Mount Neville Loop

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Type : Loop
Line : North Coast Line
Distance from Sydney : 768.481km
Location : -29.143529, 152.935693
Opened : 23 March 1943
Closed : 23 February 1953
Status : Closed
Name meaning : Named after the nearby mountain
Notes : Mount Neville had a two-stage operational life — key-locked (23 March 1943–7 February 1945) then fully signal-boxed (7 February 1945–23 February 1953). The 23-month key-locked phase is the longest documented in the North Coast wartime loop collection, reflecting the wartime difficulty of providing qualified signalling labour. The signal-box used the same drawings as Kerewong, Gaulds, The Risk and Loadstone (reverse of Loadstone) — a modular design that simplified wartime construction. The 10-year total lifespan (1943–1953) is the shortest of any signal-boxed crossing loop in the Grafton–Casino collection. On closure, the Divisible ETS arrangements for Camira Creek–Rappville (including Clearfield as intermediate block post) were more operationally complex than the simple two-section system they replaced — reflecting the post-war need to maintain throughput on the now-busier North Coast line without the loop.

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Mount Neville signal box, main North Coast line, opened 23 March 1943, closed 24 February 1953, I was born here in June 1945, photo shows my mother nursing my older brother, was located just south of Clearfield road crossing at 768.482km from Sydney. All that is left today are some of the foundations. (John Dougall)

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Location of the short lived (1943 - 1953) Mt Neville loop just south of Clearfield.

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Wal Browning:

1949 family living on the up side had a Distillery in the bush to produce Tea Tree Oil huge tank I relieved there for holidays that`s just how the building was then with the ganger`s house next door Thanks

Greg Lee:

For anyone who doesn't know, Mt Neville was a crossing loop between Camira Creek and Rappville. It was close to Clearfield station and water tank. So close that a Down train could be taking water at Clearfield tank, and not be clear of the points at Mt Neville.

Greg Lee:

During the latter years of WWII the North Coast was at saturation, with troop trains and general traffic. A number of additional crossing loops were constructed at that time to improve traffic flow. The ones that I know of, (apart from Mt Neville) are: Landrigans, Nana Glen, Kungala and Braunstone. There was also another one, on Red Hill, between Coffs and Landrigans, but I don't recall its name. Lance Lyon?

Lance Lyon:

Greg Lee new one to me

Ben King:

Also Lanitza between Kungala and Braunstone

Greg Lee:

Ben King My understanding is that when the line opened to South Grafton the crossing loops from Coffs were Coramba, Glenreagh and Lanitza. All the others were added later (during the war). After the war when there was less traffic, Lanitza was removed.

[admin]

# Mount Neville (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1943–1953

---

**Type:** Crossing Loop (Closed) 
**Line:** North Coast Line (Camira Creek–Mount Neville / Mount Neville–Rappville sections) 
**Distance from Sydney:** 768.481 km (Mileage **477m 31c** — per 1943 opening notice) 
**Location:** -29.143529, 152.935693 
**Between:** Camira Creek (south) and Rappville (north) 
**Opened:** **Tuesday, 23 March 1943** — W.N. 11–1943 (ref. C.T.M. 42–31,361; S.&T.E.) 
**Signal-box opened:** **Wednesday, 7 February 1945** — W.N. 5 and 6–1945 
**Closed:** **Monday, 23 February 1953** — W.N. 7 and 8–1953 
**Signal-box closed:** With loop abolition, 23 February 1953 
**Status:** Closed 
**Name meaning:** Named after the nearby mountain 

### Loop
**1,400 feet** in the clear — **Up side** of Main line; Mileage 477m 31c 

### Signal-box
Same drawings as Kerewong, Gaulds, The Risk and Loadstone; **reverse of Loadstone** (per your notes) 

### ETS Sections
| Period | Sections |
|--------|---------|
| Pre-1943 | Camira Creek–Rappville |
| **23 March 1943** | **Camira Creek–Mount Neville** (7m 35c) and **Mount Neville–Rappville** (~4m 65c) created |
| **23 February 1953** | Both cancelled; **Camira Creek–Rappville** (12m 25c, Type B Divisible, Staffs 1–60, 9–14 Divisible) restored; Clearfield reinstated as Intermediate Block Post |

