Members Newsletter - Victorian Goldfields Railway / March 2013 Castlemaine and Maldon Railway...

February / March 2013

Castlemaine and Maldon Railway Preservation

Society Members

Newsletter

Derailment Report Received As members will be aware, we had a significant incident on the 4th of March last year when a regular train from Castlemaine to Maldon derailed.

We have now received the official report on the incident from the Office of the Chief Investigator. All members are encouraged to read this

report which can be found on-line at

http://www.transport.vic.gov.au/about-us/oci/train-incidents

The report covers both the circumstances of the derailment as well as a number of our safety procedures and requirements. The conclusions and

recommendations, as taken from the report are as follows:

CONCLUSIONS

4.1 Findings 1. The train was operated in accordance with Victorian Goldfields Railway operating rules. 2. The permanent way was subject to regular inspection by Victorian Goldfields Railway staff and their track engineering consultant. 3. Extensive track renewal works—including sleeper and rail replacement— were planned to occur over the coming months.

4.2 Contributing factors

1. Track inspection identified the degraded state of sleepers but did not adequately articulate appropriate and timely corrective action. 2. Sleepers at the incident location were degraded to the extent that rail fasteners were unable to withstand the forces exerted upon the track by the passing train.

SAFETY ACTIONS

5.1 Safety Actions taken since the event The Victorian Goldfields Railway has resolved to adopt the recommendation regarding sleeper condition contained within the independent civil engineer’s report prepared for this investigation. This report noted that the Maldon-Muckleford section was due to have most of its sleepers replaced, and considered that—as a minimum—a replacement ratio of 1-in-3 sleepers on straight track and 1-in-2 on the curves would be required.

5.2 Recommended Safety Actions Issue 1 Bi-annual inspections conducted by Victorian Goldfields Railway plus an annual inspection conducted by their track engineering consultant identified the degraded condition of sleepers but did not adequately identify the scope of corrective action required, nor the degree of urgency. RSA 2013001 That the Victorian Goldfields Railway reviews its track inspection and maintenance regime to ensure defects and deficiencies are identified and programmed for prompt rectification.

The safety committee and the board welcome this report and fully accept and

endorse the findings and the recommendations. A significant amount of work has

been done to carry out sleeper replacement between Maldon and Muckleford since

the accident and there is a commitment to continue this work and ensure that we

are always operating safely. The continued use of our new Takeuchi excavator and

the employment of an additional employee in our Civil Branch means that we are

completing far more work in this area than we have over the past few years.

On behalf of the railway, we’d like to offer our thanks to the staff of Transport

Safety Victoria and the particularly the staff of the Office of the Chief Investigator

for their assistance and their professionalism in working this incident and the

subsequent inquiry.


President’s Column

I am penning this article before coming up for

our monthly board meeting. I am concerned

to see the state of the countryside when I

come to Maldon and I am dreading seeing

that a number of plants on our property will

be suffering. As most members would be

aware conditions in the North Central area

have been particularly arid over the summer

months and as a result we made a decision to

operate a diesel for most of January and this

will also apply during February. Members will

be aware that there was a fire incident near

Muckleford on the 2nd of January 2013 which

strongly influenced our decision to take some

further precautions. Whilst touching on this

incident I would like members to be aware

that we have directed correspondence to the

local brigade advising them of our decision,

amongst other things, and reassuring them

that our Safety Management System compels

us to take all necessary steps to minimise fire

risk during the summer. I also wish to add

that our investigations reveal that the passage

of the steam train may not in fact have been

the cause of the fire (even though to some

this might appear to be the obvious

conclusion) and we have sought to make our

concerns about the incident known.

Moving on to other matters I am pleased to

see that our plans in relation to the carriage

shed at Castlemaine are now proceeding at a

pace. A lot of the long grass around this area

has been slashed in preparation for laying,

hopefully, two of the three roads required

into the shed. As I have indicated in a

previous newsletter the need to get our

carriage shed up and running is a priority and

slashing of some of the vegetation which is

required to minimise fire risk. The slashing

issue is always a monumental task for our

volunteers but remains a terribly important

safety matter in order for us to operate

during the summer months. Some of the

vegetation just after Muckleford on the trip

to Castlemaine causes us concern and is to

receive attention.

