Overview

KVHR was designed primarily as an exhibition layout. It aims to offer the general public the following features:-
• A general perspective of a small main line station in a moderately busy NSWR setting in 1955.
• As broad a range of period NSWGR locomotives and rolling stock as possible.
• In keeping with prototype practice, trains will run in sequence, rather than the same train chasing its own tail. Ideally an observer will only see each train once in any operating period (about two hours).

KVHR was also designed with the operator in mind. It aims to offer operators the following features:-
• A variety of operational activities
• A range of degrees of difficulty.
• Operating tasks included driving trains (Drivers) and yard controlling (Yardmasters). The Principal Operator oversees and directs the entire affair.

Geographical Layout

Despite first appearances, KVHR operates in a point-to-point manner. In general trains run from Sydney through Kangaroo Valley and onward on the mainline to Melbourne or on the branch line to Nowra (and the reverse). There is a continuous running capability, but this is more intended for trains to be run in or to allow for those trains, such as loaded coal trains, that always run in the same direction.

Kangaroo Valley Station

The main feature is Kangaroo Valley Station on a double track main line. A third platform allows passenger services to Mt Hope Mine via the switchback branch that lies to the north of the station and to the abattoir to the south. There is a small yard immediately south of the station that has four sidings and direct access to KV Loco (that services the bank engine and the mine engines) and KV Goods Shed. To the south of the yard is an abattoir. A little further south again, a stub branch line (off the Down Main Line) allows access the disused KV stockyards. (A Development Application has been lodged with the local planning authority to redevelop the stockyards as a flour mill.) Further south again is the junction to Nowra.

Sydney Yard

North (and through the tunnel) of KV station is Sydney Yard. It is identified by its black ballast. This yard represents any point north of KV. It has access to eleven tracks, an arrival road (SydArr) with its run around track, three sidings for goods marshalling and storage, two sidings for mainline passenger storage (Syd-1 & Syd-2), two through (loop) tracks to Nowra (SydThUp & SydThDn) and two more siding for branchline passenger storage (Syd-3 & Syd-4). Between the goods and passenger sidings there is a lead to the turntable. A six track locomotive storage facility is accessible from the turntable. Immediately to the south of the arrival yard is a coal unloading facility.

Melbourne Yard

South (and through the tunnel) of KV station is Melbourne Yard. It is identified by its brown ballast. This yard represents any point south of Nowra Junction. A (imaginary) grade of 1:40 just south of Nowra Junction adds operating interest because many southbound trains will need to be banked from KV. Functionally, Melbourne Yard is similar to a reduced Sydney yard. It has an arrival road (MelArr) with its run around, three goods sidings and two passenger sidings (Mel-1 & Mel-2). A four track locomotive storage facility is accessible from the turntable.

Nowra Yard

South (and through the tunnel) of KV station is also the small Nowra Yard. It is identified by its grey ballast. This yard represents any point along the Nowra Branch.
Nowra Yard has an arrival road with its run around and two through (loop) tracks to Sydney (NowThUp & NowThDn). There is a short platform which is capable of receiving a rail motor and trailer.

Operators

Full operation of KVHR requires twelve operators. Good operation requires a minimum of five operators. Overall co-ordination of operations is controlled by the Principal Operator (often called the Increasingly Fat Controller). Other operators include up to eight Drivers (mainline and shunting) and three Yardmasters (Sydney, Melbourne, Kangaroo Valley).

The Principal Operator is guided in his duties by the operating schedule but has the discretion to vary to operations as he might see fit in light of actual events.

Whenever possible, in the interests of smooth and safe operation, only experienced operators should be used at exhibitions. However, where five or more experienced operators are available in a session, a trainee operator may be used.

Equipment

Locomotive Control

KVHR uses a Lenz (ver 3.6) operating system. Drivers have the option of using LH90 (rotary knob), LH100 (push button) or wireless telephone handsets depending on their personal preference. Drivers are referred to the Lenz instruction manuals for details of handset operation, but simplified instructions are written on the handsets.

All mainline locomotives are limited to a maximum of a scale 60 mph. As a general rule trains passing though KV district should be limited to 25mph. This corresponds to half a turn on an LH90, step 14 on an LH100 and three presses of #6 on the telephones.

Shunting locomotives are limited to 25 scale mph.

Most locomotives on KVHR have Lenz Gold chips installed. This allows for standardisation of the main functions. Where ever applicable F0 operates the headlight, F1 dims the headlight, F2 operates the horn, F3 disables the inertia, F4 activates shunting speeds, F6 turns on a locomotive, F7 shuts down a locomotive and F8 mutes the sound.

Timekeeping

KVHR uses a sequential event stepping program rather than a strict timetable. This allows for more flexibility on the Principal Operator's part.

The Principal Operator manages a control panel that keeps track of the various actions of the other operators. Connected to the PO's control panel is a large two digit annunciator that shows numbers ranging from 00 to 95. The numbers increment at the PO's discretion. In rough terms each number in the sequence represents approximately 3 minutes in real time, but the actual time will be determined by the Principal Operator in the light of actual events. Each time the Annunciator is advanced there is a loud beep to alert the operators.

Train Order Cards

At the commencement of each session, drivers are given cards; one white and usually a number of yellow. The white card lists the trains to be driven and the yellow cards detail the operation of those trains.

Down the left hand side of each card is a column of numbers that are the sequence numbers ranging from 00 to 95. On the white card, next to each sequence number is listed the train number, train name and the track on which the train should be standing.

Yardmaster's Cards

Similar cards to the Train Order Cards are also given to the Yardmasters (if present). These cards list the sequence number at which trains arrive and depart, which routes are to be set and, where applicable, which signals are to be changed.

Pockets

Each Driver is issued with one of these. It holds the Train Order Cards, the Rollingstock Cards for the train in use and the Locomotive Control. It allows operation by one hand leaving the other hand free.

Rollingstock Cards

Each Locomotive has a small card showing the Locomotive Number, locomotive class, maximum load in weight units, maximum speed and a small picture of the locomotive to ease identification.
Each passenger carriage has a small yellow card showing the carriage number, carriage code, weight and maximum speed.
Each guards van has a small blue card showing the van number, van code, weight and maximum speed.
Each goods wagon has a small white card showing wagon number, wagon code, weight, maximum speed and a brief wagon description. At the back of the card is a pouch to hold a Goods Load Card.

Goods Load Cards

There are a large number of small white cards. Each card has one side labelled ‘TURN OVER’ and the other ‘SEPARATE”. The front (TURN OVER) side shows the type of wagon required and to which yard or location to send an empty. The reverse (SEPARATE) side shows the wagon code, the load and the yard or location to which to send the load.
A central storage point for unissued cards is located near the centre of the front control panel.

Card Racks

Each yard has a rack with eight pockets. Three pockets are labelled ‘Arrivals’, ‘Wagons available’ and ‘Loads waiting’ respectively. The other five pockets are uses at the Yardmaster's discretion but typically are use to hold groups of cards of trains that are made up and ready for departure.
See the operating procedures for the method of using the Arrivals, Wagons available and Loads waiting pockets.

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