Class Index – The Rail Motor Society

1923 - 42' Rail Motor CPH Class

The 42-foot Rail Motor emerged from plans by the New South Wales Railways to build a self-propelled passenger vehicle for use throughout the state using the experience gained from the two prototype Rail Motors No.1 and No.2. The 37 vehicles of this class would serve for a period of over sixty years and were known colloquially as Tin Hares (as they were introduced at the same time as the tin hare into greyhound racing). Later they were given the coding CPH and are now more generally known as the CPH Class or as “42-Footers”.

The body was divided into 3 compartments, seating up to 52 passengers and 2 crew. The First Class section (at the No.1 End) accommodated 21 passengers while the Second Class section accommodated 24 at the No.2 End. The centre Guard’s compartment separated the two passenger compartments and provided the necessary area for the carriage of parcels and mail. This compartment could seat up to seven Second Class passengers on wooden slatted fold-down seats during crush periods. Two driving cabs were positioned at each end within the saloon areas. Entry to the cab was gained through a door in the back that opened into the passenger compartment and also served as the driver’s seat back. The driving controls were arranged to allow the vehicle to be driven from either end and this meant the vehicle did not have to be turned at a terminus for the return journey.

The cab occupied the centre part of the car and single seats were mounted on either side for passenger use. These seats were in great demand by young and old alike because they had a forward aspect and overlooked the driver’s controls providing an excellent opportunity for the study of rail motor driving techniques. A compartment was located in the Second Class area housing the dry hopper toilet and wash basin. This facility did not have running water and a large watering can, that was filled by the guard, was provided for the convenience and hygiene of the passengers.

The original seating was a fixed type and they were grouped in facing pairs. One side of the aisle had a two-seat arrangement while the opposite side had a three-seat arrangement. These seats were small and even with additional upholstery proved rather uncomfortable. From 1936 Hale and Kilburn turnover seating was progressively fitted to all cars. The roof was finished with canvas and navy dressing which was laid on the wooden roof timbers. Roof ventilators were provided.

Engine & Transmission

The first four vehicles built (No.3-No.6) were fitted with a 6-cylinder 72 hp Thornycroft Z6 marine petrol engine. This engine was mounted with its attendant Thornycroft four-speed gearbox in the frame under the floor in the centre of the vehicle and all gears could be operated from either cab. It appears the Z6 engine did not perform as well as expected and two further engines were supplied by Thornycroft free of charge to replace defective units. No.1 (built 1927) and No.2 (built 1926) also received Thornycroft engines (these were probably the two replacement engines supplied by the manufacturers) when built but these were replaced with Leyland engines shortly after.

The next batch of vehicles was powered by a 6-cylinder 100 hp Leyland petrol engine coupled to an Eveleigh designed 4-speed gearbox, which became the standard fitting for many years. The Thornycroft engines in first four were replaced with the 100 hp Leyland between June and October 1924. These vehicles were geared for a road speed of 40 mph. The Leyland engine, being more powerful, allowed the rail motors to haul a trailer, when warranted by increased traffic demands. Two independent systems of ignition were fitted, a battery-fed ignition for starting and a high-tension magneto for running.

The manual gearbox was used to transfer power from the engine to the wheels and a clutch operated from a pedal in either cab was used to disengage the engine from the gearbox. Other auxiliaries that were belt driven from the engine were an air compressor and an electric generator. Reversing was achieved in the final drive. The reversing final drive featured dual crown wheels that were engaged pneumatically to select the direction of travel.

Radiators were mounted under the floor for cooling the engine and these were positioned along the outer side of he vehicle to obtain the best results. A fan was fitted to force air through the radiators and this system was arranged to obtain equal degrees of cooling for either direction of travel.

Developments

The location of the radiators under the side of the vehicles proved to be unreliable as they easily became clogged with grass and dirt on the country branches over which they predominantly worked. As the only cooling medium was natural air circulation, the radiators were relocated to the roof at the No.2 end to provide greater cooling as more powerful petrol and diesel engines were fitted. A hand-operated pump supplied make-up water from a storage tank in the Guard’s compartment to replenish water lost from the radiators.

In 1935, Rail Motor No.23 was fitted with a 6-cylinder 150 hp Leyland E47/1 petrol engine coupled to a Leyland Lysholm-Smith torque converter transmission. This Leyland engine and transmission was the same as that used in the twin-engined Rail Motor No.38 and the later 400 class. Between 1936 and 1946, the use of this engine was extended to No.2, 3, 5, 6, 15, 21, 30, 35 and 36. The Leyland Lysholm-Smith transmission was also fitted to No.2, 6, 15, 21, 30 and 36 between 1938 and 1941 in conjunction with the Leyland E47/1 engine.

A number of different engines were trialled in these vehicles. A 6-cylinder 150 hp A.E.C. petrol engine was installed in No.35 in 1933. This engine lasted until 1939 when it was replaced with a 10 litre Leyland. A 6-cylinder 185 hp Winton petrol engine was installed in No.30 in 1934 and another in No.25 in 1935. The unit in No.30 was replaced by a 10 litre Leyland in 1937, however, the engine in No.25 lasted until replaced by a GM diesel. The Winton engines were higher in profile than the available underframe clearance and protruded above floor level of the Guard’s compartment. This required a raised false floor to be fitted. In 1939, a 6-cylinder 120 hp Leyland diesel engine with Lysholm-Smith transmission was fitted to No.18. The Leyland diesel proved very reliable and remained in service until replaced by a GM diesel in 1953.

In April 1945, a 6-cylinder 153 hp two-stroke General Motors Detroit Diesel Series 71 Model 6057 engine was fitted to No.12. This engine was coupled to a Twin Disc DFF 10024-TC-1L torque converter transmission and drove the inside axle on the bogie under No.2 End via a cardan shaft and a reversing final drive. The success of this engine and transmission combination led to it becoming the standard fitting for the CPH Class, No.38 and the three surviving 400 class members. By September 1956, the entire fleet had been converted to diesel power when No.27 was returned to service.

No.2 and No.19 were, for a period, fitted with a General Motors Allison TCLA 655 torque converter. This converter did not have a neutral position provided in the transmission as they were permanently coupled to the engine. This engine and transmission combination was used in the later 600 Class rail motors and these installations were probably for trials prior to the construction of the 600 Class. No.16 was fitted a Torcon transmission between 1949 and 1951. This was probably a trial installation for the transmission used in the 900 Class power cars. These three vehicles were not able to work in multiple with other members of the class until they were later fitted with the standard Twin Disc transmission.

The main auxiliaries, the air compressor and generator were coupled to the engine via shaft drives. The air compressor supplied air for the brakes, horn, sanding gear and other controls. The generator supplied power for battery charging, lighting, etc. Multiple unit working was possible when General Motors engines and their associated electro-pneumatic controls were fitted. Electrical control jumpers and air hoses were fitted and this enabled the rostered multiple unit (MU) working of up to five units.

During World War II, six of the class were fitted with gas producer units due to the shortage of petrol. The units fitted were No.6, 15, 21, 23, 30 and 36 and these units were all fitted with the Leyland 150 hp E47/1 engine. It is interesting to note that five of the six gas equipped units were destroyed by fire, while the gas equipment was removed from the sole survivor, No.6, after the War.

Bogies

The first 32 vehicles were fitted with bogies that featured inside axle box journals, similar to steam locomotives. The welded steel disc wheels were constructed from 1/8″ dished plate and were attached to a cast steel boss. These wheels proved troublesome and the steel thickness was later increased to 3/16″. The first five cars had 2′ 8½” diameter driving wheels with 2′ 1″ diameter wheels on the three non-driving axles. The remaining cars to No.32 had 2′ 8½” diameter wheels on the power bogie and 2′ 1″ diameter wheels on the trailing bogie.

No.33 to No.37 were fitted with a light construction bogie with cast, spoked steel wheels and outside axle boxes. Wheel diameter was 2′ 8½” and the bogies were classified 2QO. A roller bearing version of this bogie, coded 2QR, was fitted under No.35 and the No.2 end of No.36 in 1959.

A more substantial type of bogie, classified 2QG, was designed and replaced the earlier inside journal type on the first 32 vehicles from 1931 onwards. The 2QG type was developed from an earlier “G” type bogie, common on many passenger carriages. The 2QO and 2QR bogies under No.33 to No.37 were replaced with the 2QG pattern between 1964 and 1967. The wheel diameter on the 2QG bogie was 2′ 8½”. These bogies were originally fitted with spoked wheels, but these were later replaced by the cast disc type.

Multiple Unit Working

Before multiple unit working was available and two rail motors were required to run coupled together, a driver was required in each of the units. To synchronise the driving controls, a system of bell signals was set up to allow communication between the drivers. Trailers were not fitted with controls and this meant that when trailers ere used, the rail motor had to run round its trailer at each terminus. Rail motors were rarely coupled to other vehicles because of their light draw-gear.

Electro-pneumatic controls were installed with the introduction of the Detroit Diesel engine and Twin Disc transmission combination. In this system, electrically operated magnet valves allowed the operation of the torque converter (neutral, converter and direct drive) controls and direction (forward and reverse positions) by air pressure. The throttle remained pneumatic and was operated by a continuous pipe through the train. This enabled full multiple unit operation of up to five 42-foot type vehicles by a single driver. The limitation of five vehicles was imposed by the lag encountered with the pneumatic operation of the straight air brake and the throttle.

The original Rail Motors weighed 14 tons 14 cwt, but this has risen to 18 tons with the fitting of different engines and bogies. Rail Motors No.33 to No.37 have a tare weight of only 16 tons because of lighter bogies. The fuel tank, with a 70-gallon capacity, was mounted under the Guard’s compartment floor. When GM diesels were fitted the tank capacity was increased to 96 gallons and this allowed a normal working range of over 600 miles (1,000 kilometres).

Light hook-type draw-gear, small buffers, cowcatchers and headlights were mounted at each end of the vehicle. Electric marker lights were fitted during the life of these vehicles. A safety feature to protect the train was a dead-man’s pedal. If the driver became incapacitated and released the pedal, the engine is returned to the idle position and a warning buzzer is sounded in the guard’s compartment. On hearing the buzzer the Guard would then activate the emergency brake air tap in his compartment.

The Rail Motors provided the postal service for line side communities on branch lines. The postal boxes were hung on brackets mounted outside the vehicle at each end and within easy reach for patron on the platforms.

Towards the end of their service lives, a number of the class were fitted with the so called “big cab” conversion. The provision of this facility was for safety reasons, allowing the Driver to be separated from the passengers and also providing a more spacious work area. A moveable seat was provided for the driver’s use. Additional seating was also provided by a various combinations of single and/or double seats for the guard’s use. The layout of the enlarged cab generally involved the removal of the first row of seats and the installation a fixed bulkhead between the first and second windows to create the separate driver’s compartment. The majority of the original driver’s cab was removed, leaving only the sidewalls adjacent to the front of the vehicle remaining. This modification could be made to either the No.1 or No.2 End. There was a consequent reduction in the seating capacity.

Vehicle Configerations

42' Rail Motor (as built)

Code:

Number: 1 - 37

As built, the 42-Foot Rail Motors seated 45 in fixed seating. The No.1 End accommodated 21 First Class while the No.2 End accommodated 24 Second Class. Wooden folding seats in the Guard’s compartment could seat an additional 9 passengers. A dry hopper toilet was fitted in the No.2 End adjacent to the guard’s compartment. There was no running water, however, for hygiene purposes a water can was provided. Engine radiators were located beneath the floor level in the centre of the vehicle. Inside axle box bogies with pressed steel wheels were fitted to these vehicles.

42' Rail Motor (c.1930)

Code:

Number: 1 - 37

By the early 1930’s, the roof mounted radiators on the No.2 End had replaced the underfloor type and the original inside axle box bogies with pressed steel wheels had been replaced by a more utilitarian bogie type. The fixed seating was replaced by Hale and Kilburn roll-over type. The toilet was modified to the normal drop-through type used on passenger cars and a running water supply provided.

BPH (1930)

Code:

Number: 25

In 1930, CPH 25 had all of the seating removed from the No.2 End and the space turned over to luggage and parcels. No.25, now with only First Class seating, was recoded BPH and allocated to Dubbo where it worked similar services to No.38.

Diesel Rebuild (c.1945)

Code:

Numbers 1-8, 10-14, 16-20, 22, 24-28, 31-37

In April 1945, CPH 12 was the first of the class converted to the standard Detroit Diesel engine and Twin Disc hydraulic transmission. The basic layout of the vehicles remained unchanged from their pre-diesel configuration.

42' Rail Motor (c.1960)

Code:

Number: 1-8, 10-14, 16-20, 22, 24-28, 31-37

By the 1960’s, most of the class had been modified with the removal of the crown lights and the replacement of the lift-up windows in all the doors with fixed glass panes. The matchboard siding had been replaced with more utilitarian plywood sheeting. Gas heating was fitted and a large gas cupboard provided in the Guard’s compartment for the gas supply with a consequent reduction in the “crush” seating capacity.

Extended Luggage Compartment (c.1965)

Code:

Number: 1, 3, 4, 6, 12, 18, 19, 25, 27 and 31.

In the early 1960’s, a number of the class had the transverse seating removed from the No.1 End to create an extended luggage compartment. The single seats adjacent to the driver’s cab were retained and seating for ten was provided in two rows of seats adjacent to the centre guard’s compartment. Seating for six First Class was provided by allocating 2 x 3 seats to First Class in the No.2 End. Total seating was 6 First Class and 30 Second Class. This modification was applied to Nos. 1, 3, 4, 6, 12, 18, 19, 25, 27 and 31.

Extended Luggage Compartment (1969 and c.1980)

Code:

Number: 1, 3, 4, 6, 7, 12, 14, 16, 18, 19, 24, 25, 26, 27 and 31

From 1969, the earlier configuration was modified by removing the remaining transverse seating from the No.1 End and providing accommodation for six in two longitudinal seats adjacent to the centre guard’s compartment. The single seats adjacent to the driver’s cab were retained. Seating for six First Class was provided by allocating 2 x 3 seats in the No.2 End. Total seating was 6 First Class and 26 Second Class. In addition to the earlier vehicles, this modification was also applied to Nos. 7, 14, 16 and 24. In about 1980, CPH 26 was similarly modified but differed slightly with accommodation for 4 First Class and 26 Second Class. The single seats beside the No.1 End Driver’s Cab were omitted and only 2 x 2 seats allocated to First Class in the No.2 End.

Additional Luggage Storage (c.1980)

Code:

Number: 2, 4 and 12

In the 1980’s Nos. 4 and 12 had one two-seat bench adjacent to the centre guard’s compartment removed to provide additional luggage storage space. Seating was 19 First and 24 Economy class. CPH 2 had the seating along one side and single seats adjacent of the driver’s cab in the No.1 End removed with seating being 8 First and 24 Economy.

Enlarged Driver's Cab (No.1 End)

Code:

Number: 3, 8, 11, 13, 19, 22, 27 and 31

No.1 End driver’s cab was enlarged by placing a bulkhead between the first and second row of seats. The back of the driver’s cab was removed leaving only the side walls adjacent to the front of the vehicle and a separate, moveable seat was provided for the driver. Seating was altered to 14 First Class and 24 Second Class. This arrangement was applied to Nos. 3, 8, 13, 19, 22, 27 and 31. No.11 was similar, however, the seating class designations were reversed (24 First and 14 Second Class).

Enlarged Driver's Cab (No.2 End)

Code:

Number: 5, 6, 12, 32, 33, 34, 36 and 37

The No.2 End driver’s cab was enlarged in a similar fashion to that applied to the No.1 End. Seating was altered to 21 First Class and 17 Second Class. This configuration was applied to Nos.5, 12, 32, 33, 34, 36 and 37. No.6 was fitted with an enlarged cab at the No.2 End but it also retained the extended luggage compartment arrangements and seated 6 First Class and 17 Second Class.

Seating

Initially fixed seating was provided throughout the class. This proved to be uncomfortable and about 1930 the rake of the seat backs was changed to provide more passenger comfort. Later, Hale and Kilburn rollover seating was provided in the saloons except for the smaller seats adjacent to the entry doors which remained fixed facing outwards towards the driver’s cab. Seating capacity remained unchanged at 21 First Class and 24 Second Class.

Many seating layout variations were fitted during the life of the class. These variations generally involved removal of some seating to provide for additional luggage and parcel capacity. As vehicles passed through the workshops these changes were made depending upon the depot to which they were to be next allocated. Thus seating that was removed during one workshop visit may have been restored or further altered at the next.

There have been four major layouts that have been applied to a significant number of class members. These changes were internal in nature and the external appearance of the vehicle remained basically unchanged. The only outward external change was the notation DRIVER on the doors of those vehicles fitted with extended driver’s cabs.

1960 – Seating was altered to 6 First Class and 30 Second Class. This configuration was applied to Nos. 1, 3, 4, 6, 7, 12, 14, 16, 18, 19, 24, 25, 27 and 31. CPH 26 was a variation

1969 – Seating was altered to 6 First Class and 26 Second Class. This configuration was applied to Nos. 1, 3, 4, 6, 7, 12, 14, 16, 18, 19, 24, 25, 27 and 31. Others with some form of extended luggage capacity were CPH 26 with 4 First and 26 Second Class, CPH 4 and 12 with 19 First and 24 Second Class and CPH 8 with 8 First and 24 Second Class.

1975 – No.1 End driver’s cab was enlarged by placing a bulkhead between the first and second side walls adjacent to the front of the vehicle. A separate, moveable, seat was provided for the driver. Seating was altered to 14 First Class and 24 Second Class. This configuration was applied to Nos. 3, 8, 13, 19, 22, 27 and 33. No.11 was similar, however, seating class designations were reversed (24 First and 14 Second Class).

1975 – No.2 End driver’s cab was enlarged similar to that applied to the No.1 End. Seating was altered to 21 First Class and 17 Second Class. This configuration was applied to Nos. 5, 12, 32, 33, 34, 36 and 37. No.6 was also fitted with an enlarged cab at the No.1 End but also retained the extended luggage compartment and seated 6 First Class and 17 Second Class.

Trailers

Three types of trailers were designed for use with the 42-foot Rail Motors. Bogie Trailers of the CTH and later CTC Class and the conversions of three old Redfern cars catered for increased passenger patronage, while the 4-wheel Parcels Trailers of the LT/GT Class catered for the increased parcels and light goods traffic.

COLOUR SCHEMES

When introduced, the 42-foot Rail Motors had a varnished natural timber finish. In 1927 an overall khaki finish was applied. This was later modified with red lining. A silver and blue scheme, similar to that used on the “Silver City Comet” was applied to some class members from 1937. Post World War II, a green and cream livery was introduced (the Rail Motor Society has adopted this scheme for their restored CPH’s). The standard passenger car scheme of Tuscan red with a Russet brown band along the windows was adopted from the late-1940’s. The final colour scheme was an overall Indian Red with Chrome Yellow lining.

Date	Colour Scheme
1923	Varnished timber finish
1927	Khaki
1928	Khaki and red
1937	Silver and blue lining
1945	Cream and green
1949	Tuscan Red and Russet Brown
1960	Indian Red and Chrome Yellow lining

Services

Following a succesful trial trip from to Sydney to Bombala and return on 7/8 Decemeber 1923, Rail Motor No.3 was placed into official service on 17 December 1923. Based at Culcairn, No.3 worked a thrice weekly service to Rand, followed by a thrice weekly service to Holbrook, commencing on 18 December 1923, which operated twice a day in each direction on Tuesdays, Thursdays and Saturdays. Both of these services were short lived, being terminated in November 1924.

By mid-June 1925, 12 units were in operation and services included Narranderra to Hillston and Tocumwal, Narromine to Cootamundra, Dubbo to Stuart Town and Gwabegar, Werris Creek to Tamworth and Binnaway, Burren Junction to Pokataroo and Walgett, Muswellbrook to Merriwa and Kyogle to Lismore. A further 10 units joined the fleet over the next 12 months with additional services being introduced, including Moree to Mungindi, Werris Creek to Narrabri West, Goulburn to Crookwell, Wyalong to Lake Cargelligo, Bogan Gate to Tottenham and Parkes to Cootamundra. By the end of 1927, 28 rail motors were in service and additional branch line services were introduced.

16 July 1928 saw the first use of rail motors in the Sydney Metropolitan area with the Bankstown to Lidcombe service. Other routes introduced around this time were Hornsby to Cowan and Sutherland to Waterfall. Further Metropolitan services were added, including Clyde to Carlingford and Canterbury Sidings, Liverpool to Campbelltown, Westmead to Rogans Hill and Kingsgrove to East Hills. Many of these services continued until ultimately replaced by the steady expansion of the suburban electrified network.

CPH rail motors continued to service country branches until their final withdrawal. Many were later concentrated in Sydney where they provided services on the Richmond Line, while a further group were based at Wollongong. These provided local services from Wollongong to Waterfall, Port Kembla, Kiama and Moss Vale. The Northern region had only limited services on the Muswellbrook to Merriwa Line, while one CPH was based in Newcastle to service the Belmont Line following the withdrawal of steam hauled trains. The CPH was required due to limited clearance in Fernleigh (Adamstown) Tunnel that prevented the use of 600/620/660 Class units. This service was withdrawn on 8 April 1971.

Individual rail motors were not generally dedicated to particular areas of NSW and were rotated with other units on a regular basis as they required workshop attention.

Class Roster

No.	In Service	Condemned	Fate
1	19.11.1926	08.01.1985	Sold to South Pacific Electric Railway. Now preserved by The Rail Motor Society, Paterson (operational).
2	14.12.1925	08.01.1985	Damaged in collision at Tocumwal 27.06.1978. Body from CPH 20 fitted 6.08.1980. Sold to A.R.H.S. (ACT Division) (stored at Junee).
3	17.12.1923	18.05.1984	Sold to NSW Rail Transport Museum. Now preserved by The Rail Motor Society, Paterson (operational).
4	01.01.1924	07.11.1980	Damaged in collision at Temora 24.07.1980 and scrapped 13.02.1982.
5	16.02.1924	08.01.1985	Sold to Steam Tram Preservation Society, Parramatta. Destroyed by fire at Parramatta Park 07.06.1993.
6	18.02.1924	08.01.1985	Sold to Macquarie Valley Railway Society. Now preserved by Cooma Monaro Railway (operational).
7	12.09.1924	08.12.1985	Sold to NSW Rail Transport Museum. Now preserved Rail Motor Society, Paterson (operational)
8	23.01.1925	08.01.1985	Sold to Macquarie Valley Railway Society. Now preserved by Cooma Monaro Railway (operational).
9	18.02.1925	16.04.1934	Damaged in collision and converted to HT 76.
10	30.03.1925	23.12.1970	Damaged in collision at Heathcote 28.10.1970 and scrapped.
11	04.05.1925	.1983	Sold to Dorrigo Steam Railway & Museum. Now preserved by Glenreagh Mountain Railway (stored).
12	02.07.1925	08.01.1985	Sold to Lachlan Valley Railway, Cowra (stored).
13	18.06.1925	08.01.1985	Sold to A.R.H.S. (ACT Division). Now owned by Goodwin Alco Pty Ltd and preserved by Oberon Tarana Railway (restoring).
14	13.07.1925	.1983	Preserved Rail Motor Society, Paterson (stored).
15	13.07.1925	06.02.1946	Body destroyed by fire 1.11.1945 – underframe scrapped
16	22.07.1925	.1983	Privately owned. Preserved by Hunter Valley Railway Trust, Branxton (stored).
17	10.08.1925	10.07.1973	Damaged in collision at Waterfall 21.03.1973 and scrapped.
18	18.03.1926	08.01.1985	Preserved by the NSW Rail Transport Museum, Thirlmere (operational).
19	01.03.1926	23.03.1984	Sold to Zig Zag Railway, Lithgow. Now preserved by The Rail Motor Society, Paterson (static).
20	12.04.1926	11.02.1981	Damaged in collision and body fitted to underframe of CPH 2 on 6.08.1980. Underframe scrapped.
21	27.04.1926	06.02.1946	Body destroyed by fire 20.10.1945 – underframe scrapped
22	10.05.1926	08.01.1985	Sold to Zig Zag Railway, Lithgow. Now preserved by Cooma Monaro Railway (operational).
23	07.06.1926	31.01.1946	Body destroyed by fire 15.09.1945 and underframe scrapped.
24	07.02.1927	08.01.1985	Sold to Lachlan Valley Railway, Cowra (operational).
25	07.02.1927	08.01.1985	Sold to Lachlan Valley Railway, Cowra (operational). Stored at Junee.
26	19.03.1927	05.05.1976	Damaged in collision at Temora 23.02.1976 and scrapped.
27	26.04.1927	08.01.1985	Sold to A.R.H.S. (ACT Division), Canberra (static).
28	27.06.1927	20.06.1978	Damaged in collision 21.02.1978 and scrapped 13.02.1982.
29	29.08.1927	18.08.1936	Body destroyed by fire 22.01.1936 and underframe scrapped.
30	06.11.1927	24.08.1944	Body destroyed by fire 27.04.1944. Underframe used under body of CPH 5.
31	29.10.1927	08.01.1985	Sold to Lachlan Valley Railway, Cowra. Now preserved at Hunter Valley Railway Trust, Branxton (stored).
32	16.11.1927	29.04.1983	Sold to Dorrigo Steam Railway & Museum (stored).
33	20.01.1930	08.01.1985	Damaged in collision. Sold to Dorrigo Steam Railway & Museum for parts. Scrapped.
34	31.03.1930	29.04.1983	Sold to Dorrigo Steam Railway & Museum (stored).
35	20.05.1930	24.02.1986	Sold to Dorrigo Steam Railway & Museum (stored).
36 ⁽¹⁾	14.06.1930	10.08.1943	Body destroyed by fire 10.08.1943
36 ⁽²⁾	12.04.1944	24.02.1986	Sold to Dorrigo Steam Railway & Museum (stored).
37	08.07.1930	24.02.1986	Sold to A.R.H.S. (ACT Division), Canberra (operational).

Technical Data

Vehicle Dimensions

Length over buffers	44′ 8″	13 614 mm
Length over body	42′ 0″	12 802 mm
Width over body	9′ 8″	2 946 mm
Height rail to roof	11′ 6″	3 505 mm
Height over radiators	13′ 6″	4 115 mm
Bogie centres	28′ 0″	8 534 mm
Weight	23 tons	23.4 tonnes
Service Speed †	40 mph	65 kmph
Service Speed ‡	50 mph	80 kmph
Fuel Capacity (petrol)	70 gallons	318 litres
Fuel Capacity (diesel)	96 gallons	436 litres
Fuel Consumption	5 miles/gallon	56.5 litres/100 km
Brake System	Straight Air
Wheel Arrangement	2-A1

^† As built with Thornycroft engine

^‡ As modified with Leyland engine

Engine Data

Engine Data (Production Engines)

Date	1923	1924	1935	1945
Manufacturer	Thornycroft	Leyland	Leyland	General Motors
Make				Detroit Diesel
Type	Petrol	Petrol	Petrol	Diesel
Series				71
Model	Z6		E47/1	6057
Cycle	4-stroke	4-stroke	4-stroke	2-stroke
Aspiration	Natural	Natural	Natural	Roots Blown
Cylinders	6 in-line	6 in-line	6 in-line	6 in-line
Layout	Vertical	Vertical	Vertical	Vertical
Bore		5.5″ (139.7 mm)	5.0″ (127.0 mm)	4.25″ (108.0 mm)
Stroke		6.5″ (165.1 mm)	5.1875″ (131.8 mm)	5.0″ (127.0 mm)
Capacity		927 cu in (15.3 litres)	611 cu in (10.0 litres)	426 cu in (7.0 litres)
Power	72 hp (54 kW)	100 hp (75 kW)	150 hp (112 kW)	153 hp (114 kW)
Oil Capacity				4.25 gallons (19.3 litres)
Cooling Water Capacity				40 gallons (182 litres)
Transmission	Thornycroft	Eveleigh	Eveleigh and Lysholm-Smith	Twin Disc

Engine Data (Trial Engines)

Date	1933	1934	1939
Manufacturer	A.E.C.	Winton	Leyland
Type	Petrol	Petrol	Diesel
Cycle	4-stroke	4-stroke	4-stroke
Aspiration	Natural	Natural	Natural
Cylinders	6 in-line	6 in-line	6 in-line
Layout	Vertical	Vertical	Vertical
Power	150 hp (112 kW)	185 hp (138 kW)	120 hp (90 kW)
Transmission	Eveleigh 4-speed	Eveleigh 4-speed	Lysholm-Smith

Transmission Data (Production Units)

Date	1923	1924	1935	1945
Make	Thornycroft	Eveleigh	Leyland	Twin Disc
Model			Lysholm-Smith	DFF 10024-TC-1L
Type	4-speed manual	4-speed manual	3-position	3-position
Lockup	N/A	N/A	Manual	Manual
Oil Capacity				Uses fuel supply
Engine(s)	Thornycroft	Leyland 15 litre Leyland E47/1 A.E.C. Winton	Leyland E47/1 Leyland diesel	GM 6/71
Gear Ratio	1st – 4.88 : 1 2nd – 2.70 : 1 3rd – 1.60 : 1 4th – 1.00 : 1	1st – 4.88 : 1 2nd – 2.70 : 1 3rd – 1.60 : 1 4th – 1.00 : 1

Transmission Data (Trial Units)

Date	1948	1949
Make	GM Allison	Torcon
Model	TCLA 655
Type	2-position	3-position
Lockup	Automatic	Automatic
Engine	GM 6/71	GM 6/7

Final Drive Data

Manufacturer
Model
Type	Reversing
Reduction ratio	3.214 to 1

Bogie Data

Bogie Code	Inside Axle Box	2QG	2QO	2QR
Manufacturer	Eveleigh	Eveleigh	Eveleigh	Eveleigh
Numbers		1-70
Frame	Fabricated	Fabricated	Fabricated	Fabricated
Primary Suspension		Coil	Coil	Coil
Secondary Suspension		Leaf	Leaf	Leaf
Equalised	No	Yes	No	No
Bearings	Plain	Plain	Plain	Roller
Bogie Wheelbase	5′ 0″ (1 524 mm)	6′ 6″ (1 981 mm)	5′ 6″ (1 676 mm)	5′ 6″ (1 676 mm)
Trailing Wheel Diameter	2′ 1″ (635 mm)	2′ 8½” (826 mm)	2′ 8½” (826 mm)	2′ 8½” (826 mm)
Driving Wheel Diameter	2′ 8½” (826 mm)	2′ 8½” (826 mm)	2′ 8½” (826 mm)	2′ 8½” (826 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp
NOTE: For the CPH Class 2QG, 2QO and 2QR bogies, both the power and trailer bogie types are grouped together under the same code.

Epilogue

CPH’s lasted well into the mid 1980’s giving some sixty years of reliable service and even though retired from active service, many of these units are still in operation with various heritage operators in NSW. The Rail Motor Society is currently restoring and operating CPH type rail motors to ensure people can still experience these remarkable machines that were for so long the backbone of country branch line passenger services.

CPH 5 was preserved by the Steam Tram Preservation Society at Parramatta Park (Sydney). Unfortunately, it was destroyed by fire as a result of an arson attack on 7 June 1993.

References:

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“North Coast Line” article in Byways of Steam 23 (Eveleigh Press – 2001)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
Research into early rail motors by Ron Preston
Drawings by J Hampson, Graham Staunton and Bruce Agland, Jon Siffleet

1926 - 42-Foot Rail Motor Trailers (CTH, CTC and HT Classes)

The reduction in running times provided by the 42-foot Rail Motors proved very popular with the travelling public and to cater for the increased passenger patronage, specially designed trailers were built for operation with the Rail Motors on the more easily graded lines.

The New South Wales Railways designed and built five of these bogie trailers in the Eveleigh Carriage Works. The first of these vehicles entered service in 1926 with the allotted numbers of 51 to 55 and subsequently the carriage code of CTH in 1937.

These trailers were designed to be of light-weight construction to minimise the stresses placed upon the CPH Rail Motors with which they were to operate and the layout was very similar to the CPH Rail Motor. The very light underframe was made up of two longitudinal “C” section steel channels suitably braced and the bogies were of fabricated construction with outside axle boxes.

The body was divided into 3 sections, accommodating 40 passengers and 1 crew.

The No.1 End or first class section accommodated 14 passengers
The centre guard’s compartment accommodated up to 14 passengers on fold down seats.
The No.2 End or second class section accommodated 22 passengers

In later years the guard’s compartment was removed and accommodation was altered to allow 51 passengers plus 1 crew and these trailers were then recoded to CTC. Trailers 51, 54 and 55 had the guard’s compartment doors removed and replaced with new windows, while 52 and 53 had the guard’s doors sealed.

The guard’s compartment separated the first and second class sections and provided space for 4½ tons of goods. Wooden seats that folded away when not in use could accommodate 4 additional second passengers, later this area would accommodate 9. Power for lighting of the vehicle was drawn directly from the Rail Motor and bell communication between guard and driver was installed. RAIL MOTOR TRAILER was painted above the windows of these varnished cars. The vehicle had a tare weight of 11 tons 10 cwt 3 qtrs and a speed limit of 50 mph was imposed.

Electro-pneumatic controls allowed the Rail Motors to be operated from other Rail Motors when operating in multiple unit working. The CTH trailer cars were fitted with a single cab in the second class or No.2 end to allow the trailer to remain coupled to the Rail Motor for return journey, thus minimising run-round time at terminal stations. A cowcatcher and headlight were fitted to the cab end and as a result of fitting a new cab, the seating capacity in the second class end was reduced to 19 passengers. The necessary air brake hoses and electrical jumper receptacles were mounted at both ends.

Most of the trailers had the first class section removed and the necessary luggage facilities installed to cope with the increased parcels traffic. In more recent times several trailers were used on the Sutherland to Helensburgh and Blacktown to Richmond workings and these trailers were modified to allow seating for 59 second class passengers. Various modifications increased the tare weight to approximately 12 tons.

Following accident damage, CPH 9 was converted into a bogie parcel trailer in June 1934. The vehicle was then coded HT76 and allocated to work with Rail Motor No.38 and trailer No.81 to augment their limited parcel capacity. HT76 was withdrawn in September 1941 and converted to a full passenger trailer in March 1942. The vehicle was re-coded as CTH 56 and had accommodation for 20 first class and 23 economy passengers. This vehicle as to undergo another conversion when the body on Rail Motor No.36 was destroyed by fire in 1943. CTH 56 was withdrawn in September 1943 and the body placed on the under frame of No.36 and the resulting vehicle, the second Rail Motor No.36, entered service in April 1944. CPH 9 found a varied career in all of its different forms.

Redfern Type Conversions

The success of the 1926-27 CTH trailers brought about the need for additional trailers. Three additional vehicles were converted from old Redfern-type side-door (dogbox) loco-hauled carriages built by Hudson Bros in 1888-1889. These new trailers were allotted the numbers 61 to 63 and also given the code of CTH.

Vehicle No.	Old Number	1892 Number	In Service	Converted
CTH 61	238	HFN 122	.01.1889	30.11.1928
CTH 62	220	FN 466	.07.1888	05.11.1929
CTH 63	219	FN 136	.07.1888	10.01.1930

The first carriage to be converted was HFN 122, built by Hudson Brothers in 1889, and this vehicle had been used in locomotive-hauled service. Its bogies were of the Redfern type. The vehicle had a tare weight of 13 tons 1 cwt and this made it suitable for a Rail Motor hauled carriage. The body was divided into 3 sections, accommodating 39 passengers and 1 crew. The first area or First class section accommodated 16 passengers. The middle area or Second Class section accommodated 23 passengers. The third area or guard’s compartment. No toilet was fitted.

The passenger compartments were open saloons and entry gained from outward opening doors, one each side of each compartment. The body style was, in many ways, reminiscent of the original Rail Motor No.1. The words RAIL MOTOR TRAILER together with its number (61) and SMOKING were painted along the outside of the vehicle below the windows. The gas lighting was replaced by electric illumination and the driver to guard bell communication was installed.

Increased trailer working resulted in two further conversions similar to CTH 61 and these became CTH 62 and 63.

Vehicle Configerations

42-Foot Rail Motor Trailer as built (1926)

Code: CTH

Numbers: 51-55

The 42-Foot Rail Motor Trailer had the same overall dimensions as its powered counterpart. The general internal layout was similar, however, a larger centre Guard’s Compartment was fitted. These cars accommodated 14 First Class in the No.1 End and 22 Second Class in the No.2 End in fixed seating. The Guard’s Compartment had a capacity of 4¼ tons of luggage and parcels and could accommodate up to 14 extra passengers on wooden slatted fold down seats.

42-Foot Rail Motor Parcel Trailer (c.1934)

Code: HT

Number: 76

In 1934, CPH 9 was involved in a collision and was withdrawn from service as a power car and converted to a parcel and luggage trailer. The vehicle was recoded HT and allocated the number 76. HT 76 was taken into workshops in 1943 and fitted with seating to become passenger rail motor trailer.

42-Foot Rail Motor Trailer (c.1943)

Code: CTH

Number: 56

In 1943, HT 76 was taken into workshops and converted to passenger trailer, similar to the existing passenger trailers. The vehicle was recoded CTH and allocated the next number 56 in the series. Following the destruction of the body of CPH 36 by fire in late 1943, CTH 56 was withdrawn as a trailer and the body fitted to underframe of CPH 36 to become the second CPH 36.

42-Foot Rail Motor Trailer (c.1949)

Code: CTH

Numbers: 51 - 55

With the advent of diesel engines, hydraulic transmissions and multiple unit controls in the CPH Class rail motors, it was necessary to make the trailer cars compatible. From 1949, the five CTH trailers had multiple unit controls fitted and a driver’s cab installed in the No.2 End only. The luggage compartment was also reduced in size at this time . Seating was 23 First Class and 19 Second Class.

42-Foot Rail Motor Trailer (c.1966)

Code: CTC

Numbers: 51 - 55

By the mid-1960’s, many of the country based CPH rail motor had been concentrated in Sydney for suburban working. To provide additional capacity in this work, the centre Guard’s compartment was removed and an seating provided throughout. Nos. 51, 54 and 55 had the doors removed and new windows and side sheeting provided, while in Nos. 52 and 53 had the simple expedient of sealing the sliding doors.

Redfern Conversions (c.1928)

Code: CTH

Numbers: 61 - 63

To augment the accommodation on rail motor services, three old Redfern type side door cars were modified for rail motor service. The conversion involved sealing up the doors of the original “dog box” layout and cutting a centre aisle through the car. A Guard’s compartment with handbrake was located at one end and a toilet provided. Seating was provided for 16 First Class and 25 Second Class. The cars were allocated the code CTH and numbered 61 to 63.

Color Schemes

Date	Colour Scheme
1926	Varnished timber finish
1927	Khaki
1928	Khaki and red
1937	Silver and blue lining
1945	Cream and green
1949	Tuscan Red and Russet Brown
1960	Indian Red and Chrome Yellow lining

Class Roster

42-Foot Type - Code CTH/CTC

No.	In Service	Condemned	Fate
51	03.12.1926	16.10.1984	Sold to Dorrigo Steam Railway & Museum. Preserved by the Rail Motor Society, Paterson (restoring).
52	01.12.1926	16.10.1984	Sold to Dorrigo Steam Railway & Museum (stored).
53	06.12.1926	29.04.1983	Sold to Dorrigo Steam Railway & Museum (stored).
54	02.02.1927	16.10.1984	Sold to Dorrigo Steam Railway & Museum (stored).
55	03.02.1927		Sold privately. Preserved by Cooma Monaro Railway (operational).
56	19.03.1942	04.09.1943	Body placed on CPH 36 underframe 12.04.1944. Underframe scrapped.

