Type : Loop
Line : North Coast Line
Distance from Sydney : 353.170km
Location : -31.914400, 152.274792
Opened : 30 January 1934
Closed : February 1995
Status : Closed
Name meaning : Aboriginal for where a kind of water reed grows
Notes : Opened as a 402 metre central interlocked loop. a 4.8 metre platform was provided for employee use only on the Up side. Kimbriki opened on 30 January 1934 simultaneously with the alteration of releasing at Charity Creek and Karaak Flat. Mount George–Wingham section cancelled; new sections Mount George–Kimbriki and Kimbriki–Wingham created. Circular No. 40–3 of 1934 issued. In 1935, No. 16 Mail (5.30 p.m. Kempsey to Sydney) called at Kimbriki on alternate Mondays. Kimbriki Signal-box listed in selector telephone circuit from 1935. Staff exchanger positions (1946): Down Line (Up Journey) — 105 feet on Sydney side of Signal-box; Up Line (Down Journey) — [from table position]. Track locking provided in lieu of facing point lock bars — W.N. 15–1970; Circular No. 40–3 of 1934 amended. By 1975 hours of attendance: 12.1 a.m. to 7.0 a.m.; 11.0 p.m. to midnight. Motor-operated points and colour light signals installed **15 June 1982** — ETS Bundook–Kimbriki and Kimbriki–Killawarra retained (the section names had changed from Mount George–Kimbriki and Kimbriki–Wingham by this time, with intermediate loops having split both sections). Automatic staff exchangers remain available. Loop closed February 1995.
Another Kimbriki picture, viewed from the North end on 8-3-1994. The loop was 402 metres long and was closed in February 1995. (Graeme Kirkby)
Wayne Brown:
Excuse my ignorance, but what was the rationale for closing loops? I presume length was a primary factor, with trains getting longer and thus fewer useful loops?
Muzza Deano:
Wayne Brown good question. I'd like to learn this too. I can see the rationale in your presumption of train length over loop length.
Alex Albans:
Decision was made to have more, longer loops than fewer, short loops.
Graeme Kirkby:
Yes, as previously noted. Once privatisation took on in the 1990s, there were far fewer freight/goods trains running and all were perhaps triple the length of this and many other loops. A few strategic loops were either lengthened or moved to a better site (such as Wallarobba ) and others that were deemed, not necessary, closed. Saved much money in maintenance.
Wayne Brown:
it begs the question; which led to which? Did short loops dictate the length of the trains, which led to more shorter trains, or did the available horsepower and grades dictate the length of the trains, and thus the length of the loops requ... See more
Graeme Kirkby
Garry, I feel the load/ maximum length on the 1 in 80 grades for the steam engines of the 1910s dictated the length of the loops required back then. But through the dieselisation era, certainly from 1960s with multiple-unit diesels capable of longer trains, the short loops started to be a nuisance and those men manning such loop sometimes had to be creative in crossing longer trains. By 1980s, any longer train may have been held back at a longer loop rather than being advanced to a short loop only to encounter another long train. The loops had to change to cater for the longer trains private companies now wished to run.
Steve Foster:
Garry Hayes horsepower and terrain back when the loops were built plus there wouldn't have been the demand for moving large amounts of freight with the population size and way of life back then would have been the reason more than likely.
Garry Hayes:
Graeme Kirkby I concur, having worked quite a few of the said short loops. As good as it was for employment of a lot of people, thankfully I never had to sort out a cross of 2 over length trains.
Alex Albans:
Let's not forget the short loops hamstrung the XPT, as the shortest train on the line, it would often be forced to wait in a short loops for a long freight train which had to stay on the main.
Shane Williams:
Was not a good place to make the loop longer as the line huge the side of the hill on the down side
Kim Andronicus:
The North Coast loops were built for/in the steam days, and what has been said above with the lengths of super freighters today. Hence quite a number of smaller loops have been closed since I have been working to Taree from 1994. Weismantels and Bulliac have been converted to follow on signals due to the lengths of the sections.