One of the themes I have been concerned to

develop is our desire to run our railway as an

effective business. An important, if not

fundamental, aspect to achieving this

aspiration is to have quality people on our

board. There have been some adjustments to

the current board and tasks assigned with this

specific aim in mind. At our board meeting

last Saturday we were pleased to appoint

Kieran Walshe, former Victoria Police

Deputy Commissioner, to our board. To

have someone of Kieran’s quality and profile

in the community join us is a fantastic boost

for our organisation. A lot of the thanks for

getting Kieran on board goes to Vice-

President Paul who has been in discussions

with him and this has lead to Kieran’s

appointment as a board director. I am hoping

that Kieran’s knowledge of government and

its procedures will be of particular assistance

to us in achieving the various grants we are

seeking at all levels. The very fact that a

person of Kieran’s stature might want to join

us might suggest to members of the public in

general that our railway is going places!

I want to finish this column by returning to

(Continued on page 3)

all the more so because of our plans to bring

further heritage stock to our railway which

will need to be stored under cover. The

efforts of Art Lynch, our project manager in

relation to the shed, and all of his team needs

to be acknowledged. Similarly our civil

manager, John Shaw, is now prioritising the

track laying issue and as always the work of

he and his helpers is critical to the ongoing

operation of our railway. During February

John has looked at other issues concerning

our line and, in particular, ongoing

maintenance of our trestle bridges and

by Michael Vines


another theme that I devoted an entire

newsletter article to not so long ago. We do

need more volunteers and we do need our

members to take up the various training

courses that are now available. Details of

these were published in the last newsletter

and can be accessed on the website. We

must get more people trained in the various

roles needed to operate our railway so I ask

members to look at the various courses and

become involved. I have said before, and say

again, that the rewards of being involved as a

volunteer on such a magnificent railway as

ours are there- it is just a case of taking the

first step. Busy lives mean that things have to

be prioritised but even if it is a commitment

once a month, such as mine, it all helps so I

recommend the training courses on offer to

all members.

Like most I will be pleased to see the hot

weather (hopefully) abate during the

remaining time of summer and into the

autumn period. We will resume steam

operations when it is safe to do so. We are

moving to the busy Easter period when

patronage lifts and the weather is more

conducive to people coming to, and enjoying

the experience of, our heritage railway. As

always I am keen to have the input of

members and those from the public as to the

way we operate our railway. With a view to

my article for the next newsletter stand by

for a major announcement concerning a

significant sponsor we have landed and the

opportunity for people to buy a combined

travel / lunch ticket to enjoy a sumptuous

lunch whilst visiting Maldon. As I say details

about this will be announced.

Michael Vines

President

(Continued from page 2) Heat Stroke and Railway Workers

Heat stroke is a serious medical condition that

can result in hospitalization and is generally

easily prevented.

The human body, when working has parallels

to operations of a steam locomotive. As coal

needs to be added to the fire, food must be

taken regularly during periods of exercise or

work. Likewise fluids need to be taken

regularly. Like a boiler, too much fluid can

cause as much trouble as too little.

Away from being a fireman on tourist railways,

I have been involved with vigorous sports

most of my life. My recreations have included

long distance running (up to Marathon length),

long distance cycling and hockey. I continue to

cycle regularly and play Vets hockey and my

recommendations about fluids below apply

equally to playing sport or working on the

railway. I have also consulted with retired VR

drivers who worked on the footplate in the

“old days” when crews worked day in-day out

on steam in hot weather.

It is imperative that preparation for a day on

the railway should start the day before. I

always sort out my clothes, clean my boots,

check my tool kit and make sure I have

purchased enough food for the following day.

I always eat a good meal the night before. An

adequate amount of sleep is required. On the

day, a substantial breakfast is needed. I usually

eat a bowl of porridge and drink a strong black

coffee for a caffeine shot before leaving home.

I have seen firemen eating breakfast whilst

lighting up which really is not the way the

body should be treated.

It is important to continue to take in food and

fluid regularly during a work shift. I normally

bring 2 pieces of fruit, 2 pastries as well as a

substantial lunch, all of which are consumed

during the day.

Correct fluid management is the way to

prevent the development of dehydration and

heat stroke.

Fluid should be consumed in regular small

amounts on the footplate. I use a billy of black

tea and sip it regularly throughout the day.

The billy will be refilled as necessary

depending on my intake. Small regular intake is

far better than consuming irregular large

quantities; “little and often” applies to the

body as well as the firebox! Once you begin to

feel thirsty, it is getting to be too late. The

fluid intake must occur prior to work being

undertaken and should continue throughout

the period of work.

