Often, at the conclusion of this assisting manoeuvre, the 19 class would be scheduled to return to loco for regular maintenance. Now that we are stationary, all hope is in the air that there is enough water still left in the boiler to cover the tubes and fusible plugs. More oft than not, you would have the injector straight on, pumping in the valuable commodity, and although anxious to get home, hoping that the `all clear' signal wouldn't be given `just yet'. Not to worry, being a light engine, and a slow 19 class 0-6-0 at that, there wasn't much chance you would be let out on the main until a substantial gap was realised.

It was always an interesting place to sit and while-away the time, watching interstate expresses arrive and depart through the complex track work that constituted the yard throat of Sydney Passenger Terminal. Along with a constant flow of Interurban's and shunting- moves, as well as the suburban trains on the far side, there was constant movement- `except for us!'.

With a clear signal shown, we would make the final short ascent out of the goods line and then be 'on the main' good and proper. It must have been an endearing site, this 1800's technology, almost a hundred years on, trundling along the mainline at a leisurely pace as local electric's scampered back and forth and maybe, just maybe, an opposing express headed up by a 38 class or a couple of newfangled diesels might just try and blow you off the track.

 Through Redfern, side rod's clanking away and a non-polluting smidgen of smoke we would trundle past hoards of local travellers waiting for their `Red Rattler' home (or to work). At the southern end of Redfern Station, we would deviate off the mainline and enter "The Illawarra Dive". This subterranean refuge would take us into a dark and dingy hollow that forged its way under all the mainline and suburban trackage to exit alongside the Eveleigh loco depot foreman's office and have us heading in the direction of the South Coast. To the right were the MacDonaldtown (no - it wasn't a fast food city) car sheds, nestled in a hollow between the South Coast lines and the Main North/South/West and suburban lines. A long pedestrian footbridge spanned this area affording access for railway staff to the loco depot, car sheds, MacDonaldtown station and an employees car park on the far side of the tracks.

 After rolling down a short grade, we would bring our mighty steed (Shetland pony) to a halt at Erskineville station and wait for our shunting signal to allow us to set-back into the Alexandria Goods Yard approach and henceforth into Eveleigh loco. It was standard procedure to replenish the sandboxes and top-up the tender with water, you would then leave your mount where instructed, and head to the charge man's office.

 The charge man's office was located right at the MacDonaldtown overbridge stairs, engines coming into loco usually were stopped just here and the driver would find out what road the engine had to be placed in. While in the office, some pranksters would oil the rail under the trailing drivers (the loco would undoubtedly be tender first). Now the grade here was quite steep, and as you would imagine, the engine would erupt into wheel spin and gradually drift downhill. Of course if the engine happened to be a 36 or 38 class, it had no rear sanders - nuff said.

 An unusual job that I scored when on shed duty with my regular driver was to take an engine, fresh from overhaul, to Enfield locomotive depot. Now, this may not seem like any big deal, but in this case, we struck a rather different type of engine, one not normally associated with passenger working (as Eveleigh was), a rather large AD60 Garratt, 4-8­4+4-8-4, all 260 tonnes of it. Neither the driver or myself had ever worked on one of these behemoths, and all the engines we worked regularly, even the 200 ton 38's, were hand - fired. The Garratt was 'stoker fired', and the firebox was "big".

 We discussed the situation with each other and decided, `yea! Why-not!' There's a lot of engine in front of you on one of these freight giants, but the biggest challenge - we didn't have a clue how to work the stoker and neither did anyone else in the depot at the time. Oh well! Its just a light engine (always amazes me how 260 tonnes is light!) And we felt we could get by with hand firing.

 When a steam engine Is working hard they eat a lot of coal, and hand firing them is strenuous work, but at least you can get enough swing on the shovel to regularly get some coal to the front of the firebox. But the Garratt, with the firebox the size of an average bedroom, was an enormous effort to get coal much past half way. Fortunately for us, the freshly shopped engine steamed admirably and we managed to get the 60 class safely over the road to Enfield.

 Enfield, as opposed to Eveleigh, was a sprawling facility, the steam loco depot separated from the diesels (DELEC) by the enormous Enfield gravity sorting yard. Three full circle roundhouses feeding one to the other catered to the needs of the vast number and variety of steam engines housed there. Being a goods depot primarily, the standard goods engines of the 50 through 56 class abounded, also prevalent were 59 class Mikado's and of course Garratt's. Unfortunately, absent from the scene by the time I was on the job were the magnificent 57 and 58 class Mountains. The goods yard, being as large as it was, required more than 19 class engines to work it and standard goods 2-8-0's were used, some with modified four wheel tenders affording better vision for the crews.

 Return from Enfield/DELEC to the home depot could entail another light engine move or a ride on the Railway Bus, a compact mini-bus that ployed its trade on a regular (1/2 hourly, as I recall) basis to Flemington Station, where, if you were lucky enough, a connection might be made for a city bound train. This is where MacDonaldtown station came in, otherwise you would have to alight at Redfern and trudge back some distance to the depot office.