Despite Philip’s Creek being in existence for around 20
years, it is only in the last few years that I have given much thought as to
how the layout may be operated in a way that is a vague approximation of
operations on the Main North during the steam/diesel transition era. However,
before I could put anything in place, I had to get my mind around a few things.
Firstly, I needed to recognise that the layout is
built around a single station somewhere on the Main North albeit with two small
branch lines that join the mainline in the vicinity of Philip’s Creek. It can
never be a long main line run with several major stations with industries
providing destinations and a demand for freight and passengers. For Philips
Creek, other destinations are represented by the staging yards at either end of
the point to point layout. The only industries on the layout are the coal mine at
Philip’s Creek, the timber mill on the Mount Windeatt branch line and wheat
silo on the as yet unnamed branch line. So rather than some form of timetable
for the whole line, I am pushed towards operating a defined or set sequence of
trains passing through the station including any necessary actions associated
with goods collections and delivery.
The second issue I needed to resolve was an approximate
location for the fictitious Philip’s Creek on the Main North. I have always
wanted to incorporate coal, wheat and timber facilities into the layout and
this desire does influence Philip’s Creek’s approximate location. While one
more coal mine near the Main North does not indicate a specific area in the
late 1960s Hunter Valley, it probably does set a northern limit around
Muswellbrook. However, the desire to incorporate wheat and timber does narrow
the possible locations. I am not aware of any wheat silos being linked to the
Main North by rail south of Singleton. Similarly, the southernmost timber
milling that potentially could be connected to the Main North is the former
state forests approximately east of Muswellbrook in what is now the Mount Royal
National Park.
Consequently, for operational purposes, I have located
Philip’s Creek somewhere between Muswellbrook in the north and the Hunter River
bridge at Singleton in the south. An additional coal mine in that vicinity is
not unrealistic and a second branch line just south of the current Merriwa
branch line is possible. While I am not aware of any rail links to the state
forests around Mount Royal, it is a feasible scenario.
Locating Philip’s Creek in the area between Muswellbrook and
Singleton has lead to a few constraints and assumptions.
It defines the tonnage that each locomotive can haul based
on the Working Timetables for the Northern District. Fortunately, a very kind
person has uploaded a selection of these working timetables to the internet and
they can be found at http://www.coalstonewcastle.com.au/working/documents/.
I also understand that in the late 1960s, the capacity of
the Hunter River bridge at Singleton limited the Class 60 Garretts to a single
locomotive, thus restricting the amount of coal moved south from Muswellbrook
in one train to 1150 tons (Working Timetable for Goods and Passenger Trains also Loads for Trains p363. 1200 tons permitted in some circumstances). Trains pulled by a Class 60 heading north were restricted to 650 tons (ibid p361 up to 775 tons in some circumstances).
To ensure my FO carriages get an outing periodically, I have
also assumed that local passenger services run from Newcastle to Muswellbrook,
rather than Singleton as I understand they did in the 1960s. In addition, the
lack of turning facilities at Philips Creek means that wheat from the branch
line must proceed to Muswellbrook before being sent south to Newcastle and
beyond. Finally, as a major crossing point, the length of the Philip’s Creek
crossing loops will dictate the length of some trains particularly wheat trains
moving along the Main North.
The following spreadsheet extract shows a sample of the
sequence developed to date. Currently there are 33 separate activities.
For most activities, the Up and Down trains cross at
Philip’s Creek. However, the red and yellow cell colourings flag movements
where extra attention is required. They are a consequence of limited space in
the staging areas at either end of the layout. Because of the staging area
space restrictions it is necessary for the longest trains to cross at Philip’s
Creek so that each can occupy the space vacated by the other (red cells). Not
ideal, but it is a necessary compromise. Even with this adjustment,
overcrowding does occur and so several optional pick-up goods have been
scheduled to permit a rebalancing of rolling stock (yellow cells).
There are no specific timings associated with the sequence
and each item is run and ticked off when time permits. When complete, the
sequence is restarted.
The choice of locomotives for each activity is dependent on
availability of suitable locomotive at the respective staging area. The
estimated load for each train will normally determine the locomotive’s
suitability however, there are a few usual combinations reflecting usual
operations as captured in photos taken at the time:
·
6018 usually hauls the coal train between
Muswellbrook and Port Waratah;
·
A double headed diesel combination of 44, 45 or 442 usually hauls the block wheat
trains to and from Werris Creek;
·
The local passenger service is usually hauled by
3390 or a 48 class;
·
The mail train is usually diesel hauled;
·
5248 usually hauls the wheat train on the branch
line;
·
5069 usually hauls the coal train (usually a mix
of CCH and LCH) to and from the Philip’s Creek coal mine;
·
The 30 class is permanently allocated to the
Mount Windeatt branch line
So, at this point in
time, I have process that provides a form of operation that works reasonably
well for block loads (wheat and coal) and passenger services. However, the
composition of pick-up goods trains is still a ‘hit or miss’ affair depending
on what happens to be in each staging area at the time. It doesn’t take account
of any demand for specific loads or the need to relocate empties for future
loads. I know some modellers use a card system to address this but this is
something that will be tackled at a future time if and when I get motivated.
In the meantime, at least now I have some structure and
reason why specific trains move through Philip’s Creek rather than ad hoc
running based on whatever takes my fancy on the day. Hopefully this also means
that most of the rolling stock, locomotives, carriages and wagons at least get
some use periodically.