Greg Lee:
Very minor changes to the curve radii, at very great expense. They are "taken out" rather than "taken in", to increase the radius.
John Treuren:
Kim Andronicus story I heard - when Pacific Highway Hexham to Taree duplicated , a suggestion made to realign the NC railway alongside the new Highway. needless to say, that idea quicly knocked on the head. Idea may have merit - be straighter and shorter, and no steam era alignments like four horseshoe bends between Gloucester and Wingham to slow everything down.
John Caves:
Early diesel power was 1600 to 1800 and draw gear was lighter.
By the 90s it was 4000hp with stronger couplings.
Two of those locos meant much longer trains and therefore longer loops.
Shorter loops could handle one longer train if the other could be contained in the loop like a passenger service.
Kimbriki, train NT-26 waiting in the Loop for NT-3 to pass. 8-12-1994. Kimbriki Crossing Loop closed in February 1995. (Graeme Kirkby)
A view from the cab of the "Grafton XPT" in the Loop at Kimbriki and looking over the river flats to the South-east. 8-12-1994. (Graeme Kirkby)
Railway Bridge at Kimbriki near Charity Creek . Probably taken not long after the section opened.
XPT on Kimbriki bridge (Lou Northam)
Location of the one-time loop at Kimbriki, it opened in 1930 (Six Maps)
photo has been taken near Charity Creek, the Sydney bound train is crossing Rocky Falls creek, with the Manning river to the right. Just discernible in the distance is the signal box for Kimbriki crossing loop.
Kimbriki box, undated (Robert Harris)
Kimbriki is the location of a loop on the line that opened in 1930 (Records NSW)
9/1/17. Taken from the road bridge on Kimbriki Road. (Ian Douglas)
NSW 44226 N241 Kimbriki 09-09-1976 (Bob Richardson)
The view from NT-25, "Grafton XPT" as it approaches Kimbriki crossing loop on 13-2-1995. Later this same month the Loop was closed and subsequently all signals and equipment were removed. (Graeme Kirkby)
Kimriki, between 1954 and 1958 (Steve Deaman)
3820 at Kimbriki 24-2-1974 en route to Taree (Jim Jarron)
Kimbriki 24-01-23 (Nick Wells)
4416 on the 'up' North Coast Daylight Express crossing Charity Creek bridge near Kimbriki
Construction train at Kimbriki
If anyone has more information on the Kimbriki loop and signal box, I'd be very keen to hear it.
The couple in the photo out front of the box and on the trike are my Grandparents.
They only returned to Sydney so that mum could start school.
Thanks and apologies if I've upset anyone posting to an older topic.
Kimbriki - this loop was never upgraded & had lighter rail than the main line 94lb & no sleeper plates just dogspiked with the remainder of the loop being removed (long after the turnouts had been straight railed) when the concrete resleepering project went through, the loop was well utilised during the 1988 Bicentennial celebrations with steam trains running from Taree to Kimbriki & return.
Greg Riddel
CTC building
14-11-24 (Greg Riddel)
Site of former loop down side looking in the up direction.
14-11-24 (Greg Riddel)
94lb rail from the former loop moved to the up side to allow access for the track laying machine involved in the concrete resleepering project.
14-11-24 (Greg Riddel)
Former 51 points switch section.
14-11-24 (Greg Riddel)
Signal box opened when a new Electric Staff station and crossing loop was brought into use to divide
the Mt George – Wingham section. The locking designed for Arthurville in 1930 was reused for
Kimbriki. Originally to be 24 levers but when brought into use only 20 levers were installed. Also
the cabin (signal box) from Kapooka was used in lieu of original proposed plan, a key locked loop
without a signal box.
