier new yard. 09-03-1993

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 GM42 Mount Gambier new yard. 09-03-1993

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VIDEO'S  FROM  1984.

Click to see Movie
27.4 megs  (512x 240)  (512 kbps)

Click to see Movie
14.8 megs  (512x 240)  (512 kbps)

In this movie above 959, 834, 935 reverse from loco in new yard onto 152 in old station yard that was already made up ready on "B" road near signal cabin with the local 522 shunt engine already placed on 152 train ready to be returned shut down to Mile End as another fresh 500 class shunt engine would have come in on 547. That engine was showing in movie shunting in new yard near weigh bridge from Mile End that morning would have had our fresh 500 class shunt engine on it. This picture opposite is 152
that same day thundering out past Wandillo
.        


1984 (Ray Linder)
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Big rake of Victorian GH four wheel grain
hoppers for silo at Frances.

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 Millicent  and  Snuggery line.

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Engine 952 Mount Gambier heading
to Millicent.  30th March 1987
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Mt Gambier Junction
Engine 952 heading to Millicent
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Engine 952 Mount Gambier heading
to Millicent.  30th March 1987


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Burrungule, engine 931  8th April 1992


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Heading to Millicent. Cafpirco off
 Burnda Rd loco GM42.  
(Just past Mt Gambier Junction cabin)


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GM42 Leaving Mount Gambier. Sept-1994.

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GM42 Tantanoola near Holloways. Sept-1994.


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Loco 931 nearing TANTANOOLA. 1992.

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GM42 near MARTE.  09 March 1993. 


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The pic of 931 through the Tantanoola forest
 taken near Holloways Crossing 513km post. 
Driver Andy Martin
on train 2625. 
6th April 1992.

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931 approaching Tantanoola. 
8th April 1992.




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931 near Snuggery. 
April 1992.

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931 crossing the main Millicent road Snuggery.
8th April 1992.


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Tantanoola. 08-04-1992.

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Passing Tantanoola to Snuggery. April-1992.


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931 at Snuggery. April 1992.

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931 on the triangle at Snuggery. April 1992.


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931 at Snuggery. April 1992.

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Burrangule 1992




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Snuggery 1992.  
In the distance one can see they
 starting to build an add-on at Apcel. 
It has now been removed in 2012.

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Snuggery 1992




 

Snuggery Triangle a memory from the 1970's

There was in the 70's - 80's two return trains a day out of Mount Gambier to Millicent and Snuggery.

The first train departed Mount Gambier at 10:30am for Millicent and only went to Millicent and on way back shunted the two paper mills at Cellulose Snuggery and Apcel Tantanoola for any loading. These two paper mills were only separated by the main Mt Gambier - Millicent road. 
When the briquettes for Apcel started up in 80's, these were sent always out on the morning Millicent and while train was at Millicent these briquette wagons were unloaded and then empty wagons picked up on the return journey and the briquette empties would go out on the 6pm Victorian jet that evening. 
Note: Between 6am to 8am the morning inward Vicy would bring these briquettes in anywhere between 6 to 12 hopper type VHEY wagons and take the empty briquette wagons back out that evening. An odd coal wagon would often catch fire, smoking like a steam train, especially if light rain on them as the coal would catch fire for some reason and we would have to get the local Fire Brigade to quell fire with a lot of water, then rush the wagon out to Apcel so they could unload it straight away. Good fun. 

The daytime Millicent had basically Millicent loading, plus some super GY and OBF's for sidings on way and would go to Millicent. Single ended 930's were mostly not used on the day Millicent. They were used on night Snuggery, but occasionally they were used in emergency out to Millicent. Once at Millicent they would then run in reverse back to Cellulose, then turn the engine on triangle, also at same time shunt Cellulose for loading on the evening jet trains, the 8:30pm Mile End overnight jet and mixed Passenger to Adelaide with sleeper car and the 6pm depart Victorian jet. It would also shunt Apcel for toilet paper etc and Tantanoola for Dolomite bogie wagons for evening Vicy jet. The day Millicent normally would not take out empties for Cellulose or Apcel Mills unless urgently required, but would pickup all available loaded wagons for both evening jets. Though in latter years the Millicent would often take empty louver vans for Apcel, as Apcel was getting quite busy then. Cellulose gradually became a non event. 

