by Brian Hogan
All four of us climbed into the bucket. We waited for the bucket to lift off the ground. After a few minutes the bucket did not move. We all looked at the operator who was standing beside the truck operating the levers. The operator appeared to be having problems will the failsafe mechanism on the controls.
Photo 7 – Viaduct showing curved track
The alarm kept sounding, advising him that there was a fault somewhere on the boom, so it would not commence the lift. For the next half hour, the operator tried in vain to fix the problem. Eventually we all gave up and left the bucket.
We even climbed in and out of the bucked on numerous occasions as the operator fiddled with the controls.
Nothing would halt that blaring alarm every time the operator tried to raise the boom. He even rang his office and spoke to his manager and requested advice. After another hour of fiddling with the machine he finally gave up.
He again contacted his office where the operator was advised to bring the machine back to the depot for a detailed inspection.
It appeared that the day was totally lost for checking out the underside of the brick arches. Another time would need to be set up. I could not decide whether to breathe a sigh of relief or to be upset as I had lost the day which was scheduled for the inspection.
The next day I received a call from the plant operator’s Company who apologised stating that they had found the problem. He stated they had never experienced this issue before.
He advised that one of the pins under the bucket itself had sheared completely off. Because of this failure, the bucket alarm triggered. He went on the say in a very alarming voice that the bucket would not remain in a horizontal position had the boom lifted to its full extent of 30 metres. He then shocked me to say the bucket would have tipped over by more than 90 degrees.
This meant that two of us would have been shot out of the bucket when it reached the height of 30 metres off the ground as we were not wearing any safety harnesses on that day.
A very scary and alarming thought. I can go home tonight knowing I am safe and well.
Just as well these machines do have safety alarms!
In A Dark Space
Coalcliff rail tunnel, opened in 1889 was constructed as a single-track tunnel of just over one kilometre in length. It was constructed with a straight track section for the first 880 metres but at its southern end it is curved for a distance of 125 metres. This section of the tunnel has a 220-metre radius horizontal curve which is rather a tight curve.
The tunnel has a gradient of 1 in 47 towards Wollongong. Because of the curvature at the southern end, it meant if you stood at one end of the tunnel, at the portal, you could not see through the entire tunnel from one end to the other. Because of this curvature, train speeds were restricted to around 50km/hour. Yet even so one does not want to try to out run them.
This tunnel was one of the more dangerous ones to walk through on this section of the railway corridor as it was only a single track meaning that it was the ‘pinchpoint' for trains running on the South Coast line. It is the only section of track that has not been duplicated for to do so would require the construction of another tunnel through the escarpment.
Photo 8 - Coalcliff Tunnel prior to electrification works
Further as trains could transverse this tunnel from either direction, one had to watch their back as they walked through the tunnel.
As the local District Engineer for Wollongong I regularly undertook track walks along the Illawarra line. These walks were both exciting and dangerous at the same time as you were actually walking along the live tracks. Trains could travel in either direction on either track north of Wollongong as the signalling system was designed for bi-directional running.
Photo 9 - Coalcliff tunnel post electrification works
When you walked along the track you generally walked into the path of trains. That way you had more of a chance of seeing them. Passenger trains generally were very quiet as they were electric powered which meant no noise was provided. We used to call them ‘silent death’. However, on this section of the Illawarra line, because there was only one track, it was hard to walk into the path of trains as you did not know what direction they would come from.
For two track corridors, bi-directional train running meant that Operations Control could place a train running in the opposite direction on the same track at any time, so it could come up from behind you. The signalling system was designed so trains can pass each other in the same direction on two adjacent tracks if required to maintain the timetable.
On this particular day the intent was to inspect the water that continually dripped through the cracks in the roof of the brick tunnel and the installed drip shields placed to catch this water. These shields consisted of clear plastic sheeting bolted to aluminium rods which were then bolted to the tunnel brick roof. They then diverted the water seeping through the tunnel brickwork near the top of the arch from the centre of the track, to the side drains and not onto the ballasted track or onto the driver’s train window.
The tunnel had no artificial lighting installed so lighting by way of torches was the norm. On this day we were not carrying any torches. Instead we relied on the little natural light that was available.
I was undertaking this walk with the Geotechnical Engineer, Bruce, who had undertaken many inspections of this tunnel.
This was my first time to walk in this tunnel.
We parked at the railway boundary to access the tunnel after driving through the Coalcliff Colliery mining site. We approached the northern tunnel portal on foot. Bruce, who was accompanying me, walked off into the scrub at the side of the tunnel.
“Bruce,” I said, “what are you doing?”
“I am looking for a long stick,” Bruce replied.