---

### Opening — W.N. 11–1943 (23 March 1943)
**New Crossing Loop** — 1,400 feet in the clear; Up side; Mileage **477m 31c**; between Camira Creek and Rappville; Electric Train Staff and Crossing Loop — **MOUNT NEVILLE** 
Camira Creek–Rappville section cancelled; new sections:
- **Camira Creek–Mount Neville:** 7m 35c
- **Mount Neville–Rappville:** ~4m 65c

Complete arrangements per separate Circular and diagram 
Drivers' notices: Station-master South Grafton (Down journey) and Casino (Up journey) to furnish each Driver with printed notice — 3 days including day of opening (ref. C.T.M. 42–31,361) 

**Clearfield Intermediate Block Post abolished** concurrently — W.N. 12–1943 (ref. 42–21,617; per W.N. 41–1942 instructions cancelled) 

### Signalling Arrangements — W.N. 13–1943 (open/closed modes)

**(a) When Mount Neville is "CLOSED" as an Electric Train Staff and Crossing Station:** 
- Frame A: Down and Up Home and Distant signals left in clear positions; **closing lever No. 4** left in reverse position; key kept by **District Assistant Engineer, S.&T. Branch, South Grafton** 
- Frames B and C: not in use 

**(b) When Mount Neville is "OPEN" as an Electric Train Staff and Crossing Station:** 
- Frame A: Down and Up Home and Distant signals worked from Frame A; **opening lever No. 6** left in reverse position; key kept by District Assistant Engineer 
- Frames B and C: No. 1 levers unlocked by either key from **Duplex Lock on No. 5 Lever in Frame A**; when not in use keys secured by clip and S.L. lock 
- Electric Train Staffs not in use: kept by District Assistant Engineer, S.&T. Branch, South Grafton 

(C.T.M. 42–31,361; ref. **Circular No. 6–06 of 1943** — base diagram) *(W.N. 13–1943)* 

### Down and Up Home Signals Relocated — W.N. 3–1945 (18 January 1945)
- Down Home signal No. 2 replaced on main post of **right-hand half-bracket post**, **150 feet nearer to Grafton** 
- Up Home signal No. 7 replaced on main post of **left-hand half-bracket post**, **150 feet nearer to Casino** 
- Signals on dolly posts not brought into use until further notice 
- **Circular No. 6–06 of 1943** amended (S.&T.E.) *(W.N. 3–1945)* 

### Conversion to Centrally-Operated Loop — W.N. 5 and 6–1945 (7 February 1945)
**(a) W.N. 5–1945 — Advance notice:** 
On **Wednesday, 7th February, 1945**, Mount Neville to be converted to an Automatic Crossing Loop. Main alterations: 
1. Existing Frames A, B and C dispensed with; new **Signal-box** provided at middle of Loop on **Down side** of line 
2. Down and Up Home and Starting signals provided 
3. Points at each end of Loop worked from Signal-box 
4. **"U" indicators** on Main line Starting signals 
Complete arrangements per separate Circular and diagram *(W.N. 5–1945)* 

**(b) W.N. 6–1945 — Unattended working instructions:** 
> **Page 268 — Mount Neville** — Delete existing instructions and insert: 
> **Working When Signal-box is Unattended** — The signalling arrangements are modified to permit of trains being worked through when the Signal-box is unattended, without clearing the Main line Starting signals. 
> A **Guards' Lever (No. 7)** is provided in the Signal-box and **"U" indicators** are provided on the Main line Starting signals. 
> The method of working is in accordance with the instructions contained in the Working Time-table, Northern Division. *(W.N. 6–1945)* 

### Automatic Staff Exchanger — 1948
> **Mount Neville** — **12 feet from Brisbane end of platform** — Opposite signal-box. *(Source: 1948 Weekly Notices — Automatic Staff Exchanger location table)* 