Converted Redfern Type - Code CTH

No.	In Service	Condemned	Fate
61	30.11.1928	08.05.1942	Converted to Workmen’s Van No. L 379.
62	05.11.1929	27.10.1939	Converted to Workmen’s Van No. L 617.
63	10.01.1930	24.01.1941	Converted to L 469 SCH for provisional school at Darnick.

42-Foot Type - Code HT

No.	In Service	Condemned	Fate
76	09.06.1934	29.09.1941	Converted to Rail Motor Trailer CTH 56.

Technical Data

Vehicle Dimensions

	51-56 & 76		61-63
Length over buffers	44' 8"	13 614 mm
Length over body	42' 0"	12 802 mm	36' 8"	11 176 mm
Width over body	9' 8"	2 946 mm	8' 3½"	2 527 mm
Height rail to roof	11' 6"	3 505 mm	11' 5"	3 480 mm
Bogie centres	28' 0"	8 534 mm	26' 0"	7 925 mm
Weight	11.6 tons	11.8 tonnes	13.05 tons	13.3 tonnes
Service Speed	50 mph	80 kmph	50 mph	80 kmph
Brake System	Straight Air		Straight Air
Bogie Type	2QO		"G" Type
Wheel Arrangement	2 - 2		2 - 2

Bogie Data

Bogie Code	2QO	“G” Type
Vehicles	51-56 & 76	61-63
Manufacturer	Eveleigh	Hudson
Numbers	1-14
Frame	Fabricated	Fabricated
Primary Suspension	Coil	Coil
Secondary Suspension	Leaf	Leaf
Equalised	No	No
Bearings	Plain	Plain
Bogie Wheelbase	5′ 6″ (1 676 mm)	5′ 6″ (1 676 mm)
Wheel Diameter	2′ 8½” (826 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

References

1929 - Rail Motor 4-wheel Trailers (LT/GT Class)

The provision of a rail motor on branch line services often complicated the working due to the large amount of parcels and light goods traffic that needed to be carried. The Rail Motor was sufficient handle the passenger demands but the space available for parcels was limited. So where the ruling branch grade prevented the use of a larger bogie trailer, a small parcels only trailer was required.

The New South Wales Railways solved this problem by producing five small four-wheel louvred vans at the Eveleigh Carriage Works. The first vehicle was coded LT 71 and had a carrying capacity of 5 tons (baggage, mail, etc.) and entered service on the 28th August 1929. These vehicles were a smaller version of the standard goods vehicle and were built on a light steel underframe to minimise the stresses placed upon the CPH Rail Motors with which they were to operate.

The 15 foot long body was of wooden construction with louvred panels in the sides and 4 foot 6 inch sliding door on each side for access to the vehicle. As built, no internal lighting was provided and it is presumed that the Guard used a hand lamp when required. The vehicle had a tare weight of 3 tons 13 cwt and a speed limit of 35 mph (60 kmph) was imposed. The vans were fitted with rail motor type draw gear and buffers, together with straight air brakes that were controlled from the rail motor. A handbrake similar to that used on goods rolling stock was fitted. The last in the initial order, LT 75, entered traffic in time to help with the Christmas rush of 1929. Electric lighting was fitted to these vehicles between 1936 and 1939 and the electrical power was drawn from the rail motor.

The success of these four-wheel trailers resulted in the construction of three additional vehicles. They differed from the earlier LT four-wheel trailers in having a wooden underframe and a tare of 4 tons 1 cwt. Electric lighting was provided when built. The underframes came from KY four-wheel carriage trucks (KY 615, 621 and 673) built between 1871 and 1901. These vans were numbered 77 to 79 and were coded GT. These converted vehicles entered service during September 1939. The earlier LT trailers were re-coded GT to make all of the Rail Motor trailers a uniform group.

Eveleigh Carriage Works was again called upon to build more four-wheel trailers to meet the increased demand for these vehicles and in July 1942, three new vehicles numbered GT 76, GT 82 and GT 83 entered service.

GT 75, 76 and 79 were condemned between 1952 and 1962 while the remaining trailers continued in operation well into the 1970’s, the last being withdrawn in 1978.

Being of lightweight construction, they were, when lightly loaded, prone to derailments on some pioneer branches, and on some, their service speed was further reduced to 30 mph (50 kmph). A series of tests conducted on the Oaklands Line in 1943 identified problems with the amount of suspension travel. The outcome recommended spring modifications and also that heavy items be located towards the centre of the vehicle and went so far as to suggest that raised floors be installed at either end to discourage staff from placing the heavy items in the ends of the vehicle. It is not clear whether these modifications were ever carried out.

In order to improve their riding stability, 7 vehicles (71, 73, 74, 78, 79, 82 and 83), were fitted 2 tons of rail ballast in 1963/1964 and the carrying capacity was reduced to 3 tons accordingly.

FOUR-WHEEL OPEN RAIL MOTOR TRAILER

Still more trailers were required, but the onset of World War II caused reductions in the availability of materials, so during 1940 a four-wheeled carriage truck, KY 806, built by Hudson in 1879, was chosen for conversion to a Rail Motor trailer. The Eveleigh Carriage Works converted the vehicle by fitting rail motor brakes, drawgear, buffers and wheels, but as materials were not available to construct a van-type body, the vehicle was constructed as an open wagon. A small canvas tilt was fitted to provide protection from the elements for the cargo area. It was secured by lashing it to the lower sides of the vehicle. The vehicle was coded GT 80 and entered service in June 1940. The tare weight of this vehicle before conversion was 4 tons 1 cwt and after conversion to the GT trailer the tare weight had risen to 4 tons 15 cwt 2 qtr. The payload was also increased from 2½ tons to 4 tons. GT 80 was finally condemned in May, 1952.

CONVERTED VEHICLES

Vehicle	Date Built	Date Converted	Original Code	1889 Code	1892 Code	Builder
GT 77	.10.1871	.09.1939	12N	65	KY 615	Russell
GT 78	.08.1901	.09.1939			KY 621	Eveleigh Works
GT 79	.08.1879	.09.1939	33	33	KY 673	Hudson
GT 80	.11.1879	.06.1940	20N	73	KY 806	Hudson

Vehicle Configurations

4-Wheel Parcel Trailer (As Built)

Code: LT / GT

Numbers: 71-79, 82 and 83

The LT/GT Vans were a smaller version of the standard CV goods covered van used for general freight. The wooden body was 15 feet long with sliding doors for access. Electric light, powered from the parent rail motor, provided the necessary illumination for night time working.

4-Wheel Parcel Trailer

Code: GT

Number: 80

GT 80 was an open wagon that was covered with a “tent-like” canvas tilt to protect the load from the elements.

Color Schemes

When introduced, the LT trailers were finished in an overall khaki finish. A silver and blue scheme, similar to that used on the “Silver City Comet” was applied to some class members from 1937. Post World War II, an overall green livery was introduced. From the late 1940’s, the standard passenger car base colour of Tuscan Red was applied. GT 80 was finished in an overall silver livery.

Date	Colour Scheme
1929	Khaki
1937	Silver and blue lining
1945	Green
1949	Tuscan Red

Class Roster

No.	In Service	Condemned	Fate
71	02.09.1929	06.11.1978	Scrapped 2.1976.
72	02.09.1929	04.08.1972	Scrapped.
73	16.09.1929	06.11.1978	Scrapped.
74	16.09.1929	06.11.1978	Scrapped.
75	08.12.1929	18.09.1957	Scrapped.
76	22.07.1942	04.05.1954	Scrapped.
77	07.09.1939	14.12.1962	Scrapped 2.05.1964.
78	07.09.1939	24.11.1970	Scrapped.
79	07.09.1939	05.01.1973	Scrapped.
80	04.06.1940	.08.1952	Scrapped.
82	22.07.1942	05.01.1973	Scrapped
83	22.07.1942	04.08.1972	SRA Heritage Item – NSW Rail Transport Museum, Thirlmere.

Technical Data

Vehicle Dimensions

	GT 71-79 & 82-83		GT 80
Length over body	15' 0"	4 572 mm	14' 6"	4 420 mm
Width over body	8' 6"	2 590 mm	7' 9"	2 362 mm
Width over doors	8' 10"	2 692 mm
Height rail to roof	10' 10½"	3 318 mm	8' 1"	2 464 mm
Compartment length	14' 6¼"	4 426 mm
Compartment width	8' 1"	2 464 mm
Wheelbase	9' 6"	2 896 mm	8' 0"	2 438 mm
Wheel Diameter	2' 8½"	825 mm	3' 0½"	927 mm
Gauge	4' 8½" (1 435 mm)
Weight	3.8 tons to 4.0 tons	3.9 tonnes to 4.1 tonnes	4.7 tons	4.8 tonnes
Payload	5 tons	5.1 tonnes	4 tons	4.1 tonnes
Payload (ballasted)	3 tons	3.0 tonnes
Service Speed	35 mph	60 kmph	35 mph	60 kmph
Service Speed ‡	30 mph	50 kmph	30 mph	50 kmph
Brake System	Straight Air		Straight Air
Wheel Arrangement	- 2 -		- 2 -

^‡ Reduced service speed on some pioneer branch lines

References:

1934 - 55-Foot Rail Motor (No.38 - "Creamy Kate")

The contribution of the two experimental rail motors No.1 and No.2 had been small, but their more numerous descendants, the 42-foot Rail Motors, attracted patronage to the branches in such numbers that steam-hauled trains were often substituted to meet the increased passenger demand. To meet this increased demand a larger and more powerful Rail Motor was required. The problem lay in finding a suitable internal combustion engine to power the larger vehicle. A single engine with sufficient power would have lowered the power-to-weight ratio and negated all of the operational advantages of a Rail Motor type vehicle. This meant that steam trains and Rail Motors would have to be alternated to meet service demands.

The solution to this problem was found with the development of a higher capacity Leyland petrol engine coupled to a Leyland Lysholm-Smith hydraulic torque converter transmission. This engine and transmission package enabled the NSW Railways to design and build a larger 55-foot Rail Motor with two engines. Construction of a companion trailer was also carried out using the underframe of an accident damaged passenger carriage.

In 1933, the Northern Counties Committee (Ireland) of the London, Midland and Scottish Railway began operating a twin-engine bogie rail car. NCC’s Rail Motor No.1 was 56 feet long and seated 61 passengers. This vehicle used Leyland engines and Lysholm-Smith transmissions driving the inner axle of each bogie. It is probable that the success of this vehicle influenced the mechanical equipment used on No.38.

The Rail and Road Motor Engineer, Mr N E Stafford supervised the building of thee new vehicles in the Eveleigh Carriage Works during 1934. The new Rail Motor, No.38, dubbed “Creamy Kate” (because of its all-over cream with blue lining colour scheme) and its companion trailer No.81 emerged from the workshops. The two power units were mounted underneath the floor and externally, the body bore a strong resemblance to the 42-foot Rail Motors and many similar features appeared in its layout.

The vehicle was powered by two 150 hp 6-cylinder Leyland petrol engines and each engine drove only one bogie. The power was transmitted through Lysholm-Smith torque converters to final drives on the inner axle of each bogie by cardan shafts. Reversing was carried out in the final drives. Slightly different gear ratios were used in each final drive to prevent synchronous vibration of the two engines particularly when operating in direct drive.

Twin radiators, positioned on the roof, one for each engine, used natural air movement as the cooling medium. Sandboxes were fitted to the outermost corners of each bogie to assist traction on up-hill grades.

Driving controls were electro-pneumatic type with separate control handles for each torque converter. Switches for starting and stopping the engine, a control for selecting direction of travel together with a switch for selecting magneto or coil ignition were mounted on the main console. The engines were usually started on the coil system and switched to magneto when running. An instrument panel indicated to the driver the condition of each engine and gave due warning if any malfunction should occur. A dual throttle system allowed both engines to be controlled simultaneously by either hand or foot. A straight air brake valve was within comfortable reach of the driving seat and a hand brake was installed in each cab.

“Creamy Kate” was also unique in its petrol-powered days because it could be clutch started when flat batteries would not crank the engines. Clutch starting was done by a flick of the converter controls and a helping push from a passing steam engine, which meant that the Rail Motor could be ready for service on even the frostiest mornings.

Rubber engine mountings were used to reduce vibration inside the car and the floor was padded with felt to reduce the noise level in the saloons. The external wooden body frame was sheathed in sheet metal below the windows and on the end panels. The cedar woodwork was varnished to give a deep shine for which NSW rolling stock was famous. Electric fans were installed to suit the hot weather conditions and suitable electric lighting was mounted from the ceiling. A small headlight together with electric marker lamps, screw drawgear, small buffer plates, cowcatchers and air horns were provided at each end of the vehicle.

Rail Motor No.38 weighed in at 27 tons 14 cwt 0 qtrs and was limited to 70 mph. No.38 and its companion trailer No.81 were trialled on the 29th May 1934 between Sydney and Gosford. The timetable is shown below.

The vehicle was powered by a 42 hp 4-cylinder Waukesha petrol engine. This engine weighed approximately ½ ton and the vehicle was geared for road speed of 30 mph. The original Waukesha engine was replaced with a 4-cylinder 40 hp Thornycroft petrol unit in 1923. The engine was fitted to the leading or driving end of the vehicle and the original truck radiator and cowling were retained. A small cowcatcher and an acetylene headlight were mounted on the headstock. The Rail Motor was designed to run in one direction only and draw-gear was fitted to the trailing end so that a trailer could be attached for hauling light goods and parcels. A collapsible tricycle (trike) was also carried for the train crew’s use in case of an emergency or breakdown in the section. This was carried on the back of the Rail Motor.

The experimental vehicle attained a speed of 25 mph on its trial run to Waterfall on the 19th September 1919. After successful trials the vehicle was adorned with the name RAIL MOTOR No.1 and entered revenue service on the then isolated Lismore to Grafton section on the 1st October 1919.

In November 1925, after six years of reliable service, Rail Motor No.1 was withdrawn from passenger traffic and it took on a new role as the Signal Engineer’s inspection car. It subsequently lost its title of Rail Motor No.1 as this was re-allocated to one the newly designed 42-foot Rail Motors in November 1926.

No.1 was finally withdrawn from railway service in 1930. The body was sold and it began a new life as a house in the Coffs Harbour region, while the chassis was scrapped.

The body was divided into 3 sections, accommodating 40 passengers and 1 crew.

The No.1 End or first class section accommodated 14 passengers
The centre guard’s compartment accommodated up to 14 passengers on fold down seats.
The No.2 End or second class section accommodated 22 passengers

Down			Up
Sydney Hornsby Hawkesbury River Woy Woy Gosford	dep arr	9.23 a.m. 10.08 a.m. 10.39 a.m. 10.58 a.m. 11.08 a.m.	Gosford Woy Woy Hawkesbury River Hornsby Sydney	dep arr	11.33 a.m. 11.43 a.m. 12.01 p.m. 12.37 p.m. 1.10 p.m.

Sunday, 10 June 1934, saw these vehicles enter revenue service being based at Dubbo to operate the Coonamble, Molong and Orange connections. The local press reported that the “new high speed rail motor” would cut 50 minutes from the tri-weekly passenger train service, 3 hours 20 minutes from the Mixed train service and provide run six return trips per week. In addition, runs to Molong would be made saving 15 minutes while on Sundays, the journey to Orange would cut 32 minutes from the existing services.

Diesel Engines

The Leyland petrol engines were subsequently replaced with the more modern 153 hp 6-cylinder two-stroke General Motors Detroit Diesel Series 71 model 6057 engines coupled to Twin Disc DFF 10024-TC-1L hydraulic transmissions. These engines were similar to those used in the 42-foot Rail Motors and the later 400 class vehicles. Electro-pneumatic controls were fitted while the vehicle was upgraded to diesel power. The controls were mounted on a desk directly in front of the driver’s full width bench seat.

The new diesel unit was trialled in August 1958. Following the installation of the GM diesel engines No.38 was, for operational purposes, considered the equivalent of the 400 class Rail Motors. In May 1964 No.38 underwent an overhaul and a heavier cow-catcher was fitted.

Vehicle Configerations

No.38 AS BUILT

Code:

Number: CHP 38

In common with the 42-foot Rail Motor, the body was divided into 3 sections, accommodating up to 48 passengers and 2 crew. The Second Class section was located at the No.1 End, seating 24 passengers, while the First Class area at the No.2 End accommodated 20 passengers. A centre Guard’s compartment was also provided, separating the two passenger sections. This compartment could seat 4 additional Second Class passengers on wooden fold down seats. No.38 had a centre corridor stretching the length of the vehicle and this provided access to adjoining vehicles through end communication doors. In contrast to the 42-foor Rail Motor, the driver’s cabs were separated from the passenger compartments by access vestibules and were positioned in the left-hand corner at each end of the vehicle. A toilet was positioned in the corner opposite the driver’s cab at each end. Turnover type seating was fitted. The First Class seating was in a 2 x 2 arrangement, while the Second Class seating was arranged in a 2 x 3 format. The Guard’s compartment provided space for 2½ tons of luggage. An interesting feature of this compartment was a 2 feet by 1 foot rectangular housing rising from the centre of the floor to the ceiling through which ran the exhaust pipes for both engines together with some of the piping for the water cooling system.

1938 CONVERSION

Code:

Number: BPH 38

The Railways intended to run CHP 38 with Trailer CT 81 and a third vehicle, HT 76, to handle parcels. HT 76 was a trailer rebuilt from Rail Motor No.9 after it had been involved in an accident. This parcels trailer also had end doors and diaphragm buffer plates. However, traffic requirements did not warrant the use of three vehicles and consequently, No. 38 entered the Eveleigh Carriage works in 1938 to have all the Second Class seating removed and the slatted floor of the Guard’s compartment extended into the former Second Class area. The vehicle was re-coded BPH 38 and had a tare weight of 27 tons 10 cwt 0 qtrs with a luggage capacity of 7½ tons. Second Class seating was provided in the companion trailer (No.81).

1967 CONVERSION

Code:

Number: FHP 38

In 1967, Rail Motor No. 38 was re-coded to FHP when it entered the workshops for more structural changes. The First Class section was re-coded to Second Class and the new classification of FHP brought it into line with the 400 class vehicles. Gas heating was installed and the interior wood panelling was replaced with Laminex. During this reconstruction, the toilet was removed from the front, adjacent to the driver, to a position in the passenger compartment and a window was fitted on the end of the vehicle affording the driver better vision at level crossings.

1972 MODIFICATION

Code:

Number: CHP 38

With the decline of patronage on country routes, Rail Motor No. 38 was modified to have composite accommodation in 1972. This was achieved by the simple expedient of having four existing seats allocated to First Class. The vehicle was re-coded to CHP to reflect the changed accommodation status

Color Schemes

When introduced, the No.38 and No.81 were finished in a new colour scheme of an overall cream with blue lining. As a result, No.38 was known as “Creamy Kate” all of its working life because of the original colour scheme. Later the standard passenger car scheme of Tuscan Red with a Russet Brown band along the windows was applied from the late-1940’s. The final colour scheme was an overall Indian Red with Chrome Yellow lining.

Date	Colour Scheme
1934	Cream and blue lining
1949	Tuscan Red and Russet Brown
1960	Indian Red and Chrome Yellow lining

Services

Rail Motor 38 and trailer 81 were initially allocated to Dubbo to work Coonamble services. In 1949, No.38 was transferred to Narranderra to work with the three surviving 400 Class units. Following the 1972 modifications, the unit was assigned to the Tamworth to Barraba service connecting the the down North Mail in the morning and the up Northern Tablelands Express in the afternoon. The unit was based at Werris Creek.

CHP 38 was transferred to Narranderra in 1973 to take up its former duties. It then went north again and then back to Narranderra before being transferred to Cowra to provide a service between Harden and Young, connecting with the South Mail. Towards the end of its service life, No.38 shared duties with the remaining 400 Class units.

Class Roster

No.	In Service	Condemned	Fate
38	08.06.1934	29.04.1983	Sold to Dorrigo Steam Railway & Museum (Stored).
81	08.06.1934	29.04.1983	Recoded CT 551 12.1974. Sold to Dorrigo Steam Railway & Museum (stored).

Technical Data

Vehicle Dimensions

	Rail Motor No.38		Trailer No.81
Length over buffers	58′ 0″	17 678 mm	58′ 0″	17 678 mm
Length over body	55′ 0″	16 764 mm	55′ 0″	16 764 mm
Width over body	9′ 6¾”	2 915 mm	9′ 6¾”	2 915 mm
Height rail to roof	13′ 6″	3 551 mm	13′ 6″	3 551 mm
Bogie centres	39′ 6″	12 039 mm	39′ 6″	12 039 mm
Weight (as built)	27.7 tons	28.1 tonnes	20.3 tons	20.6 tonnes
Weight (1958)	34.1 tons	33.6 tonnes	20.3 tons	20.6 tonnes
Service Speed †	60 mph	100 kmph	60 mph	100 kmph
Service Speed ‡	70 mph	115 kmph	70 mph	115 kmph
Fuel Capacity	160 gallons	727 litres
Brake System	S.E.M. (Modified)		S.E.M. (Modified)
Wheel Arrangement	1A – A1		2 – 2

^† With 2′ 8½” (826 mm) diameter wheels

^‡ With 3′ 1″ (940 mm) diameter wheels

Engine Data

Date	1934	1955
Manufacturer	Leyland	General Motors
Make		Detroit Diesel
Type	Petrol	Diesel
Series		71
Model	E47/1	6057
Cycle	4-stroke	2-stroke
Aspiration	Natural	Roots Blown
Cylinders	6 in-line	6 in-line
Layout	Vertical	Vertical
Bore	5.0″ (127.0 mm)	4.25″ (108.0 mm)
Stroke	5.1875″ (131.8 mm)	5.0″ (127.0 mm)
Capacity	611 cu in (10.0 litres)	426 cu in (7.0 litres)
Power	150 hp (112 kW)	153 hp (114 kW)
Oil Capacity		4.25 gallons (19.3 litres)
Cooling Water Capacity		27 gallons (123 litres)
Transmission	Lysholm-Smith	Twin Disc

Transmission Data

Date	1934	1955
Make	Leyland	Twin Disc
Model	Lysholm-Smith	DFF 10024-TC-1L
Type	3-position	3-position
Lockup	Manual	Manual
Oil Capacity		Uses fuel supply
Engine	Leyland 10 litre	GM 6/71

Final Drive Data

Manufacturer
Model
Type	Reversing
Reduction ratio	3.214 to 1

Bogie Data

Bogie Code	2QG	2SG	2TA
Vehicle Numbers	38/81	38	81/551
Manufacturer	Eveleigh	Eveleigh	Morts Dock
Numbers	1-70		697-742
Frame	Fabricated	Fabricated	Fabricated
Primary Suspension	Coil	Coil	Coil
Secondary Suspension	Leaf	Leaf	Leaf
Equalised	Yes	Yes	Yes
Bearings	Plain	Plain	Roller
Bogie Wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel Diameter	2′ 8½” (826 mm)	3′ 1″ (940 mm)	2′ 9″ (838 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp	Clasp	Clasp

Epilogue

No.38 pioneered the use of twin engines and hydraulic transmissions that led to the development of the modern streamlined two-car diesel trains. Diesel trains developed were the 400, 600, 620 and 900 classes and these were used extensively throughout New South Wales.

No.38 was retired in November 1983 along with the 400 and 500 Class units in country service and now forms part of the collection of the Dorrigo Steam Railway and Museum.

References

1934 - 55-Foot Rail Motor Trailer (No. 81)

The New South Wales Railways decided to build a companion trailer specifically for use with Rail Motor No.38 (“Creamy Kate”), to cater for the increased patronage brought about by the popularity of the 42-foot Rail Motors. Please refer to the Rail Motor No.38 page for basic information about No.38 and No.81.

The Rail and Road Motor Engineer, Mr N. E. Stafford supervised the building of these new vehicles in the Eveleigh Carriage Works during 1934. The new trailer No.81 was built on the underframe of a former first class express lavatory car BX 1048. The body of BX 1048 had been damaged in an accident at Bowning in 1932 and the vehicle was written off. No.81 was coded CT and had a body similar in shape, dimensions and layout to its companion power car, No.38. This vehicle carried only passengers and any parcels or luggage were carried in the Guard’s compartment of the power car.

Vehicle Configerations

55' RAILMOTOR TRAILER (As built 1934)

Code:

Numbers: CT 81

Trailer No. 81 had a very similar appearance to Rail Motor No. 38 but was electrically independent from it, as the trailer had its own axle driven generator that charged batteries for car lighting. This vehicle had a tare weight of 20 tons 6 cwt 0 qrs. and gave a good passenger-per-ton ratio. The body was divided into 3 passenger compartments, accommodating 63. A second class section was located at each end seating 26 at the No.1 end and 21 at the No.2 end. Seating was a combination of the two by two and two by three rollover type. A centre first class section accommodated 16 in a two by two rollover seating. Toilets were located in diagonally opposite corners of the vehicle in a similar location to those in No.38. A centre corridor stretched the full length of the body and access to adjoining vehicles was provided through end communication doors. Trailer CT 81 was renumbered to CT 551 in March 1945, to avoid duplication of numbers with the expanded GT class of four-wheel parcel trailers, which were numbered GT 71 through GT 83. Rail Motor No.38 often hauled 500 Class trailers, so the renumbering of No.81 to 551 was appropriate.

55' RAILMOTOR TRAILER (1958)

Code:

Numbers: FT 551

In 1958 CT 551 was sent to Sutherland to work with the CPH Rail Motors on the Helensburgh services. Although the first class seating was retained in the centre compartment, No.551 was reclassified as Second Class and was recoded FT. In order to work with the CPH Class power cars, through electrical wiring was provided, the small buffing diaphragms were replaced by individual buffers and CPH compatible air hoses were fitted to each end of the vehicle. FT 551 could be regularly seen marshalled between two CPH Rail Motors at Sutherland during the 1960’s and 1970’s

55' RAILMOTOR TRAILER (1967)

Code:

Numbers: FT 551

In 1967 CT 551 entered the workshops for rebuilding to a standard similar to that of the more modern 500 class trailers. The end communication doors and crown lights were removed and as the car was used exclusively in suburban service the toilets were removed and a window provided in the end wall. Additional seating was fitted to increase the seating capacity to 67 Second Class. In 1974, 2TA bogies (used under the 500 Class trailers) were fitted to improve the inferior riding qualities of the original 2SG bogies. FT 551 was retired in 1983 and now forms part of the collection of the Dorrigo Steam Railway and Museum.

Color Schemes

No.38 and trailer No.81 were known as “Creamy Kate” all of their working life because of the original colour scheme of all over cream with blue line work. Later schemes applied included the Tuscan Red and Russet Brown of the late 1940’s and the overall Indian Red and Buff lining livery of the 1960’s.

Date	Colour Scheme
1934	Cream and blue
1949	Tuscan Red and Russet Brown
1960	Indian Red and Buff lining

Class Roster

No.	In Service	Condemned	Fate
38	08.06.1934	29.04.1983	Sold to Dorrigo Steam Railway & Museum (Stored).
81	08.06.1934	29.04.1983	Recoded CT 551 12.1974. Sold to Dorrigo Steam Railway &

Technical Data

Vehicle Dimensions

	Rail Motor No.38		Trailer No.81
Length over buffers	58′ 0″	17 678 mm	58′ 0″	17 678 mm
Length over body	55′ 0″	16 764 mm	55′ 0″	16 764 mm
Width over body	9′ 6¾”	2 915 mm	9′ 6¾”	2 915 mm
Height rail to roof	13′ 6″	3 551 mm	13′ 6″	3 551 mm
Bogie centres	39′ 6″	12 039 mm	39′ 6″	12 039 mm
Weight (as built)	27.7 tons	28.1 tonnes	20.3 tons	20.6 tonnes
Weight (1958)	34.1 tons	33.6 tonnes	20.3 tons	20.6 tonnes
Service Speed †	60 mph	100 kmph	60 mph	100 kmph
Service Speed ‡	70 mph	115 kmph	70 mph	115 kmph
Fuel Capacity	160 gallons	727 litres
Brake System	S.E.M. (Modified)		S.E.M. (Modified)
Wheel Arrangement	1A – A1		2 – 2

^† With 2′ 8½” (826 mm) diameter wheels

^‡ With 3′ 1″ (940 mm) diameter wheels

Engine Data

Date	1934	1955
Manufacturer	Leyland	General Motors
Make		Detroit Diesel
Type	Petrol	Diesel
Series		71
Model	E47/1	6057
Cycle	4-stroke	2-stroke
Aspiration	Natural	Roots Blown
Cylinders	6 in-line	6 in-line
Layout	Vertical	Vertical
Bore	5.0″ (127.0 mm)	4.25″ (108.0 mm)
Stroke	5.1875″ (131.8 mm)	5.0″ (127.0 mm)
Capacity	611 cu in (10.0 litres)	426 cu in (7.0 litres)
Power	150 hp (112 kW)	153 hp (114 kW)
Oil Capacity		4.25 gallons (19.3 litres)
Cooling Water Capacity		27 gallons (123 litres)
Transmission	Lysholm-Smith	Twin Disc

Transmission Data

Date	1934	1955
Make	Leyland	Twin Disc
Model	Lysholm-Smith	DFF 10024-TC-1L
Type	3-position	3-position
Lockup	Manual	Manual
Oil Capacity		Uses fuel supply
Engine	Leyland 10 litre	GM 6/71

Final Drive Data

Manufacturer
Model
Type	Reversing
Reduction ratio	3.214 to 1

Bogie Data

Bogie Code	2QG	2SG	2TA
Vehicle Numbers	38/81	38	81/551
Manufacturer	Eveleigh	Eveleigh	Morts Dock
Numbers	1-70		697-742
Frame	Fabricated	Fabricated	Fabricated
Primary Suspension	Coil	Coil	Coil
Secondary Suspension	Leaf	Leaf	Leaf
Equalised	Yes	Yes	Yes
Bearings	Plain	Plain	Roller
Bogie Wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel Diameter	2′ 8½” (826 mm)	3′ 1″ (940 mm)	2′ 9″ (838 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp	Clasp	Clasp

Epilogue

FT 551 was retired in November 1983 now forms part of the collection of the Dorrigo Steam Railway and Museum.

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
“Coaching Stock of the NSW Railways” Volume 1 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 1999)
Research into early rail motors by Ron Preston
Drawings by Graham Staunton and Bruce Agland

1937 - Silver City Comet Power Van (100 Class)

During the late 1920’s and early 1930’s there were significant advances in high-speed rail car design throughout Europe and the United States of America. These advances coupled with the advent of the lightweight high-performance diesel engines led the NSW Government Railways to design a lightweight train for service on the more significant western branch lines. The new train was designed to run at higher operating speeds over the outback Parkes to Broken Hill and Dubbo to Bourke branches than was otherwise obtainable with normal steam hauled passenger services. The locomotive (termed a power van) was powered by two diesel engines with hydraulic transmissions. Auxiliary engines were also provided in the power van to supply power for the trailer car lighting, air-conditioning and for the buffet car’s kitchen facilities. A series of twelve air-conditioned passenger trailer cars and two luggage vans were constructed to complete the fleet. When introduced the “Silver City Comet”, as the train was named, became the first lightweight, air-conditioned, diesel powered train in Australia.

Construction

The power vans were built by Eveleigh Workshops and consisted of an integral steel underframe and body frame. Externally the vans were sheathed in mild steel sheeting riveted to the frame. The roof structure was welded to the vehicle sides and was provided with two large openings to enable the engines to be changed. The streamlined pilots at each end were of steel, while the external skirting below the floor level was formed from aluminium sheet. The large sliding doors on each side were made from cast aluminium to reduce weight. The engine room flooring was formed from aluminium checker plate, while the ends featured timber flooring.

The 100 Class had a Driver’s cab located at each end on the left hand side with an intercommunication door in the centre of each end for access to the trailer cars. The main part of the body was occupied by a central engine compartment accommodating the two main engines and associated equipment. A luggage compartment with a capacity of 3½ tons was located in the No.1 End, while the auxiliary engine compartment was located in the No.2 End. Four large sliding doors on the outside provided access to the end luggage and auxiliary engine compartments. These doors were made from cast aluminium to reduce the overall weight. Access to the main engine room was through small swing doors from the luggage and auxiliary engine compartments.

Two large roof mounted fans provided engine cooling. Large headlights were fitted in the roof at each end and an upward facing light was provided behind each headlight. This arrangement was intended to provide a bright vertical beam of light to increase visibility at country level crossings at night. A full width buffer beam and standard hook drawgear were fitted. Multiple unit connections were not fitted, however, heavy duty electrical jumpers were provided for the 120 volt power supply to the trailers and for the Guard’s bell.

Engines and Transmission

The 100 Class vans were powered by two 330 hp “Harlandic” 8-cylinder, 2-stroke diesel engines. These engines were built under licence

from the Danish shipbuilding firm of Harlandic DieselBurmeister and Wain by Harland and Wolff, shipbuilders of Belfast, Northern Ireland. Starting was by compressed air, assisted by high capacity glow plugs for use in cold weather. Various radiator and cooling fans were driven by bevel gearing from the engine main shaft. The engines were located on the longitudinal centreline of the vehicle and driving towards each end of the vehicle.

In Ireland in 1935, Harland and Wolff constructed a shunting locomotive for the Northern Counties Committee (Ireland) of the London Midland and Scottish Railway. This loco used a 330 hp diesel with a Voith hydraulic transmission and it is possible that this vehicle influenced the mechanical equipment used in the power vans.

To provide power for lighting and air-conditioning, two auxiliary diesel engines were located in the compartment at No.2 End. These were 32 hp 4-cylinder National Diesels, each driving a 22 kilowatt B.G.E. generator at 120 volts DC.

Each traction engine was connected by a Voith-Maurier flexible coupling to a Voith-Sinclair torque converter and hydraulic coupling. The Voith-Maurier coupling was used to raise the engine input speed from 1200 rpm to 2050 rpm on output. The whole transmission was rigidly mounted in a sub-frame with the main engine and this whole sub-frame was mounted on the vehicle underframe by the use of flexible rubber mountings. Each transmission drove via a cardan shaft to a reversing final drive located on the inner axle of each bogie. The final drives on PH 101 and 102 had a gear ratio of 16 to 47 (2.937 to 1) permitting a top speed of 80 mph (130 kph), while the remainder had a gear ratio of 14 to 47 (3.357 to 1) for a maximum speed of 70 mph (115 kph).

During trial runs to Broken Hill in 1937, it was found that the engines had insufficient power to maintain the time

table hauling four trailers and the normal consist became a power van and three trailers. In a quest for more power, the cylinder head was redesigned to use four exhaust valves instead of one. This equipment was ordered from Harland and Wolff but deliveries were delayed by the war and the first parts did not arrive until 1944 when the modified engines were first installed. However, this modification did not produce sufficient additional power to handle longer trains.

Commencing with PH 103 in 1953, the four surviving power vans were rebuilt with four vertical 250 hp General Motors Detroit Diesel 110 Series Model 62408 6-cylinder 2-stroke engines. These engines were mounted in facing pairs on the longitudinal centreline of the vehicle. Each pair of engines drove into a common gearbox, with the outer engine being mounted higher than the inner one. The gearbox was connected to an Allison TCLA 965 torque converter transmission and drove via a cardan shaft to the reversing final drive. The original bogies and final drives were retained from the earlier “Harlandic” installation. The Allison torque converter was a two position type (no neutral position) with automatic lockup and this required the engines to be shut down to change the direction of travel. The vehicles were recoded DP when rebuilt. Following the rebuilds, trains of up to 7 cars (power van and six trailers) were operated and were capable of maintaining the scheduled timetable.

Auxiliary power was provided by two 82 hp General Motors Detroit Diesel 71 Series Model 4043 4-cylinder 2-stroke engines. These were mounted transversely, immediately behind the driver’s cab at each end of the vehicle. They drove a Standard Waygood GM, 120 volt DC, 50 kilowatt generator.

Bogies

The bogies used on the power vans were manufactured by Bradford Kendall and featured a cast frame with coil primary and semi-elliptical secondary suspension. These were coded 2PA (later PAA). Clasp brakes and spoked wheels were fitted. Later disc wheels were substituted for the spoked type. The reversing final drive was located on the inner axle of the bogie and this gave the vehicle a 1A-A1 wheel arrangement.

Vehicle Configerations

Power Van (as built 1937)

Code: PH

Number: 101 - 105

The Comet power vans consisted of a double-ended vehicle with a driver’s cab located at the left hand corner of each end. The main engine room occupied the centre of the vehicle with radiators mounted on the side walls and ventilating fans mounted in the roof. A luggage compartment with a capacity of 3½ tons was located in the No.1 End between the driver’s cab and the main engine room, while the auxiliary engine room for the generating sets and air compressor was located between the main engine room and the driver’s cab at the No.2 End. Large cast aluminium sliding doors provided access to the luggage compartment and the auxiliary engine room and end doors were fitted in the centre of each end for access to the trailer cars. PH 101 was originally coded PV for a short time in 1937.

Power Van (as rebuilt 1953)

Code: DP

Number: 101 - 104

Following the installation of the Detroit Diesel engines in the 1950’s the entire area between the driver’s cabs at each end was occupied by the engine room. Because of the extreme noise, the driver’s cabs were isolated by a transverse wall with a sliding door providing access. The four Detroit Diesel 6/110 traction engines occupied the centre of the car, mounted in facing pairs with the outer engines being mounted at a slightly higher level. Engine radiators and heat exchangers for the transmissions occupied the side walls. The Detroit Diesel 4/71 generator sets were mounted transversely, immediately behind the driver’s cab. Two of the large sliding doors were removed to provide additional side wall space for radiators. The roof mounted fans and luggage compartment were also removed.

Services

The Comet sets initially serviced only the Parkes to Broken Hill line and the planned Dubbo to Bourke and Cobar services did not eventuate. During the coal shortages in the early years of World War II, PH 101, PH 104 and four trailers were sent to Sydney to work Newcastle services. These workings involved having a power car at each end of the train with the four trailers in the centre. These vehicles later worked the Sydney to Canberra Federal City Express services.

Following World War II the Comet resumed full services on the Parkes to Broken Hill line. When the Central West Express (CWE) was reduced from the daily Sydney-Dubbo/Parkes service to a day return service from Sydney terminating at Orange in 1956, a spare Comet set was rostered to provide a Dubbo-Orange-Parkes connecting service operating three days a week in each direction, connecting with the CWE at Orange.

Colour Schemes

Some of the Comet cars (DP 101, DB 206, DZF 211, HFT 208) received the SRA candy colour scheme in 1982-83 and the multi-coloured set became popular for enthusiast trains, working many specials including interstate visits on the standard gauge to both Melbourne and Brisbane.

