MARCH 2018


For Tuesday March 20 2018

Thanks to those who came to Tuesday’s operating session on the Kanunda and Emu Flat railway.

For the March session three operators arrived nice and early so, knowing no one else was able to come we got the session away at 1930 hours exactly. I believe that this was the first time since operating sessions began on the K&EFR in 2007 that we have actually started an operating session exactly on the advertised starting time.
The crew was road crew 1 Peter S, road crew 2 David, Kanunda YM, Rod, and myself as hostler (running the staging yard). With the small and experienced expert crew the session went very smoothly even though we missed Sol’s cheerful banter. The only train to run late was the down Overland which was delayed departing Cooper by a very rough running 950. 950 is a Lima model fitted with a Fiddle Yard mechanism. After a quick spray of contact cleaner on the contacts it was running fine and departed four minutes late. All other trains ran well and even though I have not had an opportunity to check cars and cards properly a quick look tells me that they will all be correct. So well done. We all enjoyed the two hour session which also finished on time. I’ll leave the photos to tell the story of some of the trains run.

847 the Traxx model with K&M mech about to cross Bindieye creek as it approaches Kanunda with 402 the up Myrtle Springs goods.


Train O Rama 858 on the grain extra is setting out three AHGX hoppers at Maranalgo.

Austrains 705 and Lima dummy 938 arrive at Emu Flat with the empty stonie.

938 & 705 run around the empty hoppers so they can be propelled to the stone crusher and tipple at Penstone Quarry adjacent to Emu Flat.

The loaded stonie passing through Wooldowie.

840 a Powerline model arrives at Maranalgo from Kanunda with a typical two car Maranalgo goods. The open wagon will go to Sol’s Firewood and the van to the goods shed. The Maranalgo goods will then return to Kanunda with an open wagon filled with mallee roots from Sol’s Firewood and an empty van from the goods shed.


S301 and G511 crossing Five Mile creek and passing Penstone Quarry with the Melbourne Jet. In the background Wooldowie and Kanunda can be seen.

The Adelaide super freighter arrives at Cooper with Austrains C501 and Lima dummy 940


Kit bashed Athearn 503 shunts wagons at Kanunda

The Crew


847 waits, at Kanunda, for down Myrtle Springs goods while 503, driven by the Kanunda Yard Master, makes the train up ready to depart shortly.


The down Myrtle Springs goods arrives at Wooldowie on it’s way to Myrtle Springs. It will set out the first van in the train at the goods shed here.

One advantage to having a small crew was that it allowed me to get around easily to take photos, I took 22 in all. All comments and criticisms welcome
Cheers Ken

archives 1
Islington June 1985. A 500 class english electric, note the white brake van.


Industries and operations on the K&EFR



The K&EFR is a free lanced HO scale South Australian layout set in the early 1980s and represents a short imaginary portion of the south line between Adelaide and the Victorian border.