### Closure — W.N. 7 and 8–1953 (23 February 1953)

**(a) W.N. 7–1953:** 
> **Mount Neville (North Coast) — Closing as an Electric Train Staff and Crossing Station** — On **Monday, 23rd February, 1953**, between 8.0 a.m. and 4.0 p.m., Mount Neville will be closed as an Electric Train Staff and Crossing Station. 
> 
> The points at each end of the Loop will be **spiked to lie for the Main Line** and secured with **standard clips and X.L. Lock**, and the Distant, Home and Starting Signal Arms will be fitted with **cross boards**. 
> 
> The Electric Train Staff Sections **Camira Creek–Mount Neville** and **Mount Neville–Rappville** will be cancelled and Electric Train Staff working will be brought into use over the section **Camira Creek–Rappville**: 
> - Length: **12m 25c** 
> - Type: **B** (Divisible) 
> - Staff Nos.: **1–60** (9–14 Divisible) 
> - Key Staffs: nil 
> 
> **Divisible Electric Train Staff working** introduced on Camira Creek–Rappville for all trains and light engines; **Clearfield (Mileage 478m 23c)** brought into use as **Intermediate Telephone Block Post**. 
> 
> **Method of Working** (Divisible Staff instructions): 
> (a) When a train with Driver in possession of "Ticket" portion has been despatched from Camira Creek or Rappville, Signalman must not hand "Staff" portion to Driver of following train until advice received by telephone from Guard that his train is about to depart complete from Clearfield. [Light engine: Fireman carries out Guard's role.] 
> (b) Guard of train with Driver holding "Staff" portion must not permit departure from Clearfield until communicating with Camira Creek or Rappville and advised that preceding train (holding "Ticket" portion) has arrived complete inside Home Signal. 
> (c) Driver holding "Staff" portion must not depart Clearfield until receiving regulation hand-signal from Guard (Rule 195). 
> (d) Signalman at Camira Creek or Rappville to verbally inform Guard of each train whether Driver holds complete Staff or "Ticket" or "Staff" portion. 
> 
> Drivers' notices: Station-master South Grafton (Down) and Casino (Up) — 3 days including date of opening. (V.52–135–4.) *(W.N. 7–1953)* 

**(b) W.N. 8–1953 — Local Appendix:** 
> Sections Camira Creek–Mount Neville and Mount Neville–Rappville to be deleted; Camira Creek–Rappville (12m 25c, Type B, Staffs 1–60, 9–14 Divisible) added in lieu. *(W.N. 8 and 17–1953)* 

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **23 March 1943** | **Loop opened** — 1,400 feet; Up side; Mileage 477m 31c; key-locked (Frames A, B, C); Camira Creek–Mount Neville (7m 35c) and Mount Neville–Rappville created; Clearfield Intermediate Block Post abolished (W.N. 11 and 12–1943; ref. C.T.M. 42–31,361) |
| **W.N. 13–1943** | Full open/closed signalling arrangements — closing lever No. 4; opening lever No. 6; Duplex Lock No. 5 Frame A releasing B and C; staffs kept by District Asst Engineer S&T South Grafton; **Circular No. 6–06 of 1943** |
| **18 January 1945** | Down Home No. 2 and Up Home No. 7 each refixed **150 feet** toward Grafton/Casino respectively on half-bracket posts; Circular No. 6–06 amended (W.N. 3–1945) |
| **7 February 1945** | **Signal-box commissioned** — Frames A, B, C dispensed with; new signal-box at middle of Loop, Down side; Down and Up Home and Starting signals; points from signal-box; "U" indicators; Guards' Lever No. 7; unattended working (W.N. 5 and 6–1945) |
| **1948** | Automatic staff exchanger — **12 feet from Brisbane end of platform**, opposite signal-box |
| **23 February 1953** | **Loop and signal-box closed** — points spiked; clips and XL locks; cross boards; Camira Creek–Mount Neville and Mount Neville–Rappville cancelled; **Camira Creek–Rappville** (12m 25c, Type B Divisible, Staffs 1–60, 9–14 Divisible) restored; Clearfield reinstated as Intermediate Block Post; Divisible ETS working instructions (W.N. 7 and 8–1953; ref. V.52–135–4) |

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*Extracted from NSW Government Railways Weekly Notices, 1943–1953.* 
*Note: Mount Neville had a two-stage operational life — key-locked (23 March 1943–7 February 1945) then fully signal-boxed (7 February 1945–23 February 1953). The 23-month key-locked phase is the longest documented in the North Coast wartime loop collection, reflecting the wartime difficulty of providing qualified signalling labour. The signal-box used the same drawings as Kerewong, Gaulds, The Risk and Loadstone (reverse of Loadstone) — a modular design that simplified wartime construction. The 10-year total lifespan (1943–1953) is the shortest of any signal-boxed crossing loop in the Grafton–Casino collection. On closure, the Divisible ETS arrangements for Camira Creek–Rappville (including Clearfield as intermediate block post) were more operationally complex than the simple two-section system they replaced — reflecting the post-war need to maintain throughput on the now-busier North Coast line without the loop.*