I wondered why he need the long stick. After a few minutes he returned with a long stick.
Bruce explained, “When a diesel locomotive was in the tunnel with us the fumes from the locomotives were so thick you could not see where you were going”. He went on to say, “I can tap the rail like a blind person to know whether we were travelling in the right direction. That is how the stick would come in handy”.
“I have done this many times before,” Bruce explained.
This was my first time in the tunnel, so I relied on his good judgement.
Silly mistake.
I wondered at the time whether the diesel fumes from the locomotives were toxic but then I put it out of my mind. Many years later a rule was introduced which stated that you needed a minimum of twenty minutes to elapse after a diesel locomotive had left the tunnel to allow for the fumes to be dissipated with fresher air before you could enter a tunnel or confined space!
Just as we were about to enter the northern tunnel portal to walk south, a coal train traveling toward Wollongong, could be heard behind us.
Photo 10 – Coalcliff Tunnel during track upgrading works.
In those days we did not contact the local operations control to advise them we were entering the tunnel, nor did we have any additional safe working protection.
Survival was based on our own vigilance.
We waited beside the track to let the train proceed through the tunnel. Bruce was right. Heavy diesel fumes from the coal train completely blocked the tunnel and visibility was down to less than 20 metres. We followed the train into the tunnel as it meant that there would not be another train for a good few minutes. As this freight train was in the single line section no other trains could enter until the section length was cleared by this train.
Safety refuges were at approximately 50 metre intervals. These safety refuges were brick indentations in the tunnel wall of approximately 60cm deep which allowed for a person to move to if a train came into the tunnel. There was just enough room in the tunnel cavity to allow a person to stand between the train and the tunnel wall. Also, if you did stand there, it was a real risk as you could be sucked into the train’s path. You normally try to brace yourself well.
/> Whilst we continued to walk through the tunnel in a southerly direction we watched the diesel fumes lift but there was still no real visibility. Then we heard the sound of another train entering the tunnel.
Wow that was quick I thought.
It was coming from the south and around the curved section at that entrance.
We could not see the train at all. The only reason we knew the train was on its way was the fact it had blown its horn. Trains had to sound their horn when they entered a tunnel.
We did not expect another train so soon. The previous train had not long gone.
The train could not see us in the tunnel at this stage and we were only about a third of the way through, around 300metres into the tunnel. With the tunnel full of diesel fumes we could not see the train as well.
Bruce said, “Run for the nearest refuge”.
Do we run forward or back? Where was the closest refuge?
We had only passed one at what seemed like a few metres back, so we raced back to it. We raced off into the dark to find a refuge to hide in. All the time knowing the train was coming up to where we were.
We could hear the train coming towards us and that made us really sprint. It is amazing how fast one can run when under pressure. I thought maybe I could become an Olympics sprinter!
We found a safety refuge and squeezed in together just as the train passed. That was a close call and what we use to call ‘a near miss moment’.
Again, being another coal train meant another set of diesel locomotives pulling a rake of coal wagons up the grade and again lots of heavy diesel fumes causing limited visibility.
After the train had passed us and left the tunnel refuge and continued our way to near the centre of the tunnel where the drip shields had been placed on the tunnel roof. Most of the fumes had passed after a while and even though visibility was still poor we under took our examination using torches. We inspected the tunnel drip shields as best we could as well as other known water seepage problem areas. Our aim was to check for new water seepage areas that may require further shields to be installed.
After these inspections we continued to the southern tunnel portal. When we were within 100 metres of the southern portal we heard the blast of another train horn. This train was travelling north back to Sydney and due to the sharp radius of the curve the driver could not see us inside the tunnel. To make matters worse, we could not see the train either as the tunnel curvature blocked our sighting distance anywhere outside the tunnel.
Again, Bruce said, “Run”.
As we were closer to the tunnel portal than to a safety refuge we decided to sprint for the southern tunnel face and get out of its path
Was it the best way I wondered? Bruce just took off towards the southern tunnel mouth. I raced with him.
We did not know how close the train was to the tunnel portal, so we took our chances. We hit the tunnel portal barely as the train entered the tunnel.
The passenger train glanced me on the elbow as I threw myself outside the tunnel into the open drain. The train driver would never have seen us. Which was probably good for him and for us.
That was as close a shave as I ever wanted to come to meeting a train on the track.
We gathered ourselves up and decided that next time we would try to work out a better way to do any future inspections.
Better not tempt fate. We were already three times lucky in one visit! I thought there must be a better way to undertake this inspection in future that is safer than what we had just done.
The things we use to do back then.