Firstly, the era is nominally early 1980s. All paperwork for operating sessions is dated 1984. I do not run anything from beyond 1985 but will allow railway vehicles from 1975. This allows me to use RX reefers and UB vans which were last used in 1978.
All stations on the K&EFR are fictitious and represent an imaginary 16km of the south line somewhere between Balhannah and Tailem Bend with branch lines going off at Sandiman Switch to Maranalgo and going off at Jimba Jimba Junction to Myrtle Springs. Maranalgo is modelled on the layout but the Myrtle Springs branch line goes into a hidden dead end siding in staging. That is, Myrtle Springs is not modelled. Cooper and Foster (staging) represent the ends of the layout which is run point to point. Trains departing Cooper are said to have departed from Adelaide while trains departing Foster are said to have departed from the south east of South Australia or Melbourne.
When planning the K&EFR and it’s operations and industries I decided what trains I would like to run.
Being early 1980s all freight trains must have a brake van.
I wanted to have the Overland passenger train that runs between Adelaide and Melbourne, the Jets ( through freights running between Adelaide and Melbourne) also I got an oil (tank) train that runs end to end with out any stops. The local passenger train runs between Cooper and Emu Flat and back. Being through freights the Jets and oil train do not require any industries or facilities on the K&EFR. The Overland makes a stop at Kanunda and the local passenger stops at all stations so passenger stations are needed at all stations.
Of course because I like shunting so I would need some way freights (roadside goods trains on the K&EFR). The down roadside goods runs from Cooper shunting at all stations and returns to Cooper as the up roadside goods again shunting all stations. The Maranalgo goods travels between Kanunda and Maranalgo and back. The Myrtle Springs goods travels from Myrtle Springs to Kanunda and back shunting Wooldowie on the way through. Then there are the grain extra and the livestock train. These alternatively leave Cooper and head to either Maranalgo or Emu Flat and return as Engine and brake van. Also there is a transfer goods that runs between Kanunda and Cooper to reduce congestion in Kanunda yard.
Other trains that do somewhat less shunting are the up and down Mt Gambier goods, through freights, which either set out or pick up a cut of cars at Kanunda to be shunted by the shunt engine employed at Kanunda and the Stonie ( stone train) which services Penstone quarry which is shunted from Emu Flat.
Now that I had an idea of what trains I would like to run on the K&EF I decided on what industries I would need to support those trains. The reverse of what I think that the prototype would do but I am concerned with maximising fun rather than profit. I will list the industries station by station.
Ninety five percent of the on line traffic on the K&EFR runs in a similar way to that of any rural line in South Australia. Virtually all goods being sent to the towns modelled comes from Adelaide, S.A.’s capital city and almost all commodities sent from the modelled towns will be sent to Adelaide and it’s environs. All empty wagons are also returned to Adelaide’s Mile End yard, However I have managed to create a few wagon movements between towns and industries on the K&EFR to

create a few wagon movements between towns and industries on the K&EFR to generate a little more interest for train crews.
Kanunda is the largest town on the K&EFR. It has a four track yard where the branch line trains are made up. There are Silos for the grain train a cattle pen for the livestock train. Other industries are a oil and fuel dealer , King’s Petroleum which receives tank cars of petrol and diesel and vans (box Cars) and open wagons ( gondolas) of drums of oil etc, a container crane, modelled after a similar crane at Murray Bridge, a repair in place track, that can take any wagon, over head tank at the diesel refuelling point that receives tank cars, a goods shed, modelled after the one at Mt Barker that receives vans and open wagons. Also there is a flour mill that as well as sending vans of flour to Adelaide also sends vans to the other stations on the layout, and finally Athol Freezers a cold and cool store modelled after a business I owned with my brother some time before I retired. Athol Freezers as well as sending and receiving reefers from Adelaide also receives reefers from Con’s Choice packing shed in Wooldowie.
Wooldowie is a typical S.A. rural station which consists of mainline, passing siding and a goods loop and one spur. On the goods loop are the cattle pen and wheat silos to be served by the livestock and grain trains respectively. Also on the goods loop is the goods shed served by the roadside goods that also serves Con’s Choice fruit packing shed situated on the spur track.
Emu Flat has the same track arrangement with cattle pens, wheat silos and goods shed on the goods loop but there is a short branch off here to Penstone quarry. The Stonie actually shunts Penstone quarry from Emu Flat.
The last stop for the roadside goods is Foster which is actually staging. Not being modelled any type of wagon can be sent there. Having Foster as the terminus for the roadside goods allows the opportunity to run a longer train than would have been the case otherwise.
Maranalgo is the branch line station modelled. It is a terminus and has a loop that can only accomodate train of engine, three wagons and a brake van. There are three spurs off the loop. One has wheat silos, another a firewood dealer and the third a goods shed and cattle pens.
Myrtle Springs the other branch line terminus is not modelled so it can take any type of wagon.
All grain and livestock are sent to Adelaide (Dry Creek and Pt Adelaide) the limestone from Penstone quarry goes to Adelaide (Osborne) firewood goes to Adelaide, and fruit from Con’s goes to Adelaide and Athol freezers for storage before finally going on to Adelaide. All inward goods come from the Mile End or Islington in Adelaide. The way to Adelaide being represented by Cooper in staging.
All of the industries on the K&EFR are typical of what could be found in towns and railway stations in South Australia in the early 1980s and would have been served with trains like the roadside goods, grain train, livestock train and stone train that ply the rails of the K&EFR.
An operating session on the K&EFR takes two hours and using a four to one fast clock represents eight hours. The crew consists of two road crews. a yard master at Kanunda, a hostler operating the staging yard and a controller.

