The Richmond Vale Railway was a colliery railway line in the Hunter Region of New South Wales, Australia, servicing coal mines at Minmi, Stockrington, Pelaw Main and Richmond Main. It was over sixteen miles long and passed through three tunnels, and was the last privately-owned, non-tourist, railway in Australia to use steam locomotives.
The line was privately owned, by the private firm of J & A Brown and its successor companies, J. & A. Brown and Abermain Seaham Collieries Limited (JABAS) and Coal and Allied Industries Ltd. It was constructed in sections, the earliest section being from Hexham to Minmi, built by John Eales in 1856 to service his colliery at Minmi. At Hexham the railway crossed the then Hunter River Railway Company's line to Maitland (later the Great Northern Railway) and several coal loading staiths were built on the bank of the on the Hunter River to allow the loading of coal onto ships.
Minmi Collieries & RailwaysEdit
In March 1859 J. & A. Brown purchased the railway & mine from John Eales. By June 1859 they had constructed a connection and exchange siding with the Great Northern Railway at Hexham to allow the coal to be railed to the shipping facilities at Newcastle. In 1861 J & A Brown extended the railway line at Minmi a further 300 yards and sunk a new pit named 'C' pit, they also established a workshops at this pit.
In 1874 a new tunnel colliery named Duckenfield Colliery was sunk to the North of 'C' pit and a branch railway was laid to this colliery. This was soon followed in 1876 by another new colliery sunk to the East of 'C' pit named Brown's Colliery (also known as Back Creek Colliery), a new branch line was also laid to this mine.
Richmond Vale Railway & CollieriesEdit
The New South Wales Legislative Assembly passed the Richmond Vale Coal-mine Railway Act in 1900 which allowed the construction of line from the Minmi line (at a location later known as Minmi Junction) to serve Richmond Vale Colliery. In October 1900 before construction of the line had commenced the Browns had purchased the adjoining Stanford Greta Colliery which was renamed Pelaw Main in April 1901. Until the RVR was completed to Pelaw Main its production was hauled over a connecting railway to the East Greta Coal Mining Company's Stanford Merthyr Colliery & then onwards to East Greta Junction. Construction of the RVR did not commence until early 1904, with construction of the line to Pelaw Main completed June 1905, with the branch line to Richmond Vale Colliery being completed in August 1905. Development of Richmond Vale Colliery did not commence until 1910 and the colliery was renamed Richmond Main in 1911, however the mine did not reach full production until 1918.
In 1909-10 the line across Hexham Swamps was duplicated between the exchange sidings and Richmond Vale Junction (latter renamed Minmi Junction). During 1913-14 with the development of Duckenfield No.2 colliery at Stockrington taking place, the main line was duplicated between Minmi Junction and Stockrington. A cabin to house the electric staff instrument for the section to Six Mile Loop was constructed at Stockrington. In 1942 with the re-arrangement of the main lines at Stockrington to cater for the new Stockrington No.2 Colliery a new staff cabin was built adjacent to the level crossing at Doghole and the staff instruments were relocated to this new cabin.
Method of safeworkingEdit
The original safeworking the line after the opening of the RVR was a "Ticket and Telephone System." Tickets were issued to the train driver at the start of the section & the information was telephoned to the officer in charge at the other end of the section. The section at the time was Pelaw Main to Richmond Vale Junction (later renamed Minmi Junction). Trains were not allowed to travel in opposite directions on the section at the same time & before a train could enter the section the section had to be cleared by phone communication with the other end of the section. There was a 30 minute delay between trains proceeding in the same direction & if the proceeding train was still in the section "Caution" was written on the ticket issued.