Date	Colour Scheme
1937	Silver and blue lining
Post World War II	Cream and green lining
Late 1940’s	Tuscan red and russet brown
1960’s	Silver grey and Mikado blue
1982	SRA Candy corporate scheme
1987	Silver grey and Mikado blue lining

Class Roster

No.	In Service	Condemned	Fate
101	27.09.1937	03.11.1989	Preserved – Broken Hill City Council
102	23.08.1937	16.03.1983	Damaged in collision and scrapped
103	24.01.1938	03.11.1989	Preserved – Dorrigo Steam Railway & Museum
104	.05.1938	03.11.1989	Preserved – NSW Rail Transport Museum, Thirlmere
105	22.09.1938	24.01.1950	Destroyed by fire and scrapped

Technical Data

Vehicle Dimensions

Length over body	62′ 6″	19 050 mm
Length over buffers	64′ 10½”	19 774 mm
Width over body	9′ 5″	2 870 mm
Height rail to roof	12′ 5⁵/8“	3 800 mm
Bogie centres	47 0″	14 326 mm
Weight (as built)	58 tons	59 tonnes
Weight (as rebuilt)	63 tons	64 tonnes
Service Speed ^†	70 mph	115 kmph
Service Speed ^‡	80 mph	130 kmph
Fuel Capacity	650 gallons	2 955 litres
Brake System	S.E.M.
Wheel arrangement	1A – A1

† with 14:47 final drive – ‡ with 16:47 final drive

Engine Data

Date	1934	1934	1952	1952	1952
Purpose	Traction	Auxiliary	Traction	Traction	Auxiliary
Manufacturer	Harland & Wolff	National	General Motors	General Motors	General Motors
Make			Detroit Diesel	Detroit Diesel	Detroit Diesel
Type	Diesel	Diesel	Diesel	Diesel	Diesel
Series		D	110	110	71
Model	Harlandic	4D	62306	62408	4043
Cycle	2-stroke	4-stroke	2-stroke	2-stroke	2-stroke
Aspiration	Roots Blown		Roots Blown	Roots Blown	Roots Blown
Cylinders	8 in-line	4 in-line	6 in-line	6 in-line	4 in-line
Layout	Vertical	Vertical	Vertical	Vertical	Vertical
Bore	5.31″ (134.9 mm)		5.0″ (127.0 mm)	5.0″ (127.0 mm)	4.25″ (108.0 mm)
Stroke	8.66″ (220.0 mm)		5.6″ (142.2 mm)	5.6″ (142.2 mm)	5.0″ (127.0 mm)
Capacity	1537 cu in (25.2 litres)		660 cu in (10.8 litres)	660 cu in (10.8 litres)	284 cu in (4.6 litres)
Power	330 hp (246 kW)	32 hp (24 kW)	250 hp (186 kW)	250 hp (186 kW)	82 hp (61 kW)
Oil Capacity			7 gallons (31.8 litres)	7 gallons (31.8 litres)
Cooling Water Capacity			15 gallons (68 litres)	15 gallons (68 litres)

Transmission Data

Date	1934	1952
Engine	Harlandic	GM 6/110
Make	Voith-Sinclair	GM Allison
Model		TCLA 965
Type		2-position
Lockup	Automatic	Automatic
Oil Capacity		15.8 Gallons (71.8 litres)
Gear Box	Voith-Maurier
Type	Overdrive	Dual Input

Final Drive Data

Manufacturer
Model
Type	Reversing
Reduction ratio	2.937 to 1 (16:47) 3.357 to 1 (14:47)

Bogie Data

Bogie Code	2PA (PAA)
Manufacturer	Bradford Kendall
Numbers	1 – 10
Frame	Cast
Primary Suspension	Coil
Secondary Suspension	Coil
Equalised	Yes
Bearings	Roller
Bogie Wheelbase	7′ 0″ (2 134 mm)
Wheel Diameter	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

References:

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
“Illustrated Encyclopaedia of World Railway Locomotives” edited by P. Ransome-Wallis (1959 – reprint by Dover Publications – 2001)
Silver City Comet profile by Ian Dunn in “Australian Diesel Scene 2” (Eveleigh Press – 1994)
“Railway Transportation” Volume 3 Number 1 (Shennen Publishing & Publicity Co. – January 1954)
NSWGR Drawings
Drawings by Bruce Agland.

1937 - Silver City Comet Trailer Cars (200 & 300 Class)

In the late 1920’s and early 1930’s. These advances coupled with the development of lightweight high-speed diesel engines led the NSW Government Railways to design a lightweight diesel train for service on the more significant branch lines. This train was designed to run at higher operating speeds over the outback Parkes to Broken Hill and Dubbo to Bourke branches. The train consisted of a locomotive (termed a Power Van) and a number of air-conditioned trailers. Power for the air-conditioning and the buffet car facilities was provided by auxiliary diesel engines in the Power Van. When introduced in 1937, the “Silver City Comet” as the train was named, became the first lightweight, diesel powered, air-conditioned train in Australia. Please refer to the 100 Class page for basic information about the Comet.

Construction

A contract for 20 passenger trailers (twelve 200 Class for the Comet and eight similar, but non air-conditioned, 500 Class trailers to work with the 400 Class power cars) was let to Sydney manufacturer, Ritchie Brothers of Auburn, NSW in 1935.

These cars made extensive use of aluminium alloy in their construction. The sides of the underframe were in the form of a Callender type truss that extended lengthways between each doorway and vertically from the underside of the sole bar to the waist rail. This truss also formed the interior wall of the car from the floor to the window rail. The panel plates of the truss were made of high duty aluminium alloy. The centre longitudinal members between the bolsters were also of aluminium alloy. The trusses were connected at the ends to welded steel frames that formed the bolsters, headstocks and end longitudinal members of the underframe. The roof and body sections above the window sill level were of timber construction. The Comet cars featured large double glazed picture windows.

The outside of the car body was sheathed in aluminium and the body pillars encased on the interior by stainless steel pressings to add rigidity to the upper portion of the body. The semi-elliptical roof was formed from longitudinal timber slats, covered with canvas and finished with navy dressing. The high semi-elliptical roof line enabled the air-conditioning ducts to be installed above the ceiling line.

The cars were built with two saloons, one slightly smaller than the other, separated by two toilets located either side of a central corridor. The shorter saloon, with 6 rows of seating, was located at the No.1 end, while the No.2 End compartment had 7 rows of seating. The saloon at the No.1 End was subdivided into a Ladies compartment seating 8 adjacent to the toilets while the remainder was normally allocated for non-smoking passengers.

Access doors were provided on both sides at each end of the car. A Guard’s seat, bell facility and handbrake located in the No.1 End. Inter-car communication was provided by a covered gangway connection at each end of the car. Full width diaphragm buffing plates and standard hook draw gear were fitted.

NSWGR Carriage Works at Eveleigh built two similar, but slightly shorter Luggage Vans. These were of all steel construction and numbered as the 300 Class.

Original Vehicle Configerations

First Class Sitting Car (1937)

Code: BT

Numbers: 201 - 204

Nos. 201 to 204 were built as First Class sitting cars. These cars provided seating for 52 passengers in 2 x 2 fixed (adjacent to bulkheads) 2 x 2 roll-over seating and were coded BT. A small Ladies compartment accommodating eight in 2 x 2 fixed seating was located in the No.1 End, adjacent to the centrally located toilets. No.201 was refurbished during the 1950’s upgrade and continued life as a First Class car in 1962. Nos. 202 and 203 were converted to Composite sitting cars in 1960 and 1955 respectively, while No.204 was converted to a Second Class car in 1953.

Second Class Sitting Car with Buffet (1937)

Code: RFT

Number: 205 - 208

Nos. 205 to 208 were built as Second Class/Buffet sitting cars, seating 47 passengers in a combination of 2 x 2 fixed (adjacent to bulkheads) and 2 x 3 roll-over seating. A small Buffet section was located in the No.2 End of the car and occupied part of the vestibule. These four cars differed from the others in that the long saloon was located in the No.1 End. The handbrake was also located in the No.1 End vestibule. Nos. 205 and 207 had the Buffet section enlarged in 1953 and 1952 respectively. RFT 206 was converted to a First Class car in 1955, while No. 208 had the buffet area enlarged in the 1950’s.

Second Class Sitting Car (1938)

Code: FT

Number: 209 -212

Nos. 209 to 212 were built as Second Class sitting cars, seating 59 passengers in a combination of 2 x 2 fixed (adjacent to bulkheads) and 2 x 3 roll-over seating. A small Ladies compartment accommodating 8 in 2 x 2 fixed seating was located in the No.1 End adjacent to the centrally located toilets. No.210 was the only car to enter service in 1938. The remaining cars were stored until 1941, when FT 211 entered service in its original form, while FT 209 and FT 212 were taken into workshops for conversion to a HFT.

Second Class Sitting Car with Luggage Compartment (1941)

Code: HFT

Number: 209 -212

Because of the poor performance of the Harland and Wolff diesels, power van loadings were limited to four trailers and consequently it was necessary to provide sufficient luggage capacity while also maintaining sufficient seating to meet passenger demand on Comet services. In order provide this capacity and to remove the dedicated luggage van from the consist, FT 209 and FT 212 were taken into workshops from storage in 1941 where four rows of seats were removed from the passenger compartment at the No.1 End to create a luggage compartment with a capacity of 3½ tons. The Ladies Compartment seating eight in the No.1 End was retained. Enlarged 4 feet wide doorways were provided at the No.1 End for access to the luggage area and one window adjacent to the doorway was removed. The luggage compartment windows were fitted with horizontal bars. Overall seating was reduced to 41 Second Class passengers and these two cars were coded HFT. HFT 209 was refurbished in 1953, while HFT 212 was converted to a Parcels Trailer in 1953.

THE 1950’s Refurbishment

During the early 1950’s a program of refurbishment of the Comet passenger fleet was undertaken. The most significant change was the installation of the rotating and reclining First Class seating similar to the main line air-conditioned cars, while the former roll-over First Class seating became the Second Class standard. The air-conditioning system was also upgraded to overcome a continual problem of the clogging of the heat exchangers. A fan forced system was introduced and the distinctive “hump” on the roof at the No.1 End was introduced to accommodate this new equipment.

First Class Sitting Car (1953)

Code: DB

Numbers: 201, 206 and 210

BT 201, RFT 206 and FT 210 were refurbished as First Class sitting cars and coded DB in January 1962, December 1955 and November 1958 respectively. New rotating and reclining seating, similar to that used the air-conditioned daylight express cars, was fitted and these cars seated 44, 20 in the No.1 End and 24 in the No.2 End. The separate Ladies compartment seating eight was retained in the No.1 End. All were withdrawn in November 1989. DB 201 and 206 are preserved at the Dorrigo Steam Railway and Museum while DB 210 is preserved at the NSW Rail Transport Museum. Seat pitch was 3′ 6″.

Composite Sitting Car (1953)

Code: DC

Numbers: 202 and 203

BT 202 and BT 203 were converted to composite sitting cars seating 24 First Class and 24 Second Class passengers in September 1955 and November 1960 respectively. These cars were coded DC. New rotating and reclining seating was fitted in the First Class compartment in the No.2 End, while the original First Class seating for 24 was retained in the No.1 End and redesignated Second Class. The Ladies Compartment seating eight in the No.1 End was retained. All were withdrawn in November 1989. DB 202 is preserved at Crystal Street Station, Broken Hill and DC 203 is preserved at Parkes by Parkes City Council. Seat pitch was 3’6″ in First Class and 3′ 1″ in Second Class.

Second Class Sitting Car (1953)

Code: DF later DZF

Numbers: 204 and 211

First Class car BT 204 was recoded as an FT in December 1953 and then recoded to a DF. The original First Class seating was retained as the Second Class standard. No. 211 was converted to a Second Class sitting car and fitted with former First Class 2 x 2 seating in January 1953. FT 211 was also recoded DF. The Ladies Compartment seating eight in the No.1 End was retained. These cars seated 52 in 2 x 2 fixed (adjacent to bulkheads) and 2 x 2 roll-over seating. To avoid confusion with Australian National’s Indian Pacific DF Class dining cars these cars were recoded DZF in September-October 1970. Both cars were withdrawn in November 1989. DZF 204 is preserved at the Dorrigo Steam Railway and Museum and DZF 211 at the NSW Rail Transport Museum. Seat pitch was 3′ 1″.

Second Class Sitting Car with Buffet (1953)

Code: RFT

Number: 208

Around the same time as the refurbishment of RFT 205 and 207, RFT 208 had six seats removed to provide additional space for a staff compartment and additional equipment, reducing seating to 41 Second Class. The original coding of RFT was retained and this car was used predominantly on the Forbes-Parkes-Orange-Dubbo service. RFT 208 was converted to Second Class car with Luggage compartment in 1978.

Dining Car (1958)

Code: DR

Numbers: 205

DRF 205 had all seating from the No.2 End removed in January 1958 and the former passenger compartment converted to a dining saloon. Loose tables and chairs were provided for 22 diners. The car was recoded DR. The car was withdrawn in November 1989 and is preserved at the NSW Rail Transport Museum.

Dining Car (1959)

Code: DR

Numbers: 207

DRF 207 had all seating from the No.2 End removed in October 1959 and the former passenger compartment converted to a dining saloon. Loose tables and chairs were provided for 24 diners. The car was recoded DR. The car was withdrawn in November 1989 an is preserved at the Crystal Street Station, Broken Hill.

Second Class Sitting Car with Luggage Compartment (1953)

Code: HFT

Numbers: 208 - 209

In 1953, the original 2 x 2 and 2 x 3 seating in HFT 209 was removed and replaced with the original type of First Class 2 x 2 roll-over seats. The windows in the luggage compartment were sheeted over. RFT 208 was similarly converted in August 1978. Both cars were withdrawn in November 1989. HFT 208 is preserved at the NSW Rail Transport Museum and HFT 209 at Crystal Street Station, Broken Hill.

Luggage and Parcel Trailers

Parcels Trailer (1938)

Code: HT

Numbers: 301 and 302

The two 300 Class Parcel Trailers were built by NSWGR Carriage Works at Eveleigh. These followed similar body style to the passenger trailers but differed in that they featured all-steel construction, were 13 feet shorter with an overall length of 42 feet and were not air-conditioned. HT 301 and 302 featured dual braking systems and were designed to be through hauled from Sydney by the mail trains and then attached to the Comet service. The cars had a capacity of 10 tons. This obviated the necessity to tranship parcels at either Dubbo or Parkes. Because of the limited hauling capacity of the original Comet power vans, these cars saw little service until the power vans were rebuilt with higher powered Detroit Diesel engines in the early 1950’s.

Parcels Trailer (1950)

Code: DH

Numbers: 301 and 302

The limited power van loadings imposed by the poor performance of the Harland and Wolff diesels meant that these two vehicles saw little use until the mid-1950’s. As part of the overall Comet fleet refurbishment, 301 and 302 were refurbished and fitted with air-conditioning in 1953. The roof mounted air-conditioning equipment used on the passenger trailers was fitted, but its location differed, being installed in the centre of the vehicle rather than the end. They were recoded DH. These cars were withdrawn in 1973. DH 301 was withdrawn and stored in July 1973. Both cars were condemned in March 1977 and subsequently scrapped at Eveleigh.

Relief Parcels Trailer (1953)

Code: DEH

Number: 212

When the engines in the Comet power vans were upgraded, their hauling capacity was consequently increased. As a result, the HT Parcel Trailers came into a more regular service pattern and it became necessary to provide a relief vehicle. HFT 212 was selected and converted to a full parcels trailer in September 1953 and coded DEH. All seating was removed and the vehicle featured two luggage compartments with a total capacity of 8 tons. DEH 212 featured the dual braking systems of the 300 Class and worked similar operating patterns from Sydney on mail train services.

Relief Parcels Trailer (1967)

Code: DEH

Number: 212

DEH 212 had pressure ventilating fitted in 1967 and the car was strengthened and rebuilt to resemble the DH vans in 1968. A separate Guard’s compartment was provided at one end and large sliding doors provided on both sides in place of the older end doorways. DEH 212 was severely damaged by a runaway wagon in a shunting accident in Broken Hill yard in December 1968 and was condemned in April 1969.

Parcels Trailer (1968)

Code: EDH

Number: 320

Following the damage and subsequent scrapping of DEH 212, Emergency Parcels Trailer ETP 1479, which had been previously converted from a main line EHO Luggage Van, was modified to work with the Silver City Comet. Conversion involved fitting of 120 volt controls, air-conditioning and painting the Comet’s silver and blue livery. Automatic couplers were removed and drawhooks fitted. Like the other Comet parcel trailers, EDH 320 featured dual straight air and Westinghouse braking systems. EDH 320 was withdrawn in 1981 and scrapped.

Parcels Trailer (1985)

Code: PT

Numbers: 504 and 508

To fulfil the luggage and parcel loading requirements on the Silver City Comet following the withdrawal of DH 301 and 302 and EDH 320, two surplus 500 class trailer cars were converted into Comet parcels trailers. HCT 504 and 508 were converted in August and September 1985 respectively. This conversion involved the removal of all seating and the toilets. Widened doorways were provided at each end of the car and the windows sheeted over to provide a van-like appearance, while the Comet’s silver and blue livery was applied. These cars remained in service until the entire Comet fleet was withdrawn in November 1989. PT 508 is preserved at Crystal Street Station, Broken Hill and PT 504 at the Dorrigo Steam Railway and Museum.

Color Schemes

Date	Colour Scheme
1937	Silver and blue lining
Post World War II	Cream and green lining
Late 1940’s	Tuscan red and russet brown
1960’s	Silver grey and Mikado blue
1982	SRA Corporate “Candy” scheme
1987	Silver grey and Mikado blue lining

Class Roster - 200 Class

Code BT

No.	In Service	Condemned	Fate
201	27.09.1937	.11.1989	Preserved Dorrigo Steam Railway & Museum, Dorrigo
202	27.09.1937	.11.1989	Preserved Broken Hill City Council
203	13.01.1938	.11.1989	Preserved Parkes Shire Council
204	27.09.1937	.11.1989	Preserved Dorrigo Steam Railway & Museum, Dorrigo

Code RFT

No.	In Service	Condemned	Fate
205	27.09.1937	.11.1989	Derelict Transport Heritage NSW, Broadmeadow – for disposal 2023
206	27.09.1937	.11.1989	Preserved Dorrigo Steam Railway & Museum, Dorrigo
207	14.01.1938	.11.1989	Preserved Broken Hill City Council
208	27.09.1937	.11.1989	Preserved Rail Transport Museum, Thirlmere

Code FT

No.	In Service	Condemned	Fate
209	04.08.1941^†	.11.1989	Preserved Broken Hill City Council
210	24.10.1938	.11.1989	Preserved Rail Transport Museum, Thirlmere
211	01.05.1941^†	.11.1989	Derelict Transport Heritage NSW, Broadmeadow – for disposal 2023
212	12.07.1941^†	04.04.1969	Damaged in collision and scrapped

^† Completed in 1938 and stored until entering service

300 Class

Code HT

No.	In Service	Condemned	Fate
301	27.09.1937	29.04.1983	Scrapped
302	14.03.1938	29.04.1983	Scrapped

EDH 320

No.	In Service	Condemned	Fate
320	.11.1970	.12.1981	Scrapped

500 Class

Code PT

No.	In Service	Withdrawn	Fate
504	.09.1985^‡	.11.1989	Preserved Broken Hill City Council
508	.09.1985^‡	.11.1989	Preserved Dorrigo Steam Railway & Museum, Dorrigo

^‡ Date of entering service as Comet Parcel Trailer

Technical Data

Vehicle Dimensions

	200/500 Class		300 Class		EDH 320
Length over body	55′ 0″	16 764 mm	42′ 0″	12 802 mm	52′ 9″	16 078 mm
Length over buffers	57′ 4½”	17 488 mm	44′ 4½”	13 526 mm	54′ 9″	16 688 mm
Width over body	9′ 5″	2 870 mm	9′ 5″	2 870 mm	8′ 6″	2 591 mm
Height rail to roof	12′ 5″	3 785 mm	12′ 5¾”	3 084 mm	12′ 1½”	3 696 mm
Bogie Centres	38′ 0″	11 582 mm	29′ 0″	8 839 mm	39′ 6″	12 040 mm
Weight			17.7 tons	18.0 tonnes	21.9 tons	22.3 tonnes
Weight – BT	25.0 tons	25.5 tonnes
Weight – FT	21.9 tons	22.3 tonnes
Weight – RFT	24.6 tons	25.0 tonnes
Weight – HFT	21.5 tons	20.9 tonnes
Weight – DB	24.5 tons	25.0 tonnes
Weight – DC	24.9 tons	25.4 tonnes
Weight – DF	24.1 tons	24.5 tonnes
Weight – DR	26.8 tons	27.3 tonnes
Weight – DEH	21.4 tons	21.7 tonnes
Weight – PT	20.5 tons	20.8 tonnes
Service Speed	70 mph	115 kmph	70 mph	115 kmph	70 mph	115 kmph
Brake System	S.E.M.		S.E.M. & Westinghouse		S.E.M. & Westinghouse

Bogie Data

Class	200	300	EDH 320	500
Bogie Code	2TA (NAA)	2TA (NAA)	2AA	2TA (NAA)
Manufacturer	Morts Dock	Morts Dock		Morts Dock
Numbers	697-742	697-742	5100-6162	697-742
Frame	Fabricated	Fabricated	Composite	Fabricated
Primary Suspension	Coil	Coil	Leaf	Coil
Secondary Suspension	Leaf	Leaf	Leaf	Leaf
Equalised	Yes	Yes	No	Yes
Bearings	Roller	Roller	Plain	Roller
Bogie Wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	5′ 9″ (1 741 mm)	6′ 6″ (1 981 mm)
Wheel Diameter	2′ 9″ (838 mm)	2′ 9″ (838 mm)	3′ 0½” (927 mm)	2′ 9″ (838 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

References:

1937 - Rail Bus

The Rail Bus was conceived by the NSWGR to provide a service on branch lines where the patronage did not warrant the use of a larger rail motor. The rail buses were built by Waddingtons Pty. Ltd. (the forerunner of Commonwealth Engineering) at their Granville plant. Waddingtons was one of the leading bus manufacturers of the period. They were constructed on rigid 4-wheel truck chassis with a bus style body. Skid bars with flanges were fitted at both ends as a safety device. FP 1 was single ended, while FP 2 to FP 5 were double ended. The second FP 5 and FP 6 reverted to a single ended design. These vehicles were built on a contemporary truck chassis suitably modified and were powered by a 31 hp Ford Mercury V8 petrol engine coupled to a manual gearbox. The Mercury engine was later replaced in some units with a Ford Thames V8 petrol engine of equivalent performance.

The vehicles were all of the same general appearance and can only be distinguished by viewing the detail such as radiator shape and the door and window arrangements. The following series of photographs illustrate the various rail bus types.

Services

When introduced, the cars were allocated to Cowra and Harden. The Cowra-based units provided services to Grenfell, while the Harden-based units worked services to Young, Galong and Boorowa. After a short period in service they were found not to meet customer expectations and were progressively withdrawn from passenger duties. Services were withdrawn in 1939-1940 period with the Young service being the last to go. Five of the vehicles were in use as mobile pay offices in 1939, while FP 2 was still in passenger service. No.2 joined the others as a mobile pay office when the Young service was withdrawn in 1940. The cars were withdrawn in 1968 following the introduction of the new series of pay buses.

Destruction of FP5

FP 5 was totally destroyed during an attempted payroll robbery at Yanderra near Mittagong on 8 December, 1941. The vehicle was on a regular pay run and was dynamited off the track, resulting in the death of the 3 employees on board. A second FP 5 was subsequently constructed in 1945 to replace the destroyed unit.

The following three photographs show the damage to FP 5. Full size images are available from Fairfax Syndication

Vehicle Configerations

Rail Bus

Code: FP

Number: 1

FP 1 was a single ended vehicle and driver was seated in the centre of the car behind the engine. Entry was by a single inward opening door located in the centre near side of the vehicle, a “pull-out” step being provided to assist passengers. The car seated 17 passengers in fixed bus type seating. FP 1 was completely submerged by a flood at Maitland in 1949 and required significant workshop attention before returning to service. The original paint scheme featured sweeping curves and the colour scheme was the green and cream used on the contemporary bus fleet. FP 1 was condemned in 1968 and is preserved in the collection of the NSW Rail Transport Museum, Thirlmere.

Rail Bus: Second Series

Code: FP

Numbers 2 - 5

These four vehicles were of a double ended design. A driver’s seat was located at each end while the vehicles seated 18 passengers in fixed bus type seating. A single inward opening door was provided on each side for access. No provision was made for passenger’s luggage within the vehicle. FP 5 was destroyed in an attempted robbery at Yanderra in the Southern Highlands on 8 December, 1941. The crew of three were killed outright during the robbery and No.5 was written off. FP 2, 3 and 4 were condemned in 1969 and scrapped.

Rail Bus: Third Series

Code: FP

Numbers: 5 (2nd) & 6

FP 6 reverted to a single ended layout although the vehicle was the same shape at both ends. Seating was provided for 18 in fixed transverse and longitudinal bus type seating. A single sliding door was provided on the near side for access. The second No.5 was built to replace the original No.5 destroyed during an attempted robbery in 1941. FP 5 and 6 were condemned in 1969 and scrapped.

Color Schemes

When introduced, the cars were painted in the standard NSW government bus livery of light green and cream. Although the wheels were covered in, their position was highlighted by sweeping curves in the lining scheme. They were later painted in the standard NSWGR Indian Red and Buff lining scheme.

Class Roster

No.	In Service	Condemned	Fate
FP 1	.09.1937	03.10.1968	Preserved NSW Rail Transport Museum, Thirlmere
FP 2	.09.1937	03.11.1969	Scrapped
FP 3	27.09.1937	03.11.1969	Scrapped
FP 4	27.09.1937	03.11.1969	Scrapped
FP 5⁽¹⁾	10.09.1937	08.12.1941	Destroyed in attempted robbery
FP 5⁽²⁾	10.09.1945	03.11.1969	Scrapped
FP 6	.09.1937	03.11.1969	Scrapped

Technical Data

Vehicle Dimensions

	FP1		FP2 – FP 5⁽¹⁾		FP5⁽²⁾ & FP6
Length over body	20′ 11¼”	6 384 mm	22′ 8″	6 910 mm	20′ 3½”	6 190 mm
Width over body	6′ 5¾”	1 976 mm	7′ 8″	2 340 mm	6′ 8¼”	2 040 mm
Height rail to roof	8′ 9½”	2 680 mm	8′ 10″	2 690 mm	8′ 9½”	2 680 mm
Wheelbase	13′ 2″	4 010 mm	13′ 2″	4 010 mm	13′ 2″	4 010 mm
Wheel diameter	2′ 10″	864 mm	2′ 10″	864 mm	2′ 10″	864 mm
Gauge	4′ 8½”	1 435 mm	4′ 8½”	1 435 mm	4′ 8½”	1 435 mm
Weight	4.4 tons	4.5 tonnes	4.5 tons	4.6 tonnes	4.5 tons	4.6 tonnes
Brake System	Straight Air		Straight Air		Straight Air
Wheel arrangement	1-A		1-A		1-A

Engine Data

Manufacturer	Ford	Ford
Type	Petrol	Petrol
Model	Mercury	Thames
Cycle	4-stroke	4-stroke
Aspiration	Natural	Natural
Cylinders	V8	V8
Bore	3.0625″ (77.8 mm)	3.1″ (78.7 mm)
Stroke	3.75″ (95.3 mm)	3.6″ (91.4 mm)
Capacity	221 cu in (3.6 litres)	217 cu in (3.6 litres)
Power	31 hp (23 kW)	31 hp (23 kW)

Transmission Data

Make	Ford
Model
Type	4-speed manual

Final Drive Data

Manufacturer
Model
Type	Reversing
Reduction ratio

References:

1938 - 51-Foot Rail Motor (400 Class)

Their appearance closely followed that of the Comet and there is some evidence to suggest that the four power cars were to be originally numbered in the Comet series as 106 to 109. The 400 Class power cars, as they became known, featured the already proven twin Leyland petrol engines with hydraulic transmissions used in No.38. As these trains were intended for use on less important branch lines, air-conditioning was not provided. A series of eight companion passenger trailer cars was also constructed to work with the power cars and these were to become known as the 500 Class.

FPH 404 was severely damaged by fire near Narrandera in September 1948 and was condemned in September 1949.

Construction

The four 400 Class power cars (401 to 404), were built by the NSW Government Railways Carriage Works at Eveleigh under Shop Order 4/36. Construction was similar to the Silver City Comet power van using a steel boxlike structure. The welded underframe was built up from steel sections while the body was sheathed externally with light mild steel plates riveted to the frame. The bodywork above the waist level was of timber construction. The inside of the passenger compartment was finished with polished timber panels and wooden framed windows were fitted. The inside roof was painted white. Unlike contemporary carriages of the period or their associated trailers, crown lights were not fitted to these vehicles. The roof ends were of pressed aluminium and the main roof structure was of the traditional carriage building form of timber slats on a wooden frame covered with canvas and finished with navy dressing. The aluminium under-car skirts and shaped steel pilot of the Comet were also fitted.

These vehicles were powered by two 10 litre, 6-cylinder, 150 hp Leyland E47/1 petrol engines. Each engine was coupled to a Leyland Lysholm-Smith 3-position (neutral, converter and direct drive) hydraulic torque converter transmission driving the inner axle of each bogie. Reversing was carried out in the Eveleigh built final drive. The engine radiators were located below floor level on each side of the unit. The radiator fans were shaft driven from the rear of each engine. The two DH16 air compressors were also shaft driven from the engines. The braking system was the straight air type fitted with a self-lapping brake valve and dead-man pedal in each cab. Electro-pneumatic controls were provided by push buttons on the control stand for the selection of the torque converter position and for the selection of the direction of travel. The throttle was controlled by a series of arms and rods from a lever on the control stand. This arrangement was later replaced with a foot pedal. Large headlights were fitted in the roof at each end and an upward facing light was provided behind each headlight. This arrangement was intended to provide a bright vertical beam of light to increase the train’s visibility at country level crossings at night.

The body consisted of a driver’s cab located on the left-hand side at each end of the vehicle. A compartment, seating 19 second class passengers, was located at the No.2 end with a dry hopper toilet compartment located at the right-hand side front of the vehicle, opposite the driver’s cab. The location of the toilet severely restricted the driver’s vision at level crossings, but this problem was not addressed for nearly 30 years. The luggage compartment, which extended from the rear of the passenger compartment to the No.1 End, was rated at 8 tons. The class was allocated the code FPH.

Service Modifications

The class received a number of modifications during their life. The all-steel shaped pilot was replaced with a more utilitarian type built up from flat steel straps. Starting in 1967 the blind spot caused by the toilet located at the No.2 End was corrected by providing a flushing toilet at the rear of, but within, the passenger compartment. A seat for two was installed in place of the former toilet to maintain the seating capacity at 19 and the panel covering the front window was removed. The underfloor radiators were also found to be a problem and these were relocated onto the car roof by the 1950’s. Portions of the under-car side skirts also disappeared over time to assist engine cooling and to provide easier access to under-car equipment. The vertical light for level crossing visibility was not successful and was replaced by large air horns.

Like No.38, the three surviving units were re-engined with two General Motors 6-cylinder, 153 hp Detroit Diesel Series 6/71 Model 6057 diesel engines and Twin Disc DFF-10024-TC-1L 3-position hydraulic torque converters between 1956 and 1962. A new driver’s control stand and pneumatic throttle fitted at this time. Following this conversion, the 400 Class and No.38 were considered to be equivalent for operational purposes. A modified SEM air brake system was fitted between 1969 and 1971. The 400 Class were intended for single unit operation only and were never equipped with multiple unit controls. To prevent possible confusion with the 600 Class, the coding of FPH 401 to 403 was altered to DPH in 1963.

As branch line passenger loadings reduced with the advent of the motor car, first class accommodation was provided in the power cars from 1970. In 401 and 403, this was achieved by the simple expedient of fixing two seats back to back and allocating 4 seats for first class passengers. The coding was then altered to HPC.

402 was taken into Eveleigh Workshops in 1970 and emerged with a small first class compartment at the No.1 End seating 8 passengers. A toilet was also located in this section. The sliding luggage compartment door was removed and replaced by a pair of standard swing doors (large and small) and the luggage rating reduced to 4 tons. Dual sealed beam headlights were also fitted at this time.

The 500 Class trailers found little use in later years as a result of declining patronage on branch line services. Following the introduction of a new country timetable on 27 November 1983, the 400 and 500 classes were withdrawn and their remaining services replaced with air-conditioned road coaches.

The three surviving 400 class units have been preserved in heritage railway collections. HPC 402 now belongs to the Rail Motor Society at Paterson, NSW, and is the only unit remaining in operational condition. HPC 401 and HPC 403 reside in the collection of the Dorrigo Steam Railway and Museum at Dorrigo, NSW.

Radio Test Car

In December 1986, HPC 402 was leased to the State Rail Authority of NSW (SRA) by the Rail Motor Society for a period of 6 months as a radio test car. In this role, built up antennae planes were installed on the roof at each end of the vehicle and a variety radio antennae were mounted on these planes. Internally, the passenger seating at the No.2 End was removed. New work benches and Bostrom air-ride seats were installed for the testing crew. Two seats were removed from the No.1 End and a gas refrigerator and gas stove installed for the convenience of the crew.

Despite the initial short-term plan, HPC 402 continued on lease to SRA and then subsequently to the Rail Access Corporation until finally being returned to the Rail Motor Society in July 2000. During its radio testing life, 402 traversed every active railway line and connected private branch in NSW. It was also used to carry out a survey to locate the entire NSW rail network using the Global Positioning System (GPS) and as part of this survey, a stereo video image of the track was also taken. During the survey, 402 operated at a maximum speed of 30 km/h. This survey received two excellence awards by the NSW Institution of Surveyors.

HPC 402 is now stabled at the Rail Motor Society’s Paterson Depot and is used on a contract basis for testing work on the standard gauge rail network.

Vehicle Configurations

400 Class (as built 1938)

Code: FPH

Number: 401 - 404

The 400 Class Rail Motor had a driver’s cab on the left hand side at each end. A passenger compartment seating 19 Second Class was located at the No.2 End. The remainder of the vehicle was allocated to luggage with a capacity of 8 tons. A dry hopper toilet was located at the front of the No.2 End opposite the driver’s cab. Additional passenger accommodation was provided in attached trailer cars. FPH 404 was destroyed by fire in April 1949. The remainder were converted to diesel power between 1955 and 1959.

400 Class (as built 1955)

Code: FPH later DPH

Number: 401 - 403

When converted to diesel power the basic layout remained unchanged. During the 1960’s the toilet was removed from the front to the rear of the passenger compartment and the two seats moved forward. A window was provided to replace the original covering. This modification improved the driver’s vision at level crossings. The underfloor radiators were removed and a roof mounted arrangement was provided for engine cooling. The coding was altered in 1963 from FPH to DPH to avoid confusion with the 600 Class power cars.

400 Class (with composite accommodation 1972)

Code: HPC

Number: 401 and 403

The modification to 402 proved successful, however, it was too expensive to be repeated and 401 and 403 were modified by the simple expedient of fixing two seats back to back and allocating 4 seats for First Class passengers. The coding was then altered to HPC.

400 Class (Radio Test configuration 1986)

Code: HPC

Number: 402

In December 1986, HPC 402 was leased to the State Rail Authority of NSW (SRA) by the Rail Motor Society for a period of 6 months as a radio test car. In this role, built up antennae planes were installed on the roof at each end of the vehicle and a variety of various radio antennae mounted on the car. Internally, the passenger seating at the No.2 End was removed. New work benches and Bostrom air-ride seats were installed for the testing crew. Two seats were removed from the No.1 End and a gas refrigerator and gas stove installed for the convenience of the crew. HPC 402 was returned to the Rail Motor Society in June 2000.

400 Class (Inspection configuration 2000)

Code: HPC

Number: 402

Following its return from the SRA in 2000, HPC 402 continued in its communications testing role this time under the operational control of the Rail Motor Society. It also found additional work carrying out various on-track inspection work for the rail infrastructure owners. The No.2 End was fitted with seating for 14 and retained one work bench. A 240 volt AC power supply, in addition to the normal 24 volt DC supply was fitted. The No.1 End configuration remained unchanged until 2005 when the toilet was removed and converted to a storage compartment.

400 Class (Tourist configuration 2008)

Code: HPC

Number: 402

With a reduction in testing and inspection requirements, HPC 402 was fitted out for more effective tourist operations by the Rail Motor Society in 2008. The kitchen area in the No.1 End was improved, the seating reduced from 6 to 4 seats and the toilet was converted as a storage compartment. Passenger seating in the No.2 End was increased to 16. The 240 volt AC power supply, from the testing period was retained in addition to the normal 24 volt DC supply.

Colour Schemes

The class first entered service wearing the Comet’s distinctive livery of silver with blue lining. In the early post World War II period, a cream with green lining scheme was applied. This gave way to the standard passenger car colour scheme of Tuscan Red and Russet Brown with Buff lining from the late 1940’s, while the mid-1950’s saw the scheme simplified to an all-over Tuscan Red with buff lining. With all of these various liveries the distinctive “winged” lining scheme remained unchanged.

The only change came in 1980 when a Deep Indian Red with Yellow safety front livery was applied to HPC 403. A modified form of lining, similar to the original 422 and 442 Class diesel-electric locomotives lining scheme was used. A variant of this scheme with an additional broad yellow side band was applied to HPC 401 in 1981.

Date	Colour Scheme
1938	Silver with blue lining
Post World War II	Cream with green lining
1940’s	Tuscan Red and Russet Brown
Mid 1950’s	Tuscan Red with buff lining
1980	Indian Red with yellow lining

Services

FPH 401 and 404 were initially allocated to Dubbo, while 402 and 403 were allocated to Narranderra. The Dubbo based units provided services to Coonamble, Gwabegar and Molong and the Narranderra based units serviced Roto, Hay and Tocumwal. 402 was transferred to Narranderra in December 1940, followed by 403 in August 1943. Narranderra remained the base for these units for almost 30 years. Following the destruction of 404 by fire in September 1944, the remaining three were joined by CHP 38. With the introduction of the Riverina Express 1949 a Narranderra based unit provided a connection with this service at Junee.

In the 1970’s units were transferred to the north of the state. These were based at Werris Creek, Narrabri and Moree and worked services to Barraba, Walgett, Pokataroo, and Inverell.

Class Roster

No.	In Service	Condemned	Fate
401	11.08.1938	29.04.1983	Preserved Dorrigo Steam Railway & Museum, Dorrigo
402	01.09.1938	29.04.1983	Preserved The Rail Motor Society, Paterson
403	30.09.1938	29.04.1983	Preserved Dorrigo Steam Railway & Museum, Dorrigo
404	25.10.1938	24.04.1949	Damaged beyond repair by fire and scrapped

Technical Data

Vehicle Dimensions

Length over body	51′ 0″	15 545 mm
Length over buffers	53′ 4½”	16 269 mm
Width over body	9′ 5″	2 870 mm
Height rail to roof	12′ 5″	3 785 mm
Bogie centres	38′ 0″	11 582 mm
Weight – FPH	27.9 tons	28.4 tonnes
Weight – HPC	28.1 tons	28.6 tonnes
Weight – HPC 402 (1970)	33.1 tons	33.7 tonnes
Weight – HPC 402 (1986)	33.4 tons	34.0 tonnes
Service Speed	60 mph	100 kmph
Fuel capacity (diesel)	142 gallons	646 litres
Brake System	S.E.M. (Modified)
Wheel arrangement	1A – A1

Engine Data

Date	1934	1953
Manufacturer	Leyland	General Motors
Make		Detroit Diesel
Type	Petrol	Diesel
Series		71
Model	E47/1	6057
Cycle	4-stroke	2-stroke
Aspiration	Natural	Roots Blown
Cylinders	6 in-line	6 in-line
Layout	Vertical	Vertical
Bore	5.0″ (127.0 mm)	4.25″ (108.0 mm)
Stroke	5.1875″ (131.8 mm)	5.0″ (127.0 mm)
Capacity	611 cu in (10.0 litres)	426 cu in (7.0 litres)
Power	150 hp (112 kW)	153 hp (114 kW)
Oil Capacity		4.25 gallons (19.3 litres)
Cooling Water Capacity		27 gallons (123 litres)

Transmission Data

Date	1934	1945
Engine	Leyland E47/1	GM 6/71
Make	Leyland	Twin Disc
Model	Lysholm-Smith	DFF 10024-TC-1L
Type	3-position	3-position
Lockup	Manual	Manual
Oil Capacity		Uses fuel supply

Final Drive Data

Manufacturer
Model
Type	Reversing
Reduction ratio	3.214 to 1

Bogie Data

Bogie code	2PB (PBA)
Manufacturer	Waddingtons
Numbers	520 – 527
Frame	Fabricated
Primary suspension	Coil
Secondary suspension	Leaf
Equalised	Yes
Bearings	Roller
Bogie wheelbase	6′ 6″ (1 981 mm)
Wheel diameter	2′ 9″ (838 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

References:

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
400/500 Class profile by R G Preston in “Australian Diesel Scene 4” (Eveleigh Press – 2000)
NSWGR Drawings
Drawings by Bruce Agland.

