Cowra's Water Tanks

Cowra is located on the Lachlan River some 366 rail kilometres from Sydney on what is known as the Blayney to Harden cross country line. The railway reached the present Cowra station in August 1887 with the bridge across the Lachlan River being completed late the same month. This completed the cross-country line in its entirety, the line having reached the south bank of the river from Harden (Demondrille) some 15 months earlier in May 1886.

Within months of the line opening an engine shed, turntable and coal stage were completed. By 1920 the railways had outgrown the site and the decision was made to move the loco depot to a new site on the down side of the line near the junction of the Eugowra branch some 600 metres south of the station.

The two water tanks are located within the confines of newer loco depot. The depot is leased to the Lachlan Valley Railway and is used as a museum and storage of the Museums rolling stock and locomotives.

Cowra Station Water Tank

The tank at Cowra Station is located on the top of a cutting above the tracks between the station yard and the road. The evolution of the watering facilities at Cowra are complex and require explanation. When the line opened in 1887 a pump house was provided on the Lachlan River to pump water to a 20000 gallon tank with an 8 inch swinging jib located at the Blayney end of the platform. As far as can be established this was the only watering facility at Cowra when the line was opened, this included the original loco area immediately opposite the station.

In December 1902 an additional 20000 gallon tank on a brick base was constructed as part of the enlargement of the loco depot. It is not known how many columns were supplied from this tank but it can be assumed that there was one column at the Harden end of the depot.

In 1923 construction commenced on the new loco located approximately 500 metres on the Harden side of the station. The tank with the swinging jib (located at the Blayney end of the platform) was relocated to the new loco area along with an identical tank from another location.

The second tank, which is still in situ, was constructed in December 1902 and was used for the first time on the 13 December of that year. This tank of 20000 gallons was constructed only four years after the last circular tank and was among the first of the ‘new’ square tanks. The tank was supported by steel RSJ’s on a fully enclosed brick base approximately 6 foot high. Four timber vertical supports are located under the tank as additional support.

With the move of the earlier tank to the loco depot in 1923 a 9 inch column was provided in its place.

The location of the tank on top of the embankment above the track required only a low level structure hence the low brick base rather than the usual type of stand. The reasoning behind it being fully enclosed can only be assumed to provide storage space with the removal of the building associated with the old loco.

 

Cowra Loco Depot Tanks

There are two tanks at Cowra Loco, located on the southern structure (closest to the turntable) was built with the line and was located at the northern end of the platform on the Up side of the line at Cowra, the panels of the tank were supplied by Albion Engineering Works of Pyrmont in 1886. A swinging jib was attached to the tank, the water flow being controlled from a screw valve at ground level. The structure was with the exception of an enclosed area under the tank identical to the water tank at the Down end of Swan Ponds.

The northern tank is an identical structure and was constructed at the same time by the same company although its history is more vague. The tank came from either the original Cowra Loco, Nargong or Carcoar/Coombing Park.

When both tanks were moved they were reassembled in a different manner. The panels of the tank when cast had an internal flange on three sides (bottom and two sides) with the top of the panels having no flange. The bracing was provided by flat bars secured to each side panel and the adjacent panel on the floor of the tank. When moved both tanks were reconstructed with the angle stays at the edges of each panel, this being the standard practice by 1924. The panels still have original attachment points for the bracing.

The stands of both tanks are identical in virtually every way and the construction used seems to be a combination of practices from the 1880’s (when the tanks were originally built) and the 1920’s (when the tanks were moved). The brick base/foundations are of a full brick construction around all four sides of the base with larger section at the piers, this is indicative of the method used in the 1880’s when the large majority of tanks were constructed by private contractor, the contractor invariably being the one that constructed the line. The piers and bracing are indicative of the standard construction used by the railways post 1920 when the standard design for wooden stands was used.

The timing of the movement of the tanks from the original positions to the new location suggests that the structure was either an experiment to assess the viability of the standard design or more probably a hybrid version reusing the available timbers from the old tanks. The actual piers are not the piers used in the when the tanks were built, the original piers being considerably lower at around 13 feet where as the current version is around 23 feet in height.

The two structures are an example of water tanks constructed in the 1880s and when relocated, modified using the updated practices of the time.

The two tanks supplied three 8 inch columns, one on the exit road from the turntable and two 8 inch columns at the entrance to the depot between the two coaling roads.

The two structures at Cowra Loco are also an example of the continued development that occurred over the 40 years between 1880 and 1920 in the Railways. This development being one of design and construction by private contractors through to the standard designs developed between 1915 and 1925.

There are also only three tanks of this type surviving, the other one being at Swan Ponds, but the adjustments made to the bracing when they were moved (as discussed above) make them unique. The stands are the only surviving examples of their type, both as the hybrid version and as a double height wood construction.