This system worked well until November 1910 when a railmotor carrying the manager of Pelaw Main Colliery collided with the rear of a coal train in No.2 Tunnel, killing him & seriously injuring his passenger. After the coroner's inquest into this accident, electric staff instruments were installed by the New South Wales Government Railways for J. & A. Brown. As part of the installation of electric staff instruments, the loop at six mile loop was brought into use as a crossing point. Staff instruments were installed at Minmi Junction, Six Mile Loop, Richmond Main Junction (Later renamed Richmond Vale Junction) & Pelaw Main. When Richmond Main Colliery started producing coal instruments were also installed for the Richmond Main - Richmond Vale Junction Section. The Minmi Junction staff instruments were moved to Stockrington in 1914 with the completion of the duplication of the line from Minmi Junction. After the construction of the direct passenger line was constructed between Richmond Main & Pelaw main Collieries in 1922, electric staff instruments were also installed on this line. The double track section of the RVR was worked by "Telephone Block" controlled by the traffic officers at both Hexham and Stockrington.
Stockrington Area CollieriesEdit
During 1912 development work started for a new mine named Duckenfield No.2 Colliery, which was located at Stockrington (near Minmi) on the RVR, but work ceased on this work in 1914. In 1922 development of Duckenfield No.2 recommenced and by the time this colliery was ready to produce coal in 1935 it had been renamed Stockrington Colliery. Further Collieries were developed in the Stockrington Valley: Duckenfield No.5 Colliery (in 1931), Stockrington No.2 Colliery (in 1940) and Stockrington No.2 Colliery No.3 Tunnel (in 1954).
Closure of Minmi CollieriesEdit
Duckenfield Colliery at Minmi closed in 1916 and Brown's Colliery closed in 1924, both mines were however maintained and the railway line remained open to serve the workshops. Following a need for Borehole seam coal for use in the new water tube boilers at Richmond Main Power Station, both mines were reopened on a smaller scale in 1930. Both collieries remained open until 1932 and in 1934 both mines were sealed, the remaining workshop equipment moved to the workshops at Hexham and the line to Minmi was then closed and used for wagon storage. In late 1948 the line was relaid up to a point near where the Duckenfield Colliery branch left the main line to serve a new open cut mine being developed. This open cut opened in 1949 and mined the borehole seam outcrop around the Minmi area; this open cut removed any remains of both Duckenfield & Brown's Collieries. The open cut remained open until July 1954, the Minmi branch remained until being lifted for scrap in 1974.
Passenger Line between Richmond Main & Pelaw Main CollieriesEdit
In 1922 to increase capacity on the Pelaw Main to Richmond Vale Junction section a 'Direct Passenger Line' was built from the compressor house at Pelaw Main to Richmond Main. This line was used for the miner's passenger trains from Pelaw Main to Richmond Main. After the centralisation of locomotive facilities at Pelaw Main in 1925 this line was also used for the transferring of locos and rolling stock between the two collieries. The miners' trains over this line ceased in April 1959, the line remained open for loco movements until the closure of Richmond Main.
Changes in company ownershipEdit
On 5 March 1930, the last major Brown family member John Brown, aged 78, passed away and the J. & A. Brown firm was amalgamated with Abermain Seaham Collieries Limited with the new company being known as J. & A. Brown & Abermain Seaham Collieries Ltd (commonly abbreviated to JABAS). This merger added the three Abermain Collieries served by their own railway and the SMR and the two Seaham Collieries served by a private line that branched off the main Northern Railway at Cockle Creek, to the collieries controlled by the company. Soon afterwards in April 1931 JABAS purchased the East Greta Coal Mining Company Ltd, which was in financial trouble due to the recent miner's lockout. This added Stanford Merthyr No.1 at Stanford Merthyr, Stanford Merthyr No.2 at Paxton, and the recently closed East Greta Nos.1 & 2 Collieries at East Greta, all of which were served by the SMR under the company's control. This also gave JABAS a 50% interest in South Maitland Railways Ltd. Soon after this JABAS replaced the Merthyr with Main in the two Stanford Merthyr collieries names so they could market their Greta seam coals under a common "Main" name.
In 1960 JABAS merged with Caledonian Collieries Ltd to form Coal & Allied Industries Ltd. After this merger JABAS, become the subsidiary company that carried out the mining operations of Coal & Allied until being renamed Coal & Allied Operations Pty Ltd in 1980. In April 1967 Coal & Allied purchased Hebburn Ltd which added Hebburn No.2 and its associated railway to the company's assets. The purchase of Hebburn Ltd also gave C & A the full ownership of South Maitland Railways Pty Ltd.