1938 - 55-Foot Rail Motor (500 Class)

Following the success of the experimental Rail Motor No.38 and its companion Trailer No.81, a design for a further series of branch line rail motors, along similar lines, was developed concurrently with the “Silver City Comet”. These vehicles used the layouts of No.38 and No.81 allied to the construction methods employed for the Comet. The power cars featured steel and timber construction, underfloor engines, passenger accommodation and luggage space and were capable of hauling up to three trailers under favourable conditions. The trailer cars were of identical dimensions to the Comet trailers but as these trains were intended for use on less important branch lines, air-conditioning was not provided. Please refer to the 400 Class page for basic information about the 400 and 500 Class.

A contract for 20 passenger trailers (twelve 200 Class for the Comet and eight 500 Class to work with the 400 Class power cars) was let to Sydney manufacturer, Ritchie Brothers of Auburn, NSW in 1935. The eight 500 Class trailers were initially delivered with the Comet trailer series numbers 213 to 220 but were renumbered to 501 to 508 respectively before entering revenue service.

Construction

The outside of the car body was sheathed in aluminium and the body pillars encased on the interior by stainless steel pressings to add rigidity to the upper portion of the body. The high semi-elliptical roof was formed from longitudinal timber slats, covered with canvas and finished with navy dressing.

The cars were built with two saloons, one slightly smaller than the other, separated by male and female toilets. The shorter saloon, with 6 rows of seating, was located at the No.1 End, while the No.2 End compartment had 7 rows of seating. The saloon at the No.1 End was divided into a Ladies compartment seating 8 adjacent to the toilets while the remainder was normally allocated for non-smoking passengers.

Access doors were provided on both sides at each end of the car. A Guard’s seat, bell and handbrake were located in the No.1 End. Inter-car communication was provided by a covered gangway connection at each end of the car. Full width diaphragm buffing plates and standard hook drawgear were fitted.

The 500 Class was built in two configurations, a composite type (First and Second Class accommodation) coded CT and a Second Class type coded FT.

Vehicle Configurations

CT (Composite Sitting Car)

Code: CT

Number: 501-504 and 506

Nos. 501 to 504 were composite sitting cars, seating 24 First Class and 33 Second Class passengers. The First Class compartment was located in the No.1 and seated 16 in 2 x 2 fixed (at the bulkheads) and 2 x 2 roll-over seating. Also in the No.1 End was a Ladies compartment seating 8 First Class in 2 x 2 fixed seating adjacent to the centrally located toilets. The Second Class compartment was located in the No.2 end and seated 33 in a combination of 2 x 2 fixed (at the bulkheads) and 2 x 3 roll-over seating. FT 506 was also converted to the composite type prior to entering service in 1938. CT 503 was destroyed by fire at Narrandera in April 1944. CT 501, 502 and 504 were converted to HCT in 1967, 1951 and 1969 respectively, while CT 506 was converted to an FT at an unknown date.

FT (Second Class sitting car)

Code: FT

Number: 501, 505 and 506

HCT (Luggage/Second Class sitting car)

Code: HCT

Numbers: 501, 502 and 508

To increase the luggage capacity, CT 502 was fitted with a luggage compartment in the No.1 End with a capacity of 3½ tons and coded HCT in 1951. The seating in the compartment at the No.1 and one window adjacent to the doorway were removed and 4 feet wide doorways were provided to facilitate the handling of luggage and parcels. The Ladies compartment in the No.1 End was retained accommodating 8 First Class in 2 x 2 fixed seating. The compartment at the No.2 End was divided in two with 16 First Class being accommodated in a combination of 2 x 2 fixed (at the bulkheads) and 2 x 2 roll-over seating adjacent to the centrally located toilets. 12 Second Class were accommodated in a combination of 2 x 2 fixed (at the bulkheads) and 2 x 2 roll-over seating adjacent to the vestibule at the No.2 End. In 1962 FT 508 was temporarily converted while HCT 502 was in the workshops and in 1963 a permanent conversion was made. The permanent conversion including the fitting of 4 feet wide doorways at the No.2 End. FT 501 was temporarily converted during 1967 while HCT 502 was again in the workshops. HCT 501 was then reconverted to an FT in 1971 and there is no evidence of the permanent conversion being made to this vehicle. Crown lights were removed from these vehicles between 1963 and 1967.

HCT (Luggage/Second Class sitting car)

Code: HCT

Number: 502, 504, 507 and 508

To provide additional luggage capacity, HCT 508 had the Ladies compartment removed and the luggage compartment extended to occupy the entire No.1 End in 1968. This increased the luggage capacity to 4 tons, while the seating arrangements in the No.2 End remained unchanged, with accommodation for 16 First Class and 12 Second Class being provided. The windows in the No.1 End were completely sheeted over. CT 504 and FT 507 were converted to this configuration in November and September 1969 respectively, while HCT 502 followed in 1971. HCT 507 was condemned in October 1981, HCT 504 and HCT 508 were converted to full parcel trailers for the Silver City Comet in 1985 and HCT 502 was withdrawn in 1983 and is preserved at Dorrigo Steam Railway and Museum.

FT (Second Class sitting car)

Code: FT

Number: 505

No. 505 was involved in a major collision at Heathcote in 1970. About one third of the car was severely damaged and it was proposed to convert the vehicle to a DEH parcels trailer. This decision was reversed and No. 505 was rebuilt as a passenger trailer. It reappeared in 1971 with a rubber mounted toilet window and one less side window adjacent to the toilet in each end. Seating arrangements remained unchanged, while a laminated interior, typical of the period was applied. When the Sutherland to Waterfall electrification was completed in June 1980, FT 505 and 506 became surplus to requirements and were stored. FT 501 was being overhauled in workshops at this time. 501’s overhaul was completed and the vehicle was stored. All three were eventually condemned and sold in 1983.

PT (Parcel Trailer)

Code: PT

Number: 504 and 508

To fulfil the parcel loading requirements on the Silver City Comet following the withdrawal of DH 301, DH 302 and EDH 320, two surplus 500 class cars were converted into Comet parcel trailers. HCT 504 and 508 were converted in August and September 1985 respectively. This conversion involved the removal of all seating and the toilets. Widened doorways were provided at each end of the car and the windows sheeted over to provide a van-like appearance, while the Comet’s silver and blue livery was applied. These cars remained in service until the entire Comet fleet was withdrawn in November 1989. They were later sold and PT 504 is preserved at Broken Hill and PT 508 at the Dorrigo Steam Railway and Museum.

COLOUR SCHEMES

The class first entered service wearing the Comet’s distinctive livery of silver with blue lining. In the early post World War II period, a cream with green lining scheme was applied. This gave way to the standard passenger car colour scheme of Tuscan Red and Russet Brown with Buff lining from the late 1940’s, while the mid-1950’s saw the scheme simplified to an all-over Tuscan Red with buff lining. Deep Indian Red with Buff lining was replaced the Tuscan Red in the late 1970’s.

Date	Colour Scheme
1938	Silver with blue lining
Post World War II	Cream with green lining
1940’s	Tuscan Red and Russet Brown
Mid 1950’s	Tuscan Red with buff lining
1970’s	Indian Red with buff lining
1985 ‡	Silver grey & Mikado blue lining

^‡ Applied to PT 504 and PT 508 when converted

Class Roster

Orig No.^‡	No.	In Service	Withdrawn	Fate
213	501	29.09.1938	.12.1983	Preserved The Rail Motor Society, Paterson
214	502	.05.1938	.12.1983	Preserved Dorrigo Steam Railway & Museum, Dorrigo
215	503	.08.1938	.08.1944	Damaged by fire and scrapped
216	504	.10.1938	.12.1983	Converted to Silver City Comet Parcels Trailer 1985
217	505	23.08.1943^†	.12.1983	Scrapped
218	506	.10.1938	.12.1983	Scrapped
219	507	.02.1941^†	.10.1981	Sold privately – disposition unknown
220	508	.09.1944^†	.12.1983	Converted to Silver City Comet Parcels Trailer 1985

^‡ Number as delivered from the builder – renumbered in the 500 Series before entering service

^† Completed in 1938 and stored until entering service

Technical Data

Vehicle Dimensions

Length over body	55′ 0″	16 764 mm
Length over buffers	57′ 4½”	17 488 mm
Width over body	9′ 5″	2 870 mm
Height rail to roof	12′ 5″	3 785 mm
Bogie Centres	38′ 0″	11 582 mm
Weight – FT	20.4 tons	20.8 tonnes
Weight – CT	20.4 tons	20.8 tonnes
Weight – HCT	20.4 tons	20.8 tonnes
Service Speed	60 mph	100 kmph
Brake System	S.E.M. (Modified)
Wheel Arrangement	2 – 2

Engine Data

Date	1934	1953
Manufacturer	Leyland	General Motors
Make		Detroit Diesel
Type	Petrol	Diesel
Series		71
Model	E47/1	6057
Cycle	4-stroke	2-stroke
Aspiration	Natural	Roots Blown
Cylinders	6 in-line	6 in-line
Layout	Vertical	Vertical
Bore	5.0″ (127.0 mm)	4.25″ (108.0 mm)
Stroke	5.1875″ (131.8 mm)	5.0″ (127.0 mm)
Capacity	611 cu in (10.0 litres)	426 cu in (7.0 litres)
Power	150 hp (112 kW)	153 hp (114 kW)
Oil Capacity		4.25 gallons (19.3 litres)
Cooling Water Capacity		27 gallons (123 litres)

Bogie Data

Length over body	55′ 0″	16 764 mm
Length over buffers	57′ 4½”	17 488 mm
Width over body	9′ 5″	2 870 mm
Height rail to roof	12′ 5″	3 785 mm
Bogie Centres	38′ 0″	11 582 mm
Weight – FT	20.4 tons	20.8 tonnes
Weight – CT	20.4 tons	20.8 tonnes
Weight – HCT	20.4 tons	20.8 tonnes
Service Speed	60 mph	100 kmph
Brake System	S.E.M. (Modified)
Wheel Arrangement	2 – 2

References:

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
400/500 Class profile by R G Preston in “Australian Diesel Scene 4” (Eveleigh Press – 2000)
NSWGR Drawings
Drawings by Bruce Agland.

1949 - 600 Class Rail Motor

At the conclusion of World War II, the NSW Government Railways (NSWGR) were in a very run down state. The Commissioner’s Report to Parliament for 1945-1946 highlighted the poor state of the network. Country services received much criticism and options canvassed included strengthening the track to handle C38 Class locomotives at fast speeds. With light branch line loads, this was a waste of engine power and new types of motive power were considered. In 1946, the NSWGR approved the construction of 10 two-car diesel trains for branch line work and 10 air-conditioned trailers for mainline daylight express services. This was followed by a further approval in 1947 for 20 diesel-electric main line air-conditioned power cars.

As part of the war effort for World War II, the Department of Aircraft Production built an annexe in the NSW Government Railways (NSWGR) Workshops at Chullora for the construction of Beaufort aircraft. At the conclusion of the War, aircraft production was curtailed and transferred to the Department’s facility at Fisherman’s Bend in Victoria. The NSWGR took over control of the Annexe on 8 April 1946 and absorbed a number of the former aircraft production staff with the view to utilising them for rolling stock construction. It was inevitable that the aircraft construction techniques learned during the War would be applied to this new railway rolling stock construction. The branch line cars became the 600 and 700 Classes, while the main line vehicles became the 800 and 900 Classes.

FPH 404 was severely damaged by fire near Narrandera in September 1948 and was condemned in September 1949.

Construction

The 600/700 type consisted of a single-ended driving power car [600 Class] and a single-ended driving trailer car [700 Class] that were designed to operate as a two car set.

The power car was fitted with two 6-cylinder 165 hp General Motors Detroit Diesel Series 71 Model 6081 engines each coupled to an Allison Torqmatic TCLA 655 transmission. A reversing final drive was provided on the inner axle of each bogie. The Allison transmission had no neutral position and required the engines to be shut down to enable the train to be reversed or when standing for long periods to prevent damage to the final drive and transmission. As they were designed for country branch line running this was not seen as a significant limitation. The transmission also featured automatic lockup between converter and direct drive based on the train’s road speed. The SEM type straight air brake system and a pneumatic throttle were fitted along with multiple unit controls. Electro-pneumatic controls were fitted to the brake and throttle systems for multiple unit working of up to four two-car sets (8 cars).

When built, the 600 Class were fitted with 2PC (PCA) type bogies. With the general deployment of the 2PG (PGA) type bogies under the 620 and 900 Class units, the five sets that were not converted to 660 Class had their original 2PC type bogies replaced with the surplus 2PE (PEA) type.

The power and the trailer cars were of similar overall dimensions and featured a more rounded frontal design than their predecessors. Despite this change, their parentage from the preceding CPH and 400 Classes is easily seen. Both classes had a driver’s cab located in the left-hand corner of the No.1 End. A guard’s seat was provided in the area on the right-hand side opposite the driver’s cab.

As built, the 600 Class provided seating for 32 second class passengers and 8 tons of luggage, with the engine exhaust housing separating the two areas. The 700 Class driving trailers provided seating for 28 First and 24 Second Class passengers. The two saloons were separated by the toilets that served both cars. The cars were assigned to branch line services throughout the State when built.

In 1959, 605/705 was displaced from its Narrabri base by the new Northern Tablelands Express service and was allocated to Newcastle where it was utilised as a trial for the proposed 620 Class suburban series of rail cars. The luggage area was fitted with seating to increase passenger accommodation to 60 second class. 606 was similarly converted in 1961 and allocated to Richmond working.

The introduction of the later 620 Class GPF and HFP units (633-637) in the period 1964-1967, meant that a number of the 600 Class were displaced from their country rosters. Like 605 and 606, the displaced units were fitted with passenger seating in the luggage area and allocated the suburban working in Sydney and Wollongong.

In 1971 it was planned to convert all 10 members of the 600/700 Class to make them compatible with the later 620 and 900 Class Rail Motors. A contract was let with Cummins Diesel Services to provide 22 engines and transmissions. However, due to a number of engine problems in the later 620 Class, some of the new engines were diverted to re-engine five of the ailing 620’s and only five of the ten 600/700 sets were converted. These were renumbered to the 660 and 760 Class respectively to distinguish them from their non-compatible sisters. Sets 601/701, 605/705, 608/708, 609/709 and 610/710 were converted.

Vehicle Configurations

600 Class (as built 1949)

Code: FPH

Number: 601-610

The 600 Class power car featured a driver’s cab on the left side at the No.1 End with a guard’s seat located opposite. An entrance vestibule fitted, with double doors, gave access to the large luggage compartment occupying the No.1 End of the car. The luggage capacity of this area was 8 tons. This area was separated from the passenger saloon by the engine radiator ducts. The adjoining passenger saloon seated 32 Second Class and was followed by another entrance vestibule located at the No.2 End.

600 Class (suburban configuration 1959)

Code: FPH

Number: 605 and 606

When 605 was displaced by the new Northern Tablelands Express, it was allocated to Newcastle for suburban service. The luggage area was converted to passenger accommodation. Seating was provided in this area for 28 Second Class making the total capacity of the car 60 Second Class. 606 was later converted to the same configuration when it was allocated to Richmond.

600 Class (suburban configuration 1965)

Code: HPC

Number: 401 and 403

These vehicles were allocated to Wollongong for working off-peak services to Sydney in 1965 and were recoded WFP. The former luggage area was allocated to passenger seating for 24 Second Class and a small luggage area was provided at the No.1 End with a capacity of 2 tons.

600 Class (suburban configuration 1967)

Code: SFP and FPH

Number: 603, 606 and 607

These vehicles were allocated to Sydney for suburban working and the existing accommodation was replaced with suburban electric seating throughout. Seating was provided for 60 Second Class, 28 in the former luggage compartment and 32 in the passenger compartment at the No.2 End. A small luggage area was provided at the No.1 End with a capacity of 2 tons.

600 Class (suburban configuration 1968)

Code: SFP and FPH

Number: 602, 607 and 609

When allocated for Richmond Line suburban working, these vehicles had passenger seating provided in the former luggage area for 22 Second Class and gas heating was provided. The gas cylinders were located in the passenger compartment adjacent to the small luggage area located at the No.1 End. Luggage capacity was 2 tons. Seating for 32 Second Class was provided in the No.2 End saloon.

600 Class (suburban configuration 1980)

Code: FPH and SFP

Number: 604 and 606

When allocated for Richmond Line suburban working, these vehicles had passenger seating provided in the former luggage area for 20 Second Class and gas heating was provided. The gas cylinders were located in the small luggage area at the No.1 End. Seating for 32 Second Class was provided in the No.2 End saloon.

600 Class (suburban configuration 1980)

Code: WPH and SFP

602, 603 and 607

When allocated for suburban working in Sydney and Wollongong, these vehicles had passenger seating provided in the former luggage area for 24 Second Class and gas heating provided. The gas cylinders were located in the small luggage area at the No.1 End. Seating for 32 Second Class was provided in the No.2 End saloon.

Operations

The October 1953 issue of Railway Transportation records eight units were allocated – Cootamundra 1, Queanbeyan 1, Dubbo 3, Mudgee 1, Werris Creek 1 and Armidale 1. These units serviced routes as follows:

Cootamundra to Temora, Lake Cargelligo and Tumut
Queanbeyan to Bombala
Dubbo to Bourke, Cobar, Coonamble, Binnaway, Gwabegar and Werris Creek
Mudgee to Wallerawang
Werris Creek to Narrabri, Moree and Burren Junction
Armidale to Glen Innes

The five unconverted sets were assigned to Newcastle, to the Richmond Branch and to Wollongong for outer suburban working. They were plagued with problems due to their over age equipment and recurrent electrical difficulties were encountered due to the need to shut the engines down to reverse direction. To alleviate this operating problem, air starters were fitted to the engines. Over time units were withdrawn and were cannibalised for spare parts to keep the remaining units in service. By the late 1980’s only 602 and 702 were in an operable state and were withdrawn from service when electrification of the Richmond Branch was completed in 1992.

Epilogue

In February 1992, 603, 703 and 707 were used to stage a train derailment for the ABC Television Series “Police Rescue”. Photographs of the scene show 603 on its side, while the front of 703 shows some major impact damage. 603 and 703 were scrapped shortly after this event. Following their withdrawal, set 602/702, power car 606 and trailer 707 were purchased by the Rail Motor Society. However, 702 was burnt out by vandals at Mortdale Maintenance Centre before delivery could be taken. The partially stripped bodies of 604 and 704 were given to the Rail Motor Society as compensation.

In April 1992, the transfer of the six remaining cars to the Rail Motor Society Depot at Paterson took place. 606 and 707 were loco hauled with cover trucks attached from Port Kembla to Mortdale, where 602 and the damaged remains of 702 were attached. The train then proceeded to Chullora where 604 and 704 were also attached for the final delivery leg to Paterson.

604 and 704 were cannibalised for all available spare parts and the empty body shells were sold to the Court House Hotel, Paterson, where they have now been turned into accommodation units for hotel patrons. The burnt out remains of 702 was also cannibalised for parts and the remnants were sold for scrap. 602, 606 and 707 are now preserved by the Rail Motor Society at Paterson and remain the sole representatives of this once twenty strong pioneering class in original form. The converted 660/760 Class vehicles continued in suburban service into the mid-1990’s before being withdrawn and sold.

The 600 Class was the first of a series of 92 vehicles built to the same basic design and construction method for NSW Railways. Each succeeding class provided more advancement in the form of engines, transmissions and control systems, while retaining the same basic chassis, body configuration and construction techniques. These vehicles were a common sight on most NSW main lines and major branch lines from the 1950’s through to the 1990’s.

COLOUR SCHEMES

When introduced, these cars were finished in the then standard passenger rolling stock livery of Tuscan and Russet. They also featured the standard “winged” lining scheme from the preceding Comet and 400 series in Buff. The roof was silver. The scheme was later changed to an overall Tuscan red and still later to Indian red. With these two later schemes the lining and roof colours remained unchanged.

The State Rail Authority adopted a new corporate colour scheme of red, with orange, white and black stipes in 1982. This became generally known as the “candy scheme” and 606/706 was the first unit to appear in this guise in April 1984. The remaining four sets followed as they passed through the workshops and they remained in this scheme until their withdrawal

Date	Colour Scheme
1949	Tuscan Red and Russet Brown
1960’s	Tuscan Red with Buff lining
1980	Indian Red with yellow lining
1982	State Rail Corporate “Candy”

Class Roster

600 Class

No.	In Service	Withdrawn	Fate
601	.01.1949	.05.1973	Converted to FPH 661
602	.04.1949		Preserved The Rail Motor Society, Paterson
603	.05.1949		Scrapped
604	.08.1949		Scrapped – body used as hotel accommodation – Paterson Body sold and relocated to Victoria 27.02.2020.
605	.10.1949	.04.1971	Converted to FPH 665
606	.11.1949		Preserved The Rail Motor Society, Paterson
607	.02.1950		Scrapped
608	.03.1950	.09.1974	Converted to FPH 668
609	.06.1950	.06.1975	Converted to FPH 669
610	.08.1950	.11.1975	Converted to FPH 670

700 Class

No.	In Service	Withdrawn	Fate
701	.01.1949	.05.1973	Converted to CT 761
702	.04.1949		Damaged by fire at Mortdale in 1991 and scrapped in 1993
703	.05.1949		Scrapped
704	.08.1949		Scrapped – body used as hotel accommodation – Paterson Body sold and relocated to Queensland 27.02.2020
705	.10.1949	.04.1971	Converted to CT 765
706	.11.1949		Scrapped
707	.02.1950		Preserved The Rail Motor Society, Paterson
708	.03.1950	.09.1974	Converted to CT 768
709	.06.1950	.06.1975	Converted to CT 769
710	.08.1950	.11.1975	Converted to CT 770

Technical Data

Vehicle Dimensions

Length over body	61′ 3″	18 669 mm
Length over couplers	63′ 7″	19 380 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie centres	45′ 6″	13 869 mm
Weight – 600 (FPH)	28.5 tons	29.1 tonnes
Weight – 600 (SFP)	29.5 tons	30.0 tonnes
Weight – 600 (WFP)	29.8 tons	30.3 tonnes
Weight – 700 (CT)	21.1 tons	21.5 tonnes
Weight – 700 (SCT)	21.1 tons	21.5 tonnes
Service Speed	60 mph	100 kmph
Fuel Capacity (as built)	106 gallons	482 litres
Fuel Capacity (later)	140 gallons	636 litres
Brake System	S.E.M.
Wheel arrangement	1A – A1 (600) 2 – 2 (700)

Engine Data

Manufacturer	General Motors
Make	Detroit Diesel
Type	Diesel
Series	71
Model	6081
Cycle	2-stroke
Aspiration	Roots blown
Cylinders	6 in-line
Layout	Vertical
Bore	4.25″ (108.0 mm)
Stroke	5.0″ (127.0 mm)
Capacity	426 cu in (7.0 litres)
Power	165 hp (123 kW)
Oil Capacity	4.25 gallons (19.3 litres)
Cooling Water Capacity	27 gallons (123 litres)

Transmission Data

Manufacturer	General Motors
Make	Allison
Model	TCLA 655
Type	2-position
Lockup	Automatic
Oil Capacity	16.5 gallons (75 litres)

Final Drive Data

Manufacturer
Model
Type	Reversing
Reduction ratio	2.8125 to 1

Bogie Data

Bogie code	2PC (PCA)	2PE (PEA)	2TB (NBA)	2TE (NEA)
Type	Power	Power	Trailer	Trailer
Manufacturer	Ritchie Bros	Ritchie Bros & Chullora Wksp	Ritchie Bros	Ritchie Bros & Chullora Wksp
Numbers	1-22	1-34	1-22	1-34
Frame	Fabricated	Cast	Fabricated	Cast
Primary suspension	Coil	Coil	Coil	Coil
Secondary suspension	Coil	Leaf	Coil	Leaf
Equalised	Yes	No	Yes	No
Bearings	Roller	Roller	Roller	Roller
Bogie wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel diameter	3′ 1″ (940 mm)	3′ 1″ (940 mm)	3′ 1″ (940 mm)	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

References:

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
“Railway Transportation” Volume 2 Number 10 (Shennen Publishing & Publicity Co. – October 1953)
NSWGR Drawings
Drawings by Bruce Agland.

1951 - DEB Set Power Cars (900 & 950 Class)

Construction

These cars were constructed principally of aluminium, which reduced the overall weight but still maintained strength. The main structural members were welded steel Pratt trusses that extended from bolster to bolster in length and from waist rail to below the floor level. A light gauge aluminium framework, constructed along similar lines to an aircraft, was built onto these trusses and the entire vehicle clad internally and externally with aluminium sheeting. Large picture windows, 4′ 11¼” (1 505 mm) wide were provided for passengers. The DEB sets consisted of a single-ended driving power car (900 and 950 Classes) and a series of trailer cars (350, 750, 800, 850 and 860 Classes) that were designed to operate as a three or four car set. The sets were marshalled with a driving power car at each end and one or two trailer cars in the centre. Two sets could be amalgamated into a single train of up to eight cars, with seven and eight car trains being the normal method of operation. See under Services for more information on DEB Set workings.

The first DEB Set to enter service was Set 151, consisting of PF901, TB801, TFR851 and HPF951. The power cars were fitted with a pair 240 hp 6-cylinder 4-stroke Hercules Model DFXH-F diesel engines coupled to Torcon hydraulic torque converter transmissions with each engine driving by a cardan shaft to a reversing final drive on the inner axle of each bogie. A contemporary report in Railway Transportation indicates that the cars were fitted with electro-pneumatically operated “rocker brake” on the transmission universal joint flange to enable the direction to be reversed. This would seem to indicate that the Torcon transmission was continuously engaged while the engine was running and did not have a neutral position. This set entered service on 2 November 1951 on the thrice weekly North Coast Daylight Express service from Sydney to Grafton. The engines and transmissions proved troublesome in service and after persistent mechanical problems the set was withdrawn in May 1952 after less than 6 months in service. Work on further cars was suspended until a suitable engine and transmission could be found. The Hercules engines later found a life in powering six of the early X200 Class rail tractors used for NSW yard shunting.

Following the success of the Detroit Diesel 6/71 engines in the CPH and 600 Classes, the NSWGR turned to the more powerful 110 Series engine from General Motors Detroit Diesel Division. This engine was introduced in 1945 and was specifically designed for rail car operations. Its most popular use was in the Budd RDC series of rail cars used by many US and Canadian railways, as well as Commonwealth Railways in Australia. This engine was the 250 hp 6-cylinder 2-stroke Series 110 Model 62802RA coupled to an Allison TCLA 965 hydraulic torque converter transmission. Fitting of these engines required larger radiators and equipment in the centre of the car and this necessitated a change to the seating arrangements. The passenger compartment at the No.2 End as reduced in size by one row of four seats to accommodate the larger centre ducting required. The TCLA 965 was the same as that used on the Comet 100 Class power vans and required the engines to be shut down to reverse the direction of travel. Later vehicles (PF 906-910 and HPF 954-958) built for the Northern Tablelands Express service were fitted with the 250 hp 6/110 Model 62808 engine coupled to an Allison RC3 transmission. The Allison RC3 transmission featured an integrated reversing gear train and the reversing final drives were replaced with a fixed Spicer Model 8 type on these units. The early unit were later retrofitted with the Allison RC3 transmission.

When built, the early units were fitted with cast 2PE (PEA) bogies. The later units deployed the next generation of bogies, the cast 2PG (PGA) type, and these were fitted to the 900 Class from 1959, commencing when PF 906 and HPF 957 entered service. They were also retrofitted to the earlier members of the class. The surplus 2PE bogies were redeployed on the new 620 Class units.

The air conditioning units were located in the power cars only. As well as servicing the power car, conditioned air was passed to the adjoining trailer through a duct located above the inter-car connection. In a similar fashion, water for the toilets in the power car was provided from the adjoining trailer car. Later rebuilding of the trailers provided for separate air-conditioning units in each car and the inter-car ducting was blocked off.

As a general rule, power cars could not be worked in a back-to-back formation due to the layout of the jumper receptacles as it was intended to always be connected to a trailer car. A special long jumper cable was later available for emergency working of two power cars back-to-back.

1980's Rebuilds

By the late-1970’s the Detroit Diesel 6/110 engines were nearing the end of their economic life, parts were becoming difficult to obtain and many failures in traffic were occurring. Following the successful deployment of Cummins 855 Series 4-stroke engines in some of the 620 and 660 Classes and Japanese Niigata transmissions in the 620 Class unit MPF 638, an upgrading program for the DEB sets called SP2 (Self Propelled – 2nd Generation) was announced by the Minister for Transport on 2 February 1982. This work was to involve the internal refurbishment of the saloons with upgraded cloth-trimmed seating and the fitting of new engines and transmissions. The internal refurbishment failed to materialise, however, the mechanical components were upgraded. This consisted of two 335 hp 6-cylinder turbocharged 4-stroke Cummins NTA-855-R4 “Big Cam” engines coupled to Niigata DAFRG2001 hydraulic torque converter transmissions. While successful initially, the Niigata transmissions became unreliable after some time in service and were later dropped in favour of the Voith T 211 r type. The ten units fitted with Cummins engines and Niigata transmissions were PF 902, 903, 907, 908 and 910 and HPF 951, 952, 954, 955 and 958. These vehicles were later retrofitted with Voith transmissions.

Externally, the cars were fitted with impact resistant driver’s windows. These windows were fitted externally and gave the cars a “bug eyed” appearance. Other exterior changes included replacement of the original headlights with twin sealed beam units, replacement of the marker lights with the later two light type and the fitting of fog lights.

When the Voith transmissions were introduced the generator and air compressor were driven directly from the engine and hydraulic motors were provided for the cooling fans. A small number of units were fitted with Hydrovane electric air compressors. However, these proved troublesome in service and were later removed.

While the 2PG power and 2TG trailer type bogies provided much better riding for the 900 Class express working, they were heavier than the earlier 2PE and 2TE types. To compensate for this additional weight, more power was required and larger fuel injectors were fitted to the Detroit Diesel 6/110 engines. This resulted in a number of engine failures and as a result, the 2PG type under the Detroit powered 900 Class units were exchanged for the lighter 2PE type under the 620 Class units. The fitting of the higher powered Cummins engines enabled the 2PG type to again become the standard fitting and the now surplus 2PE (and 2TE) types were redeployed under the surviving 600 class units, replacing the original 2PC (PCA) and 2TB (NBA) bogies.

Vehicle Configerations

900 Class Power Car (1951)

Code: PF

Numbers: 901

The 900 Class was a driving power car following the same general arrangement as the earlier 600 Class cars. The car seated 23 Second Class in the compartment at No.1 End and 20 Second Class in the compartment in the No.2 End. Ladies and gents toilets were located either side of the centre aisle between the passenger compartment and the vestibule at the No.2 End. Seat pitch was 3′ 5½”. The driver’s compartment was located on the left hand side of the No.1 End with a small Guard’s area to the driver’s right. The cab area was separated from the passenger compartments by large vestibule with one large and one small access door. This car also featured an automatic staff exchanger for use on the North Coast Line working. This fitting was later removed.

950 Class Power Car (1951)

Code: HPF

Numbers: 951

The 950 Class was a driving power car that followed the general arrangement of the 900 Class, except that at the No.1 End, a luggage area rated at 4 tons was fitted adjacent to the vestibule and a smaller passenger compartment seating 8 Second Class was located between the luggage compartment and the centre ducting. The No.2 End of the car was the same layout as the 900 Class, seating 20 Second Class. Seat pitch was 3′ 5½”. This car also featured an automatic staff exchanger for use on the North Coast Line working. This fitting was later removed.

900 Class Power Car (1955)

Code: PF

Numbers: 901-910

Following the failure of the Hercules engines in service, the 900 and 950 Class cars were modified when fitted with new Detroit Diesel engines and Allison transmissions. This involved the enlarging of the centre exhaust and radiator ducting with a consequent reduction in the seating capacity of the No.2 End from 20 to 16 Second Class passengers. Externally, the large window adjoining the ducting at the No.2 End was reduced in size giving a slightly unbalanced appearance. Even the later built cars featured this same window arrangement.

950 Class Power Car (1955)

Code: HPF

Numbers: 951-958

900 Class Power Car (1990)

Code: PF

Numbers: 901-905 and 907-910

By the late 1970’s, the 900 Class were nearing 20 years of service and were suffering from lack of maintenance. From 1982, the NSWGR instituted an upgrading program called SP2 (Self Propelled – 2nd Generation) for the DEB sets. This involved internal refurbishment and fitting of new engines and transmissions. Externally, the cars were fitted with impact resistant driver’s windows. These windows were mounted externally. Other exterior changes included twin sealed beam headlights, updated marker lights and fog lights

950 Class Power Car (1990)

Code: HPF

Numbers: 951-959

Train Consists

When introduced, set numbers were allocated the basic consists of 3 or 4 cars, while those vehicles nominated as “spares” were not allocated to a specific set. In the early days, the set number was carried on a removable plate that was located in the circle in the end lining located below the Guard’s window. This practice was later discontinued and the set numbers were retained for “administrative” purposes only. The following table shows the initial allocation of set numbers:

Set Code	Set Number	Car 1	Car 2	Car 3	Car 4	Train
DEB	151	HPF 951	TBR 851	TB 801	PF 901	Canberra-Monaro Express
DEB	152	HPF 952	TBR 852	TB 802	PF 902	Canberra-Monaro Express
DEB	153	HPF 953	TBR 853	TB 803	PF 903	Canberra-Monaro Express
DEB	154	PF 904	TBR 854	PF 905	TP 351	Far West Express
DOB	155	HPF 955	TCR 861	PF 906		Northern Tablelands Express
DOB	156	HPF 954	TBR 855	TC 752	PF 907	Northern Tablelands Express
DOB	157	HPF 956	TCR 862	PF 909		Northern Tablelands Express
DOB	158	HPF 958	TBR 856	TC 753	PF 910	Northern Tablelands Express

Color Schemes

When introduced, the first set, PF901-TB801-TFR851-HPF951, were finished in the standard passenger car scheme of Tuscan Red with a Russet Brown band along the windows and Buff lining. By the time the DEB sets were reintroduced on the Canberra-Monaro Express in 1955 the scheme was Tuscan red with Buff lining. In 1980 a deep Indian red with a yellow safety front was introduced and in 1981 this was modified to incorporate a broad yellow band along the car sides at floor level. The final colour scheme was the SRA Corporate or “Candy” scheme.

Date	Colour Scheme
1949	Tuscan Red and Russet Brown
1960’s	Tuscan Red with Buff lining
1980	Indian Red with yellow lining
1982	State Rail Corporate “Candy”

Services

North Coast: The North Coast Daylight Express was introduced on 22 November 1951 as a 3-day per week service from Sydney to Grafton with the return journey on the alternate days operating from Monday to Saturday. The train consist was 4 cars (PF 901-TB 801-TFR 851-HPF 951). Following persistent mechanical problems, the DEB set service was terminated on 11 May 1952 and replaced with a loco hauled air-conditioned train. The only other recorded working on the North Coast is when a 4-car a DEB set substituted for a failed Mid North Coast XPT on 16/17 June 1985.

South: The Canberra-Monaro Express commenced running on 9 May 1955 as a day return service to Canberra and Cooma operating from Monday to Saturday. The Train consisted of two 4-car sets that ran to Queanbeyan where the train divided. 4 cars went on to Canberra (with a 5 hour layover) while the other 4 cars proceeded to Cooma. On the return journey the two sets amalgamated at Queanbeyan and returned to Sydney as a single train. The train consist was initially HPF-TFR-TB-PF (Canberra portion) and HPF-TFR-TB-PF (Cooma portion). Later a TBR was substituted for the TFR on both portions when TFR’s 851-853 were converted to TBR’s. It should be noted that in these consists there was a very high proportion of First Class seating (59% compared with around 33% on other DEB services). This was presumably to cater for public servants travelling between Sydney and Canberra. From 25 July 1973 the Canberra-Monaro Express was reduced to a 4-car set as a result of falling patronage and the train serviced both Canberra and Cooma. In times of heavy patronage the DEB set seating capacity was bolstered by the addition of a 620 2-car Class as the leading unit. The 620 Class passengers did not have any access to the buffet services. Due to the unreliability of the DEB sets, the service became a loco hauled train from 9 June 1981 until 23 August 1982 when a DEB set was reintroduced. The Queanbeyan-Cooma portion of this service was terminated on 26 November 1988. The Canberra-Monaro Express continued in service until replaced by the Canberra Xplorer in 1993.

The Canberra Express commenced on 1 June 1982 as a day return service from Canberra to Sydney with a loco hauled set by extending the existing Southern Highlands Express service. When the Riverina Express was replaced by an XPT service, one of the surplus DEB sets was allocated to the Canberra Express working and commenced operations on 1 August 1982. A second set was added from 23 August 1982 and this service continued until replaced by the Canberra XPT on 30 August 1983.

Following the continued failure of the Tulloch cars (1200 Class) on the Riverina Express, the surplus DEB set from the reduced Canberra Monaro Express was allocated to this service. This set (HPF-TFR-TB-PF) commenced operating as 3-day per week service between Sydney and Albury on 14 August 1973 alternating with the remaining Tulloch car set. When the Far West Express was withdrawn in 1975, this DEB set became surplus and was allocated as the second set on the Riverina Express working, commencing in early October 1975. This enabled the remaining Tulloch cars to be withdrawn. The DEB sets continued to work this service until replaced by the Riverina XPT on 23 August 1982. However, DEB sets continued on the South providing the Junee-Narrandera-Griffith connection off the Riverina XPT, initially with 2 (HPF-TC) and later 3 cars (HPF-TC-PF) until replaced by two surplus Budd cars (FPB 1102 and PHB 1141) in February 1983. The Budd cars were withdrawn by early 1985 and a 3-car DEB set resumed the service. The DEB set was later withdrawn and replaced by a once weekly loco-hauled Countrylink service using HUB/RUB cars.

DEB sets also regularly worked the Southern Highlands services between Sydney and Moss Vale, Bundanoon and Goulburn from 1982 until replaced by Endeavour cars in July 1994.

