Several years ago I had the pleasure of meeting Ron Waugh and I recently renewed his acquaintance. Ron was Chargeman at the Roundhouse for many years. He continued his Railway career after the closure of the Roundhouse as Assistant Station Master and then the Station Master before retiring in 1993. Prior to that he had been a Fireman during the 1950’s but like many young people his first job with NSW Railways was a little more humble.
Ron, like many youngsters of the day, began his life as a railway man as a Loco Cleaner. He joined Loco to avoid accusations of nepotism as his father was also a railway employee in Traffic. A Loco Cleaner (sometimes called a Trainee Engineman) had the rather arduous job of cleaning locomotives. One task was cleaning the firebox. The firebox had to be raked clean and this sometimes involved actually climbing into what could only be seen to be a very claustrophobic workspace. Sometimes they black-oiled the exterior of the locomotive (and no doubt a good bit got on themselves. The hot showers in the Roundhouse bathrooms would have been most welcome.)
Later as Chargeman, it was Ron’s responsibility to assign engines to the various jobs being done on a particular day and keep the record as to where every engine was allocated. He would be contacted by Train Controllers requesting a certain number and type of locomotive. It is rumoured that on at least one occasion when Ron was asked for forty-eight class locomotives by one Train Controller, Ron’s reply was: “Oh! That’s very sad!”
While listening to Ron reminiscing it became apparent that to be a “railway man” really meant that you were, and still are part of an elite group of people. Ron like many others remembered the unusual incidents that could occur. One such happening was the day a train on the mainline near Gunning (in this case pulled by a 57 class locomotive) mowed down seven trikes. Thankfully the Fettlers weren’t injured but it does bring home some of the dangers workers faced every day before the advent of modern communications.
On another occasion, greasy rails in one of the Roundhouse bays saw a driver put an engine through the Roundhouse wall. A fine of five pounds was demanded which was met with some opposition as the hole was later used to create a doorway to “The Humpy” and the person responsible felt that they had saved the Department the cost of having to knock the bricks out. Ron didn’t elaborate any further.
Working for sometimes very long shifts – up to twelve hours driving with a minimum rest period of eight – it was no wonder Drivers needed eleven hours to recover. Ron remembers the Roundhouse barracks being used by him and others and how nicknames gave an insight into the character of fellow workers whose lives you shared.
He recalled intense discussions as to how long certain jobs were to take. When given two hours for a trip inspection and to refuel, it was fairly apparent to the workers that the job required at least three and a half hours. There was often much argument as to how the job could be achieved in the time given.
On other occasions the joy of being in charge of a locomotive, in Ron’s case a P Class aka 32 Class on the Cooma line and being able to see right out across fields covered in snow made the job particularly special. Snow wasn’t as popular though when it affected the signal arms which succumbed to the weight and tended to drop slowly so the signal was not easy to read. Nor was it helpful when it landed on top of wagons, increasing the load, or settled between trucks. Snow on the windscreen was also a problem. Steam locomotives didn’t have windscreen wipers. It also created slippage on the tracks. Ron also remembered the black sludge at Lithgow and the fear of frozen air in the brake lines. But the “Ski Special” on the Cooma line was one to be remembered with pleasure.
Heat could also cause problems for a Driver as cast iron brake shoes got hot and faded. If the air brakes on trucks got too hot they would pull up. As a Fireman (another job Ron had to learn before becoming a Driver) it was tough going at times. Occasionally you would have a Driver who would “give you a blow” but a few of them were a bit surly. One of the best Drivers Ron remembered was Don “Bronco” Johnson. He was particularly good at “running through the tunnel”. The engine would be running fast and have enough power to coast through a tunnel, no brakes needed. This meant that there was no need to stoke the firebox or blow steam which kept the air inside the tunnel clean; a far more pleasant way to get through a tunnel.
As a Fireman keeping your particular shovel in a safe place also gave you an edge when stoking the engine. Different engines needed coal in different ways. Some wanted it placed dead flat while others required the coal to be banked. Not an easy task when trying to keep one’s balance on a foot plate and wield a shovel full of coal.
Becoming a Driver meant the job came with additional comfort. A cushioned seat was the ultimate luxury afforded the Driver; something well worth striving for.
Ron recalled the Temora dog sometimes taking a ride with him to Cooma, Goulburn, Central and Junee. As mentioned in a previous Roundup the dog was always safely returned to Temora because of a thoughtful railway worker who labelled him. No doubt he travelled in the Guard’s Van. But maybe the Driver’s cabin was warmer or more appealing. Perhaps he even shared a cup of tea made with the one-minute billy boiler. Or some fast food made with a toasting fork of twisted wire and a shovel blade to sizzle the bacon and eggs. Crib breaks were short – fifteen minutes – and a full meal could be ready in ten if the fire was right; and no matter what the trains had to run on time.
Noelene Milliken as told to her by Ron Waugh