The fluid should be lukewarm or cool but

definitely not ICE COLD. Consuming a large

amount of ice-cold fluid quickly may cause

problems such as stomach cramps and should

be avoided. It is far better to drink warm tea

or cool water rather than icy drinks. Fizzy

drinks should be avoided.

It is important to monitor fluid requirements

throughout the day. If you are not passing

urine, you are not drinking enough. If you are

passing small quantities of concentrated yellow

urine, you are not drinking enough. You

should pass urine several times during the shift

(as I do). The urine should be clear or pale

yellow. If you are not urinating or it is

concentrated, then increase fluid intake-gently.

I increase my fluid intake according to the

temperature and my work rate. Often the billy

will be refilled 3-4 times during a shift.

I do not believe that there is a particular

temperature beyond which the railway should

cease operating steam locomotives. Rather,

the crew should increase their fluid intake

according to the above guidelines on warmer

days and ensure their fluid intake is adequate

and that they are passing urine regularly. If

they do, heat stroke will not be an issue.

There is no scientific evidence to support

ceasing steam operations at a particular

temperature.

We are a heritage railway and although it may

be trite of me to say that crews should endure

“heritage” work conditions, I believe that if the

above guidelines are followed, all crews should

be able to cope with the hot summer days that

we regularly experience without any medical

complications.

Dr Stuart Turnbull

VGR Fireman

Important Safety Update The Board of Management has decided that effective immediately, all operational staff who are working on the ground, at all t imes i.e., off

platforms or track side, in yards at Maldon, Muckleford or Castlemaine, are to wear approved high visibility jackets.

To use the old fashioned Victorian Railways terminology, “Commencing forthwith, and henceforth thereafter until further notice, all Drivers,

Firemen, Guards, Signallers, Fire Patrol crews, and any person engaged in track work including repair work to points and signals, as well as

Workshop staff who may have to assist with shunting duties are to wear the appropriate high visibility clothing or jackets.

Suitable jackets have been donated and are located in the cabs of the locomotive currently in service, in the workshop office at Maldon, the

Safeworking office at Maldon, Castlemaine signal box and station office, in brakevans and also in the conductors’ compartment in Tambo.

Locomotive crews are advised that jackets are only to be worn when outside steam loco cabs and are to be removed immediately upon re-joining

the cab. Guards are also requested to wear jackets only when performing shunting duties and train preparation and the jacket should be removed

during train running. Please remember, this measure has been adopted with your safety in mind and your co-operation is expected. All concerned to note and arrange.


Our Proud Sponsors


From Where I Sit

benefit of not only the passengers who may

travel but also for the next volunteer who

will have to work in the van. On the subject

of Guards, on a rostered day recently,

valuable time was lost searching for the

Guard’s kit which was eventually located in

the Conductors’ compartment in Tambo. All

Guards are to please note that all equipment

including the train staff, staff ticket box,

Annett key and the Guard’s kit are put away

in the cabinet in the in the safe working office

and that the doors are locked before leaving

at the end of the day. It’s how well we do it.

One of the great strengths of our railway is

the wonderful team of volunteers without

whom the operation of our trains would not

be possible. Positive feedback from our

Since stepping aside from the position of

Society President last year, I have had the

opportunity to, on a number of occasions, sit

back and take a look around at the way we

do things at the Railway. A few years back, a

slogan was developed which was printed and

placed in many places around the Railway as a

means of putting the message about. That

slogan read “It’s not just what we do………,

it’s how well we do it”. From what I have

seen in certain areas, I think we can improve

the way we do some things and raise the

standard for our passengers – that widely

disparate group who queue at the ticket

window to buy tickets to travel on our trains.

This is the first point I wish to make – these

people, often families with children – are

paying for the privilege of travelling on our

train and we need to make that something

very special for them.

There have been occasions during the last

few months when I have noticed after a train

arrives at Castlemaine, the first person off the

train and into the refreshment room is the

Conductor! Is this strange, or funny, or

something born of necessity? Coffee, you

might think? Quite possibly so. What about

the passengers? Do they need assistance to

leave the train? Are there prams that people

need help with though the narrow doors on

our cars, or perhaps a pram to be retrieved

from the Brake van and returned to its

owner? Are there others who may need help

to leave the cars, or want to ask directions to

leave the platform, or how long the train will

remain at the platform or where are the

toilets? This is one of the main reasons we

have conductors on our trains – to look to

the interests of our passengers. The

passengers MUST COME FIRST – it’s how

well we do it.

