Episode 22 - Not quite set in concrete?

Today on our podcast, we will go on a journey, and look at when things were not set in stone, but, rather, poured in concrete. 

Queensland Railways was a pioneer in the early use of concrete, where remarkable structures, bridges, dams, and buildings sprang up all over the state using this innovative building material.   

We will also talk about getting the mix correct with Peter Osborne, Heritage Strategist in Queensland Rail and here about his love for concrete culverts...

Here's a link to a collection of images discussed during the episode, including all things culverts, concrete station buildings and structures.

We hope you will be a culvert convert after listening to this episode, make sure to follow and leave us a review, and please email [email protected] with all your railway questions, we would love to hear from you! 

Rail Tale Episode 2 - A Runaway Premier (or a runaway Premiers’ carriage?)

In 1931, the then Queensland Premier Arthur Moore travelled to Monto and opened Monto's Third Annual Show on Friday, 1 May 1931. Monto was a "new town" to which rail connection had been opened via Gayndah on 15th September 1928. The official party comprised the Premier, Arthur Moore, his wife, and Mr. R. L. Boyd, Country Party M.L.A. for Burnett from 1928 to 1932, who had a dairy farm near Wetheron in the Burnett district. 

The Premiers’ carriage (Possibly No. 920) was attached to the regular Saturday Goods (it may have been a Mixed train carrying both passengers and goods etc. on account of the Show; normally, the Mixed ran only Monday, Wednesday, and Friday from Monto). The journey back to Brisbane was 321 miles (517 km) and would be taking close to 24 hours. 

The trip was proceeding uneventfully until it was discovered that the Westinghouse brake on the Premier's carriage was defective. The carriage had been attached at the rear of the train so that the Premiers’ party could enjoy the view unimpeded and have a minimum of disturbance from shunting. 

However, with the brake out of action, it was of concern to the railway employees as in the event of coupling coming loose, especially as the train had to climb the steep Bin Bin Range on the branch.

The carriage was then uncoupled to place it ahead of the Guard's van (ahead of the ‘roadside wagon’ that was used for transporting perishables, and deliveries to various stations along the line, general practice was that the roadside wagon stayed next to the Guards van). 

The carriage wheels were ‘spragged’ (a piece of iron or timber placed in between wheel spokes) to prevent it running away, and the train remarshalled to reattach the carriage. As the driver was easing back to allow the Guard to swing the screw coupling onto the carriage, there was a jolt. The jolt knocked the sprag out and the carriage began to slowly move under its own momentum down the line.

It was not until they had travelled about 20 yards that the Premier and the travellers realised something was wrong. The Guard, (Hutton), gave a warning shout and raced after the carriage. After a short sprint, he climbed aboard just as the carriage was gaining speed. As the carriage had no handbrake it was with a 'thump' that the Guard realised that nothing could be done.

 The carriage was soon "swaying round the curves at a fast pace". The Guard thought they would stop, (or rather roll to a halt) at Byrnestown but this was overly optimistic. As the Premier said to the newspaper, “We rushed through there at 30 m.p.h. (48 km/h) much to the surprise and alarm of the official (presumably the Station Mistress) … My hat and papers were swept off the table and flew out the window ....”

As the carriage swept past Mr. Boyd's house, (the local member) that was plainly visible from the railway line, Mr. Boyd noticed his wife staring in disbelief from the verandah of their house.

Recognising the Premier's carriage and Mrs Boyd, being described as “a person of action”, dashed to the car with her two children and chased the runaway carriage. At Wetheron station, the carriage rolled up a steep grade, and "the speed gradually reduced, the guard and the Premier jumped off on either side of the carriage and hung on to it until it was dragged to a stop just on top of the rise. 

Mrs. Moore and Mr. Boyd also jumped out, and in a few moments the wheels were chocked, and a strong sapling propped up against the carriage, to prevent further unauthorised movements.

Mrs. Boyd arrived by car soon after the party had jumped out while the train engine, sent from Gooroolba in pursuit, arrived and took the carriage in tow. The Premier finally reached Brisbane on the Sunday morning without further incident, and full of praise for the quick-thinking Guard, and the locals, who set o

Episode 21 - The Merivale Bridge

On Saturday, 18 November 1978, the Merivale Railway Bridge, connecting Roma Street and South Brisbane Railway Stations was officially opened in the presence of 850 official guests.

Crossing the Brisbane River, the bridge was constructed over a period of three years and three months and reported to have cost $20.6 million.

In today's episode we discuss why the Merivale Bridge is still so important for Brisbane train travellers.

