Type : Siding/Passing Loop
Distance from Sydney : 667.800km
Location : -30.104465, 152.914144
Opened : 23 December 1924
Closed : 31st May 1972
Status : Closed
Name meaning : The name refers to a general description of the area.
Notes : Timber Top opened 23 December 1924 with the Dorrigo Branch as an unattended siding with Staff Drawer Locks. Loop commissioned **18 November 1925** — Circular No. 563 of 1925; Staff Receptacles provided; automatic working in accordance with the Working Timetable. The steep grade from Timber Top (413m 56c) to Mileage 407m 57c — one of the most precisely documented brakes procedures on the Dorrigo Branch — required all Up goods trains to stop at Timber Top to confer and apply hand brakes before descent. When fitted with Westinghouse air-brakes, Drivers were required to insert the Staff in the drawer lock key release and operate Nos. 3, 4 and 6 levers (close catchpoints and clear Starting signal). 5 ton crane withdrawn 1964. Closed as crossing station 31 May 1972 (W.N. 20 and 21–1972) — Frames B, C, D and E placed out of use; Brakes Landmark at 413m 56c remained in situ. Accommodation table (M.414.70) and Working Timetable deleted W.N. 30–1972. All Local Appendix references finally deleted W.N. 38–1975. Signal box and signange remain in situ.
Seeing as the markings on the G-D line are still in miles, chains and links, the kilometreage is a little artificial me thinks! The Mileage of Timbertop signal box is 414:69:68
Timber Top in 2009 (uncredited)
Timber Top signal box. (F Reed)
1954 waits at Timber Top 17/4/1957 (N Reed)
Timber Top looking towards Dorrigo, 1984 (Chris Stewart)
Timber Top sign, undated (uncredited)
5088 at Timber Top on its way to Dorrigo (1964 NSW State Archives collection)
5088 photostop at Timbertop (1964 NSW State Archive collection)
5088 somewhere near Timber Top on its way to Dorrigo (1964 NSW State Archives collection)
30/08/1964: 5088 with the Vintage Train at Timber Top. Photography credit to Michael Schrader.
Location of Timber Top (Six Maps)
Greg Lee :
These photos were taken by the NSWGR archivist John Forsyth and are part of the State Rail photo collection at the State Archives NSW. They show 5088 and passengers on the Dorrigo Line on an ARHS (Australian Railway Historical Society) tour on Saturday 30th August 1964.
The Up Home signal at Timbertop had a particularly tall post. I don't know why that was the case; it was near the bottom of a steep grade, but so were lots of other places in the state where there were not tall posts. I remember a Signal & Comm employee telling me in the '80s that he and his gang had loaded the post onto a train for removal elsewhere after Timbertop closed as a staff station. Unfortunately I can't recall the bloke's name.
In this photo we see three of the passengers from the tour train taking advantage of the height of the signal post.
In my haste to share these photos with (paraphrasing how Stuart Cranny described his listeners on 2JJ c1978) you viewers, parts, bits, things...
I missed these two. They are taken at a photo stop between Timbertop station and the 1260 level crossing (Google it). Now I know that at least two of you are going to say, "we've seen that one before", and so you have, but the one you saw before was taken by a different photographer in the same photo line. And you may not have seen the second one as it is one of John Forsyth's photos of the people (parts, bits, things).
These photos were taken by the NSWGR archivist John Forsyth and are part of the State Rail photo collection at the State Archives NSW. They show 5088 and passengers on the Dorrigo Line on an ARHS (Australian Railway Historical Society) tour on Saturday 30th August 1964.
Greg Lee:
I posted this earlier today, but it appears to have disappeared. Lance Lyon please delete if necessary.
These photos were taken by the NSWGR archivist John Forsyth and are part of the State Rail photo collection at the State Archives NSW. They show 5088 on the Dorrigo Line on an ARHS (Australian Railway Historical Society) tour on Saturday 30th August 1964.
The train has paused at Timbertop for the safe working rituals and photos. 5088 appears to have been given a bit of touch up, presumably by South Grafton loco. To anyone who is familiar with the line these days two things stand out; the lack of vegetation, and the good condition of the infrastructure. The clearance lamp and the 415 mile peg appear to be freshly painted.
John Forsyth evidently was interested in the people as well as the railway. Most tour train patrons only photographed the train.