I have also noticed a reluctance to look after

things and to keep them clean. This is

especially so in the case of brakevan 16 ZLP

which, on some occasions has been used as a

passenger vehicle. Frankly, I was horrified at

the dirty condition of the interior of the van

on one recent occasion. Guards, you have

some time to spend in this vehicle between

Castlemaine and Maldon; surely a broom

could be used during the journey on the

floors, the cobwebs and to tidy up for the

volunteers mostly indicates that they have an

enjoyable day and one of the best aspects is

the opportunity to catch up with others that

haven’t been seen for some time. This is fine

but must be kept in proper perspective. The

number one priority for all operational crews

is to have the cars docked in the platform in

good time to allow the on train staff to load

the refreshments, to give conductors good

time to unlock the cars and to assist

passengers to their seats and help with prams,

and so on. These must take place first to

keep to on time running as much as possible.

There have been recent instances of our

people standing around having a chat which is

fine, but please limit this until after the work

is done and the needs of passengers are seen

to. On time running is a priority. Please

remember, the passengers MUST come first,

and if, for whatever reason, there is no time

for a cup of tea or coffee, it’s really only 45

minutes between stations on our railway and

surely this is not such an impossible situation

to endure? It’s how well we do it.

The task will be made easier for all of us if we

remember the two important points – the

passengers come first, and the needs of the

next crew or staff member. Let’s really try

and keep the standard up where the

passengers can appreciate a clean and tidy

railway, where the staff are always on hand

and only too pleased to help out where

needed, answer questions and so on. Let’s

help out the next crew by keeping all tools

and equipment clean and ensuring they are

correctly stowed and easily accessible. Please

ensure that loco foot plates and cabs are

swept out and, where possible, left clean for

the next crew and also that windows in loco

cabs are as clean as possible. It’s how well we

do it.

by Paul McDonald

Vice President

Newly appointed director, Kieran Walshe is welcomed to the railway by president, Michael Vines

and Vice-President, Paul McDonald. Kieran’s leadership experience is most welcomed.


Memories of the Flying Scotsman 1988: Seymour

by Alf Batchelder

Alf Batchelder’s recount of the visit of this most famous steam locomotive to Australia continues. 2013 marks the 25th anniversary

of Flying Scotsman’s visit and here, Alf writes about her trips to Seymour.

ground where I was standing actually shook

as she roared past. It was undoubtedly the

finest glimpse I have ever had of any steam

engine at speed. (The engine’s power was

evident from the fact that, on Seymour trips,

it was originally timetabled to haul 280

tonnes at 80 km/h. When enormous public

(Continued on page 7)

what I expected would be another

demanding climb. However, as 4472 came

into view, it was obvious that she was really

moving and would be untroubled by this hill.

Effortlessly, she tore up the slope, the

spokes on her mighty drivers invisible amid a

transparent green blur. As I thrilled to this

close-up view of the loco at her best, the

Flying Scotsman always reminded me of my

mother's Mk.II Jaguar: compact, green – and

capable of moving like the wind. Looking back

on the memorable days of 1988-89, it seems

that the “Scottie” and the mainline to

Seymour were made for each other. The line

offered opportunities for the thoroughbred

to show a good turn of speed. At the same

time, there were gradients that stretched the

engine's capabilities. Moreover, the frequent

runs to Seymour were tailor-made for railfans

eager to seize every opportunity to see and

photograph 4472 in action.

In the first weeks of Flying Scotsman’s visit, the

departures from Spencer Street attracted

large crowds, especially for the Friday twilight

trips. Steam had probably not drawn so many

sightseers to the station since the early days

of the Spirit of Progress in 1937. Most of them

walked the length of No.1 platform for a

close view of the engine but, for the actual

departure, the now-demolished overpass was

the place to be. An instant before she moved,

4472 would be hidden behind an immense

cloud of steam billowing from the cylinder

cocks through pipes alongside her front

bogie. As the 80-inch drivers pushed her

forward, the sight of the engine advancing

through the wreath of steam was

unforgettable.

However, even before the last carriage had

cleared the platform, some of the truly

devout would be sprinting to the car park.

For motorcaders, the Seymour line offered

some marvellous photo opportunities. The

Scottie always looked spectacular as she

raced across the Maribyrnong River Bridge or

even as she swept around the gentle curve

past the silos near Mathews Street, Sunshine.