We also chat with Brad Sutton, Asset and Structures Manager at Queensland Rail and hear about the work involved in maintaining the structure.

Images discussed during the episode can be found here.
Some great historical images of the opening are available here.

Episode 20 - The North Coast Railway

In the late nineteenth and early twentieth centuries most of the travel between the isolated railway systems, and towns of Queensland was carried out by coastal shipping. 

By the end of the nineteenth century there were eleven of these isolated systems of the Queensland Railways and most of them ran from a coastal point towards the bush – the closest port was considered a good enough place to start from.

Or finish?

However, it was these far-flung lines heading off to the interior that would form the various staging points for the North Coast Line when Parliament approved its construction in 1910, and stitching together the railway patchwork that was Queensland in that era. The North Coast Railway Act gave the official nod by the Queensland Parliament to construct 740 kilometres of railway to link Cairns and Brisbane. 

The line would eventually be completed in 1924, and by the mid 1940’s it was to become the major railway line, and connection in Queensland. The north coast line was crucial in the Defence of Australia, from 1942 - 1944.

Today we look back a century to when a very large bridge, over a very large river in northern Queensland finally a railway construction project that really began in the 1880s, along the north coast.

We also talk to Rob Shiels, from the Queensland Museum Rail Workshops, about their exhibition that recognises the centennial of the completion of the railway in December 1924.  

Come along and join our journey through the decades.

Have a question about our railway's history? - email Greg: [email protected]

Links to archival images discussed throughout the episode:
https://www.slq.qld.gov.au/media/30853
https://www.slq.qld.gov.au/media/29185

Our first rail tale about Queensland’s first Station Master…

Sir Charles Fox and Son, Agents for the Queensland Government based in London, were appointed as consulting engineers to the colony of Queensland and were given the job to find administrative staff for the Southern and Western Railway, then under construction between Ipswich and Grandchester (Bigges Camp). On 12 January 1865, the agents distributed the copy for an advertisement to seek men to fill the following positions: ”Traffic Manager, Locomotive and Rolling Stock Superintendent, Station Master, Accountant, two Railway Clerks, two Head Porters and two Signalmen”. The advertisement appeared in Engineer on 20 January 1865. Each applicant was required to enclose testimonials, state the salary required and be prepared to leave for the colony before the end of February.

Despite the short time available to prepare them, about 700 applications were received for the ten positions. Having carefully studied their testimonials, Fox and Son selected the most eligible for a personal interview to choose staff for Queensland.

One of those selected was John Scorra. Scorra worked on the Great Northern Line in Great Britain before moving to the London, Chatham and Dover railway. In 1865, he was a highly recommended Station Master. Scorra sailed as a single man but was married on 11 September 1866, to Sarah Trickey Garrett and they were to have four children. Unfortunately, by 1873 their only son and one of three daughters had died.

John Scorra was employed at the Class IV level in the then Queensland Public Service and was appointed as Queensland's first Station Master. 

The then brand-new Ipswich station building he was to occupy was first begun in April 1865 with a frontage to Ellenborough Street and built of materials largely imported from England. It was an impressive terminal station for the then fledgling Southern and Western Railway. The station officially opened on 1 August 1865 and Scorra, as Station Master, lived in the upstairs part of the building. The upper floor included not only the residence for the Station Master but also offices for the traffic department.

Scorra moved into this residence on 19 January 1866, and was granted an allowance of £28 for his previous accommodation. After being appointed as Ipswich’s first Station Master, John Scorra rose through the ranks. By April 1869, Scorra was Station Master in Toowoomba. Shortly after this, Scorra took up the role of Pay Clerk and Station Auditor, Southern and Western Railway, that was based in Brisbane. In September 1873, the Scorra family had an address in Kent Street, Brisbane. Scorra was promoted to the position of Clerk in the Locomotive Department. It was while in this role that John Scorra fell ill and died on 28 October 1879, reportedly “much regretted by officers of the department who held him in high regard”.

Sarah and her remaining two daughters travelled to England in 1882 but returned to Queensland where her daughters later married. Sarah Scorra passed away in 1945 and was buried with John in Toowong Cemetery.

Have a question about our railway's history? - email Greg: [email protected]

Episode 19 - Cobb & Co and the Queensland Railways - A long lasting shared journey

From the mid-1860s until 1924, travel in Australia involved trains hauled by steam locomotives, sailing and steam ships, paddle steamers, cable cars in the big cities, bicycles, and later the motor car. Plus, one of the great icons of transport in Australia - the horse-drawn coach services called Cobb & Co. 