West: The Far West Express commenced running on 1 December 1957 and provided a day return service from Dubbo to Bourke on Mondays, Wednesdays and Fridays, Coonamble on Tuesdays and Saturdays and Cobar on Thursdays. The Far West Express connected at Dubbo with the Through Mail (later the Western Mail) from Sydney. The train consist was PF-TBR-PF-TP with a TC as a spare to build up capacity to a 4-car set if required. As there was no HPF car in the consist, the TP was required for passenger luggage as well as the through parcels traffic. The TP was through hauled from Sydney on the Coonamble or Through Mail and eliminated the necessity of transhipping parcels and luggage onto the rail car service. Two TP’s were required for this service, with the third as a spare. The Far West Express was withdrawn on 20 September 1975 due to falling patronage and the fuel crisis and road coach services were substituted.

A DEB set also provided an Orange-Lithgow-Mudgee service, connecting with the Central West Express and CityRail interurban services at Lithgow from mid-1984. At Mudgee, the service connected with road coaches for destinations further north. The Mudgee service was replaced with a road coach from 1 December 1985, however, the Orange DEB set remained in service until about 1994.

North: The Northern Tablelands Express commenced running on 22 June 1959 on a three days per week basis in conjunction with the loco hauled RUB set on the other three days. The second set joined the service on 20 November 1960 enabling the RUB set to be made available for the new Intercapital Daylight Express service to Melbourne. The train left Sydney as a 7-car set and the consist was HPF-TBR-TC-PF (Glen Innes portion) and HPF-TCR-PF (Moree portion). The deployment of the TC car on the Armidale portion reflected on the importance placed on the region with 39% of the seating being allocated to First Class. The train worked through from Sydney on Mondays to Saturdays to Werris Creek where it was divided. The 4-car section proceeded to Glen Innes and to Tenterfield on Mondays, while the 3-car section worked to Moree or to Walgett on Tuesdays. The return journey was on the following day or Monday in the case of Saturday services. he Walgett service was cut back to terminate at Narrabri in December 1975 and from 2 June 1981 it was then extended to Moree. From 5 July 1981 Tenterfield was also serviced on Wednesdays. From 1 June 1984 the Northern Tablelands Express was withdrawn and the Northern Tablelands XPT operated all services on the Main North. The Werris Creek to Moree connecting service was then provided by Werris Creek based 900 Class units – usually a 3 car set but sometimes only 2 cars were deployed. DEB set services on the North West concluded when the Northern Tablelands XPT was replaced by the newly introduced Xplorer rail cars in 1994. The Northern Tablelands Xplorer worked a similar service pattern to the original DEB sets, working from Sydney as a single service and dividing at Werris Creek to provide the individual Northern and North Western services.

Illawarra: A DEB set provided the South Coast Daylight Express service from the introduction of the new country timetable on 20 November 1960 until 20 March 1961 when the service was handed over to the newly constructed 1100 Class Budd cars that had been delayed in their delivery from Comeng. The South Coast Daylight Express was a day return service between Sydney and Nowra.

From 28 November 1983, a DEB set provided a day return service from Nowra to Sydney. DEB sets also provided connections from interurban services at Wollongong to Kiama and Nowra on the Illawarra line. These operations terminated with the electrification of the Illawarra line to Dapto and the introduction of the Endeavour cars in November 1994.

Service Summary

Service	Route(s)	Dates
North Coast Daylight Express	Sydney to Grafton (4 cars)	26.11.1951 – 11.05.1952
Canberra-Monaro Express	Sydney – Canberra (4 cars) Sydney – Cooma (4 cars)	09.05.1955 – 24.07.1973
Canberra-Monaro Express	Sydney – Canberra – Cooma (4 cars)	25.07.1973 – 08.06.1981 23.08.1982 – 26.11.1988
Canberra-Monaro Express	Sydney – Canberra (4 cars)	27.11.1988 – 1993
Far West Express	Dubbo – Bourke/Cobar/Coonamble (3/4 cars)	01.12.1957 – 20.09.1975
Northern Tablelands Express	Sydney – Glen Innes/Tenterfield (4 cars) Sydney – Moree/Walgett (3 cars)	22.06.1959 – 31.05.1984
South Coast Daylight Express	Sydney – Nowra (4 cars)	20.11.1960 – 20.03.1961
Riverina Express	Sydney – Albury (4 cars)	14.08.1973 – 21.08.1982
Canberra Express	Sydney – Canberra (1st Set) (2nd Set)	01.08.1982 – 03.09.1983 23.08.1982 – 03.09.1983
XPT Griffith connection	Junee – Griffith (1st assignment) (2nd assignment)	23.08.1982 – .02.1983 1985 – 1994
XPT Moree connection	Werris Creek – Moree	26.11.1988 – 04.10.1993
Nowra Day Train	Nowra – Sydney	28.11.1983 – 20.11.1994
Illawarra local services	Wollongong – Nowra	27.11.1983 – 20.11.1994
Southern Highlands services	Sydney – Moss Vale/Bundanoon/Goulburn	27.11.1983 – 06.07.1994
Goulburn Day Train	Sydney – Goulburn (1st Set) (2nd Set)	21.01.1991 – 06.07.1994 11.05.1991 – 06.07.1994
Orange-Mudgee Services	Orange – Lithgow – Mudgee – Orange	07.1984 – 30.11.1985
Orange Day Train	Orange – Lithgow – Orange	01.12.1985 – 1987

Class Roster

900 Class – Code PF

No.	In Service	Withdrawn	Fate
901	.11.1951	24.11.1994	Preserved Lachlan Valley Railway, Cowra
902	.05.1955	22.08.1994	Damaged by fire 11.07.1994
903	.05.1955	24.11.1994	Preserved Lachlan Valley Railway, Orange
904	.09.1957	29.04.1994	Private sale – Campbelltown
905	.09.1957	22.12.1994	Preserved Dorrigo Steam Railway and Museum
906	.06.1959	17.03.1978	Rebuilt as HPF 959 – 1982-1984
907	.04.1959	16.11.1994	Pool stock for spares (to LVR, Cowra)
908	.11.1959	30.01.1986	Destroyed by fire 05.01.1986 – scrapped
909	.11.1960	09.08.1994	Preserved Lachlan Valley Railway, Cowra
910	.11.1960	23.01.1995	Preserved RailCorp Heritage fleet

950 Class – Code HPF

No.	In Service	Withdrawn	Fate
951	.11.1951	20.02.1995	Pool stock for spares – scrapped (by DSRM)
952	.05.1955	23.01.1995	Preserved RailCorp Heritage fleet
953	.06.1955	24.11.1994	Preserved Lachlan Valley Railway, Cowra
954	.04.1959	20.02.1995	Preserved RailCorp Heritage fleet
955	.07.1959	16.11.1994	Preserved Dorrigo Steam Railway and Museum
956	.10.1959	09.08.1989	Structurally unsound – scrapped
957	.11.1960	24.11.1994	Preserved Lachlan Valley Railway, Orange
958	.11.1960	23.01.1995	Pool stock for spares (to Lachlan Valley Railway, Orange)
959	.06.1984	24.11.1994	Pool stock for spares (to Lachlan Valley Railway)

Technical Data

Vehicle Dimensions

Length over body	61′ 3″	18 669 mm
Length over couplers	63′ 7″	19 380 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie centres	45′ 6″	13 869 mm
Weight – HPF	38.95 tons	39.65 tonnes
Weight – PF	38.65 tons	39.35 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity (as built)	200 gallons	909 litres
Fuel Capacity (as rebuilt 1955)	264 gallons	1 200 litres
Brake System	S.E.M.
Wheel arrangement	1A – A1

Engine Data

Year	1951	1955	1957	1983
Manufacturer	Hercules	General Motors	General Motors	Cummins
Make		Detroit Diesel	Detroit Diesel
Type	Diesel	Diesel	Diesel	Diesel
Series		110	110
Model	DFXH-F	62802RA	62808	NTA-855-R4 Big Cam
Cycle	4-stroke	2-stroke	2-stroke	4-stroke
Aspiration	Natural	Roots Blown	Roots Blown	Turbocharged
Cylinders	6 in-line	6 in-line	6 in-line	6 in-line
Layout	Horizontal	Inclined	Inclined	80° inclined
Bore	5.75″ (146.0 mm)	5.0″ (127.0 mm)	5.0″ (127.0 mm)	5.5″ (139.7 mm)
Stroke	6.0″ (152.4 mm)	5.6″ (142.2 mm)	5.6″ (142.2 mm)	6.0″ (152.4 mm)
Capacity	935 cu in (15.3 litres)	660 cu in (10.8 litres)	660 cu in (10.8 litres)	855 cu in (14.0 litres)
Power	240 hp (179 kW)	250 hp (187 kW)	250 hp (187 kW)	335 hp (250 kW)
Oil Capacity		13 gallons (59.1 litres)	13 gallons (59.1 litres)	7 gallons (31.8 litres)
Cooling Water Capacity		54 gallons (246 litres)	54 gallons (246 litres)

Transmission Data

Manufacturer	Torcon	General Motors	General Motors	Niigata	Voith
Make		Allison	Allison
Model		TCLA-965	RC3	DAFRG2001	T 211 r
Type	2-position	2-position	3-position	3-position	3-position
Lockup	Automatic	Automatic	Automatic	Automatic
Reversing Gearbox	N/A	N/A	Integrated	Twin Disc RR 303	Integrated
Oil Capacity			18 gallons (81.8 litres)
Engine	Hercules	GM 62802	GM 62808	NTA-855-R4	NTA-855-R4

Final Drive Data

Transmission	Torcon/ TCLA-965	RC3/T211r/ DAFRG2001
Bogie Type	2PE	2PE & 2PG
Manufacturer		Dana Corp
Make		Spicer
Model		8
Type	Reversing	Fixed
Reduction ratio	2.368 to 1	2.7 to 1

Bogie Data

Bogie code	2PE (PEA)	2PG (PGA)
Type	Power	Power
Manufacturer	Ritchie Bros & Chullora Wksp	A E Goodwin
Numbers	1-34	1-70
Frame	Cast	Cast
Primary suspension	Coil	Coil
Secondary suspension	Leaf	Coil
Equalised	No	No
Bearings	Roller	Roller
Bogie wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel diameter	3′ 1″ (940 mm)	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)	4′ 8½” (1 435 mm)
Brakes	Clasp	Clasp

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
“Australian Diesel Scene 3” (Eveleigh Press – 1996)
“Junee Loco Depot Profile” article in Byways of Steam 13 (Eveleigh Press – 1997)
“Railway Transportation” Volume 1 Number 3 (Shennen Publishing & Publicity Co. – December 1951)
“Railway Transportation” Volume 13 Number 2 (Shennen Publishing & Publicity Co. – February 1964)
“Australian Railway History” Volume 63 Number 900 (Australian Railway Historical Society – October 2012)
“Australian Railway History” Volume 63 Number 901 (Australian Railway Historical Society – November 2012)
NSWGR Drawings
Drawings by Bruce Agland

1951 - DEB Set Trailer Cars (350, 750, 800, 850 & 860 Class)

Please refer to the 900/950 Class page for basic information about the design, construction and operation of the DEB Sets.

The DEB set trailer cars employed the same steel and aluminium construction techniques employed in the power cars and other associated classes. They were built to the same general dimensions as the 900/950 Class power cars except that they were 2 feet 9 inches (838 mm) shorter, but retained the same bogie centre spacing of 45 feet 6 inches (13 869 mm).

These passengers cars all had a single vestibule with external doorways at the No.1 End, a central saloon area for passengers and a Ladies and Gents toilet either side of the centre aisle at the No.2 End. Large picture windows, 4′ 11¼” (1 505 mm) wide were provided for passengers. Covered concertina gangway connections were fitted at both ends and no driving controls were fitted. The vehicles were all air-conditioned and power for the lighting and buffet (where fitted) was provided from the adjacent power car. Electrical jumper receptacles were provided at both ends to enable multiple unit control of up to 8 cars (two 4-car sets). Couplers of the small (half-size) automatic type and SEM type straight air brakes were fitted.

When built, the air-conditioning units in the DEB Sets were located in the power cars only. As well as supplying the power car, conditioned air was passed to the adjoining trailer through a duct located above the inter-car connection. In a similar fashion, water for the power car toilets was provided from the adjoining trailer car. Later rebuilding provided the trailers with individual air-conditioning units and the inter-car ducting was blocked off.

The 350 or TP Class Parcel Trailers differed from the passenger trailers in that no concertina gangways were fitted. The cars also featured larger (4 feet wide) doorways at both ends to facilitate parcel and luggage handling. As these three cars were designed for through working from Sydney to obviate the necessity of transhipping parcels and luggage, they were fitted with dual braking systems – SEM type straight air brake for working with rail cars and Westinghouse automatic type for working with regular loco-hauled passenger trains.

Vehicles with different seating layouts were numbered in different class groups and each of these types will be dealt with separately. These cars remained basically unchanged during their service lives, except for TBR 853 and 857, that had their buffet compartments removed to provide additional seating capacity on interurban services. The interiors were to be refurbished as part of the SP2 Program announced in February 1982, but this failed to materialise. The original cast NEA (2TE) bogies were later exchanged for cast NGA (2TG) bogies used on the 720 Class trailers.

Vehicle Configerations

First Class Sitting Car (1951)

Code: TB

Numbers: 801-803

The 800 Class was a First Class sitting car accommodating 54 passengers in two compartments. A small saloon was located at the No.2 End seating 16 passengers in non-smoking accommodation while the other saloon seated 40 passengers at the No.1 End. Seat pitch was 3′ 5½”. The first of the 800 Class entered service in 1951 on the North Coast Daylight Express (PF-TB-TFR-HPF). The 800 Class later formed part of the Canberra Monaro Express sets (PF-TB-TBR-HPF).

Second Class Sitting Car with Buffet (1951)

Code: TFR

Numbers: 851-853

The 850 Class was a buffet and Second Class sitting car accommodating 36 passengers in a single compartment at the No.2 End. The buffet preparation area allowed a limited range of meals,(breakfast, morning tea, lunch and afternoon tea) to be prepared and offered to passengers en-route and was located at the No.1 End. Seat pitch was 3′ 5½”. TFR 851 entered service on the North Coast Daylight Express in 1951 and continued until the service was withdrawn in May 1952. Cars 852 and 853 were built as TFR but were converted, along with 851, to TBR in 1955-1956 for the Canberra-Monaro Express.

First Class Sitting Car with Buffet (1955)

Code:TBR

Numbers: 851-857

When DEB Set services resumed with the Canberra-Monaro Express in 1955, TFR 851 was upgraded with First Class seating and recoded as a TBR in May of that year. The upgrade involved replacing the Second Class rollover seating with rotating and reclining First Class seats. The Seating capacity remained at 36. Seat pitch was 3′ 5½”. This gave a preponderance of First Class seating (PF-TB-TBR-HPF) on the train, probably to attract more public servants to the service who travelled First Class. TFR 853 was converted in March 1956 and TFR 852 followed in December 1956. The TBR was also used on the Armidale/Glen Innes portion of the Northern Tablelands Express (PF-TC-TBR-HPF). The later members of the Class, 854 to 857, were all built as TBR.

First Class Sitting Car with Buffet (1955)

Code:TCR

Numbers: 861-862

The 860 Class was a buffet and composite sitting car and they were deployed the Moree/Walgett portion of the Northern Tablelands Express (PF-TCR-HPF). These cars featured a small buffet that adjoined the Second Class section seating 18 at the No.1 End. The remainder of the car was for First Class passengers with a small smoking section seating 8 in the middle of the car with a larger non-smoking section seating 16 adjacent to the toilets at the No.2 End.

Composite Sitting Car (1955)

Code:TC

Numbers: 751-753

The 750 Class were composite sitting cars and were deployed on the Glen Innes/Tenterfield portion of the Northern Tablelands Express (PF-TC-TBR-HPF). These cars had a Second Class compartment seating 31 at the No.1 End and a First Class compartment seating 24 at the No.2 End. These cars were built specifically for use on the Armidale/Glen Innes section of the Northern Tablelands Express. The relative affluence of this grazing area is demonstrated by the fact that proportionally more First Class passengers were catered for on this train. No specific reason can be found for numbering these cars in the 750 series.

Composite Sitting Car (1955)

Code:TP

Numbers: 351-353

The 350 Class were parcels trailers with a capacity of 12 tons. They were designed for through working from Sydney to Dubbo on the Through Mail to obviate the necessity of transhipping parcels and luggage at Dubbo. On arrival at Dubbo, the trailer was coupled to the Far West Express for the run through to its destination. To facilitate this working they were fitted with dual braking systems. SEM type straight air brake was fitted for rail car working while the Westinghouse automatic type was fitted for working with regular loco-hauled passenger trains. They differed from the other passenger trailers in that no concertina connections were fitted to the ends.

Second Class Sitting Car (1990)

Code:TM

Numbers: 853 - 857

TBR 853 and 857 had their buffet compartments removed and replaced with passenger accommodation in July and September 1990 respectively. The seating was categorised as Second or Economy Class and accommodation was provided for 56. It is probable that the original arrangement of the buffet windows remained unchanged. Under the normal convention these vehicles should have been coded TF, however, this code was in still use on the single deck interurban cars and the code TM was used instead.

Class Roster

350 Class – Code TP

No.	In Service	Withdrawn	Fate
351	.11.1957	06.11.1978	Scrapped
352	.12.1957	06.11.1978	Sold privately
353	.11.1960	06.11.1978	Scrapped

Note: Withdrawn from service in February 1974 and used as equipment stores at Chullora Workshops

750 Class – Code TC

No.	In Service	Withdrawn	Fate
751	.09.1957	24.11.1994	Pool stock for spares (to Lachlan Valley Railway, Orange)
752	.09.1957	24.11.1994	Preserved Dorrigo Steam Railway and Museum
753	.11.1960	22.12.1994	Preserved RailCorp Heritage fleet

800 Class – Code TB

No.	In Service	Withdrawn	Fate
801	.11.1951	16.11.1994	Pool stock for spares – scrapped (by DSRM)
802	.05.1955	22.08.1994	Damaged by fire 25.07.1992
803	.04.1956	24.11.1994	Preserved Lachlan Valley Railway, Orange

850 Class – Code TBR/TFR

No.	In Service	Withdrawn	Fate
851	.11.1951	16.11.1994	Private sale – “Walcha Road Railway Bar”
852	.05.1955	24.11.1994	Preserved Lachlan Valley Railway, Cowra
853	.03.1956	.07.1990	Converted to TM 853
854	.09.1957	24.11.1994	Preserved Dorrigo Steam Railway and Museum
855	.06.1959	24.11.1994	Preserved Lachlan Valley Railway, Orange
856	.11.1960	23.01.1995	Preserved RailCorp Heritage fleet
857	.01.1961	.09.1990	Converted to TM 857

850 Class – Code TM

No.	Converted	Withdrawn	Fate
853	.07.1990	.1994	Scrapped
857	.09.1990	23.01.1995	Sold privately

860 Class – Code TCR

No.	In Service	Withdrawn	Fate
861	.07.1959	23.01.1995	Pool stock for spares (to Lachlan Valley Railway)
862	.11.1960	24.11.1994	Preserved Lachlan Valley Railway, Cowra

Technical Data

Vehicle Dimensions

Length over body	58′ 6″	17 831 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie Centres	45′ 6″	13 869 mm
Weight – TB	25.5 tons	25.95 tonnes
Weight – TBR	27.9 tons	28.4 tonnes
Weight – TC	24.75 tons	25.2 tonnes
Weight – TCR	25.7 tons	26.1 tonnes
Weight – TFR	26.9 tons	27.4 tonnes
Weight – TP	21.9 tons	22.3 tonnes
Service Speed	70 mph	115 kmph
Brake System (TP)	S.E.M. & Westinghouse
Brake System (others)	S.E.M.
Wheel Arrangement	2 – 2

Bogie Data

Bogie Code	2TE (NEA)	2TG (NGA)
Type	Trailer	Trailer
Manufacturer	Ritchie Bros & Chullora Wksp	A E Goodwin
Numbers	1-34	1-72
Frame	Cast	Cast
Primary Suspension	Coil	Coil
Secondary Suspension	Leaf	Coil
Equalised	No	No
Bearings	Roller	Roller
Bogie Wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel Diameter	3′ 1″ (940 mm)	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)	4′ 8½” (1 435 mm)
Brakes	Clasp	Clasp

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
“Australian Diesel Scene 3” (Eveleigh Press – 1996)
“Junee Loco Depot Profile” article in Byways of Steam 13 (Eveleigh Press – 1997)
“Railway Transportation” Volume 1 Number 3 (Shennen Publishing & Publicity Co. – December 1951)
“Railway Transportation” Volume 13 Number 2 (Shennen Publishing & Publicity Co. – February 1964)
“Australian Railway History” Volume 63 Number 900 (Australian Railway Historical Society – October 2012)
“Australian Railway History” Volume 63 Number 901 (Australian Railway Historical Society – November 2012)
NSWGR Drawings
Drawings by Bruce Agland

1959 - Rail Motor Parcel Vans

The conveyance of parcels was a key service provided by NSWGR. The “Silver City Comet” had the HT or (300 Class) trailers and the 900 Class DEB Sets had the TP or (350 Class) trailers for this service and for passenger luggage. These vans were intended to be worked to junction stations by regular main line mail train services and then hauled to their destinations by the branch line rail car service. This eliminated the need to tranship parcels and luggage between the main line service and the rail car service with a consequent saving of time, effort and cost.

To supplement the parcels capacity on trains operated by other diesel rail car services, a number of old EHO brake vans were modified to work with the 620 Class units. The EHO type vans on which these conversions were made, all had a wooden body mounted on a steel underframe. While the overall length, width and layout of these vans were the same, they had three different and distinctive roof styles – Mansard, low elliptical and high elliptical. The 88 EHO express brake and mail vans were built for main line service in the period 1908 to 1925 and were subsequently displaced from the main line by the larger VHO and MHO types.

Modifications

General modifications to all of these cars involved the replacement of the existing standard hook drawgear with full-size automatic couplers, the fitting of multiple unit jumper receptacles and the installation of bell communications for the Guard. A straight air brake system was fitted in conjunction with the existing Westinghouse automatic air brake to provide them with dual braking system capability.

IHO Interurban Brake Vans

Following the electrification of the Western Line to Lithgow and the Northern Line to Gosford in the mid-1950’s, single deck electric interurban trains replaced the loco-hauled services on these routes. No facility was provided for parcels or luggage traffic on these trains. As a result, eight EHO main line brake vans were converted to supplement the parcels and luggage capacity on these trains from in 1959 onwards. These cars were coded IHO. When the later series of 620 class rail cars replaced the loco-hauled services from Gosford to Newcastle, the IHO vans were modified to enable them to be through hauled from Gosford by these rail cars. This practice was later abandoned due to the added strain placed on the rail car engines and transmissions.

ETP Emergency Parcels Trailer

This type was called an Emergency Parcel Trailer and they were coded ETP. In addition to the operational modifications for the IHO type, these cars also had the coffin chamber and dog boxes removed from the end of the car and end doors were cut into the body. A pressure ventilating system was installed and large roof mounted ventilators were fitted. The original bogies of various types were replaced with the 2AA type.

The ten vans of this type were converted from both the low elliptical roof (Nos. 1469 to 1472 and 1475) and high elliptical roof (Nos. 1479 to 1481, 1754 and 1759) variants of the basic EHO type. The cars generally carried their original EHO numbers, however, to avoid any conflicts with the existing rail car numbering series, EHO 753 and 915 were renumbered to ETP 1479 and 1480 in November 1963 and EHO 669 to ETP 1481 in January 1966.

EPT Parcels Trailer

The NSWGR had been experimenting with a one-piece formed plywood roof for rolling stock and it was decided to extend this experiment into a complete one-piece vehicle body. Through the collaborative efforts of Ralph Symonds Pty. Ltd. and the NSWGR, a large piece of plywood (52′ 9″ by 25′ 8″ – possibly the largest single sheet of plywood in the world) was formed into the body for EPT 1000. This used a vacuum process and a large jig or former to create the vehicle body. Openings for the doors and windows were then made, ends fitted and the internal fit out completed. One-piece bodies were subsequently used for EPT 1001, EPT 1002 and IHO 1466. EPT 1000 to 1002 used the underframes of EHO’s 1759, 788 and 1288 respectively.

Vehicle Configerations

Interurban Brake Van (1960)

Code: IHO

Numbers: 1281, 1282, 1285, 1287, 1462, 1465, 1466 and 1757

The IHO vans retained the same internal layout as the mainline EHO brake vans from which they were converted. The vehicle layout included outward opening doors, dog boxes and coffin chambers. The eight vans of this type were converted from all three roof variants of the EHO type. IHO 1281, 1282, 1285, 1287, 1462 and 1465 had a Mansard roof, while IHO 1466 had a low elliptical roof and IHO 1757 a high elliptical roof. These vans all retained their original EHO numbers. IHO 1466 had new one-piece plywood body similar to EPT 1001 fitted in January 1973, while IHO 1462 had its body replaced by the body from EHO 1463 in May 1975. IHO 1282 was damaged in an accident in 1961 and withdrawn, while the remainder were scrapped in the period 1983 to 1986.

Emergency Parcels Trailer (1960)

Code: ETP

Numbers: 1469-1472, 1475, 1479-1481, 1754 and 1759

The ETP Parcels Trailers were converted from EHO mainline brake vans. The ten vans of this type had both the low elliptical roof (ETP 1469-1472 and 1475) and high elliptical roof (ETP 1479-1481, 1754 and 1759). The original EHO type outward opening doors were retained but the coffin chamber and dog boxes were removed. End doors were fitted and two luggage/parcel compartments were provided with a total capacity of 12 tons. The cars generally carried their original EHO numbers, however, to avoid any conflicts with the rail car numbering series, ETP 669, 753 and 915 were renumbered to ETP 1481, 1479 and 1480 respectively shortly after entering service. The body of ETP 1472 was destroyed in fire at Killawarra in April 1969 and the body from EHO 641 was fitted to the underframe of 1472. The surplus underframe from EHO 641 was later used to construct EPT 1006. In December 1967, the underframe of ETP 1759 was exchanged with the underframe of BX 1952. The surplus underframe from ETP 1759 was later used for EPT 1000. These vans were withdrawn and scrapped between 1981 and 1989.

Parcels Trailer (1960)

Code: EPT

Numbers: 1001-1006

The first two of this type (EPT 1001 and 1002) were constructed with the one-piece plywood bodies fitted to the underframes of EHO 1759 and EHO 788 respectively. These vehicles had sliding side doors and an enlarged Guard’s compartment with separate toilet and entrance vestibule that provided a significant improvement in the Guard’s comfort over the accommodation provided in the IHO and ETP types. The last four vans of the EPT type were converted from EHO main line brake vans. EPT 1003 and 1005 were converted from EHO 1283 and 1758 respectively, while EPT 1004 used the body of EHO 1288 and the underframe of EHO 1826 and EPT 1006 used the body of EHO 1826 and the underframe of EHO 641. EPT 1003 and 1004 had a Mansard roof while EPT 1005 and 1006 had a high elliptical roof. Like the ETP type the coffin chamber and dog boxes were removed. The outward opening doors were replaced with the sliding type and the Guard’s compartment altered along similar lines to EPT 1001 and 1002. EPT vans were recoded to APT in 1978-1979. These vans were withdrawn and scrapped in the period 1985 to 1989.

Silver City Comet Parcels Trailer (1970)

Code: EDH

Numbers: 320

As a result of accident damage to Silver City Comet van DEH 212 at Broken Hill in 1970, ETP 1475 was modified to work with the Comet and renumbered in the rail car series as EDH 320. The conversion involved fitting of appropriate wiring to work with the Comet’s 120 volt AC electrical system, air-conditioning and painting in the Comet’s distinctive silver and blue livery. Automatic couplers were removed and drawhooks fitted. Like the other Comet parcels trailers, EDH 320 featured dual braking systems. EDH 320 was withdrawn in 1981 and scrapped.

Color Schemes

These initially carried the standard passenger car scheme of Tuscan Red and yellow lining. Deep Indian Red with Buff lining replaced the Tuscan Red scheme in the late 1970’s. EDH 320 was repainted in the Comet’s silver and blue colour scheme when converted in 1970.

Date	Colour Scheme
Mid 1950’s	Tuscan Red with buff lining
1970’s	Indian Red with buff lining
1970	Silver and Blue lining (EDH 320 only)

Class Roster

IHO Type		ETP Type		EPT Type
Length over buffers	54′ 9″	16 688 mm	54′ 9″	16 688 mm	54′ 9″	16 688 mm
Length over body	52′ 9″	16 078 mm	52′ 9″	16 078 mm	52′ 9″	16 078 mm
Width over body	8′ 6″	2 632 mm	8′ 6″	2 632 mm	8′ 7½”	2 591 mm
Width over lookouts	9′ 6″	2 896 mm	9′ 6″	2 896 mm	9′ 6″	2 896 mm
Height rail to roof	12′ 1½”	4 151 mm	12′ 1½”	4 151 mm	12′ 5½”	3 803 mm
Height over roof vents			13′ 7½”	4 151 mm
Bogie Centres	39′ 6″	12 040 mm	39′ 6″	12 040 mm	39′ 6″	12 040 mm
Weight	24.0 tons	24.4 tonnes	21.9 tons	22.3 tonnes	25.6 tons	26.1 tonnes
Service Speed	70 mph	115 kmph	70 mph	115 kmph	70 mph	115 kmph
Brake System	S.E.M. and Westinghouse		S.E.M. and Westinghouse		S.E.M. and Westinghouse
Wheel Arrangement	2 – 2		2 – 2		2 – 2

Technical Data

Vehicle Dimensions

Length over body	61′ 3″	18 669 mm
Length over couplers	63′ 7″	19 380 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie centres	45′ 6″	13 869 mm
Weight – HPF	38.95 tons	39.65 tonnes
Weight – PF	38.65 tons	39.35 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity (as built)	200 gallons	909 litres
Fuel Capacity (as rebuilt 1955)	264 gallons	1 200 litres
Brake System	S.E.M.
Wheel arrangement	1A – A1

Bogie Data

Bogie Code	2AE	2AT
Manufacturer	Eveleigh	Waddingtons
Numbers
Frame	Fabricated	Fabricated
Primary Suspension	Leaf	Coil
Secondary Suspension	Leaf	Leaf
Equalised	Yes	Yes
Bearings	Plain	Plain
Bogie Wheelbase	6′ 6″ (1 981 mm)	6′ 0″ (1 829 mm)
Wheel Diameter	3′ 0½” (927 mm)	3′ 0½” (927 mm)
Gauge	4′ 8½” (1 435 mm)	4′ 8½” (1 435 mm)
Brakes	Clasp	Clasp

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“Coaching Stock of the NSW Railways” Volume 1 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 1999)
“Railway Transportation” Volume 17 Number 10 (Shennen Publishing & Publicity Co. – October 1978)
Silver City Comet profile by Ian Dunn in “Australian Diesel Scene 2” (Eveleigh Press – 1994)
Drawings by Bruce Agland.

1961 - 620 Class Rail Motor

The design and construction followed that used in the 600 and 900 Classes, being built principally of aluminium, which reduced the overall weight but still maintained integral strength. The main structural members were welded steel Pratt trusses that extended from bolster to bolster in length and from waist rail to below the floor level. A light gauge aluminium framework, constructed along similar lines to an aircraft, was built onto these trusses and the entire vehicle was clad both internally and externally with aluminium sheeting. The mechanical and electrical arrangements followed those used on the later GM Detroit Diesel powered 900 Class.

Six of the class (621, 624, 625, 626, 627 and 628) were fitted with two 250 hp supercharged 8-cylinder 4-stroke Rolls-Royce “C” Range C8SFLH diesel engines coupled to Rolls-Royce DFR 11500 torque converters (these transmissions were built by Rolls-Royce under licence from Twin Disc Incorporated) with a Rolls-Royce CG.100 reversing gearbox. The remainder of the first seventeen sets (622, 623 and 629 to 637) were fitted with the standard 900 Class equipment of two 250 hp 6-cylinder 2-stroke General Motors Detroit Diesel 110 series Model 62808 engines coupled to Allison RC3 reversing transmissions. The Rolls-Royce units later had their superchargers removed, resulting in a loss of performance.

The reason for the selection of Rolls-Royce equipment to power six of the class is not apparent, considering the reliable service provided by the 6/110 Detroit Diesels in the 900 Class over a number of years. However, anecdotal evidence suggests that Rolls-Royce were suffering financial difficulties at the time and that the engine and transmission packages may have been sold at bargain basement prices. The Rolls-Royce equipment had a significant record of reliability overseas, having been used to re-engine a number of Canadian Pacific Railroad’s Budd rail cars. Operational crews also commented favourably on the Rolls-Royce powered units, but they became very much underpowered when the supercharging was later removed and they fell out of favour. NPF 627 was an early conversion from Rolls-Royce to GM 6/110 diesels following damage in a fire.

A Borg-Warner gearbox was located at the front of each engine to drive auxiliary services including the generator, air compressor and cooling fans. When the Voith transmissions were introduced, the auxiliary gearboxes were removed as the generator and air compressor were driven directly from the engine and hydraulic motors were provided for the cooling fans.

The last unit of the class, 638/738, was designed to haul a parcel trailer over the long 1 in 50 grades on the Casino to Murwillumbah branch and was fitted with two higher powered 265 hp turbocharged 4-stroke 6-cylinder Cummins NHHRTO-6-B1 diesels coupled to Twin Disc DFFR 10034 torque converters with Twin Disc RR303 reversing gearboxes. The reason for the selection of Cummins diesels for 638 is unknown. However, as GM had ceased production of the Detroit Diesel 110 series engines in 1965, the availability of these units may have also ceased.

The transmissions were all 3-position units and featured automatic lockup between converter and direct drive based on the train’s road speed. Reversing was carried out in a gearbox attached to the back of the Twin Disc and Rolls-Royce transmissions or in the case of the Allison RC3 transmissions, from within the transmission itself. The brakes were the SEM type straight air type and multiple unit controls were fitted. Electro-pneumatic controls were fitted to the brakes for multiple unit working of trains of up to 8 cars (four two-car sets). The throttle was electrically operated and consisted of five positions:

Neutral/Idle [transmission in neutral and engine at idle]
Transmission/Idle [transmission engaged and engine at idle]
⅓ Revs [transmission engaged and engine at approximately ⅓ throttle]
⅔ Revs [transmission engaged and engine at approximately ⅔ throttle]
Full Revs [transmission engaged and engine at full throttle]

A Japanese Niigata DBRG2115 transmission was trialled in MPF 638 with the Cummins NHHRTO engines in 1978. The Niigata transmission was a Twin Disc design manufactured under licence in Japan by the Niigata Converter Company and was therefore compatible with the operation of the other transmissions in use. The trial of the Niigata transmission in 638 was successful and this led to a program of installing 335 hp Cummins NTA-855-R4 engines coupled to a Niigata DAFRG2001 transmissions in the 900 Class power cars.

By the mid-1970’s, the 620’s were, like the 900 Class, beginning to suffer from overage mechanical equipment. To maintain services, often two-car sets comprising two power cars coupled back-to-back, each with one engine working, were in service or two and four-sets were loco hauled by 48 Class locomotives. In 1972 a contract had been let with Cummins Diesel Sales and Service to provide engines for the conversion of the ten 600 Class to the 660 Class, however, a number of these engines were diverted to re-power five of the 620 Class, resulting in only five of the ten 600 sets being converted. As a result, NPF 630, 631, 632, 635 and one other unit were re-engined in 1977 with two 300 hp turbocharged 6-cylinder Cummins NTA-855-R2 diesels coupled to Twin Disc DFFR 10034 torque converter transmissions originally destined for the 600 Class. In common with the 900 Class, the surviving 620 Class units were later fitted with the up-rated 335 hp turbocharged 6-cylinder Cummins NTA-855-R4 “Big Cam” diesel engines and Voith T211r hydraulic transmissions from 1984 onwards. The following table shows the dates for some unit engine upgrades.

No.	Original Engine	Original Transmission	Replacement Engine	Replacement Transmission	Date
625	Rolls-Royce	Rolls-Royce	Cummins	Voith	22.03.1984
626	Rolls-Royce	Rolls-Royce	Cummins	Voith	01.03.1990
627	Rolls-Royce	Rolls-Royce	Detroit Diesel	Allison	c.1964
628	Rolls-Royce	Rolls-Royce	Cummins	Voith	20.11.1989
629	Detroit Diesel	Allison	Cummins	Voith	18.10.1984
630	Detroit Diesel	Allison	Cummins	Twin Disc	09.02.1977
631	Detroit Diesel	Allison	Cummins	Twin Disc	04.08.1977
631	Cummins	Twin Disc	Cummins	Voith	28.02.1984
632	Detroit Diesel	Allison	Cummins	Twin Disc	04.10.1977
635	Detroit Diesel	Allison	Cummins	Twin Disc	20.12.1977
638		Twin Disc		Niigata	12.04.1978
638	Cummins	Niigata	Cummins	Voith	29.02.1984

The early units were fitted with cast 2PE (PEA) bogies that became surplus when the cast 2PG (PGA) were deployed under the 900 Class units. While the 2PG type provided better riding qualities for the 900 Class express working, they were heavier and this additional weight, combined with injector problems with the Detroit Diesel 6/110 engines resulted in a number of engine failures. As a result, the 2PG type under the GM powered 900 Class were exchanged for the lighter 2PE type under the 620 Class.

Vehicle Configerations

620 Class (Suburban configuration 1961)

Code: NPF

Numbers:621-631

The first eleven sets (621/721 to 631/731) were intended for the Newcastle and outer metropolitan suburban services. The power cars all had the same general arrangement and seated 56 Second Class passengers in two compartments separated by the engine radiators and exhaust ducting. Access doors were provided at each end of the car. The cars were coded NPF and the first even (621 to 627) could be distinguished by rectangular windows in the doors, while the later cars had the standard porthole type windows. A luggage compartment was provided in the trailer car.

620 Class (Outer suburban configuration 1964)

Code: GPF

Numbers:632, 633 and 635

The next three sets (632/732, 633/733 and 635/735) were intended for Sydney-Goulburn-Cowra-Lithgow working and featured a large luggage compartment in the No.1 End with a capacity of 4 tons and a small passenger compartment seating eight Second Class, while the passenger compartment at the No.2 End seated 28 Second Class. The doorways to the luggage compartment at the No.1 end were four feet wide to provide for easy loading and unloading of luggage and parcels. These cars were coded GPF.

620 Class (Country configuration 1965)

Code: HFP

Numbers: 633, 634, 636 and 637

The next three sets (634/734, 636/736 and 637/737) were intended for country working and featured a larger luggage compartment that occupied the entire No.1 End with a capacity of 7 tons, while the passenger compartment at the No.2 End seated 28 Second Class. Large doorways were provided at the No.1 end with a standard doorway at the No.2 End. GPF 633 was converted to this configuration following accident damage in 1968. These cars were coded HFP.

620 Class (c.1985)

Code: NPF

Numbers: 621-623 and 625-631

By the mid-1980’s, the surviving cars had all been converted to a common seating arrangement. This involved the fitting of dual sealed beam headlights, gas heating and the provision of a small luggage compartment at the No.1 End with a 2 ton capacity. They seated 48 Second (or Economy) Class passengers in two compartments seating 20 at the No.1 End and 28 at the No.2 End. New Cummins engines and Voith transmissions were fitted and 2PG bogies replaced the original 2PE type. Impact resistant windows replaced the original driver’s windscreen. These were mounted on the outside of the car and gave them a distinctive “frog-eyed” appearance.