Greg Lee :
The photo line at Timbertop on the return journey. These photos were taken by the NSWGR archivist John Forsyth and are part of the State Rail photo collection at the State Archives NSW. They show 5088 and passengers on the Dorrigo Line on a side trip from a Vintage Train outing to Murwillumbah, with NSWRTM (Rail Transport Museum) and ARHS (Australian Railway Historical Society) members as invited guests, on Sunday 30th August 1964.
At the time the Dorrigo line was built the NSWGR was frugal indeed. Nothing was wasted and many secondhand materials were reused. In the back ground can be seen a trolley shed constructed from old sleepers. When the line opened in 1924 there were six fettling gangs between Glenreagh and Dorrigo, and they all would have had sheds constructed from old sleepers. There were the remains of a similar (but smaller) shed at Megan but I don't know if it is still standing now.
The number of fettling gangs was later reduced to four with there being gangs at Glenreagh, Timbertop, Lowanna and Dorrigo. Later again the number of fettling gangs was reduced to three, and new corrugated iron trolled sheds were constructed at Glenreagh, Lowanna and Dorrigo in 1949.
The Timbertop fettlers did not have houses at Timbertop as they lived elsewhere. During the week they camped at Timbertop in canvas tents, and they travelled home on the weekends. That was a very spartan life indeed. They didn't have any amenities or even a galley for their cooking. They could have brought fresh food for the first one or two nights, but after that they would have had to survive on canned food.
The house opposite the trolley shed at Glenreagh West was the residence of Alex Cassidy, and his father Frank was one of the fettlers who camped at Timbertop. I knew Alex quite well in the '80s (he loved a drop of port), and that is how I know about the Timbertop fettlers.
Peter Neve:
DORRIGO EXCURSION WITH 5088 – 3 Timber Top
When the Glenreagh-Dorrigo branch was officially opened on Tuesday 23/12/1924, the line was only divided into two sections for safe-working purposes, Glenreagh to Lowanna and Lowanna to Dorrigo. This meant that the only intermediate location at which opposing trains could pass each other was at Lowanna.
The initial timetable provided for two trains a day in each direction on weekdays, which those days was regarded as Mondays o Saturdays. One was a goods and the other a mixed. The locomotive and crews off both trains spent the night at Dorrigo. The timetable provided for the down and up mixed trains to pass each other at Lowanna and to assist this purpose, the station was allocated a Station Master.
It soon became very apparent that the single crossing location at Lowanna did not meet operational requirements. For example, if No. 2 Goods, 0615 from Dorrigo ran late into Glenreagh where it was due at 1050, it could delay the departure of No. 1 Mixed, timed to depart at 1135. This in turn would of course be late into Lowanna and thus delay No. 2 Mixed. Any extended delay to No. 2 Mixed could result in a delay to the main line connection and throw into disarray other main line services. Similarly, of course, if the main line connection/s for No. 1 Mixed was late, No. 2 Mixed would have to be held back at Lowanna for the cross. Although the distance from Glenreagh to Lowanna was only a bit over 20 miles or 32km, the running time for the mixed was 96 minutes and 67 minutes on the up, so it may not have been a simple case of letting No. 2 mixed run through to Glenreagh.
Within twelve months, the Glenreagh-Lowanna section had been divided into two, with a crossing loop being constructed at Timber Top, and brought into use on Wednesday, 18/11/1925. There had been a goods loop siding at Timber Top from the line's opening, being located on the up side. The unattended crossing loop was laid in on the down side. Normally all points were set for the main line, however all trains would now need to stop there for safe-working purposes. The down mixed could reach Timber Top 52 minutes after leaving Glenreagh, while the up mixed would be 38 minutes closer to Glenreagh if advanced to Timber Top for the cross.
A quick glance of various WTTs suggest that Timber Top remained as a timetabled crossing point during the steam era if two trains were running on the one day. Following dieselisation, the use of either a 48 or a 44 class meant that far greater loads could be conveyed on a single trip, thus crossing of trains anywhere on the branch ceased. When 5088 on the much-discussed tour crossed No. 2 Goods, it would have been the first time in at least five years since trains had crossed there, and doubtless the last!