The 'Link Line' and flood workingsEdit
The Richmond Vale railway had two connections to the nearby privately owned South Maitland Railway lines at Pelaw Main. The first being the original connection to Stanford Merthyr Colliery, which fell out of use after the completion of the RVR in 1905, this connection was rebuilt in 1934 after the 1931 purchase of the East Greta Coal Mining Company by JABAS to allow the haulage of coal from Stanford Main No.1 Colliery over the RVR. The second connection to the South Maitland system dated from 1936 when a "Link Line" was constructed from Pelaw Main Colliery to the SMR at Weston. This line was used by JABAS for any gas coal from its 3 Abermain collieries and Stanford Main No.2 Colliery at Paxton that was for shipment at the company's coal loader at Hexham, any coal that was to be shipped at the Dyke at Newcastle still had to travel over the SMR to East Greta Junction & the NSWGR to Newcastle. With the opening of the coal preparation plant at Hexham the traffic over the line increased as the small coal that was to be washed also travelled over the link line. The line fell out of use after the closure of rail operations at Abermain No.2 Colliery in December 1963 & the connection with the SMR was lifted in August 1964, the line was lifted during 1973.
The Richmond Vale railway provided a separate route and connection to the Main north line at Hexham and was used as an alternate route when the South Maitland lines were flooded during the 1949,1950,1951,1952 & 1955 floods.
Hexham Coal Preparation PlantEdit
To cater for the increased demand for small coal a central coal preparation plant was built by JABAS adjacent to the exchange sidings at Hexham. Construction of this plant and associated sidings began during 1953 and the completed plant came into operation in June 1953. The preparation plant was served by a series of new sidings with connections to the RVR at the Stockrington end entry to the exchange sidings and to the NSW Department of Railways coal roads. The connection to the government mainlines was at the southern end of the plant and these sidings were known as J & A Brown's Coal Plant Sidings, Hexham. The sidings had a dump station for unloading the unwashed coal and a loading point for loading the washed coal into coal wagons. The connection to government main remained in use until 1962, when following the construction of a stacking & reclaim system the plant was then serviced via the exchange sidings and the connection was removed in 1973.
Closure of the line beyond StockringtonEdit
With the opening of Stockrington No.2 Colliery No.3 Tunnel in 1954, Duckenfield no.5 Colliery closed in 1955, followed by Stockrington Colliery in 1956 and Stockrington No.2 Colliery in 1957. Stanford Main No.1 Colliery was also closed in 1957. The 1960s saw a dramatic slump in the coal industry, and in February 1961 Pelaw Main Colliery closed, the railway line to this mine remained open to serve the locomotive sheds at this colliery. On 14 July 1967, Richmond Main Colliery, and had once held the record for the largest daily production in the State, was also closed (except for its power station which lasted until 1976). After the closure of Richmond Main Colliery J. & A. Brown and Abermain Seaham Collieries Ltd., promptly ceased operations beyond Stockrington No.2 Colliery on the Richmond Vale Railway. All serviceable locomotives were transferred from Pelaw Main to the Hexham Exchange Sidings and others transferred to Pelaw Main sheds. Loading also ceased at the staithes at Hexham with the "60-miler" collier MV Stephen Brown loading on 1 November 1967. The railway line to the staithes remained in use serving the adjacent engineering workshops.
Despite Stockrington No.2 Colliery continuing to work at full capacity, following the closure of the line beyond Stockrington the railway began single line working only. Initially the "up" line was used with the "down" line being used for the storage of surplus coal hopper wagons. However over the remaining life of the railway both lines saw long periods of single line working. This meant a logjam developed from time to time which necessitated week-end workings on the railway in order to reduce colliery stockpiles. The oil crisis of the early 1970s revived Stockrington No.2 Colliery's life and by mid 1973 some six to eight trains each carrying 500 Tons ran between Stockrington and Hexham.