Perhaps the most popular spot for

photographers was Heathcote Junction. As

they waited there, enthusiasts would chat

about their recent activities but, as soon as

4472’s unmistakeable whistle was heard in the

distance, cameras were readied to capture

the engine as she tackled the 1 in 50 grade.

Sometimes, I went a little further up the line.

Once over the grade, Flying Scotsman would

race downhill, and I used to love watching

from the nearby bridge as she roared through

Wandong station. When it came to curves,

though, it was hard to beat the view at

Kilmore East, where a wide bend flowed into

a 1 in 100 gradient.

While travelling on one Seymour trip, I had

noticed an appealing spot somewhere

between Broadford and Tallarook, so when

the Scotsman was doing a Monday run for

seniors, I made my way there. It seemed an

ideal photo location, a nice bend preceding

Flying Scotsman sits on the turntable at Seymour, which the relatively new V/Line locomotive,

N472 sitting in the background. Photo courtesy of James Batchelder.

Flying Scotsman passes the signal box at Seymour, hauling a variety of NSW rolling stock.

Photo courtesy of the author.

At High Street—Tarcombe Road in Seymour, 4472 hauled her carriages into the loop north of

the yards.


interest attracted heavy bookings, this was

adjusted to 350 tonnes – but 4472 easily

maintained the initial schedule.)

At Seymour, there was always something to

see at the station, with its miniscule standard

gauge platform, and in the yard, as the engine

went down to the turntable to be watered

and turned. Sometimes, things down there

were rather quiet, so it was a good time for

family photos beside the famous engine or to

climb up into the cab. (On one such visit, the

aroma of sausages cooking on a shovel

balanced above the fire was delicious.) Once,

I stood at the High Street-Tarcombe Road

crossing to watch as 4472 hauled her

carriages into the loop north of the yards. In

the soft sunlight of late winter, she moved

gently through the curve past the turntable,

trailing a plume of fluffy white smoke that

made a memorable photo.

I always liked to photograph Flying Scotsman in

locations that were clearly Australian. On a

warm December afternoon, I took a shot

near the Seymour signal box, with chief

engineer Roland Kennington leaning out of

the cab. When I asked Mr. Kennington to sign

an enlargement of this picture a few months

later, he requested a copy for himself. Just

before the start of the last day trip to

Seymour, I handed it to him in the cab.

I thought no more about it, until we were

about fifteen minutes out of Seymour,

building up speed on the ride back to

Melbourne. I was standing in a corridor with

my twelve-year-old son James, with whom I

had enjoyed so many escapades since the day

that Flying Scotsman arrived in Victoria. In the

distance, I noticed Mr. Kennington moving

through the carriage, clearly in search of

someone. I was quite surprised when he

stood in front of me, asking in his delightful

brogue, “Are you chap that gave me picture?”

When I admitted that I was, his response

stunned me: “Want to coom oop froont?” A

moment later, I could not believe that we

were walking through the tender’s narrow

corridor – and into the cab! To stand on the

footplate as Flying Scotsman sped along the

mainline was one of the most unbelievable

moments of my life. Not surprisingly, I found

it very hard to sleep that night.

I have been back to Seymour and its yard

several times over the last twenty-five years.

It is always a treat to go there – but it has

never been quite the same as the great days

of 1988-89.

Flying Scotsman heads South through Wandong, with the two broad gauge tracks to her right.

Heathcote Junction is a favourite

location for many rail photographers, as locos are working hard to climb the

grade. Here the author captured Flying Scotsman climbing the grade on the

journey to Seymour.


Historic Locos used on the Maldon Line These pictures are found in the book Steam Locomotives of the Victorian Railways Vol 1. They were described as ‘Light Lines Passenger Locos

and both locos were built in the VR Workshops at Williamstown and entered service in 1877. Their tractive effort was 8,775 lbs. and weighed 52

tons 1cwt in working order. Meikles earlier K class 2-4-0’s had been roundly condemned by Higinbotham in his report and the G class 4-4-0’s

were a response to these trenchant criticisms having been built with a ‘bogie truck’. Higinbotham had been sent to America to report and had

observed that the American designs were better suited to light lines like the Maldon line.

G 38 & 44 were 4-4-0’s designed by Meikle following recommendations by Higinbotham and both entered service in 1877. By the 1890’s both

were based at Castlemaine presumably for working the Maldon line and both were scrapped in 1904. Note the wheel spokes of the bogie ‘truck’

and the driver and his oiling can, the ‘symbol of authority’. These were an indigenous locomotive design note also the stove pipe chimney without

a flanged top and the full cab to protect the crew from the elements including the summer sun. However the brass dome and boi ler bands and

even the positioning of the lamps were still very ‘Victorian’ and English.