When the signals and points were converted to power operation on 15 June 1982, the interlocking
machine was replaced by a DML OCS panel. With the transfer of control to Broadmeadow the panel
was redesignated an emergency panel and transferred to the Traffic Room. At this time the signal box
was closed. (Taaffe)
# Kimbriki (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1934–1982
---
**Type:** Crossing Loop (Closed)
**Line:** North Coast Line (Mount George–Kimbriki / Kimbriki–Wingham sections; later Bundook–Kimbriki / Kimbriki–Killawarra)
**Distance from Sydney:** 353.170 km
**Location:** -31.914400, 152.274792
**Between:** Mount George and Karaak Flat / Killawarra
**Opened:** **30 January 1934** — 402-metre central interlocked loop; Mount George–Wingham section cancelled; Mount George–Kimbriki and Kimbriki–Wingham created; Circular No. 40–3 of 1934 issued (W.N. 5–1934)
**Employee Platform:** 4.8-metre Up side; for employee use only
**Signal Box closed:** Unknown (post-1982 CTC)
**Loop closed:** **February 1995**
**Status:** Closed
**Name meaning:** Aboriginal word meaning "where a kind of water reed grows"
**Circular:** No. 40–3 of 1934 (Kimbriki base diagram — referenced to 1970)
---
> **Notes:** Kimbriki opened on 30 January 1934 simultaneously with the alteration of releasing at Charity Creek and Karaak Flat. Mount George–Wingham section cancelled; new sections Mount George–Kimbriki and Kimbriki–Wingham created. Circular No. 40–3 of 1934 issued. In 1935, No. 16 Mail (5.30 p.m. Kempsey to Sydney) called at Kimbriki on alternate Mondays. Kimbriki Signal-box listed in selector telephone circuit from 1935. Staff exchanger positions (1946): Down Line (Up Journey) — 105 feet on Sydney side of Signal-box; Up Line (Down Journey) — [from table position]. Track locking provided in lieu of facing point lock bars — W.N. 15–1970; Circular No. 40–3 of 1934 amended. By 1975 hours of attendance: 12.1 a.m. to 7.0 a.m.; 11.0 p.m. to midnight. Motor-operated points and colour light signals installed **15 June 1982** — ETS Bundook–Kimbriki and Kimbriki–Killawarra retained (the section names had changed from Mount George–Kimbriki and Kimbriki–Wingham by this time, with intermediate loops having split both sections). Automatic staff exchangers remain available. Loop closed February 1995.
---
## 1934 — Opened 30 January 1934; Circular No. 40–3; Mount George–Wingham Cancelled
### Kimbriki Opened — W.N. 5–1934
> **Kimbriki (North Coast) — Opening as an Electric Train Staff and Crossing Station** — On **Tuesday, 30th January, 1934**, between 8.0 a.m. and 5.0 p.m., Kimbriki will be opened as an Electric Train Staff and Crossing Station, the present Electric Train Staff section **"Mount George–Wingham"** cancelled.
>
> The new sections to be opened will be: **Mount George–Kimbriki** and **Kimbriki–Wingham**.
>
> The arrangements will be in accordance with **Circular No. 40–3 of 1934**, and diagram attached thereto. *(W.N. 5–1934)*
### Kimbriki in Stations List — 1934
> **Kimbriki** — North Coast — Gloucester–Taree — listed in station/siding alphabetical sequence. *(Source: 1934 Weekly Notices)*
---
## 1935 — Mail Train Calls at Kimbriki; Signal-box in Selector Telephone Circuit
### Mail Train — Alternate Mondays — 1935
> No. 16 Mail (5.30 p.m. Kempsey to Sydney) calls at **Kimbriki** on alternate Mondays when the train is required to call at Kimbriki. *(Source: 1935 Weekly Notices)*
### Signal-box in Selector Telephone Circuit — 1935
> **Kimbriki Signal-box** — listed in selector telephone circuit alongside Mount George Signal-box and Killawarra Signal-box. *(Source: 1935 Weekly Notices)*
---
## 1946 — Staff Exchanger Positions
### Staff Exchanger Positions — 1946
> **Down Line — Kimbriki**: **105 feet on Sydney side of Signal-box**.