The original tank at the northern end of Cowra Station that was relocated to the loco depot.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Cumnock

I cannot believe it's almost six months since I have done an entry - time flies - and too busy - but no excuses -  and this year it's back to regular entries.
We will start with an entry showing the station building at Cumnock, one of the over 140 precast concrete station buildings built between 1917 and 1932. This being one of 10 built on the Molong-Dubbo line in 1925, and opened with the line on 19 January 1925.
A quick out and back trip from Sydney between Christmas and New Year and many photos later the structure was suitably photographed. Below are a number of the photos of the building.
The SM's house is also precast concrete and this will be shown in a later blog.
The station building is 22.1 metres long and 3.8 metres wide. From the up end the rooms are Station Masters Office, Out of Room (which used to be the Waiting Room), Ladies Waiting Room (which became the Waiting Room), Ladies Toilet, Store Room and Mens Toliet. The building layout and size is similar to the A8 type common in the Sydney suburban area. Only two of this type were built of precast concrete, the other only 30 kilometres away at Yeoval - that building was demolished in the 1980s.
The Cumnock building while unoccupied for over 30 years is in reasonable condition but is beginning to deteriorate rapidly.
When opened, Cumnock had a pedestrian overbridge at the up end of the platform - of interest is that the bridge crossed to the down side of the line which was the opposite side to the town.
Cumnock was a crossing loop on the line, when opened with the automatic signalling, it was the third loop from Molong. Once the automatic signalling was dispensed with, only three years after the line was opened the two loops between Molong and Dubbo were removed and Cumnock became the first loop. This was the situation until the late 1970s and the actual crossing loop was removed on 24 Oct 1978. This was obviously the time when the line was rationalised as the SM's house was also sold in December 1978.

The station building from the down side of the line - the main line passed along this side. The footbridge was at the far right of the photo.

The station building from the up (loop) side of the line.

The up side of the station from the up end of the building The door at the end is the entry to the SM's office, the door to the right , the entry to the Waiting Room which was converted to the Out-of-Room.

The up side of the station from the up end of the building. From left to right - the window for the  SM's office, The door to the Out-of-Room, window of the Out-of-Room, window of the Ladies Waiting Room, Entry to the Ladies Waiting Room (to the left) and Ladies Toilet (to the right).

The up side of the station from the up end of the building. From left to right - window of the Ladies Waiting Room, Entry to the Ladies Waiting Room (to the left) and Ladies Toilet (to the right), window of the Ladies Toilet, window of the Store Room, window of the Gents Toilet.

Looking in the Up direction on the Up (Loop) side of the line

The Up end of the building taken from where the footbridge was located.

The Down (Main Line) side of the station from the Down end.

The brackets of the awning, note they are wider than the awning support - this is unusual for a precast building.

One of the many windows of the station building. Note the lower sash has two window panes while the upper sash has nine.

The Up side of the building with the door to the Out-of (Waiting) Room on the tight. Note the original stone colour scheme showing through.

Looking in the Down direction along the Up side of the building

The window to the ladies toilet on the Down side of the building

The window to the Gents toilet on the Down side of the building. Note the scalloping at the top is wider than the scalloping above the Ladies toliet window. The smaller scalloping is only seen on the two panels above the ladies toilet windows.

The two water tanks at the Down end of the building showing the entry to the Gents toilet.

The SM's office looking at the ticker window

The SM's office showing the bench and entry door - interestingly the door is on the loop side of the line and the office is at the other end of the building to the signal box - it being just off the Down end of the platform.

The ticket window from the office side.

The ticket window from the waiting room side.

The waiting room (converted to the out-of-room).

The waiting room (converted to the out-of-room).

The bracing for the awnings at the point where is crossed over. The cross over is required as the building is double sided - only this building and Yeoval had this arrangement.

The Ladies Waiting Room

The 'stove' vent in the ladies waiting room - note the wider vent in the roof cavity as the vent was also for the 'stove' in the waiting room.

Details of the vent in the Ladies Waiting Room

Detail of the seat in the Ladies Waiting Room

The entrance to the Ladies Waiting Room showing the light blue with darker blue highlights.

Interior of the Ladies Toilet showing the livery in one of the two cubicles. Note the pink livery - the Gents Toilets are blue and the timber doors - the Gents Toilet had corrugated iron on a tubular metal frame doors. The other cubicle has black walls.

The precast panel between the two cubicles in the Ladies Toilet.

The precast panel between the two cubicles in the Ladies Toilet.

The other cubicle with the black walls.

The vent in the ceiling of the Ladies Toilet.

The interior of the Gents toilet.

The top of the exterior modesty walls of the Gents toilet.

The centre panels of the modesty wall have been removed and this shows how the panels were secured.

The end of one of the removed panels.

The top of the entrance to the Gents toilet.

The bottom of the entrance to the Gents toilet.

Detail of the down end of the building.

The down side of the station from the down end of the building. From left to right, two windows in the Gents Toilet, door to the store room, two windows of the Ladies Toilet, window of the Ladies Waiting Room.

The down side of the station from the down end of the building. From left to right, door to the store room, two windows of the Ladies Toilet, window of the Ladies Waiting Room, door to the Ladies Waiting Room, window in the Waiting Room, door to the Waiting Room..

The down side of the station from the down end of the building. From left to right, window of the Ladies Waiting Room, door to the Ladies Waiting Room, window in the Waiting Room, door to the Waiting Room, window of the SM's office.

The down side of the station from the down end of the building. From left to right, door to the Waiting Room, window of the SM's office.

The Down side of the building

The Down side of the building showing the roof and awning join.