The industries on the Kanunda and Emu Flat Railway give the K&EFR a sense of purpose and a reason for each town to exist. They are in keeping with the locality and era portrayed and a believable schedule of trains supports them during operating sessions. The stone train departs Cooper (Staging) travels to Penstone and returns. the roadside goods travels Cooper – Foster and return and the grain extra and livestock trains travel Cooper – Emu Flat and return shunting silos or cattle pens. Operators have enjoyed operating sessions using car cards and way bills as well as time tables and train orders on the K&EFR for over ten years now with hope fully many more to come.

February 2018


For Tuesday 13-2-18 on the Kanunda and Emu Flat Railway

Thank you to those who came to the session on Tuesday.

Sol pointed out that I made an error in the last “Mail Train”. Road crew 1 was Sol and Peter S not Peter S and John P. Road crew 2 was John P. Also in the caption for the last photo (a 600 at Dry Creek North) the date was 1985 not 2015.

Well I suppose that you could call it progress. I have rationalised the freight wagons on the K&EFR and now each through freight has two locos, 10 wagons and a brake van which is what the passing sidings are designed to accomodate.
After the near head on at Emu Flat last session Sol sent me a copy of a list he uses at his stations during operating sessions on his Devan and Summerset Railway. I have adapted them to suit the K&EFR and have now placed a list of the arrival times of the time tabled trains at Kanunda, Wooldowie and Emu Flat. See Emu Flat’s list below.

Also I have printed out the time table and issued a new rule book. The two new rules are rules three and four. I will attach the time table and rules.

Five operators arrived for the session. After each had received a copy of the time table and updated rule book the session began a timely fashion.
Road crew one was Sol and Peter S, road crew two John P, Kanunda YM Rod, hostler David and Controller myself. The session ran smoothly but at nearly nine o’clock train control stopped the down Maranalgo goods departing so that the Melbourne Jet could get away from Cooper on time at 0903 followed by the Adelaide Super freighter from Foster at 0931. This put the Maranalgo goods which is run as an extra two trains down the list. However this shuffling around did not help to keep trains on schedule for long because the next time table train to depart was the down Overland which departed Cooper at 1043 thirty minutes late, flowing on to the Adelaide Jet which then also ran late. It would seem that once trains begin to run late the only way to get back on schedule is to run each train as they come and as efficiently as possible there by gaining time gradually. By the time the Up Mt Gambier goods was due to depart at 1334 we were back on time.
But we thought disaster befell us! Because while the down Myrtle Springs goods was shunting at Wooldowie the layout went down. I was blaming Wooldowie for a short but we could not find one in fact we did not know what was happening. So we decided to finish the session at that point. Wednesday morning I went down to check things out and almost immediately I found that in the MPC at Cooper X49 had crept forward and was fouling a turnout, see below.




P1020458858 on the livestock train is pulling a ALGX van as well as two CS cattle wagons from the spur at Maranalgo. The van will be retuned to the goods shed.


930 class Alco 949 can be seen shuffling wagons at Wooldowie as it goes about it’s work on the down roadside goods.


P1020462Having finished it’s work at Wooldowie the 309 the down roadside goods waits in the passing siding for the approaching down Overland.