> **Up Line — Kimbriki**: **8.5 feet on Sydney side of Signal-box**. *(Source: 1946 Weekly Notices)*
---
## 1970 — Track Locking Provided — W.N. 15–1970; Circular No. 40–3 Amended
### Track Locking Provided — W.N. 15–1970
> **Kimbriki (North Coast) — Provision of Track Locking in Lieu of Facing Point Lock Bars** — [track locking installed].
>
> **Circular No. 40–3, Kimbriki of 1934**, and diagram attached, to be amended accordingly. *(W.N. 15–1970)*
---
## 1975 — Hours of Attendance; Relief Position
### Hours of Attendance — 1975
> **Kimbriki** — **12.1 a.m. to 7.0 a.m.; 11.0 p.m. to 12 midnight**. *(Source: 1975 Weekly Notices)*
### Relief Position — 1975
> **New — Rlf. Kimbriki** — listed in relief position notices. *(Source: 1975 Weekly Notices)*
---
## 1982 — Motor-Operated Points and Colour Light Signals — 15 June 1982; ETS Sections Bundook–Kimbriki and Kimbriki–Killawarra
### Motor-Operated Points and Colour Light Signals — W.N. — 1982
> **Kimbriki (North Coast) — Conversion to Power Operation of Points and Signals** — On **Tuesday, 15th June, 1982**, between 7.30 a.m. and 5.00 p.m., the Main line to loop points at each end of Kimbriki crossing loop will be converted to motor operation and the mechanical Main line and loop signals replaced by **colour light signals**.
>
> **Route control relay interlocking control panel** in signal-box; mechanical interlocking machine placed out of use; track indicator diagram.
>
> **Low speed indication** (small green light) with route indicator, cleared by approaching train — beneath Down Home and Up Home signals. Entry to Loop on authority of low speed signal.
>
> Electric Train Staff working remains in use on sections **Bundook–Kimbriki** and **Kimbriki–Killawarra**; automatic staff exchanging equipment at Kimbriki remains available.
>
> **Telephone Call Indicators** — flashing blue light and sounding of a hooter near Starting signals at each end.
>
> **Route Control Relay Interlocking Unit** — combined control panel and indicator diagram with track indicator lights for track occupancy. *(W.N. — 1982)*
---
## Summary of Key Events
| Date | Event |
|------|-------|
| **30 January 1934** | **Opened** as Electric Train Staff and Crossing Station — 402-metre loop; Mount George–Wingham cancelled; **Mount George–Kimbriki** and **Kimbriki–Wingham** created; **Circular No. 40–3 of 1934** issued; Charity Creek and Karaak Flat releasing simultaneously altered to new staff sections (W.N. 5–1934) |
| 1935 | No. 16 Mail calls alternate Mondays; Kimbriki Signal-box in selector telephone circuit |
| 1946 | Staff exchanger: Down — 105 feet Sydney side of Signal-box; Up — 8.5 feet Sydney side of Signal-box |
| **W.N. 15–1970** | Track locking provided in lieu of facing point lock bars; Circular No. 40–3 of 1934 amended |
| 1975 | Hours: 12.1 a.m.–7.0 a.m.; 11.0 p.m.–midnight |
| **15 June 1982** | **Motor-operated points and colour light signals** — route control relay interlocking panel; ETS **Bundook–Kimbriki** and **Kimbriki–Killawarra** retained; automatic staff exchangers remain; telephone call indicators |
| **February 1995** | **Loop closed** |
---
*Extracted from NSW Government Railways Weekly Notices, 1934–1982.*
*Note: Kimbriki's opening on 30 January 1934 was simultaneous with alterations at Charity Creek and Karaak Flat — all three locations changed their ETS section releasing on the same day, reflecting the coordinated implementation of the new Kimbriki crossing station. Circular No. 40–3 of 1934 was the base diagram from 1934 to at least 1970 — 36 years. By 1982 the section names had changed from the original Mount George–Kimbriki and Kimbriki–Wingham to Bundook–Kimbriki and Kimbriki–Killawarra, reflecting the opening of intermediate crossing loops at Killawarra.*