620 Class (Murwillumbah configuration 1968)

Code: MPF

Numbers: 638

The final set (638/738) was built for working the Casino to Murwillumbah Branch. The set had a small luggage compartment at the No.1 End with a capacity of 2 Tons and a Second Class compartment seating 20, while the passenger compartment at the No.2 End seated 28 Second Class. Large doorways were provided at the No.1 end with a standard doorway at the No.2 End. This car was coded MPF.

620 Class (c.1985)

Code: NPF

Numbers: 621-623 and 625-631

620 Class (c.1985)

Code: NPF

Numbers: 632-638

These seven sets also followed a similar pattern of changes as their more numerous sisters. Externally, they differed in having the enlarged entrance doorways and one less window at the No.1 End. Dual sealed beam headlights and impact resistant windows were also fitted. Internally, the layout was the same as the other cars seating 48 Second (or Economy) Class passengers with a 2 ton luggage compartment at the No.1 End.

620 Class (2001)

Code: NPF

Numbers: 621, 623, 625, 626, 628, 629 and 631

By 2001, only seven sets remained in service, all being allocated to the Endeavour Service Centre at Broadmeadow for Hunter Valley working. Fog lights were fitted at the front of the vehicles and a long metal bar covering the lower part of the window opening fitted to prevent passengers from leaning out of the car. The fitting of enhanced train radio systems involved more cab space and meant that the vehicle end doors were semi-permanently sealed.

Modifications

As outer suburban and the longer distance services worked by this class were withdrawn, the vehicles were reallocated into suburban working in Sydney and Wollongong. The various carriage layouts were standardised with a 2-ton luggage compartment occupying the No.1 End of the power cars immediately behind the driver’s cab. NPF 621-625 were converted between 1969 and 1971. Those power cars with the enlarged No.1 End doorway (632-638) retained this arrangement throughout. These cars were converted between 1971 and 1978 and re-coded NPF.

Following a number of passenger incidents, a long metal bar covering the lower part of the window opening was fitted to the surviving cars around 2000 to prevent passengers from leaning out of the windows and a remote door locking feature, activated by the Guard, was also fitted. A visible feature of these modified units is the replacement of the inner round (yellow) jumper receptacle with a square (green) jumper receptacle.

The fitting of enhanced MetroNet train radio systems involved more cab space and meant that the cab door was removed and the entire cab section was locked off. This meant that the vehicle end doors were also semi-permanently sealed and no passenger access was available between 2-car sets.

In 1981, NPF 624 was destroyed by fire at Gosford and NTC 734 was severely damaged in an accident on the Mudgee Line. Power car NPF 634 was coupled to trailer NTC 724 forming a misnumbered set. This set continued to operate until its withdrawal from service.

Color Schemes

When built, the 620 Class were painted in the standard carriage scheme of Tuscan Red with Buff lining. The distinctive “winged lining” of the earlier rail cars was also included, while the roof was painted Silver. During the 1970’s the Deep Indian Red scheme with lining similar to the original was applied. This scheme was later modified with a full yellow end to improve level crossing visibility. Lining on this scheme was Deep Indian Red. In the 1980’s, State Rail adopted the so-called “Candy” corporate colour scheme of red, black, white, orange and yellow horizontal stripes with a silver roof. During the early 1990’s a new corporate livery of an overall dark brown with black undercar skirts and a silver roof was applied. This scheme was an “austerity” move by State Rail and a minimal amount of orange lining was applied. This scheme earned the cars the colloquial name of “turds”. During the life of this scheme, large paintings by local school students were attached, two to each side of the vehicle. Following the introduction of the Endeavour Rail Cars in 1994, the remaining 620’s were painted in an overall light grey scheme with black undercar skirts and a dark grey roof. A broad dark blue band was applied along the window line to make them appear similar to the Endeavour cars.

When ML070 entered service in 2010, it was painted in a medium blue below the window sill level and white above the sill level. The undercar equipment and lower side skirts were black, the roof was painted silver and the cow catchers painted bright yellow.

Date	Colour Scheme
1961	Tuscan Red
1980	Indian Red and Chrome Yellow
1982	State Rail Corporate “Candy”
1990	CityRail Corporate brown
1995	CityRail Corporate grey and blue
2010	Medium blue and white (ML070 only)

Services

The initial batch of units assigned to Newcastle worked the local Hunter Valley suburban services between Newcastle, Toronto, Maitland, Telarah and the Sandgate Cemetery Branch. Later Newcastle-based units worked longer distance services to Kempsey and Werris Creek, connecting with an electric interurban service at Gosford and working as a 4-car set to Broadmeadow where two cars proceeded into Newcastle and the remaining two cars proceeded to Kempsey on Mondays, Wednesdays and Fridays or to Werris Creek on Tuesdays, Thursdays and Saturdays. Over the years, these services were truncated to Taree and later Dungog and Muswellbrook. Following the withdrawal of the loco hauled Cessnock Flyer set, a 620 Class unit worked the through service from Gosford to Cessnock. Services to Gosford ceased with the electrification of the line to Newcastle in 1984. After the 1984 electrification, 620 Class units worked the Toronto Branch from Fassifern until it was closed in 1990. Public demand for additional Hunter Valley services saw Scone added to the list of destinations for the Newcastle based units. The last remaining units in service shared Hunter Valley services with Endeavour Rail Cars until they were replaced by the new Hunter Rail Cars in 2007.

In the north of the state, Grafton-based unit NPF 638/NTC 738 connected with the Brisbane Limited Express and worked an all stations service to Murwillumbah, with the aim of speeding up the Limited’s timetable. The rail car connection ceased with the introduction of the Gold Coast Motorail in 1973. The North Coast Daylight Express was truncated to Taree in July 1974 and a unit was based at Taree to provide a connecting service to Grafton. Persistent overcrowding on the rail car saw the Express return to its original schedule in November 1974.

Sydney-based units worked Liverpool to Campbelltown services until the line electrified in 1968 and also Riverstone to Richmond services until that line was electrified in 1991. Other units worked longer distance services to Wollongong and the Goulburn day train. A spare Sydney-based set was also used to supplement seating capacity on the DEB Set working the Canberra-Monaro Express during peak periods.

In the west of the state, one of the later units was based in Orange to work Orange-Lithgow-Mudgee services and another was based in Cowra to work Cowra-Lithgow and Cowra-Goulburn services on alternate days. The Cowra-Lithgow service amalgamated with the Orange-Lithgow service at Blayney with a consequent saving in crews.

Units were also assigned to Wollongong where they worked from Waterfall to Port Kembla connecting with electric interurban services, and local Wollongong to Kiama services and selected Wollongong to Sydney services.

The introduction of the Endeavour rail cars in 1993 saw the gradual retirement of the 620 Class units until only five remained in Newcastle. These were retired as the new Hunter rail cars came on stream from 2006-2007.

Class Roster

VEHICLE DIMENSIONS

Length over body	61′ 3″	18 669 mm
Length over couplers	63′ 7″	19 380 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie centres	45′ 6″	13 869 mm
Weight – 620 (NPF)	37.4 tons	38.0 tonnes
Weight – 620 (GPF)	37.2 tons	37.8 tonnes
Weight – 620 (HFP)	36.7 tons	37.3 tonnes
Weight – 620 (MPF)	38.5 tons	39.1 tonnes
Weight – 720 (NTF)	28.9 tons	29.4 tonnes
Weight – 720 (NTC)	28.9 tons	29.4 tonnes
Weight – 720 (GTC)	25.6 tons	26.0 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity (as built)	226 gallons	1 027 litres
Fuel Capacity (638 as built)	205 gallons (main) 52 gallons (aux)	932 litres (main) 236 litres (aux)
Fuel Capacity (as rebuilt)	264 gallons	1 200 litres
Fuel Capacity (with NTA-855-R4 engine)	256 gallons	1 164 litres
Fuel Consumption	2.5 miles/gallon	113 litres/100 km
Brake System	S.E.M.
Wheel arrangement	1A – A1 (620) 2 – 2 (720)

Technical Data

Vehicle Dimensions

Length over body	61′ 3″	18 669 mm
Length over couplers	63′ 7″	19 380 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie centres	45′ 6″	13 869 mm
Weight – HPF	38.95 tons	39.65 tonnes
Weight – PF	38.65 tons	39.35 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity (as built)	200 gallons	909 litres
Fuel Capacity (as rebuilt 1955)	264 gallons	1 200 litres
Brake System	S.E.M.
Wheel arrangement	1A – A1

Engine Data

Year	1961	1961	1968 ^‡	1977	1978 ^‡	1984
Make	Rolls-Royce	GM Allison	Twin Disc	Twin Disc	Niigata	Voith
Engine	Rolls-Royce	GM 6/110	NHHRTO-6-B1	NTA-855-R2	NHHRTO-6-B1	NTA-855-R4
Model	DFR 11500	RC3	DFFR 10034	DFFR 10034	DBRG2115	T 211 r
Type	3-position	3-position	3-position	3-position	3-position	3-position
Lockup	Automatic	Automatic	Automatic	Automatic	Automatic	Automatic
Reversing Gearbox	Rolls-Royce CG.100	Integrated	Twin Disc RR 303	Twin Disc RR 303	Twin Disc RR 303	Integrated
Auxiliary Gearbox	Borg Warner	Borg Warner	Borg Warner	Borg Warner	Borg Warner
Oil Capacity	Uses fuel Supply	18 gallons (81.8 litres)	Uses fuel Supply	Uses fuel Supply	Uses fuel Supply

^‡ MPF/NFP 638 only

Transmission Data

Year	1961	1961	1968 ^‡	1977	1978 ^‡	1984
Make	Rolls-Royce	GM Allison	Twin Disc	Twin Disc	Niigata	Voith
Engine	Rolls-Royce	GM 6/110	NHHRTO-6-B1	NTA-855-R2	NHHRTO-6-B1	NTA-855-R4
Model	DFR 11500	RC3	DFFR 10034	DFFR 10034	DBRG2115	T 211 r
Type	3-position	3-position	3-position	3-position	3-position	3-position
Lockup	Automatic	Automatic	Automatic	Automatic	Automatic	Automatic
Reversing Gearbox	Rolls-Royce CG.100	Integrated	Twin Disc RR 303	Twin Disc RR 303	Twin Disc RR 303	Integrated
Auxiliary Gearbox	Borg Warner	Borg Warner	Borg Warner	Borg Warner	Borg Warner
Oil Capacity	Uses fuel Supply	18 gallons (81.8 litres)	Uses fuel Supply	Uses fuel Supply	Uses fuel Supply

^‡ MPF/NFP 638 only

Final Drive Data

Bogie Type	2PE	2PG
Manufacturer	Dana Corp	Dana Corp
Make	Spicer	Spicer
Model	8	8
Type	Fixed	Fixed
Reduction ratio	2.7 to 1	2.7 to 1

Bogie Data

Bogie code	2PE (PEA)	2PG (PGA)	2TE (NEA)	2TG (NGA)
Type	Power	Power	Trailer	Trailer
Manufacturer	Ritchie Bros & Chullora Wksp	A E Goodwin	Ritchie Bros & Chullora Wksp	A E Goodwin
Numbers	1-34	1-70	1-34	1-72
Frame	Cast	Cast	Cast	Cast
Primary suspension	Coil	Coil	Coil	Coil
Secondary suspension	Leaf	Coil	Leaf	Coil
Equalised	No	No	No	No
Bearings	Roller	Roller	Roller	Roller
Bogie wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel diameter	3′ 1″ (940 mm)	3′ 1″ (940 mm)	3′ 1″ (940 mm)	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

Epilogue

The introduction of the new Endeavour rail cars into Hunter Valley working from 1994 meant that some of the aging 620 Class units could be retired. It is interesting to note that those vehicles that survived into the 21st Century were generally from the early manufactured units. These vehicles were scheduled for replacement in 2005-2006 when the new Hunter Rail Cars were to be introduced. Delivery slippages meant they remained in service, with the last units not being withdrawn until June 2007. 621/721 operated a special 620 Farewell trip to Paterson on 29 October 2007. Two of the six remaining sets (621/721 and 623/723) were nominated as part of RailCorp’s Heritage Fleet and came under the control of the Office of Rail Heritage. The custody of these two sets was put out to tender in June 2008 with 621/721 being awarded to the Rail Motor Society and 623/723 awarded to the NSW Rail Transport Museum. The remaining four sets and trailer 728 were offered for sale by tender, along with other surplus rolling stock in June 2008. 629/729 was purchased by Goodwin Alco Pty Ltd, however, the other sets were not sold and 625/725 and 631/731 were later earmarked for conversion to track inspection cars for RailCorp, while 626/726 and 728 are to be cannibalised and scrapped. A number of the retired class members are preserved in the collections of NSW heritage operators.

ML070

On 15 June 2009, sets 625/725 and 631/731 were removed from storage at the Endeavour Service Centre, Broadmeadow, and hauled to Chullora for conversion to a Mechanised Track Patrol Vehicle (MTPV). The MTPV was to provide additional support for the existing RailCorp track inspection fleet.

631/731 was converted to ML070, while 625/725 was used as a source of spare parts. The conversion involved the removal of the existing passenger seating throughout and the specialised track testing equipment, cameras, lighting equipment and generators fitted. The end communication doors were replaced with clear plexiglass. Some side windows were removed and replaced with louvred grills. The rear wall of the driver’s cab was removed and the control panel moved backwards the centre of the car. Trip gear was also fitted to the bogies for emergency brake application. ML070 re-entered service in November 2010 for initial testing of the camera and lighting equipment. Track patrols with ML070 commenced early in 2011.

During the late 2010’s, ML070 was withdrawn and sold. It has been subsequentlly restored to passenger use and assumed its original vehicle numbers (631/731).

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)

“Railway Digest” – October 2010 – ML070 article by Peter Clark
“Railway Transportation” Volume 13 Number 4 (Shennen Publishing & Publicity Co. – April 1964)
Manager, Endeavour Service Centre – Broadmeadow
620 Class Rail Car record cards (courtesy of Stephen Preston)
NSWGR Drawings
Drawings by Bruce Agland

1961 - 720 Class Rail Motor Trailer

Please refer to the 620 Class page for basic information about the 620/720 Class.

The 720 Class driving trailers had a driver’s cab located at the left hand side of the No.1 End. Except for 726-731 when built, the trailers provided all passenger accommodation in two saloons that were separated by toilets that serviced both cars. A covered gangway connection was provided for passenger movement between cars. 726-731 were intended for outer suburban use and had a parcel and luggage compartment with a capacity of 2 tons located at the No.1 End. When the longer distance services were withdrawn and the layout of the 2-car sets was standardised, the luggage compartment was relocated into the power cars and these six trailers reverted to all passenger accommodation. The later configuration, coded NTC, seated 26 Second Class passengers in the No.1 End and 28 Second Class passengers in the No.2 End. The final configuration saw two seats removed from the surviving cars at the No.1 End adjacent to the vestibule and a wheelchair space provided.

When built, the 720 Class were fitted with 2TE (NEA) bogies that became surplus when the cast 2TG (NGA) bogies were deployed under the DEB Set trailer cars. While providing better riding for the DEB Set express working, the additional weight of the 2TG bogies and the 2PG (PGA) bogies used under the 900 Class power cars resulted in engine failures in the GM powered units and the 2TE bogies under the 700 Class were replaced with the 2TG type.

Vehicle Configerations

720 Class (Suburban configuration 1961)

Code: NTF

Numbers: 721 - 725

The first five sets (621/721 to 625/725) were intended for the Newcastle suburban services and were fitted with all Second Class seating. These trailer cars seated 56 Second Class passengers in two compartments separated by the centrally located ladies and gents toilets. Access doors and vestibules were provided at each end of the car. The cars were coded NTF and they could be distinguished by square windows in the doors, while the later cars had the standard porthole type windows.

720 Class (Outer suburban configuration 1962)

NTC

Numbers: 726-731

The next six sets (626/726 to 631/731) were intended for outer suburban services and were fitted with a luggage compartment at the No.1 End rated at 2 tons capacity. These trailer cars seated 20 First Class passengers in a compartment at the No.1 End and 28 Second Class passengers in a compartment at the No.2 End. The two passenger compartments were separated by the centrally located ladies and gents toilets. Access doors and vestibules were provided at each end of the car. The cars were coded NTC. 726 and 727 can be distinguished by square windows in the doors, while the other cars had the standard porthole type windows. The luggage compartments were removed when luggage compartments were provided in the power cars between 1969 and 1971 and additional passenger seating fitted.

720 Class (Outer suburban/country configuration 1964)

Code: GTC

732-738

The remaining seven sets (632/732 to 638/738) were intended for outer suburban and country working and featured all passenger seating accommodation as a large luggage area was provided in the power car. Gas heating was provided when built and a gas cupboard occupied one seat space at the No.1 End. The passenger compartment at the No.1 End seated 26 First Class, while the passenger compartment at the No.2 End seated 28 Second Class. The compartments being separated by the centrally located ladies and gents toilets. Standard doorways and vestibules were provided at both ends of the car. These cars were coded GTC.

720 Class (c.1985)

Code: NTC

Numbers: 721-733 and 735-738

By the mid-1980’s, the surviving cars had all been converted to a common arrangement. This involved the fitting of dual sealed beam headlights, gas heating (to 721-731) and relocation of the luggage compartments (in 726-731) to the power cars. They seated 26 First Class at the No.1 End and 28 Second (Economy) Class at the No.2 End. A partition in the First Class compartment provided for twelve seats to be either First or Second Class. When used as First Class seating this area was set aside for smokers. 2TG bogies replaced the original 2TE type. Impact resistant windows replaced the original driver’s windscreen. These were mounted on the outside of the car and gave them a distinctive “frog-eye” appearance.

720 Class (2001)

Code:NTC

Numbers: 721, 723, 725, 726, 728, 729 and 731

Class Roster

620 Class

No.	Code	In Service	Withdrawn	Fate
621	NPF	.09.1961	.06.2007	RailCorp Heritage Fleet – allocated to the Rail Motor Society – Paterson
622	NPF	.12.1961	.1994	Preserved New England Railway – Tenterfield
623	NPF	.12.1961	.06.2007	RailCorp Heritage Fleet – allocated to the NSW Rail Transport Museum – Thirlmere
624	NPF	.04.1962	25.09.1981	Damaged by fire and scrapped
625	NPF	.09.1962	.06.2007	Preserved Cooma-Monaro Railway – Cooma
626	NPF	.12.1962	.06.2007	Preserved Goodwin Alco Pty Ltd – Werris Creek
627	NPF	.05.1963	.1994	Preserved Hills Transport – Tamworth
628	NPF	.08.1963	.2002	Hexham collision on 12.07.2002, withdrawn and sold
629	NPF	.12.1963	.06.2007	Preserved The Rail Motor Society – Paterson
630	NPF	.04.1964	.1998	Preserved Hills Transport – Tamworth
631	NPF	.08.1964	.06.2007	Converted to inspection train 15.6.2009 (ML 070)
632	GPF	.12.1964		Preserved New England Railway – Armidale
633	GPF	.04.1965		Preserved Dorrigo Steam Railway and Museum – Dorrigo
634	HFP	.09.1965		Scrapped (by Dorrigo Steam Railway and Museum)
635	GPF	.05.1966		Preserved New England Railway – Armidale
636	HFP	.10.1966		Preserved NSW Rail Transport Museum – Valley Heights
637	HFP	.03.1967		Jeannie’s Carriage Accommodation, Coochiemudlo Island, Qld
638	MPF	.06.1968		Preserved Lachlan Valley Railway – Cowra

720 Class

No.	Code	In Service	Withdrawn	Fate
721	NTF	.09.1961	.06.2007	RailCorp Heritage Fleet – allocated to the Rail Motor Society – Paterson
722	NTF	.12.1961	.1994	Preserved New England Railway – Tenterfield
723	NTF	.12.1961	.06.2007	RailCorp Heritage Fleet – allocated to the NSW Rail Transport Museum – Thirlmere
724	NTF	.04.1962	.1994	Scrapped (by Dorrigo Steam Railway and Museum)
725	NTF	.09.1962	.06.2007	Preserved Cooma-Monaro Railway – Cooma
726	NTC	.12.1962	.06.2007	Preserved Byron Bay Resort – Byron Bay
727	NTC	.05.1963	.1994	Preserved New England Railway – Tenterfield
728	NTC	.08.1963	.2002	Damaged in collision at Hexham 12.07.2002, withdrawn and for disposal 2008
729	NTC	.12.1963	.06.2007	Preserved The Rail Motor Society – Paterson
730	NTC	.04.1964	.1998	Withdrawn and sold for scrap
731	NTC	.08.1964	.06.2007	Converted to inspection train 15.6.2009 (ML 070)
732	GTC	.12.1964		Preserved New England Railway – Armidale
733	GTC	.04.1965		Preserved Dorrigo Steam Railway and Museum – Dorrigo
734	GTC	.09.1965	.1983	Damaged in accident 25.05.1981 and scrapped
735	GTC	.05.1966		Preserved Dorrigo Steam Railway and Museum – Dorrigo
736	GTC	.10.1966		Preserved NSW Rail Transport Museum – Valley Heights
737	GTC	.03.1967		Jeannie’s Carriage Accommodation, Coochiemudlo Island, Qld
738	GTC	.06.1968		Preserved Lachlan Valley Railway – Cowra

ML Class

No.	Code	In Service	Withdrawn	Fate
070	ML	.11.2010	.2014	Preserved Cooma-Monaro Railway – Cooma

Technical Data

Vehicle Dimensions

Length over body	61′ 3″	18 669 mm
Length over couplers	63′ 7″	19 380 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie centres	45′ 6″	13 869 mm
Weight – 620 (NPF)	37.4 tons	38.0 tonnes
Weight – 620 (GPF)	37.2 tons	37.8 tonnes
Weight – 620 (HFP)	36.7 tons	37.3 tonnes
Weight – 620 (MPF)	38.5 tons	39.1 tonnes
Weight – 720 (NTF)	28.9 tons	29.4 tonnes
Weight – 720 (NTC)	28.9 tons	29.4 tonnes
Weight – 720 (GTC)	25.6 tons	26.0 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity (as built)	226 gallons	1 027 litres
Fuel Capacity (638 as built)	205 gallons (main) 52 gallons (aux)	932 litres (main) 236 litres (aux)
Fuel Capacity (as rebuilt)	264 gallons	1 200 litres
Fuel Capacity (with NTA-855-R4 engine)	256 gallons	1 164 litres
Fuel Consumption	2.5 miles/gallon	113 litres/100 km
Brake System	S.E.M.
Wheel arrangement	1A – A1 (620) 2 – 2 (720)

Engine Data

Year	1961	1961	1968	1977	1984
Manufacturer	Rolls-Royce	General Motors	Cummins	Cummins	Cummins
Make		Detroit Diesel
Type	Diesel	Diesel	Diesel	Diesel	Diesel
Series	C8SFLH	110
Model	2126c	62808	NHHRTO-6-B1	NTA-855-R2	NTA-855-R4 Big Cam
Cycle	4-stroke	2-stroke	4-stroke	4-stroke	4-stroke
Aspiration	Supercharged	Roots Blown	Supercharged	Turbocharged	Turbocharged
Cylinders	8 in-line	6 in-line	6 in-line	6 in-line	6 in-line
Layout	Horizontal	Inclined	Inclined	80° inclined	80° inclined
Bore	5.125″ (130.2 mm)	5.0″ (127.0 mm)	5.125″ (130.2 mm)	5.5″ (139.7 mm)	5.5″ (139.7 mm)
Stroke	6.0″ (152.4 mm)	5.6″ (142.2 mm)	6.0″ (152.4 mm)	6.0″ (152.4 mm)	6.0″ (152.4 mm)
Capacity	990 cu in (16.2 litres)	660 cu in (10.8 litres)	743 cu in (12.2 litres)	855 cu in (14.0 litres)	855 cu in (14.0 litres)
Power	250 hp ^† (186 kW)	250 hp (186 kW)	265 hp (197 kW)	300 hp (224 kW)	335 hp (250 kW)
Oil Capacity	12 gallons (54.6 litres)	13 gallons (59.1 litres)	5.75 gallons (26.1 litres)	7 gallons (31.8 litres)	7 gallons (31.8 litres)
Cooling Water Capacity	54 gallons (245 litres)	54 gallons (245 litres)	54 gallons (245 litres)	54 gallons (245 litres)	54 gallons (245 litres)

^† Rolls-Royce C8SFLH engine – 205 hp (153 kW) when supercharging was removed

Transmission Data

Year	1961	1961	1968 ^‡	1977	1978 ^‡	1984
Make	Rolls-Royce	GM Allison	Twin Disc	Twin Disc	Niigata	Voith
Engine	Rolls-Royce	GM 6/110	NHHRTO-6-B1	NTA-855-R2	NHHRTO-6-B1	NTA-855-R4
Model	DFR 11500	RC3	DFFR 10034	DFFR 10034	DBRG2115	T 211 r
Type	3-position	3-position	3-position	3-position	3-position	3-position
Lockup	Automatic	Automatic	Automatic	Automatic	Automatic	Automatic
Reversing Gearbox	Rolls-Royce CG.100	Integrated	Twin Disc RR 303	Twin Disc RR 303	Twin Disc RR 303	Integrated
Auxiliary Gearbox	Borg Warner	Borg Warner	Borg Warner	Borg Warner	Borg Warner
Oil Capacity	Uses fuel Supply	18 gallons (81.8 litres)	Uses fuel Supply	Uses fuel Supply	Uses fuel Supply

^‡ MPF/NFP 638 only

Final Drive Data

Bogie Type	2PE	2PG
Manufacturer	Dana Corp	Dana Corp
Make	Spicer	Spicer
Model	8	8
Type	Fixed	Fixed
Reduction ratio	2.7 to 1	2.7 to 1

Bogie Data

Bogie code	2PE (PEA)	2PG (PGA)	2TE (NEA)	2TG (NGA)
Type	Power	Power	Trailer	Trailer
Manufacturer	Ritchie Bros & Chullora Wksp	A E Goodwin	Ritchie Bros & Chullora Wksp	A E Goodwin
Numbers	1-34	1-70	1-34	1-72
Frame	Cast	Cast	Cast	Cast
Primary suspension	Coil	Coil	Coil	Coil
Secondary suspension	Leaf	Coil	Leaf	Coil
Equalised	No	No	No	No
Bearings	Roller	Roller	Roller	Roller
Bogie wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel diameter	3′ 1″ (940 mm)	3′ 1″ (940 mm)	3′ 1″ (940 mm)	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

Epilogue

The last of these vehicles were withdrawn after the new Hunter Rail Cars entered service in 2006-2007. Two of the seven remaining trailer cars (721 and 723) are part of RailCorp’s Heritage Fleet and are managed by the Rail Motor Society and the NSW Rail Transport Museum respectively under a custody agreement. A number of the retired class members are preserved in the collections of NSW Heritage Operators.

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“Railway Transportation” Volume 13 Number 4 (Shennen Publishing & Publicity Co. – April 1964)
Manager, Endeavour Service Centre – Broadmeadow
620 Class Rail Car record cards (courtesy of Stephen Preston)
NSWGR Drawings
Drawings by Bruce Agland

1961 - 1100 Class Rail Motor (Budd Cars)

In 1954, NSWGR called tenders for two stainless steel carriage sets for the Brisbane Limited Express. Contracts were let in 1956 to Commonwealth Engineering Pty. Ltd. (Comeng). Due to financial constraints at the time, the order was reduced to 10 NAM sleeping cars. As Comeng had stockpiled a significant amount of material for construction of these cars, an order for five rail cars was placed with Comeng in 1959 to enable this material to be utilised. The 1100 Class rail cars, or the “Budd Cars”, as they were more commonly known, were to based on the stainless steel rail cars produced by the Budd Corporation, of Philadelphia, USA, suitably modified for NSW conditions.

Construction

The basic concept behind these cars was that they were to follow the American Budd RDC design. The standard Budd RDC was 85 feet long, 10 feet wide and 14 feet 7 inches high, while the NSW loading gauge was 75 feet, 9 feet 9 inches and 14 feet respectively. This provided a challenge for the designers at Comeng that required careful attention to the redesign of the body to meet the local loading gauge requirements while ensuring the original structural strengths were retained, as well as maintaining that adequate airflows were available for radiator and air-conditioning cooling. The roof mounted radiator domes or “blisters” were reduced in height and this meant that larger than normal openings were required in the car body structure to accommodate these changes. However, no problems were experienced deploying the standard Budd RDC traction, underfloor equipment and control systems.

The body was constructed on a steel underframe with the body formed and finished in stainless steel. The sides were fluted below the window level, while smaller flutes were applied to the roof. The outside finish was natural polished stainless steel. The radiators, fans and air-conditioning units were located in the large roof mounted dome in the centre of the car. Four power cars were constructed while the fifth was completed as a trailer car, BRB 1181 being the only Budd trailer car in the world.

These cars were powered by two 300 hp 6-cylinder 2-stroke General Motors Detroit Diesel Series 110 Model 62806RD engines, coupled to Allison RC3 hydraulic torque converter transmissions fitted with a reversing gearbox. Drive was by a cardan shaft to a Spicer Model 8 final drive located on the inner axle of each bogie. The 62806RD was a combined engine and transmission package specifically for rail car applications and marketed under the Detroit Diesel banner.

Trailer Car BRB 1181 mounted a 43 hp 6-cylinder 4-stroke horizontal Leyland O.350 diesel engine driving an alternator to provide auxiliary power for the car’s air-conditioning and the buffet. This was later replaced by a 50 hp 6-cylinder 4-stroke horizontal Leyland O.400 diesel.

The four power cars were built in two different configurations – a second class sitting car coded FPB and a second class sitting car with luggage compartment coded PHB. These four cars featured a driver’s desk located on the left-hand side of the vestibule at each end of the car. The end door could be swung around used to block off the driver’s desk when it was adjacent to another car in the consist. A loose seat was provided for the driver at the driving station.

Bradford Kendall 2PH (PHA) type cast bogies were fitted. These bogies had no headstocks making access to the bogie mounted equipment easier. Drop forged equalising beams and roller bearing axle boxes were fitted. The suspension consisted of coil primary and secondary springs. The final drives were removed from these bogies when they became loco hauled cars. In order to provide a spare set of bogies for the power cars, standard 2BS (BSA) type cast bogies from loco hauled air-conditioned stock were fitted under BRB 1181 in 1966.

SEM type electro-pneumatic straight air brakes were fitted to these cars. Disc brakes were fitted behind the wheels on the 2PH bogies while standard clasp brakes were fitted to the 2BS type bogies used under BRB 1181.

Vehicle Configerations

Second Class Driving Power Car (1961)

Code: FPB

Numbers: 1101-1102

The FPB type was a centre aisle design, with toilets located on the right-hand side at diagonally opposite ends of the car. An electrical locker and luggage racks were located on left-hand side opposite each toilet. The passenger compartment seated 72 second class passengers in 2 x 2 rollover seating. This compartment was divided into two saloons by the small engine exhaust and radiator pipe ducts in the centre of the car. Seat pitch is 3′ 1½”.

Second Class Driving Power Car with Luggage Compartment (1961)

Code: PHB

Numbers: 1141-1142

The PHB type was similar in layout to the FPB except that a small luggage compartment 11 feet long was located adjacent to the vestibule at the No.1 end. The passenger compartment seated 60 second class passengers in 2 x 2 rollover seating and was divided into two saloons by the exhaust ducting in the centre of the car. Seat pitch is 3′ 1½.”

First Class Driving Trailer Car with Buffet (1961)

Code: BRB

Numbers: 1181

The fifth car of the class, BRB 1181, although of similar external dimensions to the power cars, differed from the normal Budd type car in that it was a non-powered trailer. This car mounted an underfloor auxiliary diesel engine to supply power for air-conditioning and the buffet facilities. It also featured a smaller roof dome than the other power cars. 1181 had a passenger compartment seating 50 first class in rotating and reclining seating at the “B” end and a buffet compartment located at the “A” end. Although not fitted with traction equipment, driving controls were fitted at each end in common with the power cars. Seat pitch is 3′ 4½.”

Operations

Following their introduction, the early 1100 class cars worked the Goulburn day train and a relief Canberra-Monaro Express. A single deck, stainless steel, non air-conditioned electric interurban car, TF 6006, was temporarily marshalled between the two power cars on this latter service.

From 21 March 1961, the 1100 Class spent the rest of their life working the Illawarra Line on the South Coast Daylight Express and other services. The original allocation was for a four-car set, with the fifth vehicle as a spare. The set worked from Wollongong to Sydney as an early morning commuter service and formed the South Coast Daylight Express at 9:35 am for Nowra. The train returned from Nowra in the afternoon and then formed a late afternoon commuter service to Wollongong. Following the withdrawal of the 1200 Class from the Riverina Express working, the 1100 Class ranks were bolstered by the addition of PCR 1202, PCR 1203 and PCH 1221 on the South Coast roster, enabling sets to be built up to six or seven cars. The 1100 and 1200 Classes were compatible electrically and could be worked together under common multiple unit control. These three 1200 Class vehicles worked with the 1100’s until all were withdrawn from rail car service in February 1983 to become loco-hauled stock.

Due to over age equipment and a lack of maintenance, the Budd cars suffered constant failures in traffic during the late 1970’s and were often loco hauled to maintain service reliability. Their failures became so common that they earned the nickname of “Silver Slug” from one of Sydney’s morning newspapers. Although shopped for overhaul in January 1980, they continued to break down at regular intervals. To improve on-time running they were loco hauled from September 1982. They returned to rail car operation following maintenance over the Christmas 1982 period.

Color Schemes

During their entire lives, these cars remained in their natural stainless steel finish. The undercar pilot was painted Red.

Class Roster

Code FPB

No.	In Service	Withdrawn	Converted	Fate
1101	20.03.1961	.02.1983	.12.1983	Converted to loco hauled Code FTT
1102	20.03.1961	.1985	.10.1986	Converted to loco hauled Code FTT
Note: Withdrawal date shown is the date that the vehicle was withdrawn from rail car service

Code PHB

No.	In Service	Withdrawn	Converted	Fate
1141	20.03.1961	.1985		Destroyed by fire at Comeng 1985
1142	23.05.1961	.02.1983	.11.1983	Converted to loco hauled Code FHZ
Note: Withdrawal date shown is the date that the vehicle was withdrawn from rail car service

Code BRB

No.	In Service	Withdrawn	Converted	Fate
1181	20.03.1961	.02.1983	.11.1983	Converted to loco hauled Code BRT
Note: Withdrawal date shown is the date that the vehicle was withdrawn from rail car service

Technical Data

Vehicle Dimensions

VEHICLE DIMENSIONS

Length over body	76′ 11¾”	23 463 mm
Length over couplers	78′ 3″	23 851 mm
Width over body	9′ 8¾”	2 965 mm
Height rail to roof	13′ 10½”	4 226 mm
Bogie centres	53′ 0″	16 154 mm
Weight – FPB, PHB	51.3 tons	52.2 tonnes
Weight – BRB	41.7 tons	42.5 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity (FPB/PHB)	250 gallons	1 135 litres
Fuel Capacity (BRB)	125 gallons	568 litres
Brake System	S.E.M.
Electrical System	64 volts DC
Buffet Elect System	240 volts AC
Wheel arrangement	1A – A1 (FPB & PHB) 2 – 2 (BRB)

Engine Data

Purpose	Traction	Auxiliary	Auxiliary
Manufacturer	General Motors	Leyland	Leyland
Make	Detroit Diesel
Type	Diesel	Diesel	Diesel
Series	110
Model	62806RD	O.350	O.400
Cycle	2-stroke	4-stroke	4-stroke
Aspiration	Roots Blown
Cylinders	6 in-line	6 in-line	6 in-line
Layout	Inclined	Horizontal	Horizontal
Bore	5.0″ (127.0 mm)	3.96″ (100.6 mm)	4.22″ (107.2 mm)
Stroke	5.6″ (129.7 mm)	4.75″ (120.7 mm)	4.75″ (120.7 mm)
Capacity	660 cu in (10.8 litres)	351 cu in (5.8 litres)	399 cu in (6.5 litres)
Power	300 hp (224 kW)	43 hp (32 kW)	50 hp (37 kW)
Oil Capacity	13 gallons (59.1 litres)
Cooling Water Capacity	56 gallons (255 litres)

Transmission Data

Manufacturer	Dana Corp
Make	Spicer
Model	8
Type	Fixed
Reduction ratio	2.7 to 1

Final Drive Data

Transmission	Torcon/ TCLA-965	RC3/T211r/ DAFRG2001
Bogie Type	2PE	2PE & 2PG
Manufacturer		Dana Corp
Make		Spicer
Model		8
Type	Reversing	Fixed
Reduction ratio	2.368 to 1	2.7 to 1

Bogie Data

Bogie code	2PH (PHA)	2BS (BSA)
Type	Power	Trailer
Manufacturer	Bradford Kendall	A E Goodwin
Numbers	1-10	1-87
Frame	Cast	Cast
Primary suspension	Coil	Coil
Secondary suspension	Leaf	Coil
Equalised	Yes	No
Bearings	Roller	Roller
Bogie wheelbase	8′ 6″ (2 591 mm)	8′ 0″ (2 438 mm)
Wheel diameter	3′ 1″ (940 mm)	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)	4′ 8½” (1 435 mm)
Brakes	Disc	Clasp

Epilogue

Following a derailment at Erskineville in 1983, a decision was taken to convert the five Budd cars to loco hauled rolling stock. A reprieve was given to FPB 1102 and PHB 1141 when they were allocated to Junee to operate the Griffith connection off the Riverina XPT.

The remaining three cars had all of their rail car equipment (engines and transmissions, etc.) removed and were fitted for head-end power supply during November 1983 when they were converted to loco hauled stock. They retained their rail car numbers but were recoded (1101 becoming an FTT, 1142 an FHZ and 1181 a BRT) and were returned to revenue service in December 1983 with power for lighting and air-conditioning being supplied by a power van.

As a result of a level crossing accident at Matong in 1986 FPB 1102 and PHB 1141 were withdrawn from the Griffith service and replaced by a 900 Class DEB set. 1141 was sent to Commonwealth Engineering’s plant at Granville to be fitted with Cummins engines and Voith transmissions. However, this unit was destroyed by a fire at Comeng in 1985. The remaining car, 1102, was converted to loco-hauled stock and returned to revenue service as an FTT in 1986. They were pooled with the converted 1200 Class cars on Illawarra working. The power cars retained their rail car 2PH bogies for some time, however, they were later replaced by 2CA bogies. 1181 retained its 2BS bogies as a loco hauled car.

Following the electrification of the Illawarra Line to Dapto in 1991 the cars were allocated to Moss Vale working, They were withdrawn in January 1992, condemned in July 1992 and cut up for scrap in early 1994.

