The train was normally an empty Limestone train but in those days they were also used to forward both Petrol, Fertiliser & sometimes an odd wagon of steel for Southern line destinations.
The normal X2010 as made out by the guard showed the train consist from the Brake Van through to the loco's, thus vehicle #1 on the X2010 was the Van & then numbered upwards to the front.
The wagons for destinations past MV, were detached there & then picked up by the next suitable train to be forwarded to Goulburn, where the wagons would have been then put onto appropriate trains to the destination or next point for transit.
In this case the DOT was diesel fuel for Glbn Loco & would be taken there by the South yard shunting engine. The Bomballa fert for the next goods train to Cooma/Bombala . They would have been left together for that train.
The wagons for Wallendbeen would have been remarshalled together & those for Boorowa also left together, & despatched on the first pick up or slow goods service south.
The Boorowa traffic would have been marshalled in the lead of the other traffic, in accord with the drop off locations along the way, as such if there had been traffic for Yass they would have been on the lead, & then the Boorowa. Train control would also know how much loading was at Harden & Galong for the branch, which would mean the fertiliser wagons could have been shunted off at Galong for attaching to the branch service.
The exception to that would have been if the wagons would have remained in Galong yard for any extended time to prevent interference with them, so would have been taken to Harden.
When looking at pick up trains for modelling purposes, the idea I will be using is to list 3xS, 2 x K, 1x MLV, 2 x RTC for Sleigh, 1x RTC for Union Oil etc at Akuna, if empties were required for Nullo Saw Mill, a list showing, 1xMLE, 2xS, & so on. The train consist & make up would have the wagons marshalled on the train with the first detach closest to the locomotive.
Any Loaded RTC, also required at least one wagon between it & a steam locomotive, also regarding Oil Depots, there was usually an engine stop board located just inside the terminals gates which were always shut except when being shunted, thus a sufficient number of wagons needed to be positioned between the engine & RTC for spotting.
An oil depot on the down side of the western line not far from Katoomba was shunted by 46cl but the O/head only went in as far as the gates, thus the wagon had to be marshalled on the train with at least 3 S trucks between it & the 46.
Hope this is of help.
008….PT KEMBLA NTH…. 6/2/80…1405HRS
SOUTH GOODS CONTROL
TRAIN NO.663, EMPTIES/FERT. TO MOSS VALE DEPARTED AT 1400HRS
GRD GREIG PT KEMBLA 1225HRS
DRV HUSSEY PT KEMBLA 1250HRS
JHG 34036 23 PT KEMBLA MOSS VALE USE
17 CH PT KEMBLA MEDWAY M/T
1 HCH 306 SAME
DOT 928 60 PT KEMBLA GOULBURN OIL
S 1723 24 SAME BOORAWA FERT
S 16002 24 SAME
S 6436 24 SAME
S 15369 24 SAME
S 2467 24 PT KEMBLA WALLENDBEEN FERT
S 14205 24 SAME BOORAWA FERT
S 14079 24 SAME WALLENDBEEN FERT
S 9763 24 SAME
S 15538 24 SAME
S 12739 24 SAME
S 12978 24 SAME
S 4180 24 SAME
S 12955 24 SAME
S 3318 24 SAME
S 14059 24 SAME
S 1416 24 PT KEMBLA BOMBALA FERT
S 6790 24 SAME
S 8883 24 PT KEMBLA BOORAWA FERT
TOTAL LOAD=38=58 AT 839 TONNES.
ASM PT KEMBLA NTH 1415HRS