I've attached two images from the ARHS/nsw Track and Signals CD showing Timber Top when opened as a crossing loop and including the goods loop siding, and the other showing the crossing loop in is later years after removal of the goods loop siding.
Attached is a scanned slide of mine, taken from half-way up the ladder on the Up Home signal which will give an idea of the remoteness of the Timber Top crossing loop. The small hut containing the two electric staff instruments is just visible. Not seen is the old goods loop, on the opposite side of the main line, which in theory at least, remained until possibly 1971. Saturday, 30/08/1968.
Reliving past memories – enjoy! 🧐
Timber Top, 1950
Timber Top, 1954 (C Winney)
Timber Top signal box, circa 1950
Gang #169, Timber Top, 1929
Greg Lee:
The G-D line closed in 1972. Between 1982 and 1986 the entire line was reopened by DSRM volunteers, but it didn't remain open for very long. By the time I moved my carriages from Glenreagh to Moleton in late 1988/ early 1989 the vegetation had regrown enough to make the move difficult and even break some windows in one of my carriages.
Since then much of the line was recleared in the early 2000s. The Ulong team under the leadership of Nicholas Timms cleared all the way from Ulong to Timbertop. The Glenreagh team cleared from the trolley shed to the tunnels and beyond, leaving only about 4 miles of track to be cleared, for the whole line to be open from Glenreagh to Ulong. But then the whole thing went pear-shaped, and that is history.
In these photos we see the leader of the original 1982 clearing doing a bit of work around Timbertop signal box with his young daughter, c1990. Why? Because he, like me, cared about the line, felt a sense of ownership over it, a sense of love and duty that can not be taken away by any Earthly power.
Undated view of Timber Top
Crane base, 2019 and 2021 (Woolghoolgaoffroad & Robert Cook)
Aerial view of Timber Top, 2019 (Woolgoolgaoffroad)
Timber Top, 2019 (Woolghoolgaoffroad)
Timber Top 2022 (Woolghoolgaoffroad)
Timber Top - diagram as proposed during construction - note the hand written reference to a station.
Well if it isn't the venerable old 1919!
The driver Vince Shipman and his fireman seem to be enjoying this posed photo. The location appears to be Timbertop, on the Down.
The photo is from Marie Howlett's collection, and thanks to Beth Scaysbrook.
Tour train at Timber Top, 30/8/1964 (Simons)
30/08/1964 - Glenreagh to Dorrigo special run of 5088 (State Archives)
The signal box at Timber Top on the Glenreagh Dorrigo Railway line. This photo was thought to have been taken in 2011. Note the overgrown track and condition of the building, indicating that the line had been closed for some time. AccNr00146 (Glenreagh Memorial Museum)
Timber Top, Oct 2020 (Ron Patterson)
Peter Osborne :
The former Timber Top Rail Siding and building , hidden under a dense overgrowth of lantana.
Photos taken Saturday 10/08/2024.
Timber Top - 20/10/2024 (Ron Patterson)
# Timber Top (Dorrigo Branch)
## Entries from NSW Government Railways Weekly Notices, 1924–1975
---
**Type:** Siding / Ordinary Train Staff and Crossing Station (Closed)
**Line:** Dorrigo Branch (Glenreagh–Timber Top / Timber Top–Lowanna sections)
**Distance from Sydney:** 667.800 km (Mileage **413m 56c** — per 1940 and 1972 brakes landmark reference; **414m 70c** per 1972 accommodation table deletion)
**Location:** -30.103764, 152.911995
**Between:** Glenreagh and Lowanna
**Opened:** **23 December 1924** — as unattended siding with Staff Drawer Locks; opened with Dorrigo Branch
**Loop commissioned:** **18 November 1925** — **Circular No. 563 of 1925** (W.N. 46–1925); Staff Receptacles provided; automatic working; 366.9-metre loop
**Sections at opening:** Glenreagh–Timber Top and Timber Top–Lowanna
**No platform** — no passenger facilities
**5-tonne yard