Victorian Goldfields Railway

General Office and

Marketing P.O. Box 51, CASTLEMAINE VIC 3450

Phone: (03) 5470 6658

Facsimile: (03) 5470 6272

Email: [email protected] for bookings,

Train Times & Fares information or

[email protected] for all other enquiries

Castlemaine Railway Station

Kennedy Street, Castlemaine

Phone: (03) 5470 6658

Facsimile: (03) 5470 6272

Maldon Railway Station

Hornsby Street, Maldon

Telephone: (03) 5475 1451

www.vgr.com.au

www.driveatrain.com.au

www.driveasteamtrain.com.au

If you would like to contribute an article, a

photo or a letter to the Members Newsletter, you can send it to

[email protected]


Talking Shop

Membership Renewals Please send in your renewal as soon as possible and please ensure you return the renewal

form with your payment - making sure we have your up-to-date details is very important,

especially for those who also volunteer on the railway.

Board of Enquiry Members will be aware of a recent shunting incident in which a number of carriages were

impacted heavily during shunting at Maldon.

A board of enquiry was conducted with expert assistance from senior operational personnel at

the Seymour Railway Heritage Centre, Daylesford Spa Country Railway and V/Line. The

enquiry concluded that the impact was caused by the guard not being able to sight the rear of

the train while it was setting back, and hence not being able to correctly signal the loco crew

during the shunting move. The guard involved was required to undergo refresher training. The

driver and fireman have been cleared of fault and have been returned to operational status on

the roster. Our thanks go to the representatives of the three above-mentioned organisations

who assisted with the enquiry.

Mr Philip Ryan

Editor - VGR Members’ Newsletter

Dear Philip,

Congratulations on the great work you are

doing with the Members’ Newsletter. Each

month it is, in my opinion, a fine, informative

document. I look forward to receiving it with

anticipation to learn what is happening on our

railway and indeed the wider railway scene.

When the Society was formed I believe the

newsletter was called ‘The Branchline”. For

many years the publication retained this name

and then it disappeared. I believe the

publication is of such a standard that it

deserves a better title than the rather

mundane “Members’ Newsletter”. Most

other rail enthusiast groups have names for

their newsletters appropriate to their specific

activities. I believe it is time to return to the

original name, thus giving the publication the

respect and identity it deserves. Perhaps the

Board could discuss this and I would look

forward to the comments other members

may have?

Kind Regards

Tony Marsden

Ed - Thanks Tony for your kind words. Your suggestion will be considered over the next few

weeks

Letters

Working With Children Volunteers are reminded that we need to have current Working With Children Checks

registered with the railway. If you have a current card, organised through another organisation,

please inform the Department of Justice that you work with the Victorian Goldfields Railway

by calling the Working With Children Check Unit on 1300 652 879. By doing this, the railway

will be informed that you have a valid Working With Children Check.

The railway has recently received new stock of some very desirable merchandise, including the

newly released Enginemen of the Victorian Railways Volume 2. This excellent publication is by

highly respected author, Nick Anchen, and is sure to delight railfans. It is now on sale at both

Maldon and Castlemaine. Some of the other publications that have just arrived in stock include:

Country Branch lines Victoria Part 7 Central Region

Country Branch lines Victoria Part 6 C- North & Central Regions

Locomotive Profile Y class D/E locomotive

Locomotive Profile K class Steam locomotive

Locomotive Profile J class Steam locomotive

Locomotive Profile D3 class Steam locomotive

Enginemen of the Victorian Railways

Enginemen of the Victorian Railways Volume II

Rails to Old Walhalla

Railways of the Otway Ranges

Yarra Valley Railways

We also have received a new print

canvas print of K160, hauling a five

carriage train through the forest. This

print measures 40cm x 50cm and

retails for $37.

Stocks of VGR branded coffee mugs

have also arrived recently.

Prints, books and other merchandise

is available from both shops.

Our online shop is also growing with

tickets to Steam Trains for Kids plus

gift vouchers, Steam Media DVDs and

souvenir guide books all being availa-

ble with free postage!

Your purchase will also assist the

railway, so don’t delay - get some

quality railway mechandise today!

mailto:[email protected]

mailto:[email protected]

Members Newsletter - Victorian Goldfields Railway / March 2013 Castlemaine and Maldon Railway...

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