As the railways grew, and other transport evolved, the legendary coaches and their magnificent horse teams, withdrew to places longing for transport, rather than compete with the new forms of travel. The vast distances of Queensland, and its people, maintained a solid demand for coaching, with routes here peaking at more than 7000km in 1900. 

Our podcast today, is a special one – we step beyond the steam locomotive footplate, and the carriage steps, and swing up onto the box seat to share the story of Cobb & Co, and its shared connection with the Queensland Railways.

Hosted by Annette, and our Queensland Rail Historian, Greg Hallam, we are also joined by Curator for Transport, Cultures and Histories, Amy Goldston. Recorded at the Cobb + Co Museum, we talk about the roaring days, and reflect on the last run of a Cobb & Co coach in Australia, from Yuleba, to Surat in August 1924. We also discover Amy's railway heritage. 

Here is the historical image referenced during the episode. 

Here is a great link to a series of images on the Cobb & Co services in Queensland.

Discover more about the Cobb & Co Museum here.

If you have any questions about our rail history, please email our Historian, Greg Hallam– he’d love to hear from you! - [email protected]  

Also - if you're enjoying what you’re hearing, please leave us a review. We’d love to hear from you, what you love about the podcast, and what you’d like us to feature on a future episode!  

Episode 18 - The Tilt Train

In today's episode we look at how over 25 years ago, Queensland Rail began its ‘tilt to the future’ with an innovative technology and a number of Australian rail firsts, and how two trains revolutionised the train service between Brisbane and Rockhampton. 

We also chat with Jack, one of our Regional Rollingstock Project Delivery Managers involved in a recent traction package upgrade for the ETTs (Electric Tilt Trains).

Here's a collection of images looking back at the Tilt Trains over the years.

If you have any questions about our rail history, please email our Historian, Greg Hallam– he’d love to hear from you! - [email protected]  

Also - if you're enjoying what you’re hearing, please leave us a review. We’d love to hear from you, what you love about the podcast, and what you’d like us to feature on a future episode!  

Episode 17 - Electrifying Times

There were two events in the 1960s and early 1970s that led to a massive change in South East Queensland’s passenger railways. The first was the replacement of steam with diesel-electric locomotives by 1969. This inevitably led to faster and cleaner trains. The next big step forward was the introduction of modern electric trains for the suburban system in Brisbane with the first services in November, 1979. 

On 8 May 1979, the first section of the new system was energised, from Roma Street to permit testing and driver training. On 17 November the same year, the Darra to Ferny Grove sections were officially opened. Today, in Queensland the suburban passenger services in South East Queensland are operated by Queensland Rail electric multiple units, as well as electric tilt train services as far as Rockhampton. The Queensland network is the largest in Australia with over 2,000 kilometres under wires. 

Today we look at how these electrifying times began for Queensland Rail. We also chat with Neil, he's a Maintenance Group Leader working in our electric train depot at Mayne Yard. 

If you have a question about the history of our railways in Queensland, send an email to our Historian, Greg Hallam. He would love to hear from you! email: [email protected]

Episode 16 - Rail Motors

Christmas time and the school holidays would bring back memories of long train journeys to far flung parts of Queensland, for many people. The link between country and regional towns, and the smaller townships, was the railmotor. For many decades in Queensland, the small red painted 45 horsepower AEC motors (based on a London bus design), ‘red rattlers’, or the later incarnations of the ‘Tin Hares’, through to the streamlined 2000 class ‘Silver Bullets’ provided an important connection for many Queenslanders to the railway townships. 

School children made their journey to school on the ‘RMs’, special stops in regional towns were made for intending passengers, and places such as Cooktown, and Normanton became a ‘railmotor’ dependent railway from the late 1920s. 

This episode looks back on the distinctive petrol- and diesel-powered railmotors that were such an iconic part of the Queensland Railways throughout the 20th century.     

In this episode of the podcast we talk with Glen Watson who at the time was Officer in Charge at Normanton and driving the Gulflander. He shares many stories and personal experiences to do with his time both in Queensland and around the world for Queensland Rail.

You can find images to go along with the episode here:
 
https://queenslandrail.intelligencebank.com/customshare/index/0MXzp?trackingId=JnpAl

You can also book your Gulflander experience today.

Today, we’ll be looking at the era in the late 1880s and into the early 20th century, when many towns close to the South Coast (now known as the Gold Coast) all wanted their own railway to their own ‘slice of paradise’. When taking the train to your favourite holiday spot on the beach, or the bay was all part of the adventure. 

We’ll also chat with special guest, Deni, Assistant Station Master at Varsity Lakes station and hear about how the Gold Coast line was renewed as a modern, world class railway in the 21st century.