In 1973 the all of the rails towards Richmond Main beyond the site of the former Stockrington No.1 Colliery were lifted for use at other C & A operations. In October 1973 the line serving the engineering workshops at Hexham was closed and the right angled crossing across the Government Railway mainline was removed. The engineering workshops remained open constructing and overhauling equipment for the underground coal mining industry.
Unit train loader at Hexham & the end of Non-Air working on the PTC main lineEdit
During 1972 the Public Transport Commission of New South Wales advised the users of non-air coal wagons that they planned to ban the operation of these wagons to Port Waratah in the near future. Due to the number of loading points at the various C & A operations that would have needed converting as they were designed accept non-air type wagons only, the company decided to build a "Unit Train Loading System" at the Hexham Coal Preparation Plant and load all of the company's export coal through this system. The PTC would still work non-air wagons from East Greta Junction to Hexham, but from Hexham onwards the trains had to consist of air braked wagons.
The work consisted of a new set of sidings and dump hoppers between the coal preparation plant and the PTC main line to allow the emptying of non-air wagons of washed coal, these sidings were known as "Coal & Allied Siding". Unwashed coal ran via the existing exchange sidings. The new loading point was constructed at the Newcastle end of the preparation plant and was served by a balloon loop and a 1200T loading bin. The rails for both balloon loop and C & A Siding came from the section of the RVR beyond Stockrington. The balloon loop was brought into use in June 1973, C & A siding was also ready for use in June 1973 but due to industrial problems it was not used until 17 August 1973. The last non-air train from Hexham to Port Waratah ran on 15 August 1973.
The non-air wagons continued to be used between East Greta Junction and Hexham, but by 1977 the NSW PTC was planning to changeover this traffic to the older BCH type wagons that had been released from the longer distance coal trains with the changeover to occur during Easter 1977. Because of this planned changeover large numbers of non-air wagons were scrapped, however by August 1977 with many non-air wagons scrapped and the promised BCH wagons yet to appear on the East Greta to Hexham trains, it become necessary for the SMR, RVR & coal preparation plant at Hexham to work Saturdays to ensure that sufficient wagons were returned to the collieries to allow loading to take place on the following Monday. By late October sufficient BCH trains had been made available to eliminate the need for Saturday workings. By early 1978 it was planned to end the use on non-airs on the main line and the last train ran on 8 February 1978. From this date onwards the remaining 1000 wagons were used on the RVR between Stockrington and Hexham only.
Final closure and demolitionEdit
Due to the tight economic conditions facing the NSW coal mining industry at the time & the need to rationalise some of its operations on 28 August 1987 Coal and Allied industries decided it was more economical to ship the coal to port by road and announced the planned closure of the Stockrington to Hexham line from 25 September 1987. The railway operated normally until 18 September when following a dispute between a loco crew & management, coal haulage ceased and only empty wagons were to be worked to Hexham for storage. The last coal was dumped at the coal preparation plant on 21 September and on 22 September No.25 cleared the empty wagons from the preparation plant and then made two trips to Stockrington to work the remaining empty wagons to Hexham. However on 24 September as part of the vigorous protest efforts by the railway employees SMR No.25 was hijacked and after spending a day at Doghole the loco was moved to Lenaghans Drive road bridge and a protest camp set up. However due to a lack of support from their fellow unionists at the other C & A operations the protest ended with no effect on 15 October 1987.
Within weeks after the railways closure the sidings were lifted from Stockrington area leaving only the main line and dead end head shunt intact. The rails were also lifted from the RVR served dump hoppers at the coal preparation plant. In January 1988 scrapping commenced of the many stored coal wagons, this scrapping was completed in August 1988. A selection of 40 wagons was kept for preservation by the RVRM.
In May 1988 the coal preparation plant at Hexham was also closed, this was followed by the closure of Stockrington No.2 Colliery in June 1988. Demolition of Stockrington No.2 soon followed and this was completed by December 1988. Dismantling of the coal preparation plant at Hexham started in March 1989 with demolition taking place over the following 18 months. With the downturn in the underground coalmining industry the engineering workshops at Hexham also closed in November 1989, this marked the end of C & A in the lower Hunter Valley.