Green Alco 950 and red Alco 937 on 101 the down Overland pass the down roadside goods at Wooldowie.


P1020464Operating the K&EFR. On the left is Kanunda on the right Emu Flat.


P1020465Red 930s 942 and 961 arrive at Emu Flat as 331 a down engine and van movement (EV). They will pick up the green AHGX wheat hoppers at the silos then depart as 332 the up grain extra. The up grain extra also picks up hoppers at Wooldowie and Kanunda then travels to Pt Adelaide via Cooper.


P1020471Wednesday morning: 314 the up Mt Gambier goods is in the passing siding at Kanunda as Kanunda shunts engine 503 is about to attach a cut of four wagons to it.


Another view of English Electric 503 shunting the up Mt Gambier goods at Kanunda. The unfinished view of the silos can be seen from this angle.

Even though we did not get to run the up Mt Gambier goods all enjoyed the session.



A red and a green 500 class shunt. I took this photo in June 1985 from the Regency Rd bridge. This yard is on the souther corner of Regency Rd and Churchill Rd. I do not know whether this is called Islington or Dudley Park.

All comments and criticisms welcome.

Cheers Ken.


working time table ss


K&EFR rules


January 2018


For Tuesday January 9 2018 on the Kanunda and Emu Flat railway.

Thanks to all who came to this operating session.

I did not get round to doing much over Christmas and new year. However Con’s Choice now has had ridge capping on it’s roof and down pipes have been fitted to the gutter on the side away from the railways track. If it were not for writing this report I may have not even done that. The Mail train helps motivate me.

Con’s Choice packing shed at Wooldowie at the start of the session. Two RX reefers of fruit to be picked up one heading to Athol Freezers at Kanunda the other for SA Cold stores at Mile End. The open wagon had a load of boxes and pallets to be unloaded.

We had six operators for this session, the first for 2018. The session went very well. Road crew one was Peter S and John P, road crew two Sol, Kanunda Yard Master Rod, Hostler David and myself as controller. Trains started on time at 0606, session time, when the train 313 down Mt Gambier goods started proceedings followed by the up Overland departing Foster at 0608. Apart from the Emu Flat passenger the next timetabled train due was 201 the Melbourne Jet departing Cooper at 0903 but actually left at 0907 from then on all timetabled trains ran on time. Because the session went smoothly the last train 314 the up Mt Gambier goods was given an order to run twenty fast minutes early.
All cars finished in their correct spots except for one tank car, more of that later. Fortunately the Station Master at Wooldowie noticed that the crew of the up Myrtle Springs goods had placed a reefer outside of Con’s Choice where it could not have been loaded. He then had to get the crew to rearrange the cars at Con’s so that the reefer was was placed where it could be loaded and the open wagon outside where the unloading pallets could continue.
There was nearly a head on at Emu Flat. The Adelaide Jet’s driver was just able to stop time to avoid running into to loco 949, off the down roadside goods, that was running round it’s train at the time. Even though both trains had train orders advising of the meet the crew of the roadside goods did not know exactly when the Jet would arrive at Emu Flat and because it arrives from out of site round a bend they did not see it coming. So a discussion about improved communications eschewed. To this end it was decided that all road crews should clearly announce their intending arrival to the YM at Kanunda, the Hostler at staging and as well other road crews working at stations ahead of them. Also the controller should include times of arrival in train orders. Rules to that effect will be put in the K&EFR general rules.

BL29 and 940 head the Adelaide super freighter over the truss bridge over Bindieye Creek as it heads toward Kanunda.

P1020351830 class Alco 847 is about to couple on to 402 the up Myrtle Springs goods at Wooldowie after correctly setting out the open wagon and reefer at Con’s Choice packing shed.

930 class Alcos 961 and 942 arrive at Wooldowie with the empty grain extra. Four AHGX hoppers will be set out here and the other four will go to Emu Flat. Con’s Choice can just be seen at the far left just behind the grain extra’s brake van.