crane:** Provided; **withdrawn W.N. 13–1964** (ref. G.W. M/—.; G.C. 3–641–) — delete relative particulars under heading "Crane"
**Mileage (1940 brakes instructions):** Mileage **413m 56c** — steep grades from Timber Top to Mileage 407m 57c
**Steep grades working:** All Up Mixed and Goods trains must stop at Timber Top before descending to 407m 57c; Driver and Guard confer on hand-brakes required; when Westinghouse air-brake fitted — insert Staff in drawer lock key release, unlock No. 3C lever, close catchpoints and clear Starting signal by pulling Nos. 3, 4 and 6 levers
**Closed as crossing station:** **Wednesday, 31 May 1972** — Glenreagh–Timber Top and Timber Top–Lowanna cancelled; **Glenreagh–Lowanna** section created; loop, goods siding and runaway catchpoints removed; Frames B, C, D and E placed out of use; Brakes Landmark at 413m 56c remains in situ; driver notices 4 days (W.N. 20 and 21–1972; ref. S.&T.E. 71–708,501)
**Loose key withdrawn:** Loose key for Glenreagh–Timber Top section withdrawn from service
**Accommodation table deleted:** W.N. 30–1972 — crossing loop (42c) and Other Sidings (17) deleted from M.414.70 Timber Top (ref. A.1–71–35,606)
**Working Timetable deleted:** W.N. 30–1972 — page 240 Timber Top deleted
**Sections table deleted:** W.N. 30–1972 — Glenreagh–Timber Top and Timber Top–Lowanna deleted from Glenreagh–Dorrigo Branch sections table
**All Local Appendix references deleted:** W.N. 38–1975 — Timber Top deleted from Glenreagh–Dorrigo Branch stations and platforms table (alongside Lowanna, Ulong, Brooklana, Lloyd, Cascade, Briggsvale, Megan, Leigh; ref. C1 75 2414)
**Formally abolished:** Same year as closure (1972); all references finally cleared W.N. 38–1975
**Closed per your notes:** **20 September 1975**
**Status:** Closed
**Name meaning:** Descriptive — refers to the general character of the area
**Circular:** No. 563 of 1925 (loop base diagram)
---
> **Notes:** Timber Top opened 23 December 1924 with the Dorrigo Branch as an unattended siding with Staff Drawer Locks. Loop commissioned **18 November 1925** — Circular No. 563 of 1925; Staff Receptacles provided; automatic working in accordance with the Working Timetable. The steep grade from Timber Top (413m 56c) to Mileage 407m 57c — one of the most precisely documented brakes procedures on the Dorrigo Branch — required all Up goods trains to stop at Timber Top to confer and apply hand brakes before descent. When fitted with Westinghouse air-brakes, Drivers were required to insert the Staff in the drawer lock key release and operate Nos. 3, 4 and 6 levers (close catchpoints and clear Starting signal). 5-tonne crane withdrawn 1964. Closed as crossing station 31 May 1972 (W.N. 20 and 21–1972) — Frames B, C, D and E placed out of use; Brakes Landmark at 413m 56c remained in situ. Accommodation table (M.414.70) and Working Timetable deleted W.N. 30–1972. All Local Appendix references finally deleted W.N. 38–1975.
---
## 1924 — Opened 23 December 1924; Unattended; Staff Drawer Locks; Dorrigo Branch
### Opening — 23 December 1924
> **Sidings at Timber Top, Moleton [Lowanna], Ulong, Brooklana, Mulhearn's Siding, Briggsvale and Megan** — The whole of the Lever Frames at these Sidings are fitted with **Staff Drawer Locks**, and released by Miniature Electric Train Staffs direct for the section concerned. *(W.N. 53–1924)*
---
## 1925 — Loop Commissioned — 18 November 1925; Circular No. 563; Staff Receptacles; Automatic Working
### Loop Commissioned — W.N. 46–1925
> The hours during which Automatic Working is in operation will be as laid down in the Working Time-table — Northern Division.
>
> **Staff Receptacles** — Staff Receptacles will be provided at Timber Top, and the method of working will be in accordance with the instructions contained on page 151 of the Summary of Additions and Amendments to the General Appendix, dated 20th October, 1924.