The second train departed at 6:30pm called the "night snuggery" This took out empties as well as loading for both mills. In earlier days Cellulose was a big concern. Big tonnages of inwards white pulp paper from Sweden for mixing in with cardboard, and truckloads of recycled waste paper. Also boxcars of paper rolls and cardboard came out of Cellulose using mostly the M type vans. If these wagons of paper rolls got away in a loose shunt with crook handbrake, the rolls were so heavy they would bulge out the end of the box car, fortunately this not often happened. Cellulose was busy place till around late 70's, then Cellulose slowly closed down in early 80's (well I think as memory fades a little now). Shunting in Cellulose was a major job to do. Remember, only hand signals and hand lamps were used in those earlier days, no radios. Always a guard and a station porter were booked for the late afternoon Snuggery 6:30pm departure that only went as far as Snuggery and return. 

Here is a rough rundown what went on once you got to Snuggery on that 6:30pm night train. Cellulose only had about 3, maybe 4 spur lines (brain fade) and they were always very near full of loaded and empty wagons. One could not swing a cat out there at anytime and the trains were big, was near nightmare for train staff. The Triangle was very important as train staff would take train to Snuggery, stop the GB (Guard's Brakevan) between the two triangle points on main line, then cut off GB. The train was always marshalled in correct shunting order before departure from the Mount and it was only a matter of first pushing the whole train completely into Cellulose (was a big place with a long track fortunately) and first couple to the loaded box cars often 20 or 30 of them, throw the points in front of engine and pull whole train back out onto mainline out over the Main Millicent - Mt Gambier highway with engine now facing the Mt Gambier direction. It was usually a very long string by then.
A crossing signal later had to be installed right at the Millicent highway crossing so the train could pull right up to highway road crossing and not set off the crossing gongs and lights. A button was installed at crossing and also in the Train Control box in the Snuggery siding about middle of the triangle mainline switchstands.  Then push the loaded box cars back onto the GB on main line. Then go and place the empty box cars, remember you still got the whole train with long string of empties and loaded pulp paper and some Apcel empties for later as well. 

All hand signals or should I say in earlier days a hand kerosene lamp as the shunting out there was at night, later replaced with battery hand lamps with a long track curve into the cardboard loading dock and normally was reasonably easy to see engineman. Trouble was there was always high packs of recycle cardboard bales and white pulp heaps stacked close to track blocking off the view of driver. The porter most times had to climb on top of the paper stacks so he could see the guard and engineman at same time to relay the hand signals. It was often hair raising stuff, also chucked into it was raining and windy at times. Miserable weather and in middle of the night. Remember also, this is the South East where "it rains 11 months of the year and drips off the trees the rest of the year", but of course not so much these last few latter years. The hardest part was not to smash into the dead end inside the cellulose building with the long strings. The dead end was built pretty solid, so it would stop a string of wagons near dead, or damage the coupling on M type vans. Also that would slam the engine crew hard back into their seats, not good on the old neck. Was a good reason to keep awake and to be very vigilant for hand or lamp signals. Also drivers have different habits, so you on the ground had to learn these driving habits quickly. When two way radios finally came in mid 1980s it was pure bliss. The main part out there was not to get runover. 

Then you picked up the empty white paper OB's and those long car container wagons etc that had been used for waste recycle cardboard from Mile End, place them on main line with the loaded paper roll M type boxcar wagons. Now you could place all the loaded waste paper wagons and white OB pulp paper onto separate roads, then finally back onto the train, couple up all air hoses and do the air test and write up wagon numbers and tonnages as you were now done with Cellulose. The most worse part now over. 

But that's not all, you still had all of Apcel's empty VLX type vans on the front with OBF's of soda ash next to engine. It was now just a matter of pressing the crossing signal button to set off the Millicent Highway crossing gongs and wait for the green light, then pulling the whole train out over the Millicent Highway crossing till train just clear and go to work shunting Apcel nearly same again, but not as much clear track at Apcel. Pull out the loaded VLX type vans and empty soda ash OBF's and place the empties and inward loaded soda ash. Also on the way back to Mount there were empty GYs, OBFs and Dolimite to pickup at sidings like Tantanoola, Marte. Then get back to Mount around 4am or 5am if your were lucky just in time for the morning 5am shunt crew books on to then pull your train to bits. Any Mile End loading out of Snuggery would go out on 152 the daytime roadside train to Tailem Bend, thence Mile End.

But then this story does have a very sad ending, that big bad wolf A.N. came along in sheep's clothing and huffed and puffed and slowly trashed it all, so only thing left is a sad slow death rail ending for the South East and that Cellulose triangle is now no more in 2007, the final ending to an interesting SAR rail era. Glad I was very fortunate to have worked and lived through part of that time and can still remember those good and busy old rail days. 