Nos. 1 and 2Edit
The first locomotives, No. 1 and 2, used on the original Minmi to Hexham railway were 0-4-2T side tank locomotives built by R & W Hawthorn of Newcastle upon Tyne in 1856 (builders Nos. 947 and 948). In 1922 they were both rebuilt into saddle tanks. No.1 was scraped in 1942 and No. 2 was sold to Stewarts and Lloyds in 1941.
Nos. 3 and 4Edit
In 1878 No. 3, an 0-6-0T saddle-tank, was purchased by J. & A. Brown from Kitson and Company in Leeds, England (builders No. 2236), this was similar to an engine No.20, named the "The Buck" which was also built by Kitsons (builder No. 1620), that Browns wanted to buy from the New South Wales Government Railway. 'The Buck', was built in 1870 and was used to haul coal on the Government Railways from Hexham to Newcastle. No. 20 was finally bought from the Government Railways in 1891 and renumbered No. 4 on Browns' roster. From the early 1920s both locos were being used on shunting the staithes at Hexham. No.3 remained in service until 1966 and No. 4 lasted until November 1967. Both survive, No. 3 at the Dorrigo Steam Railway and Museum and No.4 by the New South Wales Rail Transport Museum and is now on display at the Newcastle Regional Museum at the former GNR Honeysuckle Workshops at Newcastle.
Nos. 5–8 'Mersey Tanks'Edit
With the Richmond Vale Railway nearing completion there was a need for larger locomotives to haul the trains over the line, John Brown purchased four large 0-6-4T side-tanks locos from England. These locos had been built by Beyer, Peacock and Company in 1885–86 for the Mersey Railway in Liverpool. The first three locos were purchased in 1905, with the fourth loco purchased in 1908. Before these locos were shipped to Australia they had their vacuum operated brakes and condensing apparatus removed, they then had enclosed cabs and steam brakes fitted. Upon arrival in Australia they were given J. & A. Brown Nos. 5–8 and were known as the 5 class. No. 5 was originally Mersey Railway No. 1 and was built in 1885 (builder's No. 2601) and was named THE MAJOR, No. 6 was Mersey Railway No. 7 and was built in 1886 (builder's No. 2607) and was named LIVERPOOL, No. 7 was Mersey Railway No. 9 and was built in 1886 (builder's No.2782) and was named CONNAUGHT, No. 8 was Mersey Railway No. 4 and was built in 1885 (builder's No. 2604) and was named GLADSTONE. Initially Nos. 5–7 still carried their Mersey Railway nameplates whilst in J. & A. Brown ownership, no photographic evidence has been found of No. 8 with its nameplates intact whilst in J. & A. Brown service. After the introduction of the R.O.D. locos the 5 class locos were set aside when major repairs were required. Nos. 7 and 8 had been withdrawn by 1934 and No. 6 was sold to Cessnock Collieries Ltd in 1934 for use at their Kalingo Colliery. In 1936 after a period of storage No. 5 was transferred to the JABAS Abermain Colliery railway system where it remained until 1939 it was then placed in storage. In 1941 after being overhauled it was used on the Hexham to Stockrington trains until suffering boiler defects in July 1942 when it was withdrawn. No. 5 is now preserved at the New South Wales Rail Transport Museum, Thirlmere, New South Wales. The Driving wheelset from No.8 also survives at Richmond Main.