P1020355858 has taken the ALGX van from the Maranalgo goods shed and placed it temporarily on the passing loop. it will be replaced at the goods shed after the empty cattle wagons have been placed beside the stock pens. At Maranalgo the shunting lead will only accomodate a loco and one wagon so wagons have to be moved one at a time. The trains brake van is sitting in front of the station building and once the two cattle wagons have been set out the train will return to Cooper as an engine and van movement.

A busy scene at Kanunda. 603 has just brought the transfer goods in from Mile End. Shunt engine 503 has taken the 8300 class brake van off the transfer goods and placed it on the start of 403 the down Myrtle Springs goods. There will be more wagons on the transfer goods for 403, who’s engine 847, can just be seen at the bottom of this photo.


Last train of the session. 314 the up Mt Gambier goods arrives at Cooper with C507 and 940 leading. Note the tank car placed next to an engine against the K&EFR general rules. As mentioned earlier this was the only incorrectly placed car of the session. Never the less the Kanunda Yard Master should receive a bung for this blunder.

Thanks again to all for a great session. I think the thing we learned from this session is the value of good communication.
Lets hope that this is the start of many successful operating sessions during 2018. Also I hope that I can progress with more work on the layout. Finish Con’s Choice and the Strath Hobbies OW open wagon kit that I started early last year and perhaps complete one two other projects that I have planned and not to mention surely the long awaited Auscission 830 class should arrive soon.

All comments and criticisms welcome.

Cheers Ken.


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A light engine movement on the standard gauge at Islington June 1985. A BL, GM, 964, and 603.

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A 600 class Alco and a 8300 class brake van at Dry Creek North June 1985.

December 2017


For Tuesday 12-12-17
on the Kanunda and Emu Flat railway

Thanks to those who came to Tuesday’s operating session.


I finally bit the bullet and worked on the curved crossover that down trains go through to enter Kanunda. Despite all the cleaning about an hour into an operating session locos have regularly stalled in this crossover while taking the passing siding. To remedy this I put a power dropper on to the rail and to prevent shorts occurring first I tried filing a groove in the diverging frog rails but made a bit of a hash of that so even though I had stopped any shorts on test running some wagons continually derailed. So then I ground down both rails and araldited a piece of black plastic over them effectively doubling the insulated section of the frog in the inulfrog turn out. Fortunately I always use insulated rail joiners whether using live frog or insulated frog turnouts.



Cons Choice fruit packing shed now has gutters (Styrene angle) and down pipes (piano wire).

I was unable to hold a session during November due to having a bad cold. This session started about twenty minutes late with six of us present. Road crew one was David and Sol, road crew two John P, Kanunda YM Rod, hostler Peter S and myself controller.
The session ran smoothly, no stalling locos coming into Kanunda. David noticed a couple of errors in the paperwork the first being that I had the wrong loco shown on the Adelaide Jet’s timetable the second being that the incorrect number is shown on the Tank train’s card box. The Emu Flat passenger was two minutes late departing Cooper because the driver was unable to remember how to enter the locomotives code into the LH30 hand piece.
Although the up Mt Gambier goods crew were ready on time to depart Foster on time Train Control had to issue a train order for them to run fifteen minutes late to keep them clear of the late running Up roadside goods.
In another incident some time earlier train control held 309 the down roadside goods at Wooldowie while three other trains passed through. First being the Adelaide Jet then 321 heading to Emu Flat to pick up loaded cattle cars and return to Wooldowie as 322 the livestock train. It was suggested that there is room for a short loop of track at the front at Emu Flat thus allowing two trains work there at the same time. However that will spoil the look of the track layout at Emu Flat which is loosely based on Tarlee. When I think about it two trains could shunt Emu Flat if 321 the down livestock train arrives first and it’s loco runs around ready for departure then 309 the down roadside goods arrives. The loco from the Roadside goods can then pick up the cattle cars and attach them to the livestock train before doing it’s own work. Such a scenario would save having the roadside goods’ crew sitting in the siding at Wooldowie for an inordinately long time.
Generally all trains ran to time and all cars and cards finished in their correct spots.