 


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931 from Snuggery into Tantanoola.
Apcel Mills on horizon. April 1992.

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931 Tantanoola.
 08 March 1992.


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GM42 Tantanoola.
September 1994.

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Snuggery triangle loco 706 tn4666. 
16th January 1991. 
David Phillips shunter
.


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Tantanoola engine 706, train 4666. 
16th January 1991, The Apcel Mill can
be seen on background horizon.

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Tantanoola engine 706, train n4666. 
16th January 1991.


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Tantanoola 931 ex Snuggery. April 1992.
The
Apcel Mill can be seen on background horizon.

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Tantanoola April 1992. Shunters picking up
 a Victorian Dolomite hopper wagon.


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931 from Snuggery at Marte. April 1992.

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951 at Millicent 1983.


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Engine 944 in Millicent yard shunting
Super wagons. 1st March 1987.

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Millicent, end of the line
 on way out to sale yards 1993.


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944 shunt at Millicent. 01-04-1987.

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944 shunt at Millicent. 01-04-1987.


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944 shunt at Millicent. 01-04-1987.

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944 shunt at Millicent. 01-04-1987.


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Ariel view Millicent.
Rail station on left in picture.

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405 at Cellulose Snuggery August 1997
Just unloaded off transporter for LCR.


8th April 1992
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MILLICENT  Rail yard.

8th April 1992
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MILLICENT  Rail yard.


July 2012
Looks like the rails at Millicent will be pulled up and removed.
The unused track will then stop at Apcel before the main Mt Gambier - Millicent xing.
At least the station is being look after and put to good use.

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Millicent Station looking south west. July 2012

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Millicent Station looking south east. July 2012


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Millicent Station looking south east. July 2012

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Millicent Station looking south. July 2012


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Millicent Station looking south. July 2012

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Millicent Station looking south west. July 2012


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Other pictures in South East.

 

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Mt Gambier Limestone Coast Railway Red Hen 405 heading for Penola. 12th December 1999

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Mount Gambier 938 & 838 152 goods Wandilo bank. 9 April 1982. Mt Gambier left on horizon.  (Morris Broad)


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Wandilo and 950, 834, 935, 522  heading to Adelaide 1984.  (Ray Linder)

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Rennick, loco X40 on 9191 goods
13 June 1991.
  (Bill Towner)


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Old Penola Narrow Gauge station. July 2011.

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Later Penola Broad Gauge Station. July 2011


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963 coming into Penola, 7th April 1992.

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963 jet at Penola, 7th April 1992.


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963 shunting at Penola, 7th April 1992.

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963 shunting at Penola, 7th April 1992.


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963 at Coonawarra. 7th April 1992.

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963 at Coonawarra. 7th April 1992.


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Wolseley on 16 August 2000 

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Naracoorte Loco turntable 12 July 1991


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Avenue on Kingston - Naracoorte line.

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Avenue (Kingston line). 01-04-1987

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Avenue (Kingston line) 01-04-1987



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Lewis Ave Mt Gambier, (near State Mill)
1 July 1977  Loco T384 hit stock truck 


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Absolute signals for entrance
 to Station Yard.


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 Main line to station distant signal
in new marshalling yard
30 March 1987

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Main line Junction distant signal
Left: No1 new marshalling yard.
30 March 1987


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  Lower Quadrant home signal for Junction main and into sale yards.
30 March 1987

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  Absolute entrance signals for Millicent or Naracoorte tracks at Junction.
30 March 1987


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Taken from Junction home
signal looking towards Junction.
30 March 1987

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Stop board to livestock and holding
  yards  at Mount Gambier Junction.
30 March 1987


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Junction Home entrance signals.
Left: from Millicent.
Right:  from Adelaide.
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Junction Home entrance signals.
Foreground:  from Millicent.
Background: from Adelaide.

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Entrance signals for:
Millicent left signal.
Adelaide right hand signal.
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Junction Home entrance signals.

Left signal OFF:  Adelaide line.
Right stick ON:  Millicent line.
All sigs interlocked with Junction cabin
seen in distrance RH side.


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Betha Street crossing.
Looking toward MG station.
30 March 1987

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Kerosene signal lamp at Junction


Note:  All lower quadrant signals were all lit by Kerosene lamps. These lamps were filled and wicks trimmed twice a week. The Junction and Station cabins had the LQ signals and switch rodding all dis-connected and pulled out in late 1980's along with electric staff instruments.
Train Order working was then instituted.

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Yes, the SAR's deathnell after 121 years, then just shot to bits.


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