No. 9 Pelaw Main, No. 10 Richmond Main and No. 11 HexhamEdit
In 1908 Kitson and Company of Leeds was asked by J. & A. Brown to supply a large 2-8-2T side-tank engine. This new loco was designed for Browns and was based on the Great Central Railway class 8A 0-8-0 tender engines dating from 1902 that Kitsons had built for the GCR. This loco was built in 1908 (builder's No. 4567) and was fitted with cast brass nameplates by Kitsons with the name 'PELAW MAIN'. Upon arrival this was given the number 9 and with the loco being successful and with Richmond Main Colliery undergoing development that two similar locos were ordered. These two new locos were built in 1911 (builder's Nos. 4798 and 4834) and were numbered 10–11, these two locos were also fitted with brass nameplates No. 10 carrying the name 'RICHMOND MAIN' and No. 11 'HEXHAM'. These three locos were the mainstay of traffic on the RVR until the arrival of the ROD locos, when they were relegated to secondary duties. By the 1940s the three locos were being used on the Stockrington to Hexham workings. No.11 was withdrawn in 1949 and was scrapped in 1966. By 1954 Nos. 9 and 10 were standby locos and were only used intermittently. However from 1969 both locos were used regularly in shunting the sidings at Hexham. In October 1972 both locos returned to main line traffic being regularly used on the Stockrington to Hexham trains. No. 9 worked until November 1980 and No. 10 worked until December 1976 and both are preserved at Richmond Main.
Nos. 12–24 RODsEdit
These 13 locomotives were part of a class of 521 2-8-0 tender engines that were built by several locomotive builders for the Railway Operating Division (R.O.D.) of the Royal Engineers for use in France during the First World War. These locomotives were based on the pre war Great Central Railway Class 8K 2-8-0 locos design by John G. Robinson After the armistice these locomotives were surplus and J. & A. Brown bought 13 of these locomotives, these were built by the North British Locomotive Company (9 locos), Kitson and Company (1 loco) and the Great Central Railway's Gorton Works (3 locos). These 13 locos were bought over a period from March 1925 to March 1927. The first three locos arrived complete on in February 1926. They were unloaded in Sydney and hauled to Hexham. In late 1927 the rest arrived in crates on Brown's new ship on its maiden voyage to Hexham. The dismantled locos were gradually reassembled with the last locos not being reassembled until 1931. The whole 13 locos were never in service at the one time with the maximum in service at the one time being ten in 1954. The class lasted until 28 June 1973 when the last ROD in service No. 24 was withdrawn. Nos. 20 and 24 are preserved by the Dorrigo Steam Railway and Museum and No. 23 is preserved by the Richmond Vale Railway Museum.
Purchased second hand from the Sydney & Suburban Blue Metal Company's gravel quarry at Widermere in 1948 to serve the recently opened open cut at Minmi, this loco was former NSWGR 2-6-4T side tank loco 2013 built by Beyer, Peacock and Company in 1885 (builder's No. 2567). Due to the condition of the loco it underwent a major overhaul at Hexham Workshops and when this was completed in 1949 it was actually transferred to Abermain instead of its intended use on Minmi Open Cut trains. It was fitted with a replacement second hand boiler obtained from Hebburn Ltd in 1954. It remained at Abermain until the closure of the Abermain Collieries railway system in 1963 and was then stored at Hexham. In February 1967 it was transferred to Hebburn to replace that system's failed Robert Stephenson and Hawthorns loco. No. 26 was used intermittently on the Hebburn system until December 1967 when it was put aside, it was cut up in March 1970 at Hebburn No. 1 Colliery.
Due to problems experienced with No. 26 whilst at Hebburn that required the hiring of a South Maitland Railways locomotive and since that SMR was short of locos due to the state of their loco fleet at the time, JABAS purchased 4-6-4T 3013 from the New South Wales Department of Railways. This locomotive was built by Beyer, Peacock and Company in 1903 (builder's No. 4456). This loco was delivered to Hebburn Colliery at Weston on 15 May 1967, where it remained until the closure of Hebburn No. 2 Colliery in June 1972 when it was transferred to Hexham on 12 July 1972. It was regularly used on duties at Hexham until the arrival of the second SMR Ten class loco in May 1973, when it was used mainly on standby duties until being stored in 1976. In 1981 the loco was sold to the Lachlan Valley Railway, where it was dismantled for overhaul. In October 2009 the dismantled loco was transferred to the Canberra ARHS.
