In reality, the tender never left Pete’s Hobby Railway!
Included in the sale back in 2020 of PHR’s 0-6-2T Perry locomotive was the bogie tender that had last been in service attached to the 0-6-0TT Fowler locomotive “Perth”, currently with PHR in parts. The tender had originally been constructed by Hudswell Clarke for use with the Colonial Sugar Refining Co’s 0-6-0 tender locomotives at its North Queensland sugar mills. When larger tenders were subsequently obtained, at least one older tender cascaded down for use with the earlier 0-6-0T Fowlers – “Perth”, which was suitably modified cab-wise to operate as a combined tank-tender locomotive. When “Perth” was acquired by PHR, it came in this version.
Image 1. Former Hudswell Clarke bogie tender and 0-6-0T Fowler locomotive “Perth” arrive at my original Loftus address in the Sutherland Shire (Sydney) back in February 1983. (My ref. 1983.12.04)
On relocation from my earlier Weavering Light Railway at Loftus in southern Sydney to PHR at Junee, the locomotive and tender were placed on a short isolated section of track, along with the Perry locomotive. When the overhaul of “Perth” commenced and its frame subsequently relocated to undercover storage, the tender was allowed to gravitate downgrade to the rear of the Perry locomotive.
Image 2: The tender and Perry locomotive pose briefly outside Junee railway station forecourt early in the morning of Friday 08/04/2016 while on transfer to Pete’s Hobby Railway. Covered in my Progress Report No. 4. [My ref: 2016.2092]
At the time of the disposal of the Perry locomotive back in 2020, the tender was deemed to be surplus to requirements. Its use attached to the Fowler was not practicable operationally since the combined engine plus tender was too long to fit onto PHR’s turntable. Thus the engine plus tender could only be stowed on the through turntable track for undercover storage on 1 Road, with no access to No. 2 Inspection Pit and de-ashing track unless the tender was first separated from the locomotive. The body of the tender was also in poor condition, with extensive rusting of the side and top walls. Accordingly, the tender was offered for sale along with but separate to the Perry – both being acquired by Timbertown at Wauchope on the North Coast of NSW.
Timbertown never physically took delivery of the two items, which accordingly remained in open storage here at PHR until late last year when the Perry locomotive was onsold to the current owner, the Cobdogla Irrigation and Steam Museum in South Australia’s Riverland area, departing on 5/10 last.
The tender was not part of this latter sale and was subsequently relocated to a site on one of the storage sidings off the PHR turntable. This allowed the isolated track on which the Perry and Fowler locomotives, plus the tender, had been stored, to be lifted and the site returned to natural vegetation.
Early this month, Timbertown let it be known that it was still attempting to on-sell the tender. PHR made an offer which was accepted and on 04/05 the tender officially returned to PHR ownership.
Current condition
Image 3: Rear and side view of tender with rusting evident. Just visible in the background is the rear of the Fowler boiler. Tuesday 01/10/2024. [My ref: 2024.1260]
The tender body is in extremely poor condition, suffering from extensive rusting which cannot be simply patched. To be re-used as a tender, the body would have to be removed and a replacement built from scratch. The underframe and bogies appear to be in reasonable condition, suitable for re-use. Once the tank body is removed, a closer examination of the cross-members of the frame will be possible to confirm this. Major works on the tender are currently unfunded.
Image 4: Josh helps steady the Fowler tender as it is about to be lifted of the storage track it has occupied since 2016, to be moved over to the main line for haulage to the depot precinct. Friday, 04/10/2024. My Ref: 2024-1294
Image 5: Close-up of the corrosion and general rusting of the Fowler’s tender. Tuesday 19/11/2024. [My ref: 2024.1491]
Possible Uses
As a locomotive tender? For operational use as a tender attached to the “Perth” locomotive, this would not be practical on PHR since the wheelbase length of the engine plus tender would exceed the length of our turntable which provides essential access to servicing facilities. Accordingly, simple access to the Pit and de-ashing Road would always require separating the tender from the locomotive. Refueling, either with wood or coal, would provide its own logistical problems from ground level, as would be replenishing of the water supply.
As a flat, open or goods wagon. A possibility. Any suggestions?
As a passenger carriage. A possibility. Any suggestions?
Some basic information
- In its current condition, the floor space currently occupied by the tender body is 6-ft 6-in (1.98m) wide and 10-ft 3.5-in (3.13m) in length. Length over bogies only is 3-ft 3-in. (1m) less
- It MAY be possible for the frame to be cut in half and lengthened. However, this should NOT extend beyond the bogies length on the turntable of 5m (16-ft), otherwise the vehicle could not be turned to meet operational requirements.
- If converted for use as a passenger carriage, access would be required from both sides to all seats.
- PHR has access to a number of bus/coach double padded seats. In the road coach, one side of the seat is attached to the wall of the coach, the other side to the floor, with a centre corridor of 15-inches (381mm) width. The width of two seats is 38.5-inches, while the space from the back of one seat to the back of the seat in front is 30.5-inches (775mm), although slightly more would provide additional comfort for taller passengers. Should seats be placed facing each other, again, slightly wider spacing would be required. Two pairs of seats cannot be placed side-by-side if a corridor is required. We don’t have access to single seats which could in theory allow for a narrow 15-inch (381mm) off-centre corridor, however, this could be looked at in your design considerations.
Configuration Possibilities when used as Passenger Carriage
The current length and width of the underframe post considerable constraints on possible seat arrangements. There are numerous variables in design and your input would be welcomed and encouraged.
The carriage could be fully enclosed. Fixed seating could face one direction only, face towards each other in groups of four or could be variable having regard to the final length of the carriage. Seats could face inwards so that passengers faced each other or could the back-to-back as with “Puffing Billy” in Victoria. However, feet hanging outside the carriage would not be an option!
An alternative could be to have an open platform at one end, leading to an interior compartment with the fixed ex-coach seats around a central table. The open-platform end of the carriage could then be marshalled adjacent to the locomotive, thus passengers would almost be in the locomotive cab itself (at your own risk!!!). Perhaps, if I won LOTTO or there was a very generous benefactor, a carriage could be constructed along the lines of this one built for official use on the former 2-ft gauge Goondah to Burrinjuck Tramway / Light Railway (1909-1929), but shortened to have the end platform at one end of the carriage only
Goondah – Burrinjuck railway car. Image courtesy Museums of History NSW – State Archives Collection
As I say, there are many possibilities. Pete’s Hobby Railway would be appreciative of your input which can be submitted by using the Pete’s Hobby Railway Contact Form.
That’s all for this post.
Pete
Station Master, Loftus.
08.05.2025