Mind who you trust
When I was the Division Engineer Metropolitan, I often enjoyed going for track walks with the local track inspectors. These inspectors managed the condition of the track infrastructure under their control to ensure it was both safe and reliable for the running of passenger and freight trains.
It was expected that you walk a minimum of 5 kilometres of track each week to become personally familiar with the state of the infrastructure you were responsible for. Records were maintained to ensure you covered the whole of the Division over a twelve-month period. That was a massive 260 kilometres a year. However, I managed many more kilometres of track than that amount.
These records had to be provided to your superiors if they requested it. Questions were asked if you did not meet your annual target. Just as well I liked to get out and check the track and infrastructure.
Photo 11 – Similar track condition being assessed
One of my track inspectors, Jimmy, requested I accompany him for an inspection of the Eveleigh Engine Dive. This little-known section of track is an “train underpass” tunnel that leaves the Eveleigh Yard via the Western Siding and connects to the Up Main just past Lawson Road Overbridge a little north of Redfern Station.
Along its route are brick exhaust chimneys designed to allow venting of the steam trains. When it was constructed, steam trains were the main source of power for both passenger and freight services. These brick chimneys are still in operation although the steam train era has since long gone. They can also be seen, for example, on Platform 1 at Redfern station.
Photo 12 - Far view of Track emerging from tunnel
I decided to take him up on it and conduct an inspection in the tunnel. His concerns at the time were not only poor drainage through the tunnel but also the general condition of the track. In those days this was a common problem everywhere.
I met him on site near Redfern station and as it was his local area, as part of the safety brief, I asked him, “What trains ran through this tunnel” and, “Were there sufficient safe places to stand if a train came through”.
Photo 13 - Station showing the brick chimney air vents
Jim said, “You don’t need a torch as the light provided in this unlit tunnel should be sufficient and that during the day no trains were scheduled to use the track through the tunnel. All will be good”.
Both were mistakes on his behalf.
Both answers that should have raised alarm bells with me. However, I figured he knows this section of track and if he is walking with me then his safety was also at risk, so I should follow his instructions.
We entered the tunnel from the southern end and proceeded to the low point located about the centre of the tunnel, to inspect drainage issues. Water was pooling as the drains were completely blocked with both rubbish and spoil built up over many, many years. Water was ponding on the track which was pumping, especially under loaded trains, so the timber sleepers and ballast were in a very poor condition.
When we were about to leave the tunnel by continuing to walk to the northern portal, we heard a train horn. This meant that a passenger train was coming into the tunnel!
I said to Jim, “How could this happen?”
His response was just, “Run”.
I said, “Where?”
The track inspector after getting past the shock of the train horn sound, then stated, “The tunnel had no refuges so there was no safe place to stand”.
Jim then went on to say, “Furthermore we could not outrun the train to safety outside the tunnel”.
He shouted to me, “Stand in the side drain as there should be enough room for the train to pass”. But he did not sound too confident as his voice was quivering.
I shouted back, “Has this been done before?”
His response was not too comforting as he said, “I don’t know”.
I wondered whether we would survive this ordeal.
The train driver would not know we were there as the tunnel was not illuminated at all and he was driving from a well-lit sunny day into a very dark tunnel. He probably would not see us until it was too late to pull the train to a stop. He did not have the sighting distance to pull up a 400-tonne passenger train in time.
The train sped on through the tunnel to where we were standing in the side drain. We were squeezed up against the side tunnel wall pressing hard hoping that this train would pass us by with room to spare. However
, I remembered as the train came upon us the last words the track inspector had said.
The train sped on through the tunnel passed both of us without the driver noticing either of us crammed up against the tunnel wall. We had no lights and safety vests were not worn in those days.
There was not much room between the train and us. In fact, the train was so close I felt if I did not breathe out it would have hit me.
We survived.
Both of us were a bit shaken and had learnt that even though no trains had been timetabled that did not mean that an unplanned train could not enter the tunnel.
What a day, one to remember.
When your wife asks you, what was your day like. I certainly won’t tell her what occurred.
Where Did That Train Come From?
During my time managing railway infrastructure it was not uncommon to have several minor train derailments or problems with passenger train pantographs each and every week. A train pantograph is a device that sits above certain carriages on a train and connects with the overhead wiring to connect with the 1500V direct current power and drive the electric motors on the train.
Most derailments were freight trains in sidings and yards. However, the odd passenger train did occasionally derail. Any derailment usually had a few causes which meant several rail departments became involved in the investigations to determine the actual cause.
Derailments which occur on the main lines or involve passenger trains were obviously scrutinised more closely for both causes and future prevention.
On this occasion a passenger train had lost its power just south of Helensburgh Station.