Abermain Nos. 1 and 2Edit
These two 0-6-0T saddle tank locos were built by the Avonside Engine Company for the Abermain Coal Company No. 1 in 1911 (builder's No. 1606) and No. 2 in 1922 (builder's No. 1916) for use on the Abermain Collieries rail system between Abermain Nos. 2 and 3 Collieries and the exchange sidings with the SMR at Abermain No. 1 Colliery. Upon the formation of JABAS in 1931 these two locos kept their original road numbers and were known as "Abermain No. 1 and 2". The 2 locos remained on the Abermain system other than when being transferred to Hexham Workshops for overhaul, and their return to Abermain. In 1955 No. 1 loco was transferred to Hexham mainly for use in servicing the new coal preparation plant. It was withdrawn in 1961 after a suffering a burnt boiler and was scrapped in 1966. No. 2 loco was transferred to Hexham in December 1963 after the closure of the rail line servicing Abermain No. 2 Colliery. At Hexham it was used to service the coal preparation plant and the coal staithes until 1969 when it was withdrawn, in June 1973 it was sold to the Hunter Valley Steam Railway and Museum.
South Maitland Railways 10 Class LocosEdit
The first of the fourteen locos of this class was supplied to the East Greta Coal Mining Company in 1912 by Beyer, Peacock and Company. In the following years the remaining locos were supplied to both the East Greta Coal Mining Co. and its successor South Maitland Railways Pty Ltd with the last arriving in 1926. These fourteen locos were used on coal haulage over the South Maitland system between the various collieries at Cessnock and the transfer point with the government railways at East Greta Junction at Maitland.
In 1973 with the remaining R.O.D. locos at Hexham due for withdrawal from service and with South Maitland Railways being a fully owned subsidiary of Coal & Allied since 1967, two 10 class locos were transferred to Hexham. After the withdrawal of No. 9 'Pelaw Main' in 1980 a third 10 class was transferred to Hexham. After the replacing of steam on the SMR by SRA diesels in June 1983 a fourth 10 class was allocated to Hexham to work the Richmond Vale Railway. All of the fourteen South Maitland Railways 10 Class worked on the surviving section of the RVR between Hexham and Stockrington at various times. All fourteen locos survive.
The line todayEdit
Of the once extensive system, only the relaid former passenger line (Richmond Main-Pelaw Main) and a short section of the line towards Stockrington (Richmond Main-Leggetts Drive) remains, used for tourist trains by the Richmond Vale Railway Museum. The vast majority of the alignment is in situ, and all three tunnels and two bridges are intact, but in a dilapidated state. The alignment has been encroached just opposite Leggetts Drive by a private landing strip, and near No. 2 Tunnel by a mining access road, where the cutting has been filled. Some track is still in place across Hexham Swamp and at the former Stockrington Colliery site, though unusable.
There are still some physical remnants along the route, the aforementioned bridges and tunnels being the most recognisable. There are two dilapidated buildings remaining at the Hexham site, though not much else remains there. It has been suggested that one or some non-air wagons are sitting in a dilapidated state in the former Stockrington sidings, though this is yet to be confirmed.
The Richmond Vale Railway and Mining Museum currently occupies the former Richmond Main Colliery, and operates trains on the former passenger line from Richmond Main to Pelaw Main. The Museum is custodian of a number of historic locomotives and items of rolling stock.
There was a proposal for a new freight and coal line to bypass the Newcastle urban area. The line would branch off the Main North railway line at Cockle Creek to join the Richmond Vale line near Seahampton, then use the northern (Stockrington-Minmi Junction-Hexham) part of the old Richmond Vale railway to connect to the main government line at Hexham.
Richmond Vale Railway MuseumEdit
After the closure of Richmond Main Power Station in 1976, Cessnock City Council acquired the abandoned Richmond Main Colliery together with 40 acres surrounding the buildings from Coal & Allied. In 1979 the newly formed Richmond Vale Preservation Co-operative Society assumed the responsibility for the railway, leaving the development of Richmond Main Park and Mining Museum to be done independently.
The aims of the Society are:
- To preserve and record the history of rail haulage of coal in the Hunter Region, and all related aspects.
- To preserve and record the industrial rail history of the Hunter Region.
- To develop a steam hauled tourist railway from Richmond Main to Weston.