Alcos 705 and 938 are taking the down empty stonie through Kanunda. While English Electric 503 shunts the yard.

P1020265Small Alco 858 is picking up wheat hoppers at Kanunda. The wheat will eventually arrive at Pt Adelaide.

961 on train 322 the livestock train is positioning it’s brake van at Emu Flat prior to picking up a rake of cattle cars from the stock pens.

P1020267961 is ready to pull it’s train out onto the mainline ready to depart as train 322 heading off to Wooldowie. The empty open wagon has been placed in front of the brake van so that the aroma of the cattle does not waft back too strongly over the guard in the brake van.

949 on the down roadside goods has a train order telling him to wait for three trains to pass before proceeding to Emu Flat.

P1020269In this photo the crew of the down roadside goods has finally arrived at Emu Flat and are shunting there. At the back the Kanunda yard master has caught up and is taking a short break. On the right the hostler is making room in his yard for the roadside goods when it arrives at Foster. this end of staging.

The Myrtle Springs goods has arrived. Rule 11 in the K&EFR general rules says “Tank cars and explosives vans shall not be coupled next to engines or brake vans”.

949 is running round it’s train while shunting at Wooldowie.

So ends another year of operations on the K&EFR. Thanks to all who helped operate the railway in 2017. I have enjoyed your company thoroughly and hope that you have enjoyed the experience.
One thing that stands out for the year is the success of the two NMRA sessions for visiting operators during the NMRA convention held in Adelaide during September. It was most enjoyable hosting visiting operators both local and interstate and thanks to Rod for helping out during those sessions. Another achievement for 2017 was gaining the “Master Builder – Scenery” NMRA Achievement Programme” certificate for work done on the K&EFR.

Wishing you all a Merry Christmas and a Happy New Year.


October 2017



Thank you to those who came to Tuesday night’s operating session.


An awning has been added to Con’s Choice’s fruit packing shed at Wooldowie.

Three operators turned up for the session. Peter S and Paul were the road crews, Sol Kanunda yard master while I took on the job of hostler (at Cooper – Foster).
The session ran very well. All time tabled trains ran to time. The only one slightly off was the Adelaide super freighter which left Foster three minutes late, less than five minutes is near enough for me. All cars and car cards ended in their correct spots. The four of us enjoyed a relaxed and fun operating session.


0606 and 313 down Mt Gambier goods departs from Cooper behind BL29 and G511. On shed at the MPC are S301 for the Melbourne Jet, 704 for the Adelaide Jet, X54 for the up Mt Gambier goods and 937 and 950 for the down Overland. Behind 313 the brake van on the steam tour can be seen.

858 has arrived at Maranalgo with AHGX hoppers which it will shortly run around and push under the loading chute at the silos. 858 will then depart Maranalgo with it’s brake van for the journey back to Cooper.


Kanunda yard at the start of the session. There is a VLEX van and a tank car to be picked up at Kings Petroleum a container flat under the crane also to be picked up. Of the vans and open wagons at the goods shed some stay and some get picked up. There are two OB open wagons in the RIP (repair in place) track one of which has been repaired and ready to go. Two 8300 class brake vans next to the engine shed. On shed are 840 which will go out later on the Maranalgo goods and 603 which will power the Kanunda to Mile End transfer goods. 503 the Kanunda shunt engine is taking on fuel at the overhead tank ready for a busy shift.

Alco 961 has arrived at Wooldowie with a train of empty cattle cars two of which will be set out here. Reg Brown a local farmer has some herefords to unload to be sent off to the abattoir at Gepps Cross.

All comments and criticisms welcome.

Cheers Ken.