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“Railway Transportation” Volume 10 Number 4 (Shennen Publishing & Publicity Co. – April 1961)
“Coaching Stock of the NSW Railways” Volume 2 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 2003)
Drawings by Bruce Agland

1961 - South Maitland Railways Rail Car

These rail cars are included because they were the only privately owned self-propelled passengers cars used in NSW. They also replaced services that were operated by NSW Railways for South Maitland Railways Pty Ltd. (SMR). SMR owned an extensive network of coal lines that serviced collieries on the East Greta Coal Seam to the south and south west of Maitland and included the areas surrounding the major towns of Kurri Kurri-Abermain-Weston and Aberdare-Caledonia-Cessnock. The SMR network connected with NSWGR system at Maitland and extensive exchange sidings were provided at East Greta Junction, just southwest of Maitland, where SMR locos handed coal trains over to NSWGR locos for transport to the Newcastle loading facilities. The network also included a passenger service between Maitland and Cessnock that serviced the major towns en-route. The trains were provided by SMR and worked by SMR locos and rolling stock. However, a mysterious fire in 1934 destroyed all of SMR’s passenger rolling stock. An agreement was reached whereby NSWGR provided the passenger services, while SMR provided the signalling and station staff. This became very expensive and SMR decided to construct three railcars to provide the Maitland to Cessnock services, while NSWGR continued provide the few daily through services between Sydney and Cessnock known as the Cessnock Flyer. This service was originally provided by a loco-hauled set, however, in later times, a 620 Class set was used.

Construction

The cars were double ended with a driver’s cab located on the left hand side at each end. A small luggage area was provided opposite driver’s cab. The central passenger compartment seated 80 in fixed 3 x 2 bus type seating. Access was provided by a pair of double leaf sliding doors on each side. A concertina gangway and end communication door was provided at each end to allow access throughout the train.

Each car was powered by an 6-cylinder 4-stroke Rolls-Royce C6SFLH diesel coupled to a Rolls-Royce DFR 11500 hydraulic torque converter transmission (these were built by Rolls-Royce under licence from Twin Disc Incorporated) driving through a Rolls-Royce CG.100 reversing gearbox onto the inner axle of one bogie through a Spicer Model 8 reversing final drive.

Vehicle Configerations

SMR Rail Car

Code:

Numbers: 1 - 3

These cars were double ended with a driver’s cab on the left-hand side at each end with a small luggage area on the opposite side. The passenger area was divided into three sections, two adjoining the driver’s cab at each end seating 20. The larger centre section, seating 40, was separated from the others by a full width vestibule. Each vestibule featured double sliding doors for passenger access on each side. All seating was fixed bus-type in a 3 x 2 configuration throughout.

Color Schemes

When built, these cars were finished in Royal Blue with a broad yellow band along the windows and fine red lining where the blue and yellow joined. Undercar equipment and bogies were black.

Class Roster

No.	In Service	Withdrawn	Fate
1	.04.1961	.05.1971	Scrapped in 1977
2	.04.1961	.05.1971	Scrapped in 1977
3	.05.1961	.05.1971	Scrapped in 1977

Technical Data

Vehicle Dimensions

Length over body	60′ 9″	18 517 mm
Width over body	9′ 8″	2 946 mm
Height rail to roof	13′ 1½”	4 001 mm
Bogie centres	42′ 6″	12 954 mm
Weight	34.0 tons	34.6 tonnes
Service Speed	45 mph	70 kmph
Fuel Capacity	120 gallons	545 litres
Brake System	S.E.M. (Modified)
Wheel arrangement	2 – A1

Engine Data

Manufacturer	Rolls-Royce
Type	Diesel
Series	C6SFLH
Cycle	4-stroke
Aspiration	Supercharged
Cylinders	6 in-line
Layout	Vertical
Bore	5.125″ (130.2 mm)
Stroke	6.0″ (152.4 mm)
Capacity	743 cu in (12.2 litres)
Power	233 hp (174 kW)
Oil Capacity	9.5 gallons (43.2 litres)

Transmission Data

Make	Rolls-Royce
Model	DFR 11500
Type	3-position
Lockup	Automatic
Reversing Gearbox	Rolls-Royce CG.100
Oil Capacity	Uses fuel supply

Final Drive Data

Manufacturer	Sonnerdale Ltd
Make	Spicer
Model	Model 8
Type	Reversing
Reduction ratio	2.8 to 1

Bogie Data

Type	Power	Trailer
Manufacturer	Tulloch	Tulloch
Frame	Cast	Cast
Primary suspension	Coil	Coil
Secondary suspension	Coil	Coil
Equalised	No	No
Bearings	Roller	Roller
Bogie wheelbase	8′ 0″ (2 438 mm)	8′ 0″ (2 438 mm)
Wheel diameter	2′ 9″ (838 mm)	2′ 9″ (838 mm)
Gauge	4′ 8½” (1 435 mm)	4′ 8½” (1 435 mm)
Brakes	Clasp	Clasp

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“Railway Transportation” Volume 10 Number 4 (Shennen Publishing & Publicity Co. – April 1961)
“Coaching Stock of the NSW Railways” Volume 2 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 2003)
Drawings by Bruce Agland

1968 - Pay Bus

The original rail buses, built during the mid-1930’s, had been converted from passenger service to carry out the pay bus function. By the mid-1960’s these were nearing the end of their life and it was decided to construct six new vehicles to replace them. A seventh unit was ordered as a passenger vehicle to provide services on the Cooma to Bombala Line.

The vehicles were built by Commonwealth Engineering Pty. Ltd. at Granville. They were built on a 4-wheel all-steel chassis.

The vehicles were powered by a 130 hp horizontal 6-cylinder Leyland O.400 diesel engine coupled to a Voith DIWA transmission.

Vehicle Configerations

Pay Bus as built (1968)

Code: FP

Numbers: 7-12

These 6 vehicles were used exclusively in the role as a pay bus for railway workers. The interior arrangement included a chair and desk for the paymaster and a safe to secure the cash. The vehicles were double ended with a driver’s seat located at the left hand side at either end.

Rail Bus as built (1970)

Code: FP

Numbers: 13

FP 13 was built for passenger service on the lightly patronised Cooma to Bombala service to replace the existing 2-car 600 Class unit used on the service. The vehicle was double ended with a driver’s seat at the left hand side at either end. Passenger seating for 18 was provided with 8 in the No.1 End and 10 in the No.2 End. Entry was provided on either side by folding “bus style” doors near the centre of the vehicle. Luggage racks were provided on either side of the entry.

Class Roster

No.	In Service	Withdrawn	Fate
FP 7	08.04.1968	.1989	Preserved NSW Rail Transport Museum (stored at Goulburn)
FP 8	06.05.1968	.1989	Preserved Richmond Vale Railway Museum
FP 9	17.05.1968	.1989	Preserved Dorrigo Steam Railway and Museum
FP 10	30.05.1968	.1989	Preserved NSW Rail Transport Museum (stored at Goulburn)
FP 11	14.06.1968	.1989	Preserved ARHS (ACT Division)
FP 12	23.07.1968	.1989	Preserved NSW Rail Transport Museum (stored at Goulburn)
FP 13	10.02.1970	.1989	Preserved Dorrigo Steam Railway and Museum

Technical Data

Vehicle Dimensions

VEHICLE DIMENSIONS

Length over body	30′ 0″	9 144 mm
Width over body	7′ 10½”	2 400 mm
Height rail to roof	9′ 8¼”	2 953 mm
Wheelbase	18′ 0″	5 490 mm
Wheel diameter	2′ 10″	864 mm
Gauge	4′ 8½”	1 435 mm
Weight	11.3 tons	11.48 tonnes
Service Speed	50 mph	80 kmph
Fuel Capacity	60 gallons	273 litres
Brake System	Straight Air
Wheel arrangement	1 – A

Engine Data

Manufacturer	Leyland
Type	Diesel
Model	O.400
Cycle	4-stroke
Aspiration	Roots blower
Cylinders	6 in-line
Layout	horizontal
Bore	4.22″ (107.2 mm)
Stroke	4.75″ (120.7 mm)
Capacity	399 cu in (6.5 litres)
Power	130 hp (97 kW)

Transmission Data

Make	Voith
Model	DIWA
Type	3-position
Lockup	Automatic
Reversing Gearbox	Integrated

Final Drive Data

Manufacturer
Model
Type	Fixed
Reduction ratio	3.15 to 1

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“Railway Transportation” Volume 10 Number 4 (Shennen Publishing & Publicity Co. – April 1961)
“Coaching Stock of the NSW Railways” Volume 2 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 2003)
Drawings by Bruce Agland

1970 - 1200 Class Rail Motor (Tulloch Cars)

n late 1968 an order was placed with Tullochs Limited of Rhodes, NSW, to build the ten rail cars of the 1200 Class for the Riverina Express service, which was at that time, a loco hauled air-conditioned train. The introduction of these cars was planned to release the loco hauled RUB car sets for the proposed Gold Coast Motorail service. The intention was for the train to depart Sydney as a four-car set and for a car to be detached at major junction stations en-route. This detached car would then operate as the branch service, stopping all stations to the branch terminus, while the remainder of the train continued on its mainline journey. The return service resulted in amalgamation of the train at the major junctions for the journey to Sydney. The plan was to operate two four-car sets each consisting of composite sitting car with buffet facilities and three composite sitting cars with luggage compartment. A car of each type was also to be retained as spares. Two basically similar cars were also to be constructed for Victorian Railways (DRC 40 and 41) at the same time.

After a long line of successful rail car classes, the 1200 Class proved to be the most unreliable in service and had the shortest revenue life of any NSW rail car class. Electrical failures plagued the class from the outset and this meant that they were often loco hauled to enable services to be maintained. These continual failures resulted in the withdrawal of the sets from service in 1973 and 1975.

Construction

These cars were based on the Budd (1100 Class) layout of a double ended rail car with twin underfloor engines and hydraulic transmissions. However, these cars differed from the 1100 Class, being constructed principally of aluminium.

These vehicles were constructed on a box beam design consisting of two aluminium sides connected by an integral aluminium roof with the transverse floor members of steel. These members carried the mechanical and electrical equipment, the centre plate loads and the draft gear. The whole structure was jig assembled to provide a small positive camber. At the junction of steel and aluminium a barium chromate layer was used to prevent electrolytic corrosion. The cars were externally finished in aluminium sheet that was longitudinally fluted below the window level. A decorative aluminium extrusion was fitted to the letter board above the windows. Large tinted picture windows were fitted. A moulded fibreglass canopy was provided at both ends, housing twin sealed beam headlights and the air horns.

The cars were powered by two inclined 292 hp 6-cylinder Cummins NTA-855-R turbocharged diesel engines with Voith T113r hydraulic torque converter transmissions. These transmissions were driven by cardan shaft from the engine. The Voith units used a conventional torque converter for starting, however, the mechanical direct drive used in other makes was replaced with a fluid coupling that provided over 99% efficiency with a very low wear factor. The transmissions also incorporated an integrated reversing gear train and drove by a cardan shaft to a Dana-Spicer Model 8 final drive located on the inner axle of each bogie.

Bradford Kendall 2PK (later PKA) type cast steel bogies were fitted under these cars. These bogies featured coil primary suspension and “Sumiride” air bag secondary suspension supplied by Sumitmo Metal Industries, Japan. These bogies had a wheelbase of 8′ 6″ and a wheel diameter of 3′ 1″. The use of the air bag suspension gave these cars excellent riding capabilities. The SEM straight brake system was provided. An inter-car connection was provided at each end of the car with a small buffing diaphragm. Full size automatic couplers and cow catchers were also fitted.

The 1200 Class was built in two configurations, a composite power car with buffet coded PCR and a composite power car with luggage compartment coded PCH. Unlike the preceding Budd cars, there was a driver’s cab at the left-hand side at each end. At the No.1 End, an external access door was provided adjacent to the driver’s seat. At the No.2 End two toilets were located adjacent to the cab, followed by a vestibule with access doors on both sides of the car.

Vehicle Configerations

Driving Power Car with Buffet (1972)

Code: PCR

Numbers: 1201-1203

At the No.2 end, the PCR type had a buffet section with staff compartment attached and hostess compartment on the opposite side of the aisle. A First Class section seating 8 in rotating and reclining seating adjoined these two compartments. This compartment was separated from the adjoining Second Class compartment by the engine exhaust ducting. The Second Class area accommodated 36 in 2 x 2 rollover seating. A vestibule and male and female toilets were provided at the No.1 End. Seat pitch was 3′ 4″ in First Class and 3′ 0½” in Second Class.

Driving Power Car with Luggage Compartment (1972)

Code: PCH

Numbers: 1221 -1227

The PCH type had a luggage compartment rated at 2 tons located at the No.2 end. A First Class section seating 18 in rotating and reclining seating adjoined the luggage area. The engine exhaust ducting separated this compartment from the adjoining Second Class compartment where accommodation was provided for 36 in 2 x 2 rollover seating. A vestibule and male and female toilets were provided at the No.1 End. Seat pitch was 3′ 4″ in First Class and 3′ 0½” in Second Class.

Driving Power Car

Code: DRC

Numbers: 40-41

The DRC type had a full width luggage compartment rated at 2 tons located at the No.2 end. This was followed by two Second Class compartments accommodating 24 and 36 respectively in 2 x 2 rollover seating. A vestibule and male and female toilets were provided at the No.1 End.

Driving Power Car

Code: DRC

Numbers: 42-43

DRC 42 and 43 were converted from ex-NSW PCH 1224 and 1227. The luggage compartment was made full width and two additional seats provided in the First Class compartment, making them the same configuration as the original DRC type built for VR

Driving Power Car

Code: DRC

Numbers: 40-43

The DRC were rebuilt and refurbished internally. An additional Detroit Diesel powered alternator provided to supply power for the auxiliaries and air-conditioning.

Services

Before the commencement of the Riverina services, some of these cars worked the Goulburn day train and some Illawarra services for driver training from 1971.

The first set of cars entered service on the Riverina Express on 14 February 1972, followed by the second set on the following day. The schedule was as follows:

Mondays, Wednesdays and Fridays a PCH was detached at Goulburn to work to Cowra. This car was later detached at Harden.
Mondays and Fridays a PCH was detached at Junee for Griffith and Hillston (Mondays only).
The rest of the train worked to Albury
Tuesdays, Thursdays and Saturdays two PCH’s were detached at Cootamundra for Tumut and Lake Cargelligo services while the rest of the train worked to Griffith.
Return workings of the above services operated on the next day, or Monday in the case of the Saturday service.

Their complex electrical system presented many problems during the re-coupling process and this led to many failures in service. These failures led to the cars being loco hauled on many occasions to maintain services.

PCH 1226 broke an engine crankshaft on 17 January 1973 that distorted the engine frame. This car was towed to Chullora where it was stored and subsequently used as office accommodation. Following the accident to PCH 1226, the 1200’s were temporarily withdrawn and loco hauled services substituted. On 11 February 1973 services were restored using one set on Mondays, Wednesdays and Fridays with loco hauled services being used on the other days. On 14 August 1973 a spare DEB set from the Canberra-Monaro Express replaced the loco hauled set. The remaining 1200 Class set was withdrawn in October 1975 when a second DEB set from the suspended Far West Express service became available for the Riverina services.

After their withdrawal, PCR 1202, PCR 1203 and PCH 1221 were pooled with the 1100 Class at Wollongong to increase the capacity on the South Coast Daylight Express services. The 1200 Class was compatible electrically with the 1100 Class cars and worked in multiple without modification. When the second set was removed from service in 1975, all useable rail car equipment was removed from the remaining cars and they were stored. PCH 1224 and PCH 1227 were sold to Victorian Railways (VR) in May 1974 and following a refurbishment and a change to broad gauge bogies, they entered VR service as DRC 42 and DRC 43 respectively.

PCR 1203 was taken into workshops in 1980 for improvements to the cooling system and air-conditioning. This work proved to be successful and the car’s reliability and availability improved. It was planned to extend these modifications to 1202 and 1221 but following a derailment at Erskineville in February 1983, a decision was taken to convert these three serviceable cars and the Budd cars into loco hauled stock and the planned modification work never proceeded.

Color Schemes

Throughout their lives, these cars were remained in their natural aluminium finish. When converted to loco hauled stock, bright orange lining was applied to the decorative moulding above the car windows.

Victorian Cars

The Victorian DRC units were based in Melbourne and serviced many regional branch lines. In later life they received the bright orange V/Line livery on the ends and on the sides above the window sill level. They were all withdrawn from service in June 1995 following the introduction of the “Sprinter” cars.

Class Roster

Technical Data

Vehicle Dimensions

Length over body	77′ 0″	23 470 mm
Length over couplers	78′ 10″	24 028 mm
Width over body	9′ 6½”	2 910 mm
Height rail to roof	13′ 8½”	4 178 mm
Bogie centres	53′ 0″	16 150 mm
Weight – PCH	59.8 tons	60.9 tonnes
Weight – PCR	59.9 tons	61.0 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity	300 gallons	1 364 litres
Brake System	S.E.M.
Electrical System	64 volts DC
Buffet Elect System	120 volts DC
Air Con Elect System	415 volts AC 3 phase
Wheel arrangement	1A – A1

Engine Data

Purpose	Traction	Auxiliary ‡
Manufacturer	Cummins	Detroit Diesel
Type	Diesel	Diesel
Model	NTA-855-R	SS-8.2-56
Cycle	4-stroke	4-stroke
Aspiration	Turbocharged	Turbocharged
Cylinders	6 in-line	V-8
Layout	80° inclined	Vertical
Bore	5.5″ (139.7 mm)	4.25″ (108.0 mm)
Stroke	6.0″ (152.4 mm)	4.41″ (112.0 mm)
Capacity	855 cu in (14.0 litres)	500 cu in (8.2 litres)
Power	292 hp (218 kW)	75 hp (57 kW)
Oil Capacity	7 gallons (31.8 litres)	2.9 gallons (13.2 litres)
Cooling Water Capacity	15 gallons (68 litres)
Maximum RPM	2,100	1,500 (gov)

‡ Fitted to DRC cars when rebuilt

Alternator Data

Make	Stamford ‡
Model	C334B
Output Rating	56 kW
Voltage	415 Vac 50 Hz

‡ Fitted to DRC cars when rebuilt

Transmission Data

Make	Voith
Model	T 113 r
Type	3-position
Lockup	Automatic
Gearbox	Integrated
Oil Capacity	31 gallons (141 litres)

Final Drive Data

Manufacturer	Dana Corp
Make	Spicer
Model	8
Type	Fixed
Reduction ratio	2.7 to 1

Bogie Data

Bogie code	2PK (PKA)
Type	Power
Manufacturer	Bradford Kendall
Numbers	1-22
Frame	Cast
Primary suspension	Coil
Secondary suspension	Air Bag
Equalised	No
Bearings	Roller
Bogie wheelbase	8′ 6″ (2 591 mm)
Wheel diameter	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)
Brakes	Clasp

Epilogue

In 1977, PCR 1201, PCH 1222, PCH 1223 and PCH 1225 were converted into Exhibition cars for the Queen Elizabeth II 25^th Jubilee travelling display train. The radiator domes on the car roofs were removed and plated over and a special red, white and blue livery applied. At the conclusion of this service the cars were again returned to storage.

During 1981, PCH 1222 and 1223 were used as part of the Colonial Exhibition Train for the Australian Museum. The train was painted in dark green with mural scenes and toured the State for the whole year.

Due to the need for additional passenger rolling stock, PCH 1226 was removed from Chullora, and together with the former exhibition cars PCR 1201 and PCH 1225, all three were moved to Carriage Works, Eveleigh, for conversion into loco hauled passenger cars in mid-1981. 1201 was fitted with rotating and reclining seating for 40 first class passengers and coded BTR, while 1225 and 1226 were coded FTH and modified to seat 58 second class passengers in rollover seating. These three cars were marshalled with two former EHG goods brake vans to form set TAB 148. Recoded as PHG 2405 and PHG 2406 these two vans were fitted with diesel alternator sets to provide head-end power for lighting and air-conditioning. They were painted silver with orange trim to match the sitting cars and one van was marshalled at each end of the train. TAB set 148 entered revenue service on 24 December 1981 on the Illawarra Line.

As a result of the Erskineville derailment in February 1983 the three active 1200 Class cars were, along with the Budd cars, withdrawn from rail car service. These three cars plus the former exhibition cars 1222 and 1223, were converted into loco hauled stock between March and October 1983. 1202 and 1203 were coded CTT, 1222 and 1225 were coded FTH and 1223 was coded FTZ. Some cars were used to bolster set TAB 148, while the others were pooled with the Budd cars to form a second set for Illawarra, Moss Vale and Goulburn services. Power for lighting and air-conditioning this additional set was provided by either a PHS or PHV power van. Unlike the Budd car conversions, the 1200 Class had their roof pods removed and sheeted over.

The electrification of the Illawarra Line to Dapto in 1991 and introduction of additional interurban electric rolling stock led the State Rail Authority to rationalise their passenger rolling stock in the early 1990’s. The loco hauled cars were withdrawn and then either sold or scrapped.

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“Railway Transportation” Volume 10 Number 4 (Shennen Publishing & Publicity Co. – April 1961)
“Coaching Stock of the NSW Railways” Volume 2 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 2003)
Drawings by Bruce Agland

1971 - 660 & 760 Class 2-Car Rail Motor

In the early 1970’s, the 600 Class were beginning to suffer many failures due to overage equipment and it was decided to rebuild them with new engines, transmissions and control systems to make them compatible with the later 620 and 900 Classes. In May 1972, the NSWGR ordered 22 14-litre Cummins diesel engines and Twin Disc hydraulic transmissions to upgrade the entire class of ten sets. At this time many of the 620 Class units had been in intensive service for some time and were also plagued with mechanical failures. At times, two power cars operated back-to-back with only one engine working in each or the sets were loco hauled to maintain services. As a result, some of these new engines and transmissions were diverted to re-engine five members of the 620 Class, resulting in only five of the ten original 600 Class sets being rebuilt.

The units converted were 601/701, 605/705, 608/708, 609/709 and 610/710. The converted units were reclassified as the 660 and 760 Classes and renumbered by adding 60 to the original numbers – 601 becoming 661 and 701 becoming 761, 610 becoming 670, etc. The original 600 Class vehicle codes of FPH and CT were retained for the converted units.

Construction

The rebuilding process involved strengthening the underframe and the fitting of side mounted radiators in a similar fashion to the 620 and 900 Classes. The electrical and control systems were modified make them compatible with the 620 and 900 Class arrangements. Two inclined 300 hp 6 cylinder turbocharged Cummins NTA-855-R2 diesels coupled to Twin Disc DFFR 10034 torque converter transmissions were fitted. 620 Class style driving controls replaced the original controls. At this time, cast 2PG and 2TG bogies were also fitted to replace of the original fabricated 2PC and 2TB bogie types. These converted units were to be pooled with the 620 Class for suburban and outer interurban working and passenger seating for 24 Second Class was provided in the former 600 Class luggage area and a smaller luggage compartment was provided at the No.1 End adjacent to the driver’s cab and vestibule with a capacity of 2 tons. During the reconstruction the original 600 Class door and window arrangements were not changed except for the removal of one window and one row of seating in the No.2 End of the power car to accommodate the larger radiator installation. This window arrangement made them easily identifiable from their 620 Class sisters.

Later, these vehicles were fitted the up rated 335 hp 6 cylinder turbocharged Cummins NTA-855-R4 “Big Cam” engines and Voith T211r hydraulic transmissions deployed in the later 620 and 900 Class upgrades.

The trailer cars received new electrical control systems and the 620 Class driver’s controls, however, the existing 700 Class window arrangement and seating configuration remained unchanged.

Vehicle Configerations

660 Class (As Built)

Code: FPH

Numbers: 661, 665, 668-670

The 660 Class power cars followed the same general layout as the 620 Class NPF cars. The Driver’s cab was located at the No.1 End, followed by a small luggage compartment with a 2 ton capacity at the entrance vestibule. Seating was provided for 52 Second Class passengers in two compartments. The saloon at the No.1 End seated 24 while the No.2 End saloon seated 28. New Cummins engines and Twin Disc transmissions were fitted and 2PG bogies replaced the original 2PC type. The original 600 Class window arrangement at the No.1 End was not modified and the passenger compartment had only three windows per side.

760 Class (as built)

Code: CT

Numbers: 761, 765, 768-770

The 770 Class trailers featured a driver’s cab at the No.1 End followed by an entrance vestibule. The passenger saloon at the No.1 End seated 14 First Class and a low petition separated this area from an area that seated 12 in either First or Second Class by the simple change of a sign. The toilets, serving both cars, separated this area from the No.2 End Second Class saloon that seated 24. 2TG bogies replaced the original 2TB type.

Color Schemes

The class entered service wearing the passenger car colour scheme of Tuscan Red with buff lining. Deep Indian Red with Buff lining was replaced the Tuscan Red in the late 1970’s and this was followed by the State Rail corporate “Candy” scheme in 1982.

Date	Colour Scheme
1970’s	Indian Red with buff lining
1982	State Rail Corporate “Candy”

Solar Power

FPH 661 has been fitted with a solar powered electric motor for use at the Byron Bay Resort in northern NSW. The vehicle was rebuilt at State Mine Railway workshops in Lithgow and retains a single diesel engine for emergency use. 661 and its companion trailer NTC 726 were transported by road to Byron Bay in October 2017. It is expected that they will commence operations on a three kilometre route between the resort and Byron Bay township in November 2017.

Class Roster

660 Class

No.	In Service	Withdrawn	Fate
661	.05.1973		Preserved Byron Bay Resort – Byron Bay
665	.04.1971		Preserved New England Railway – Armidale
668	.09.1974		Preserved State Mine Heritage Park & Railway – Lithgow
669	.06.1975
670	.11.1975		Pool stock for spares (to NSWRTM) at Valley Heights

760 Class

No.	In Service	Withdrawn	Fate
761	.05.1973		Preserved State Mine Heritage Park & Railway – Lithgow destroyed by fire 31.10.2001
765	.04.1971		Preserved New England Railway – Armidale
768	.09.1974		Preserved State Mine Heritage Park & Railway – Lithgow
769	.06.1975
770	.11.1975		Pool stock for spares (to NSWRTM) at Valley Heights

Technical Data

Vehicle Dimensions

Length over body	61′ 3″	18 669 mm
Width over body	9′ 9″	2 972 mm
Height rail to roof	12′ 10¼”	3 920 mm
Bogie centres	45′ 6″	13 869 mm
Weight – 660 (FPH)	29.8 tons	30.4 tonnes
Weight – 760 (CT)	23.8 tons	24.2 tonnes
Service Speed	70 mph	115 kmph
Fuel Capacity	256 Gallons	1 164 litres
Brake System	S.E.M.
Wheel arrangement	1A – A1 (660) 2 – 2 (770)

Engine Data

Year	1971	1985
Manufacturer	Cummins	Cummins
Type	Diesel	Diesel
Model	NT-855-R2	NTA-855-R4 Big Cam
Cycle	4-stroke	4-stroke
Aspiration	Turbocharged	Turbocharged
Cylinders	6 in-line	6 in-line
Layout	80° inclined	80° inclined
Bore	5.5″ (139.7 mm)	5.5″ (139.7 mm)
Stroke	6.0″ (152.4 mm)	6.0″ (152.4 mm)
Capacity	855 cu in (14.0 litres)	855 cu in (14.0 litres)
Power	300 hp (224 kW)	335 hp (250 kW)
Oil Capacity	7 gallons (31.8 litres)	7 gallons (31.8 litres)
Cooling Water Capacity	54 gallons (245 litres)	54 gallons (245 litres)

Transmission Data

Make	Twin Disc	Voith
Engine	NT-855-R2	NTA-855-R4
Model	DFFR 10034	T 211 r
Type	3-position	3-position
Lockup	Automatic	Automatic
Reversing Gearbox	Twin Disc RR 303	Integrated
Auxiliary Gearbox	Borg Warner

Final Drive Data

Manufacturer	Spicer
Model	8
Type	Fixed
Reduction ratio	2.7 to 1

Bogie Data

Bogie code	2PG (PGA)	2TG (NGA)
Type	Power	Trailer
Manufacturer	A E Goodwin	A E Goodwin
Numbers	1-70	1-72
Frame	Cast	Cast
Primary suspension	Coil	Coil
Secondary suspension	Coil	Coil
Equalised	No	No
Bearings	Roller	Roller
Bogie wheelbase	6′ 6″ (1 981 mm)	6′ 6″ (1 981 mm)
Wheel diameter	3′ 1″ (940 mm)	3′ 1″ (940 mm)
Gauge	4′ 8½” (1 435 mm)	4′ 8½” (1 435 mm)
Brakes	Clasp	Clasp

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
660 Class Rail Car record cards (courtesy of Stephen Preston)
Drawings by Bruce Agland.

1981 - Express Passenger Train Power Car (XP Class)

During the 1970’s, most of the existing NSW country rolling stock was approaching the end of its economic life and one of the major issues of the 1976 NSW Election was better public transport. Amongst the election promises was new long distance passenger rolling stock. In September 1977 a tender was issued for loco-hauled country rolling stock and was followed in November by a tender for 16 two-car non air-conditioned rail cars. In January 1978 a further tender was called for 25 high speed rail cars similar to the West Australian Prospector cars. An option in this last tender allowed bidders to submit an alternative proposal if they so desired.

Commonwealth Engineering (NSW) Pty Ltd (Comeng), builders of the Prospector rail cars, envisaged problems in reproducing the original performance and maintenance characteristics of these cars within the more restrictive NSW loading gauge. They concluded that an underfloor diesel rail car was not viable and that a high-speed power car hauling a set of passenger cars was the preferred option. A review of the available designs concluded that the most suitable type was the British Railways’ High Speed Train (HST).

The HST or “Inter-City 125” first appeared in 1972 as a prototype and was followed by another 95 production sets. These trains are used on non-electrified routes throughout the United Kingdom and regularly operate at a service speed of 125 miles per hour. Their design, suitably modified for Australian conditions, was considered capable of meeting the NSW criteria. This included having a single power car start on 1 in 30 up grade with four trailers attached, as well as achieving a maximum service speed of 160 kmph (100 mph) where track conditions permitted. Passenger comfort was a significant consideration and a considerable amount of research into bogie design was undertaken during the development stages for the trailer cars.

The final design for the power car was based extensively on the British HST. The same Paxman Valenta diesel engine and Brush traction components were employed. However, to suit Australian conditions a number of changes were made. The Paxman engine was detuned compared with its British counterpart and to cope with the dustier and hotter environment, additional air filtering and larger cooling systems were fitted. The guard’s compartment was also removed to the trailer cars. This enabled better weight distribution as a result of equipment relocations and consequently reduced the power car’s length and weight.

First Rolling Stock Order

In February 1979, the NSW Premier announced that 100 new vehicles would be obtained for country service. These were to comprise 26 power cars, 32 passenger trailers, 25 passenger trailers with guard’s compartment, nine passenger trailers with buffet facilities and eight driving trailers. It was proposed that this rolling stock would form eight sets for country use and six sets for interurban use. The interurban sets would have only one power car, a driving trailer car and no buffet facilities. In the long term, only the country sets were acquired.

A Contract was formally executed with Commonwealth Engineering Pty Ltd of Granville (Comeng) in March 1980 and provided for an initial order of 30 vehicles. This order comprised ten power cars (XP 2000 to 2009), four first class trailers with guard’s compartment, four first class trailers with buffet compartment and twelve economy class trailers. This enabled four seven-car sets (2 power cars + 5 trailers) to be rostered with two spare power cars.

During the delivery period there was a considerable amount of renumbering of existing rolling stock to make the number ranges available for the new cars. This mainly affected the HUB and RUB air-conditioned cars and many were reassigned code numbers in the 28xx range. This was later reversed and most reclaimed their original numbers. It is significant to note, that for the first time, rail car (or locomotive) numbering started with the “0” in the number range rather than with more usual “1”.

The first two vehicles, XP 2000 and XF 2200, were handed over on 23 August 1981, about one month prior to the NSW State election. These cars together with a suitably labelled Southern Aurora guard’s van (MHN 2364) toured the State to show country and city people the new type of train in which they would be soon travelling. This 3-car test train was later joined by XF 2201. The NSW Opposition regarded this exercise as a “cheap election gimmick”, however, public reaction to the new train was most enthusiastic. During this State tour a new Australian rail speed record of 183 kmph was set on 6 September 1981 on the Main South between Table Top and Gerogery. The first XPT entered revenue service on the Central West XPT on 13 April 1982.

Second Rolling Stock Order

Following the initial success of the XPT services, a second order was placed with Comeng in 1983 for 20 items of additional XPT rolling stock. This order comprised five power cars (XP 2010 to 2014), ten First Class cars with Guard’s Compartment, three First Class cars with buffet and two First Class sitting cars.

The fixed 2 x 1 and 2 x 2 seating, facing the centre of the car, in the original batch of rolling stock came in for a good deal of customer criticism because the seats could not be rotated and the seat backs had only limited reclining ability. These were in total contrast to the seating offered in the existing country rolling stock. The second batch of cars included rotating and reclining seating (known as “D” type) and the cars also received a “D” coding in lieu of the normal “B” coding for First Class cars. This additional rolling stock provided for the operation of six seven-car sets (2 power cars + 5 trailers) with two spare power cars and five spare trailers.

Third Rolling Stock Order

On 13 May 1985, two-class travel was introduced for the XPT services and the fare surcharge abolished. As a result of these fare changes, passenger demand rose by 33% between May and August. To provide for this additional patronage, Comeng was contracted to construct twelve additional trailer cars. This additional rolling stock permitted the six operational sets to be built up to nine-car consists (2 power cars + 7 trailers) when required, while there were two power cars and five trailers as spares.

Fourth Rolling Stock Order

During 1992, tenders were called for additional rolling stock to be jointly funded by the New South Wales and Victorian governments and for the existing fleet to be refurbished in preparation for services to Melbourne in late 1993. The fourth order for XPT rolling stock was placed with ABB Transportation (as successor to Comeng) and these vehicles were constructed at their Dandenong plant in Victoria. This batch comprised four additional power cars (XP 2015 to 2019), five deluxe sitting cars (coded XL) and eight sleeping cars (coded XAM). The new XAM and XL trailers are fitted with NMA type bogies designed by ABB. The NMA bogies are also fitted to the Endeavour and Xplorer rail cars (also built by ABB). The bogies were based on a Comeng developed bogie that had been trialled under an XPT car in 1986 to compare with British Rail’s BT23 design. Power cars XP 2017 and 2018 and six trailers are owned by the Victorian Department of Infrastructure and are leased to Countrylink.

Following the completion of this order, XPT consists were seven-car (2 power cars + 5 trailers) sets and nine-car (2 power cars + 7 trailers) sets. The seven-car sets worked to Dubbo and Grafton while the others were deployed on the longer distance interstate services. During the testing of XP 2015, with XP 2003 and three passenger trailers, an attempt was made to reach 200 kmph for the first time. This speed was not achieved, however, another Australian rail speed record of 193 kmph was set on 18 September 1992 on the Main South between Table Top and Yerong Creek. This record has since been eclipsed by Queensland Rail’s (electric) Tilt Train and the record currently stands at 213 km/h.

Fleet Refurbishment 1993

In 1993 A. Goninan and Co. of Newcastle was awarded the contract to refurbish the existing fleet of XPT trailers. XDH 2100 to 2103 were rebuilt as deluxe trailers and the buffet cars XDR 2150 to 2156 were updated with new buffet compartments. XD 2225 and XDH 2111 were also rebuilt as additional buffet cars. The remaining cars were refurbished and fitted with new carpets, curtains and “D” type rotating and reclining seating. Following the refurbishment contract the “D” coding was removed from the cars and they are now classified as First (XB), Economy (XF) or Luxury (XL).

Fleet Refurbishment 2005

United Group Rail was awarded the contract to refurbish the XPT fleet in 2005. This work covered both power and trailer cars. The major refurbishment work included replacement of the old seating with new seats, backs and coverings on the existing seat frames that were fitted during the 1993 refurbishment. Seat coverings are darkish blue and toilets for both standard and disabled compartments were upgraded.

The XP power cars, having being built in a number of batches, do have minor differences in cab layout. The opportunity was being taken to standardise the cab layout including new push buttons, toggle switches, meters and the relocation of some equipment. An AM/FM radio/CD/MP3 player was being fitted to all units and the quarter windows in XP 2000-2014 are being upgraded to FRA Type 2 specifications. Externally a new and simplified colour scheme of dark blue, turquoise, yellow and white is being applied.

Power Cars (XP)

The power car was essentially a single-ended Bo-Bo diesel-electric locomotive and followed the basic design of the British HST power car (now classified as a Class 43 locomotive). They utilised the stressed steel skin technique that provides a light but strong body, while the entire cab module was constructed from moulded, reinforced fibreglass with a toughened windscreen. This moulding was designed to resist high velocity impacts that could be experienced at planned operational speeds. As well as providing traction, the power car also supplied power for train lighting, air-conditioning and the buffet.

The minor differences between the XPT and the British HST may be summarised as follows:

Larger cooling systems
Improved exhaust noise attenuation
Different gear ratio limiting maximum operational speed to 160 km/h
Secondary air filters
Main air compressor relocated within car body
Reduced body length (by 450mm) by eliminating the guard’s compartment
Better weight distribution

The power car mass of 76 tonnes (19 tonne axle load) is about 25% lighter than the British HST. This reduction in mass was achieved by reducing the length and using a lighter form of fibreglass for the driver’s cab construction. The balance of the whole power car is much better with these modifications than the British version, which is nose heavy. Coupler heights are lower than those of the British counterpart, considerably strengthening the underframe. Unlike the passenger cars, which are stainless steel, the power unit is constructed of steel and has a painted finish.

These units were powered by a turbocharged and intercooled Paxman Valenta marine diesel engine. This V-12 engine is rated at 1,492 kW (2,000 hp) for traction. The engine drove a Brush alternators for traction and auxiliaries. Two Brush traction motors were mounted on each of the 4-wheel bogies. Although the Paxman Valenta engines were relatively reliable overall, by the mid-1990’s they were starting to show signs of aging. A number of engine options were considered, including replacement with newer Valenta’s and replacement with another type of engine. In the early 1990’s, a V-12 Paxman VP185 engine had been trialled in the United Kingdom, resulting in 12 of the Class 43 HST locomotives being fitted, commencing with 43170 in September 1994. The VP185 engine featured a slightly higher power output to the Valenta on a significantly reduced engine capacity. This engine was also almost 700 kilograms (0.7 tonnes) lighter in weight than the Valenta V-12. On this basis, it was decided to proceed with an upgrade to the Paxman VP185 diesel. In 1999, tenders were called for the supply and installation of new engines and the contract was awarded to A. Goninan and Co. of Newcastle, who had rebuilt the XPT trailer cars in the early 1990s.

XP 2016 was the first unit to be refitted in April 2000 and XP 2006 followed soon after. XP 2016 returned to service on 27 June 2000 and ran tests on the Central West XPT to Dubbo for several days before making its first long distance run to Murwillumbah on 4 July 2000. XP 2006, the second to receive a VP185, returned on Friday 14 July 2000 and worked the Central West XPT over the weekend. The re-building project was completed by mid-2002.

The replacement engine is a Paxman VP185 Model marine diesel engine. This V-12 engine features a 2-stage turbocharger, intercooler and aftercooler. The VP185 is rated at 1538 kW (2,060 hp). This engine is also fitted with a Regulatuers Europa “Viking” control equipment and monitoring system, which provides a remote display of engine condition through a cellular phone link. This system is integrated with a GPS system, using an antenna located towards the rear of the vehicle. This enables a remote monitoring station to know where the engine is at any given time, as well as its speed and relevant performance characteristics.

Bogies

Due to the short development times available, the PJA power bogies used on the power cars are similar to the British HST’s BP10 bogie with local modifications to accommodate local track conditions. These modifications included an increased vertical movement on the primary suspension and softer secondary suspension. The secondary suspension also has more lateral movement. The Australian redesign of the equipment layout on the power car meant that the weight is more evenly distributed than on the British HST. The XPT coupler heights are also lower than the HST. Traction motor mountings and torque arm arrangements were also improved.