The society soon started collecting rolling stock & locomotives, and also commenced relaying rails at the Richmond Main site. The rails reached Leggetts Drive in June 1987, and reached Pelaw Main Colliery in October 1991.
The museum has in its collection a number of RVR steam locomotives and steam locos from industries of the Hunter Valley.
- 0-4-0ST Alison Ex John Lysaght - built 1922, Andrew Barclay & Sons (B/N 1738) (Static pending cosmetic restoration)
- 0-4-0ST Marjorie Ex John Lysaght - built 1938, Clyde Engineering (B/N 462) (Operational)
- 0-4-0ST Kathleen Ex John Lysaght - built 1921, Avonside Engine Co. (B/N 1862) (under Restoration to operational condition)
- 2-8-2T No. 9 Pelaw Main Ex J & A Brown - built 1908, Kitson & Co. (B/N 4567) (Static, pending restoration)
- 2-8-2T No. 10 Richmond Main Ex J & A Brown - built 1911, Kitson & Co. (B/N 4798) (Static, pending restoration)
- 2-8-2T SMR19 Ex SMR - built 1915, Beyer Peacock (B/N 5910) (stored pending cosmetic restoration)
- 2-8-2T SMR22 Ex SMR - built 1920, Beyer Peacock (B/N 6055) (Static)
- 2-8-2T SMR24 Ex SMR - built 1922, Beyer Peacock (B/N 6125) (Overhaul)
- 2-8-2T SMR25 Ex SMR - built 1922, Beyer Peacock (B/N 6126) (Stored, will be restored when Kathleen is finished)
- 2-8-2T SMR30 Ex SMR - built 1924, Beyer Peacock (B/N 5294) (Overhaul)
- BHP 2 60T Steam Crane/Locomotive Ex BHP - built 1913, Industrial Works (B/N 2967) (Static awaiting restoration)
- BHP 5 15T Steam Crane/Locomotive Ex BHP - built 1920, Industrial Works (B/N 4146)(Restoration to operational condition almost complete)
- 2-8-0 ROD23 Ex J & A Brown - built 1918, GCR (Dismantled, long-term restoration)
The museum also operates a small number of ex-industrial diesels, and owns a wide variety of ex-NSWGR and ex-industrial rollingstock.
Ex-industrial diesels are:
- BHP 34 - built 1954, A. Goninan (B/N 3/S1003) (Operational)
- BHP 42 (Static)
- BHP 43 - built 1960, A.Goninan (B/N 3456-10/60-007) (Static)
- BHP 53 - built 1963, A Goninan (B/N 9211-4/64-018) (Operational)
- BHP 54 - built 1965, A Goninan (B/N 3835-12/65-020) (Static)
- DR1 Ex Commonwealth Railways - built 1954, Ruston & Hornsby (B/N 3279868) (Static)
- Planet Number 54 Ex NSW Maritime Services Board - Built 1955, F.C. Hibberd (B/N 3715) (Operational)
- NSWGR Former steam operated now diesel powered 70T crane No. 1073, converted during use with NSWGR - built 1928, Craven Brothers (Operational)
The present caretakers of the railway, the Richmond Vale Railway Museum, are presently pursuing a plan to extend the line to the former SMR down main at Weston station, in order to link up with the South Maitland Railway. This would follow the former "Link Line" alignment most of the way, which is still largely intact. Another proposal was also floated some time ago which would have seen the line reinstated between Leggetts Drive and Richmond Vale Junction, then from there to Pelaw Main, giving a round trip. This was discarded in favour of the Weston link.
As of 2010, diesel locos BHP34, BHP Centre cab diesel No. 53, Planet No. 54 (ex-Coffs Harbour Jetty) and Ex-Lysaghts 0-4-0 tank Marjorie are operational. Locomotives to be returned to service in the next few years are 0-4-0 saddle tank "Kathleen" (similar to Marjorie), SMR24. A long term project is underway to return ex-ROD 2-8-0 No. 23 (withdrawn as No. 21) to steam, however it requires major boiler work, and other, more pressing projects have set it back somewhat.
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