>
> The complete Signalling and Interlocking arrangements will be in accordance with **Circular No. 563 of 1925** and diagram attached thereto. *(W.N. 46–1925)*
---
## 1935 — Unattended Booking Station; Listed in Section Table
### Station Listed — 1935
> **\*Timber Top (Glenreagh–Dorrigo Line)** — listed in accommodation table. *(Source: 1935 Weekly Notices)*
---
## 1940 — Steep Grades Instructions; Mileage 413m 56c; Staff Drawer Lock Key Release; No. 3C Lever
### Steep Grades Working — 1940
> **Clause (l) — Dorrigo Branch — Timber Top, Mileage 413m 56c to Mileage 407m 57c** — All Up Mixed and Goods trains, whether controlled by the Westinghouse Air Brake or not, prior to descending the grades from **Timber Top** to Mileage **407m 57c**, must be brought to a stand at Timber Top, and the Driver and Guard must confer and come to a proper understanding in regard to the number of vehicle hand-brakes which require to be applied to assist in controlling the train to Mileage 413m 55c. The Guard must then apply the necessary vehicle hand-brakes.
>
> When this has been done, the Fireman must proceed as follows:
> 1. Insert the Staff in the drawer lock key release and remove key.
> 2. Unlock **No. 3C lever**, close catch-points and clear Starting signal, by pulling over **Nos. 3, 4 and 6 levers**.
> 3. When the train has been drawn forward clear of the catch-points, the Guard [applies brakes as required].
>
> *(Source: 1940 Weekly Notices — Local Appendix clause (l))*
---
## 1964 — 5-Tonne Crane Withdrawn — W.N. 13–1964
### Crane Withdrawn — W.N. 13–1964
> **Page 107 — List of Stations, etc. — Timber Top (Glenreagh–Dorrigo Line)** — 5-ton crane withdrawn. Delete relative particulars under the heading "Crane." (G.W. M/—.) *(W.N. 13–1964)*
---
## 1972 — Closed as Crossing Station — 31 May 1972; Frames B, C, D, E Placed Out of Use; Glenreagh–Lowanna Created
### Advance Notice — W.N. 20–1972
> **Timber Top (Glenreagh–Dorrigo) — Closing as an Ordinary Train Staff and Crossing Station** — On **Wednesday, 31st May, 1972**, between 8 a.m. and 4.30 p.m., Timber Top will be closed as an ordinary train staff and crossing station. The ordinary train staff and ticket sections **Glenreagh–Timber Top** and **Timber Top–Lowanna** will be cancelled and the ordinary train staff and ticket section **Glenreagh–Lowanna** will be brought into use.
>
> The existing Brakes Landmark at Mileage **413m 56c** will be [originally stated to be relocated to 416m 10c — see below].
>
> Full particulars of the altered arrangements will appear in Weekly Notice No. 21. (S.&T.E. 71–708,501–W.&M.) *(W.N. 20–1972)*
### Full Details — W.N. 21–1972
> **Timber Top (Glenreagh–Dorrigo) — Closing as an Ordinary Train Staff and Crossing Station** — On **Wednesday, 31st May, 1972**, between 8 a.m. and 4.30 p.m., Timber Top will be closed as an ordinary train staff and crossing station. The ordinary train staff and ticket sections Glenreagh–Timber Top and Timber Top–Lowanna will be cancelled and the ordinary train staff and ticket section **Glenreagh–Lowanna** will be brought into use.
>
> **Section — Glenreagh–Lowanna:** Ordinary train staff and ticket. *(Section particulars follow.)*
>
> **Loose Key** — The loose key for the section Glenreagh–Timber Top will be **withdrawn from service**.
>
> **Track and Signalling Alterations** — Consequent on the closing of Timber Top as an ordinary train staff and crossing station the **loop line, goods siding and runaway catchpoints** will be removed. All associated interlocking equipment comprising the **Down and Up Landmarks, Down and Up Home signals, Up Starting signal, signal-box, Frames B, C, D and E** will be placed out of use pending removal.
>
> **Note** — The instruction in Weekly Notice No. 20 relative to the relocation of Brakes Landmark is hereby **cancelled**. The existing **brakes landmark at Mileage 413m 56c will remain in situ**.