September 2017



On Friday September 15 the Kanunda and Emu Flat Railway hosted two operating sessions for attendees of the Australasian region NMRA convention being held here in Adelaide.
Thanks to the visitors who came to the operating sessions and also thank you to Rod and John P who helped out. Before the session I e-mailed the general rules of the K&EFR and the link to a instructional You – Tube video (attached below). All of the visiting operators read the rules and looked at the video. One even printed out the track schematic and track plan for use during the session. This turned out to be useful in that the pre session briefing could be kept a short as possible. Mainly I had to describe how to use the Lenz system and two digit coding, that is, first and last numbers of locomotives.
Trains were run extremely smoothly and the sessions were very much trouble free. The morning session, exceptionally, so fitting in exactly the ninety minutes that I had allotted. However I found that two hours between sessions was not quite enough time to have lunch and re-stage the layout even with Rod’s help. So the afternoon session started a little late and had to be cut off some what short. Also our dogs decided to bark and carry on a bit when my wife went to the shops for half an hour during the afternoon. While this could not be helped it put me off a bit. I hope that others were not put off too much and I apologise to them for the dogs.
In the end all enjoyed them selves and seemed glad that they came. I think that all did well on the day, and certainly, we had two successful operating sessions. It was very enjoyable to meet and talk to modellers from interstate.




The crew Ainsley, Terry, John, John, Rod, and Ken (obscured)


The stone train is shunted at Emu Flat. The rake of empty hoppers is being propelled toward Penstone Quarry.

Ainslie and Terry are shunting the Stonie at Emu Flat.


830 class Alco 840 has been uncoupled from the down Maranalgo goods at Maranalgo and is about to pick up a van at the goods shed and an open wagon loaded with mallee roots at Sol’s Firewood.

P1050546John is concentrating hard as he drives 840

P1050547 Kanunda is the main station on the K&EFR and a Yard Master is employed here who shunts the yard using English Electric 503 a 500 class shunter. The branchline trains to Myrtle Springs and Maranalgo are made up at Kanunda. Here the Yard Master, Rod, watched on by Ainslie, Is uncoupling the cars from the down roadside goods that need to be set out at Kanunda. Ainslie, looking on, is the driver of the roadside goods.

930 class Alco 949 is departing Kanunda and is about to cross Bindieye Creek after completing it’s work at Kanunda.


P1050551 Pat the Grain extra crew has set out the brake van in the loop at Maranalgo. He will run 858 around the brake van then pick up the three loaded AHGX hoppers sitting in front of the silos.

Above right: 858 waits at the red automatic block signal while Alcos 705 and 938 pass by on the mainline its the down empty stonie.

P1050553 Peter, the crew of the stonie is setting out the empty hoppers at Penstone quarry.

930 class 938 and 700 class 705 have set out the string of empty hoppers and are setting the brake van out in the store track before picking up the hoppers loaded with limestone.

I found the experience of hosting a crew of visiting interstate operators on the K&EFR an enjoyable and rewarding one and would do it again if the opportunity arose again.
The link to my instructional video

General Rules

Have fun.

  1. All trains must have either a time table or train order to proceed.
  2. Trains may arrive late or early but must not depart early.
  3. The main line is adjacent to the station building at all stations.
  4. Shunting should take place from the passing siding at all stationsexcept for Maranalgo.
  5. On the track diagrams: red = mainline, yellow = passing siding,white = all other tracks.
  6. After a train has passed through or finished shunting all turnoutswitches with orange dots shall be retuned to the orange dot position (This returns turnouts to normal.)

    7. All trains must obey the automatic block signals.

    8. All trains faced with a red train order signal must stop in theloop at that station and collect a train order from train control. 9. The car cards are colour coded.Goods trains only handle cars with buff coloured cars. The grain extra only handles cars with yellow cards. The livestock train only handles cars with brown cards.

    10. Tank cars and Explosives vans shall not be coupled next to engines or brake vans

    11. Loaded livestock trains shall have an idler car in front of the brake van.