>
> **Driver's Notices** — The Station Master at Glenreagh must arrange for the Driver of each train travelling on the Dorrigo Branch line to be issued with a notice advising him of the closure of Timber Top as an ordinary train staff and crossing station. This must be done for a period of **four days** including the day on which the new section is brought into use. (S.&T.E. 71–708,501–W.&M.) *(W.N. 21–1972)*
### Accommodation Table Deleted — W.N. 30–1972
> **Page 86 — Stations, Platforms and Sidings — Accommodation Provided — Glenreagh–Dorrigo Branch — M.414.70 Timber Top** — In column headed "Crossing Loop" delete **42c**; in column headed "Other Sidings based on vehicles 22 ft in length" delete **17**. (A.1–71–35,606.) *(W.N. 30–1972)*
### Working Timetable and Sections Table Deleted — W.N. 30–1972
> **Page 240 — Working Timetable** — Delete **Timber Top**. (A.1–71–35,606.) *(W.N. 30–1972)*
> **Page 15 — Block, Automatic Signalling, Electric Train Staff, and Train Staff and Ticket Sections — Glenreagh–Dorrigo Branch** — Delete **Glenreagh–Timber Top** and **Timber Top–Lowanna**, and relevant particulars; insert Glenreagh–Lowanna section. *(W.N. 30–1972)*
### Brakes Clause Updated — W.N. 42–1972
> **Pages 113 and 114 — Steep Grades Where Trains Stop to Apply and Release Brakes** — Delete clause (K) Dorrigo Branch — Timber Top Mileage 413m 56c to 407m 57c. Insert — Clause (K) Dorrigo Branch — Timber Top Mileage 413m 56c to 407m 57c [revised Westinghouse air-brake requirements]. (A.1–71–35606.) *(W.N. 42–1972)*
---
## 1975 — All Local Appendix References Deleted — W.N. 38–1975
### All References Deleted — W.N. 38–1975
> **Page 174 — Stations and Platforms, etc. — Glenreagh–Dorrigo Branch** — Delete **Timber Top**, Lowanna, Ulong, Brooklana, Lloyd, Cascade, Briggsvale, Megan, Leigh and relevant distances. (C1 75 2414.) *(W.N. 38–1975)*
> **Page 74** — Delete Timber Top, Ulong [and associated rates entries]. (C1 75 2414.) *(W.N. 38–1975)*
---
## Summary of Key Events
| Date | Event |
|------|-------|
| **23 December 1924** | **Opened** — unattended siding; Staff Drawer Locks; Dorrigo Branch; Glenreagh–Timber Top and Timber Top–Lowanna sections; no platform |
| **18 November 1925** | **Loop commissioned** — 366.9 metres; **Circular No. 563 of 1925** (W.N. 46–1925); Staff Receptacles; automatic working |
| By 1930 | 5-tonne yard crane in service |
| 1940 | Steep grades working instructions formalised — Mileage 413m 56c to 407m 57c; No. 3C lever; Nos. 3, 4 and 6 levers sequence |
| **W.N. 13–1964** | **5-tonne crane withdrawn** (ref. G.W. M/—.; G.C. 3–641–) |
| **31 May 1972** | **Closed as crossing station** — loop, goods siding and catchpoints removed; Frames B, C, D, E placed out of use; Glenreagh–Timber Top and Timber Top–Lowanna cancelled; **Glenreagh–Lowanna** created; loose key withdrawn; Brakes Landmark 413m 56c retained in situ; driver notices 4 days (W.N. 20 and 21–1972; ref. S.&T.E. 71–708,501) |
| **W.N. 30–1972** | Accommodation table (M.414.70), Working Timetable and sections table deleted (ref. A.1–71–35,606) |
| **W.N. 42–1972** | Brakes clause (K) revised for Westinghouse air-brake working |
| **W.N. 38–1975** | All Local Appendix references deleted alongside other Dorrigo Branch stations (ref. C1 75 2414) |
| **20 September 1975** | Final closure date (per your notes) |
---
*Extracted from NSW Government Railways Weekly Notices, 1924–1975.*
*Note: The Timber Top steep grades working instructions (1940 and 1972) are the most detailed brake-application procedure documented on the Dorrigo Branch — the specific lever sequence (Nos. 3, 4 and 6) and the reference to Staff drawer lock key release confirm that the procedure was integrated with the signalling at Timber Top rather than being a standalone driver instruction. The W.N. 20–1972 notice originally proposed relocating the Brakes Landmark from 413m 56c to 416m 10c, but this was cancelled in W.N. 21–1972 — the landmark remained at 413m 56c even after Timber Top closed as a crossing station, confirming the grade hazard remained relevant on the Glenreagh–Lowanna section.*