Vehicle Names

When introduced, the power cars carried names. The names used were cities on the XPT routes and have been subsequently removed.

XP2000 – City of Maitland
XP2001 – City of Dubbo
XP2002 – City of Brisbane
XP2003 – City of Orange
XP2004 – City of Kempsey
XP2005 – City of Newcastle
XP2006 – City of Wagga Wagga
XP2007 – City of Albury
XP2008 – City of Goulburn
XP2009 – City of Murwillumbah
XP2010 – City of Taree
XP2011 – City of Sydney
XP2012 – City of Tamworth
XP2013 – City of Casino
XP2014 – City of Grafton
XP2015 – City of Wangaratta
XP2016 – City of Cootamundra
XP2017 – City of Melbourne
XP2018 – City of Coffs Harbour

Vehicle Configerations

XPT Power Car (1983)

Code: XP

Numbers: 2000-2018

The XP Class was basically a singled ended Bo-Bo diesel electric locomotive. The full width driver’s cab was located in the streamlined end. The cab unit was manufactured separately from moulded fibreglass to provide a high strength module. In the early days a number of the class were damaged in level crossing collisions and a number of efforts were made to protect the underside equipment at the front. The most notable was a large double set of pipes fitted under the front of 2 or 3 members of the class as a trial.

XPT Power Car (2000)

Code: XP

Numbers: 2000-2017, 2019

By the late 1990’s the Valenta engines were showing their age and the number of engines failures increased. Following successful trials in the British High Speed Train 43 Class power vans, it was decided to replace the Valenta’s with a newer, more powerful Paxman V-12 VP185 engine. This has proved a success and the only major external change has been the provision of a full-width protective skirt under the front of the vehicle. XP 2018 was rebuilt following the Wallan derailment in February 2020 and in accordance with railway tradition following a fatal accident, the original number was not reused. XP 2018 re-entered service as XP 2019 in February 2023.

Servicing Facilities

To support the XPT fleet, a new servicing facility was built on land on the Up side of the Illawarra Line at Sydenham in the Meeks Road triangle. The cost was $x million and was a state of the art facility for servicing both power and trailer cars. Former SRA 73 Class diesel hydraulic locomotive, 7301, was acquired and suitably painted in Countrylink colours to become the resident shunter at Meeks Road. 7301 is often seen moving power and trailer cars to and from Sydney Terminal.

XPT Services

Before entering service there was considerable conjecture of the ticket pricing for XPT services. It was stated by the Government that it would be about half the existing air-fare, however, the final pricing was based on first class only travel with a surcharge for travelling on a premium service. This was not received well by the travelling public but patronage was good following the introduction of the new services. The introduction of the South XPT and the consequent withdrawal of the South Mail on 4 June 1984 left patrons travelling on the Southern line with no alternate services to the XPT. Two-class travel was introduced and the surcharge removed on all XPT services from 13 May 1985.

The XPT, as conceived, was designed for a crew of 5 (driver, guard and 3 others), however, Union pressure forced a rethink and the XPT entered service with a crew of 9 or 10 including two men in the cab. This resulted in an acute shortage of staff accommodation that was resolved by allocating 4 seats from the buffet car into a facing pair and providing a curtain for privacy. Another concession to the unions was to provide a guard’s compartment at both ends of the train. This was completed with the delivery of four XDH cars from the second order.

The SRA continued to push for one-man operation of the XPT and this led to a 17-day strike in 1983. This was initially resolved by rostering a two-man crew for high-speed operations and a single man for lower speed running. However, reduced manning requirements have been gradually introduced and this has seen single man (driver only) operation on all XPT services along with the withdrawal of the Guard’s position.

West: The first service to be introduced was the Central West XPT on 8 April 1982. This service replaced the loco hauled air-conditioned Central West Express and provided a day return service from Sydney to Orange on Tuesdays, Wednesdays and Saturdays and from Sydney to Dubbo on Mondays, Wednesdays and Fridays. From 27 November 1983, the service was extended to Dubbo from Mondays to Saturdays and a conditional Sunday service introduced. From 2 December 1985 the service was made daily. This is the only service that has not seen any significant changes to its operations since its introduction.

South: The Riverina XPT entered service on 23 August 1982 with a Monday to Saturday service from Sydney to Albury. This daylight service replaced the air-conditioned Riverina Express that was previously operated by 900 Class rail cars. Southern services were supplemented on the 30 August 1983 with the introduction of the Canberra XPT that operated a Sunday to Friday service from Sydney to Canberra with a return on the following day. This train operated in conjunction with the Canberra Monaro Express (900 Class railcars) and the Canberra Express (loco hauled). A conditional Sunday service was introduced for the Riverina XPT on 27 November 1983. The 4 June 1984 saw the introduction of the South XPT that replaced the loco hauled South Mail. This train provided a Sunday to Friday service from Sydney to Albury with the return services on Tuesday to Sunday. A conditional Saturday/Sunday service on the South XPT and the Canberra XPT was also provided. On 23 June 1985, the South XPT service was withdrawn and the Canberra XPT was changed to a daily service. The Canberra XPT service was withdrawn on 11 February 1990 and replaced by a loco hauled Canberra Express, while the Riverina XPT became a daily service. From July 1994, the delivery of additional rolling stock enabled the Riverina XPT to be rescheduled and a new overnight Melbourne XPT service introduced. The Riverina XPT was withdrawn and replaced by a daylight Melbourne XPT on 13 December 1994.

North Coast: The Mid North Coast XPT was introduced on 28 November 1982 as a Kempsey to Sydney day return service operating from Monday to Saturday. This was the only new service that was provided as a result of the introduction of the XPT. This service was not successful as first thought and was replaced on 4 June 1984 with a Sydney to Kempsey day return service operating Monday to Saturday with a conditional Sunday service. On 14 October 1985 the Mid North Coast XPT as withdrawn and the Holiday Coast XPT introduced. This daily service operated between Sydney and Grafton City and replaced the loco hauled air-conditioned North Coast Daylight Express. The Holiday Coast XPT was trialled to Murwillumbah on 17 July 1989 and again to Brisbane on 22 July in preparation for future services. A major change occurred on 11 February 1990 when the Brisbane Limited, the Pacific Coast Motorail and the Holiday Coast XPT were withdrawn and two new services introduced. These daily services were the Murwillumbah XPT (Sydney to Murwillumbah) and the Brisbane XPT (Sydney to Brisbane). The Brisbane XPT offered an overnight service on the down journey (but without sleeper accommodation), while the Murwillumbah XPT was an overnight service (without sleeper accommodation) on the up journey. Later the Grafton XPT was added to the North Coast schedule. This provided a daily Sydney to Grafton City service with a mid-morning departure. Sleeper accommodation was provided on both the Brisbane and Murwillumbah services with the introduction of the XAM sleeping cars in late 1993. The Murwillumbah Branch was closed by RailCorp beyond Old Casino on 17 April 2004. As a result, the Murwillumbah XPT was terminated at Casino and renamed the Casino XPT. The down service ran to the original Murwillumbah XPT timetable, while the up service departed Casino for Sydney some 4½ hours earlier.

North: The Northern Tablelands XPT commenced running on 16 April 1984 on a three days per week basis in conjunction with the Northern Tablelands Express (NTE) operated by a 900 Class rail car set on the other three days. From 1 June 1984 the NTE was withdrawn and the Northern Tablelands XPT operated all services. This XPT provided a Monday to Saturday service from Sydney to Glen Innes with an extension to Tenterfield on Mondays and Wednesdays. The Werris Creek to Moree portion of the former NTE was provided by Werris Creek based 900 Class units that connected with the XPT service. On 14 October 1985, the Northern Tablelands XPT was truncated to Armidale and reduced to a Mondays, Wednesdays and Fridays service with return on the following day. A loco hauled Northern Tablelands Express was also reintroduced to work to Armidale on the alternate days. Road coaches were used to provide services beyond Armidale. The Northern Tablelands Express was withdrawn on 11 February 1990 and the Northern Tablelands XPT service was further truncated to a daily Sydney to Tamworth day return service. Road coaches provided all services beyond Tamworth. XPT services on the Main North concluded on 5 October 1993 when the first of the newly introduced Xplorer rail cars operating as the Northern Tablelands Xplorer commenced running to the same schedule.

SERVICE SUMMARY

Service	Route(s)	Frequency	Dates
Central West XPT	Sydney to Dubbo (day return service) Sydney to Dubbo (day return service)	Mo-Sa Daily	08.04.1982 – 26.11.1983 27.11.1983 – date
Riverina XPT	Sydney to Albury	Mo-Sa	23.08.1982 – 12.12.1994
Mid North Coast XPT	Kempsey to Sydney (day return service) Sydney to Kempsey (day return service)	Sun-Fr Mo-Sa	28.11.1982 – 02.06.1984 04.06.1984 – 13.10.1985
Canberra XPT	Sydney to Canberra (day return – 1st set) Sydney to Canberra (day return – 2nd set)	Mo-Sa	30.08.1983 – 10.02.1990 23.06.1985 – 10.02.1990
Northern Tablelands XPT	Sydney to Glen Innes/Tenterfield (1st set) Sydney to Glen Innes/Tenterfield (2nd set) Sydney to Armidale (1 set only) Sydney to Tamworth (day return service)	Mo,We,Fr Mo-Sa Tu,Th,Sa Daily	16.04.1984 – 13.10.1985 01.06.1984 – 13.10.1985 14.10.1985 – 10.02.1990 11.02.1990 – 04.10.1993
South XPT	Sydney to Albury	Su-Fr	04.06.1984 – 23.06.1985
Holiday Coast XPT	Sydney to Grafton City	Mo-Sa	14.10.1985 – 10.02.1990
Brisbane XPT	Sydney to Brisbane	Daily	11.02.1990 – date
Murwillumbah XPT	Sydney to Murwillumbah	Daily	11.02.1990 – 16.04.2004
Casino XPT	Sydney to Casino	Daily	17.04.2004 – date
Grafton XPT	Sydney to Grafton City	Daily	25.11.1993 – date
Melbourne XPT (overnight)	Sydney to Melbourne	Daily	21.11.1993 – date
Melbourne XPT (daylight)	Sydney to Melbourne	Daily	13.12.1994 – date

Operations

Following the introduction of the interstate services in 1993, the entire XPT fleet became involved in an intensive roster to meet the service schedule requirements. The impact of this roster meant that a late running train on most sectors would mean a “knock on” effect on other services. An examination of the roster will give an idea of the intensive operations undertaken by the NSW XPT fleet. The regular roster requires eight sets to be in service each day:

Brisbane XPT – 2 sets
Casino XPT – 1 set
Grafton XPT – 2 sets
Melbourne XPTs – 2 sets
Central West XPT – 1 set

During the 1990’s and 2000’s there was some decline in patronage and regular services were reduced to six passenger trailers, with five trailers on the Central West XPT. During school holidays, sets are usually built up to seven trailers.

Tilt Train Hire

Three Swedish State Railways (SJ) X2000 tilt train cars were hired by Countrylink in 1995 for testing to determine their suitability for use in New South Wales. This testing was to be followed trial public service. The “Echidna” profile test car worked over much of the Countrylink network to test clearances before the Tilt Train set was used. The cars hired were SJ2520UA2X (driving trailer), SJ2620URA2 (bistro trailer) and SJ2819UA2G (standard trailer). The driving trailer was not used for driving purposes.

Power cars XP 2000 and XP 2009 were modified to operate with the Swedish cars. The suspension was stiffened, especially on the No.2 end to support the extra weight of a motor-generator set in the compressor room. This also prevented the power car from tilting the wrong way at high speeds when rounding corners. The power cars were not fitted with a tilting mechanism, however the modifications prevented them from tilting away from the curve when the X2000 trailers tilted into it. Multiple unit cables for the power cars were run along the roof of the three Swedish cars. The power cars were fitted with controls to turn the tilting mechanism on and off, operate damper switches and control the generator sets. The control box was mounted on the dashboard to the left of the driver. At the conclusion of testing over various lines, the set entered a regular service between Sydney and Canberra between 23 April 1995 and 18 June 1995. Running twice daily in each direction, the tilt train operated in addition to the regular Xplorer services.

Wallan Derailment

On 20 February 2020, ST23 NSW Trainlink Melbourne XPT derailed at Wallan (Victoria) Crossing Loop. The train consisted of XP2018 (leading), XAM 2179, XL 2229, XBR 2155, XF 2155 and XP 2000 (trailing). The section from Kilmore East to Donnybrook over which ST23 was operating had suffered earlier bushfire damage and was being worked under an alternate safeworking system with the driver accompanied by a pilot. The temporary operations were running through the Wallan interlocking on the main line, however, on the day of the accident ARTC decided to reroute traffic via the loop. The preliminary report indicates that, as ST23 approached Wallan at line speed (130 kph), the driver made an emergency brake application just before entering the loop. The train was travelling in excess of 100 kph at the time and was unable to negotiate the 15 kph turnout which resulted in the derailment. XP 2018 rolled onto its side resulting in the death of the driver and the accompanying pilot. 39 of the 153 passengers and five other crew members on board sustained injuries. The five passenger cars derailed, but remained upright, with only the trailing power car remaining on the track. The Australian Transport Safety Bureau has completed its investigation, identifying some 15 factors contributing to the accident.

Replacement

In October 2016, the NSW Government announced that the XPT fleet would be replaced. Expressions of Interest will be targeted for the end of 2017. A contract could be awarded as soon as early 2019 with an early 2020’s entry into service. The plan is for local assembly of the trains in NSW. The Goverment’s replacment plan may also be extended to include the Xplorer and Endeavour rail cars. The Transport Minister said the fleet procurement would bring new opportunities for investment in regional NSW.

Color Schemes

The XPT appeared in a new colour scheme for NSW. The basic body colour for the power cars was a light grey. A broad red stripe extended almost the full length of the car with a black stripe inset within the red with the words “InterCity XPT” in white on the black stripe. The black stripe was lined with yellow and also featured the SRA logo. The undercar skirts were finished in red. The passenger cars were predominantly in natural stainless steel finish. A broad black band was painted along the windows, with a narrow yellow lining at the top and bottom of the band. In common with the power cars, the undercar skirts were also finished in red.

In 1995, the original colour scheme was replaced by a new Countrylink corporate livery of light blue, dark blue and white. The scheme consisted of a broad dark blue band along the window line, relieved by two narrow lines of white and light blue towards the bottom of the dark band. The undercar skirts were white. The power car was painted white and also featured the same lining scheme as the trailers. The narrow white and light blue lines came together to the form of the Countrylink logo just behind the driver’s cab door. A narrow light blue strip was applied above and below the dark blue band on the front quarter of the car. This colour scheme was also applied to the Xplorer rail cars.

A new RailCorp Corporate Scheme of primarily dark blue with turquoise, yellow and white lining was applied to XP 2001 and this unit returned to service in February 2005. This scheme is being applied to all of the XP class. The passenger trailer car scheme has been simplified. A broad turquoise band has been applied at window level with black skirts below floor level. Passenger access doors have been painted a bright golden yellow, while other doors have the broad turquoise band at the window level carried through. The car ends have been changed from light grey to dark blue. The scheme was also applied to the Endeavour, Xplorer and Hunter rail cars.

A number of XPT power cars featured different colour schemes for the celebration of special events.

Tilt Train – XP 2000 and XP 2009 featured a sky blue front to just behind the driver’s cab doors while the remainder of the body was dark blue. A full length longitudinal white stripe at floor level with black on the undercar skirts completed the scheme. The vehicles carried the wording “tilt TRAIN” on a grey circle at the join between the main body colours, “COUNTRYLINK X2000” along the body and “140 Anniversary” adjacent to the rear access door – celebrating the 140th Anniversary of NSW Railways.
Olympic Games – XP 2000 was painted in an overall medium blue colour scheme with the wording “Sydney 2000” and the Sydney 2000 Olympic logos.
Centenary of Federation – XP 2001 was painted in an orange and white colour scheme celebrating the Australian Centenary of Federation with Centenary of Federation logo.

Date	Colour Scheme
1983	Red, black and yellow
1995	Dark blue, light blue and white
1995	Tilt Train (XP 2000 & XP 2009)
1999	Sydney 2000 (XP 2000)
2000	Centenary of Federation (XP 2001)
2005	Dark blue, turquoise and yellow

Class Roster

No.	In Service	Withdrawn	Builder	Name	Allocation
2000	27.08.1981	In service	Comeng	City of Maitland	XPT Maintenance Centre – Meeks Road
2001	21.10.1981	In service	Comeng	City of Dubbo	XPT Maintenance Centre – Meeks Road
2002	21.12.1981	In service	Comeng	City of Brisbane	XPT Maintenance Centre – Meeks Road
2003	08.02.1982	In service	Comeng	City of Orange	XPT Maintenance Centre – Meeks Road
2004	22.02.1982	In service	Comeng	City of Kempsey	XPT Maintenance Centre – Meeks Road
2005	22.04.1982	In service	Comeng	City of Newcastle	XPT Maintenance Centre – Meeks Road
2006	28.05.1982	In service	Comeng	City of Wagga Wagga	XPT Maintenance Centre – Meeks Road
2007	01.07.1982	In service	Comeng	City of Albury	XPT Maintenance Centre – Meeks Road
2008	20.08.1982	In service	Comeng	City of Goulburn	XPT Maintenance Centre – Meeks Road
2009	21.09.1982	In service	Comeng	City of Murwillumbah	XPT Maintenance Centre – Meeks Road
2010	14.02.1984	In service	Comeng	City of Taree	XPT Maintenance Centre – Meeks Road
2011	12.03.1984	In service	Comeng	City of Sydney	XPT Maintenance Centre – Meeks Road
2012	19.05.1984	In service	Comeng	City of Tamworth	XPT Maintenance Centre – Meeks Road
2013	31.05.1984	In service	Comeng	City of Casino	XPT Maintenance Centre – Meeks Road
2014	29.06.1984	In service	Comeng	City of Grafton	XPT Maintenance Centre – Meeks Road
2015	31.08.1992	In service	ABB	City of Wangaratta	XPT Maintenance Centre – Meeks Road
2016	19.11.1992	In service	ABB	City of Cootamundra	XPT Maintenance Centre – Meeks Road
2017 ^‡	17.12.1992	In service	ABB	City of Melbourne	XPT Maintenance Centre – Meeks Road
2018 ^‡	08.01.1993	In service	ABB	City of Coffs Harbour	XPT Maintenance Centre – Meeks Road

^‡ Owned by Victorian Department of Infrastructure and leased to Countrylink

Technical Data

Vehicle Dimensions

Length over body	56′ 11″	17 350 mm
Width over body	9′ 5¾”	2 890 mm
Height rail to roof	13′ 10¼”	4 220 mm
Bogie centres	53′ 0″	9 700 mm
Weight (with Valenta)	75.2 tons	76.5 tonnes
Weight (with VP185)	74.7 tons	76.0 tonnes
Service Speed	100 mph	160 kmph
Fuel Capacity	4 546 litres	1,000 gallons
Brake System	Westcode
Wheel arrangement	Bo – Bo

Engine Data

Date	1981	1996
Manufacturer	Paxman Diesels	Alstom Engines
Make	Paxman	Paxman
Type	Diesel	Diesel
Series	Valenta	VP185
Model	12RP200L	12VP185
Cycle	4-stroke	4-stroke
Aspiration	Turbocharged and intercooled	2-stage turbocharged, intercooled and aftercooled
Cylinders	V-12	V-12
Layout	60° Vee	90° Vee
Bore	196.9 mm (7.75″)	185.0 mm (7.28″)
Stroke	215.9mm (8.5″)	196.0 mm (7.72″)
Capacity	78.8 litres (4,811 cu in)	63.2 litres (3,858 cu in)
Power	1 492 kW (2,000 hp)	1 538 kW (2,060 hp)
Dry weight	8 117 kg	7 460 kg
Length	2 327 mm	2 971 mm
Height	2 324 mm	2 175 mm
Width	1 432 mm	1 660 mm

Transmission and Final Drive Data

Bogie Data

Bogie code	PLA
Type	Power
Manufacturers	Comeng & ABB
Numbers	1-??
Frame	Fabricated
Primary suspension	Coil
Secondary suspension	Coil
Damping	Viscous
Equalised	No
Bearings	Roller
Bogie wheelbase	2 600 mm (8′ 6⅜”)
Wheel diameter	1 020 mm (3′ 4″)
Gauge	1 435 mm (4′ 8½”)
Brakes	Disc

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984).
The XPT Page on the RailPage web site (www.railpage.org.au).
Drawings by Bruce Agland.

1981 - Express Passenger Train Trailers

Please refer to the XP Class page for basic information and history about the Express Passenger Train.

Passenger Trains

The XPT Passenger cars are constructed on a steel underframe and are finished in a maintenance-free and lightweight skin of stainless steel. The ends of the cars are formed from composite material and are aerodynamically shaped. End gangways are provided at each end of each car and permit access throughout the train from one power car to the other. Each car is of a uniform size with a length of 24.2 metres, a width of 2.918 metres and a height above rail of 4.04 metres. The mass of each car varies, dependent upon the vehicle’s configuration.

The stainless steel body sides are fluted between the floor and window sill level. The flutes continue above the window level and across the roof to the top of the windows on the other side. The body sides along the window line are plain and are painted to match the colour scheme applied to the power cars. Access doors are provided on both sides of the car at each end. These doors are manual in operation, but feature a centralised locking system to prevent them from being opened while the train is in motion.

Seating was fixed, facing towards the centre of the car and came in for a large amount of passenger criticism. The seats were fitted with adjustable squabs and reclining backs. Fold down tables were fitted to the back of each seat, while a fixed table was provided in the centre of the car. The floor was carpeted throughout up to the window sill level. Overhead luggage racks with individual reading lights were provided. The cars were fully air-conditioned and treadle operated doors were fitted between the saloon and the vestibule at each end of the car. The inter-car doors were retractable and were locked in the open position during normal operations. The toilets were rovided with retention tanks. Power for lighting and air-conditioning is provided at 415 volts AC, generally from the trailing power car. ndividual air-conditioning units are provided under the floor of each car. Jumper cables at each end provide for power distribution and train control throughout the consist.

First Order

The initial order for rolling stock was placed in March 1980 and provided for four First Class trailers with Guard’s Compartment (XBH 2100 to 2103), four First Class trailers with buffet (XBR 2150 to 2153) and twelve Economy Class trailers (XF 2200 to 2211) in addition to ten power cars.

Second Order

Following the initial success of the XPT services, a second order was placed with Comeng in 1983 for additional XPT rolling stock. This order comprised ten First Class cars with Guard’s Compartment (XDH 2104 to 2113), three First Class cars with buffet (XDR 2154 to 2156) and two First Class sitting cars (XD 2212 and 2213). Five additional power cars (XP 2010 to 2014) were also included in this order. It is interesting to note that due to a Union requirement for a Guard’s compartment to be located at each end of the train, this batch of rolling stock included ten additional cars fitted with a Guard’s compartment. This effectively reduced the seating capacity of a set by 16 passengers.

Third Order

On 13 May 1985, two-class travel was introduced for the XPT services and the fare surcharge abolished. As a result of these fare changes, passenger demand rose 33% between May and August. To provide for this additional patronage, Comeng was contracted to construct twelve additional trailer cars (XD 2214 to 2225). This additional rolling stock permitted the six operational XPT sets to be built up to nine-car (2+7) consists if required.

Fourth Order

During 1992, tenders were called for additional rolling stock to be jointly funded by the New South Wales and Victorian governments and for the existing fleet to be refurbished in preparation for services to Melbourne in late 1993. The fourth order for XPT rolling stock was placed with ABB Transportation (as successor to Comeng) and these vehicles were constructed at their Dandenong plant in Victoria. This batch comprised, five deluxe sitting cars (XL 2228 to 2232) and eight sleeping cars (XAM 2175 to 2182). The order also included 4 additional power cars (XP 2015 to 2019). XAM 2175 to 2178, XL 2228 and 2229 and two power cars are owned by the Victorian Department of Infrastructure and are leased to Countrylink.

Fleet Refurbishment 1993

In 1993 A. Goninan and Co. of Newcastle was awarded the contract to refurbish the existing fleet of XPT trailers. XDH 2100 to 2103 were rebuilt as deluxe trailers and were renumbered XL 2233 to 2236. The buffet cars XDR 2150 to 2156 were fitted a new buffet compartments and recoded XBR, while XD 2225 and XDH 2111 were rebuilt as additional buffet cars and renumbered as XBR 2157 and XBR 2158 respectively. The remaining cars were refurbished and fitted with new carpets, curtains and “D” type rotating and reclining seats.

Following the refurbishment contract the “D” coding was removed from the cars and they are now classified as first (XB), economy (XF) or luxury (XL). The recoding was as follows:

XDH 2100-XDH 2103 to XL 2233-XL 2236
XDH 2111 to XBR 2158
XDH 2112 to XFH 2112
XDH 2113 to XFH 2113
XDR 2150-XDR 2156 to XBR 2150-XBR 2156
XF 2200-XF 2205 to XB 2200-XB 2205
XM 2206-XM 2209 to XB 2206-XB 2209
XM 2210-XM 2212 to XF 2210-XF 2212
XD 2213-XD 2224 to XF 2213-XF 2224
XD 2225 to XBR 2157

Fleet Refurbishment 2005

United Group Rail was awarded the contract to refurbish the XPT fleet in 2005. This work covered both power and trailer cars. The major refurbishment work included replacement of the old seating with new seats, backs and coverings on the existing frames that were fitted during the 1993 refurbishment. Seat coverings are darkish blue and the toilets for both standard and disabled compartments were upgraded.

Bogies

During development of the trailer car bogie, two types were tested. These were the British BT10 and the French CT22. In April 1981 when the XPT trains were being designed trials were carried out to compare the ride of different bogies. Two British Rail BT 10 bogies were flown to Australia and fitted under air-conditioned car SDS 2253. Comeng developed their CT 22 which was derived from the SNCF Y32 bogie. The CT 22 bogie was trialled under electric trailer T 4963 and was fitted to air-conditioned car SDS 2245 for the XPT trials. As a result of these tests, the BT10 was selected as the basic design. However, the air spring used on the CT22 was found to be superior and this was incorporated into the NHA design. The bogie featured a bolsterless fabricated frame, disk brakes, with a spring applied/air released parking brake on one bogie wheelset, while the other wheelset was fitted with tread scrubber blocks to improve track circuit continuity. The bogies were also attached to the car body. The NHA bogie weighed 6.5 tonnes and was 0.2 tonnes heavier than the British BT10 bogie.

Rebuilds

XF 2201 was converted to sleeper XAM 2183 and XF 2223 was converted to XL 2237 during 2021. These conversions are possibly due to damage sustained to XAM 2179 and XL 2229 in the Wallan derailment in February 2020.

Vehicle Configerations

First Class Sitting Car with Guard's Compartment (1981)

Code: XBH

Numbers: 2100-2103

The XBH was one of the original vehicle configurations and seated 48 in 2 x 1 fixed reclining seating in a single open saloon at the B End. A Guard’s Compartment with separate toilet and small galley was located at the A End. Toilets, luggage storage racks and passenger entrance vestibule were provided at the B End. Due to limited luggage storage, two rows of seats were removed, reducing the seating capacity to 40. These four cars were converted to XDH configuration in 1989.

First Class Sitting Car with Buffet (1981)

Code: XBR

Numbers: 2150 - 2153

The XBR was another of the original vehicle configurations and accommodated the buffet and a passenger saloon. The buffet was located in the A End, while the open passenger saloon seated 30 in 2 x 1 fixed reclining seating in the B End. Entrance vestibules were provided in both ends, while a toilet and luggage storage was located in the B End adjacent to the vestibule. These four cars were converted to XDR configuration in 1989.

Second Class Sitting Car (1981)

Code: XF

Numbers: 2200-2211

The XF was the third of the original vehicle configurations and seated 72 in 2 x 2 fixed reclining seating in a single open saloon. A fixed table was located between the 3rd and 4th, 10th and 11th and 16th and 17th rows of seats. Entrance vestibules, toilets and luggage storage racks were provided in both ends of the vehicle.

Day-Nighter Sitting Car with Guard's Compartment (1983)

Code: XDH

Numbers: 2100-2113

XDH 2104-2113 were built as part of the second rolling stock order (1983/84). The need for additional vehicles with Guard’s accommodation was as the result of an industrial dispute that required the Guard to have accommodation at both ends of the train. These cars seated 52 in 2 x 2 rotating and reclining seating. These vehicles carried the “D” coding to distinguish them from the existing First Class cars. This seating was similar to that used in the loco hauled “day-nighter” cars and the need for this upgraded accommodation was due to customer dissatisfaction with the fixed seating in the XB, XBH and XBR cars. 2100-2103 were converted from XBH in 1989.

Day-Nighter Sitting Car with Buffet (1984)

Code: XDR

Numbers: 2150-2156

XDR 2154-2156 were built as part of the second rolling stock order (1983/84). The XDR followed a similar arrangement to the XBR with the buffet at the A End and a passenger saloon seating 36 in 2 x 2 reclining and rotating seating at the B End. 2150-2153 were converted from XBR in 1989. All were refurbished and recoded to XBR in 1994.

Day-Nighter Sitting Car (1984)

Code: XD

Numbers: 2206-2210, 2212-2225

XD 2212-2213 were built as part of the second rolling stock order (1983/84) and accommodated 68 in 2 x 2 rotating and reclining seating. The XD followed the same general arrangement as the XF with entrance vestibules, toilets and luggage racks at both ends and a single passenger saloon. XD 2206-2210 were converted from XF 2206-2210 when their seating was swapped with that in XDH 2104-2110. XD 2214-2225 were built as part of the third rolling stock order (1986/87).

Second Class Sitting Car with Guard's Compartment (1985)

Code: XFH

Numbers: 2104-2110

From 13 August 1985, two class travel on the XPT was introduced and trailers XDH 2104-2110 had their rotating 2 x 2 seating replaced with fixed 2 x 2 seating from Economy Class trailers XF 2206-2210 and were recoded XFH. The “D” type seating that was removed was redeployed in XF 2206-2210.

Day-Nighter Sitting Car (1988)

Code: XM

Numbers: 2206-2210 and 2212

During 1988, XD 2206-2210 and 2212 were recoded XM. The car configuration remain unchanged and the reason for choosing the XM coding in unknown.

Sleeping Car (1993)

Code: XAM

Numbers: 2175-2182

With the planned introduction of the overnight Melbourne XPT in 1993, it was proposed provide sleeping accommodation on the Melbourne, Brisbane and Murwillumbah services for the first time in the XPT Fleet. As part of the fourth rolling stock order, eight XAM sleeping cars were ordered from ABB. This provided two XAM for each of these three services plus two spare cars. The XAM was a Mann type sleeper with transverse berths and had nine twin berth cabins for overnight services, while they could seat up to 27 First Class passengers for daylight travel. Each cabin was 2 metres long. Individual shower and toilet facilities were not provided in each cabin and these facilities were shared between two cabins. Space for the car attendant was provided in a full width compartment at the A End of the car. The XAM replaced an XFH car in the train consist.

First Class Sitting Car (1993)

Code: XL

Numbers: 2228-2236

As part of the fourth rolling stock order in 1993, five deluxe sitting cars (2228-2232) were built by ABB in Dandenong, Victoria. The XL type followed a similar layout to the XB/XD/XF cars with entrance vestibules, toilets and luggage racks at both ends and a single passenger saloon. The luggage racks provided at the A End were larger than in the other types. The XL seated 56 in 2 x 2 reclining and rotating seating. XL 2233-2236 were rebuilt from XDH 2100-2103 as these became surplus due the introduction of the XAM cars. XL 2228-2232 are fitted with the later NMA bogies, while the others have the original NHA bogies. Seat spacing is 1067 mm.

First Class Sitting Car (1993)

Code: XB

Numbers: 2200-2209

XF 2200-2205 and XM 2206-2209 were refurbished by Goninan in 1993 as new First Class cars. They seated 68 First Class and new seating and interiors were provided. The cars were recoded XB. These cars were later recoded as Economy Class (XF) in 1994. Seat spacing is 1000mm.

Second Class Sitting Car with Buffet (1993)

Code: XBR

Numbers: 2150-2158

The existing XDR buffet cars (2150-2156) were rebuilt by Goninan during 1993 and featured a new buffet layout. A mock up of the new layout was fitted to MFH 2075 before construction was commenced. These cars seated 21 First Class and also provided accommodation for two wheelchair passengers. A wheelchair accessible toilet was also provided in the B End. Two additional cars XBR 2157 and 2158 were converted from XD 2225 and XDH 2111 respectively by Goninan in 1993. Seat spcaning is 1000mm.

Second Class Sitting Car with Guard's Compartment (1993)

Code: XFH

Numbers: 2104-2110, 2112 and 2113

The replacement of the Guard’s position by the Passenger Services Supervisor (PSS) on XPT services in 1989 and the introduction of the XAM cars removed the requirement for two vehicles with Guard’s and luggage accommodation on the long distance overnight services. The XAM car provided suitable accommodation for the PSS in the sleeping car attendant’s compartment. These vehicles were fitted with new seating and refurbished interior. They seated 52 Economy Class and were recoded to XFH. Seat spcaning is 1000mm.

Second Class Sitting Car (1994)

Code: XF

Numbers: 2200, 2202-2222, 2224

XM 2210, XF 2211, XM 2212 and XD 2213-2224 were refurbished by Goninan in 1993 as new Economy Class cars and were the same as the former XB type. They seated 68 Economy Class and new seating and interiors were provided. The cars were recoded XF. XB 2200-2209 were recoded to XF in 1994. XF 2201 was converted to XAM 2183 and XF 2223 was converted to XL 2237 in 2021. Seat spacing is 1000 mm.

Second Class Sitting Car with Guard's Compartment (2005)

Code: XFH

Numbers: 2104-2110, 2112 and 2113

The luggage capacity was increased and the passenger capacity reduced by 8 to 44 Economy class as part of the 2005 refurbishment program. The internal seating was upgraded by placing new seats, backs and coverings on the existing seat frames dating from the 1993 refurbishment. Seat spacing is 1000 mm.

Second Class Sitting Car with Buffet (2005)

Code: XBR

Numbers: 2150-2158

The passenger seating capacity was reduced by 1 to 20 First class and an additional disabled space made available as part of the 2005 refurbishment program. The internal seating was upgraded by placing new seats, backs and coverings on the existing seat frames dating from the 1993 refurbishment. Seat spacing was 1000 mm.

Sleeping Car (2005)

Code: XL

Numbers: 2228, 2230-2237

The internal seating and interiors were upgraded during the 2005 refurbishment. XL 2237 was converted from XF 2223 in 2021. Seat spacing in these cars is 1067 mm.

Wallan Derailment

On 20 February 2020, ST23, NSW Trainlink Melbourne XPT derailed at Wallan (Victoria) Crossing Loop. The train consisted of XP 2018 (leading)-XAM 2179-XL 2229-XBR 2155-XF 2201-XFH 2108-XP 2018 (trailing). XP 2000 rolled onto its side resulting in the death of the driver and the accompanying Pilot. 39 of the 153 passengers and five other crew members on board sustained injuries. The section from Kilmore East to Donnybrook over which ST23 was operating had suffered earlier bushfire damage and was working under an alternate safeworking system with the driver accompanied by a pilot. Temporary operations through the Wallan interlocking ran through on the main line, however, on the day of the accident ARTC decided to reroute traffic via the loop. The preliminary report indicates that, as ST23 approached Wallan at line speed (130 kph), the driver made an emergency brake application just before entering the loop. The train was travelling in excess of 100 kph at the time and was unable to negotiate the 15 kph turnout which resulted in the drailment. The five passengers derailed with only the trailing power car remaining on the track. The investigation by the Australian Transport Safety Bureau (www.atsb.gov.au) is continuing.

Colour Schemes

In 1981, the XPT appeared in a new colour scheme for NSW of red, black and yellow. The passenger trailers were predominantly in their natural stainless steel finish. A broad black band was painted along the window line, with a narrow yellow lining at the top and bottom of the black band. In common with the power cars, the undercar skirts below the floor level were finished in red.

In 1995, the original colour scheme was replaced by a new Countrylink corporate livery of light blue, dark blue and white. The scheme for the passenger trailers consisted of a broad dark blue band along the window line, relieved by two narrow lines of white and light blue towards the bottom of the dark band. The undercar skirts below the floor level were white. This colour scheme was also applied to the Xplorer rail cars.

A new RailCorp Corporate Scheme of primarily dark blue with turquoise, yellow and white lining was applied to XP 2001 and this unit re-entered service in February 2005. The passenger trailer scheme has been simplified with a broad turquoise band at the window level with black undercar skirts below the floor level. Passenger access doors have been painted a bright golden yellow, while other doors, such as the luggage compartment have the broad turquoise band at the window level carried through. The car ends have been changed from light grey to dark blue. This scheme is also applied to the Endeavour, Xplorer and Hunter rail cars.

Class Roster

No.	In Service	Withdrawn	Builder	Fate
XDH 2100	06.11.1981	.1993	Comeng	Built as XBH Converted to XDH – 1989 Rebuilt as XL 2233 – 1993
XDH 2101	21.12.1981	.1993	Comeng	Built as XBH Converted to XDH – 1989 Rebuilt as XL 2234 – 1993
XDH 2102	02.04.1982	.1993	Comeng	Built as XBH Converted to XDH – 1989 Rebuilt as XL 2235 – 1993
XDH 2103	19.08.1982	.1993	Comeng	Built as XBH Converted to XDH – 1989 Rebuilt as XL 2236 – 1993
XFH 2104	27.10.1983	In service	Comeng	Built as XDH Converted to XFH – 1993
XFH 2105	12.11.1983	In service	Comeng	Built as XDH Converted to XFH – 1993
XFH 2106	01.11.1983	In service	Comeng	Built as XDH Converted to XFH – 1993
XFH 2107	26.11.1983	In service	Comeng	Built as XDH Converted to XFH – 1993
XFH 2108	14.12.1983	In service	Comeng	Built as XDH Converted to XFH – 1993
XFH 2109	10.01.1984	In service	Comeng	Built as XDH Converted to XFH – 1993
XFH 2110	18.02.1984	In service	Comeng	Built as XDH Converted to XFH – 1993
XDH 2111	13.03.1984	.1993	Comeng	Built as XDH Rebuilt as XBR 2158 – 1993
XFH 2112	30.03.1984	In service	Comeng	Built as XDH Converted to XFH – 1993
XFH 2113	07.06.1984	In service	Comeng	Built as XDH Converted to XFH – 1993
XBR 2150	17.11.1981	In service	Comeng	Built as XBR Converted to XDR – 1989 Recoded XBR – 1994
XBR 2151	24.02.1982	In service	Comeng	Built as XBR Converted to XDR – 1989 Recoded XBR – 1994
XBR 2152	20.05.1982	In service	Comeng	Built as XBR Converted to XDR – 1989 Recoded XBR – 1994
XBR 2153	06.08.1982	In service	Comeng	Built as XBR Converted to XDR – 1989 Recoded XBR – 1994
XBR 2154	29.01.1984	In service	Comeng	Built as XDR Recoded XBR – 1994
XBR 2155	05.03.1984	In service	Comeng	Built as XDR Recoded XBR – 1994
XBR 2156	19.05.1984	In service	Comeng	Built as XDR Recoded XBR – 1994
XBR 2157	.1993	In service	Goninan^‡	Rebuilt from XD 2225
XBR 2158	.1993	In service	Goninan^‡	Rebuilt from XDH 2111
XAM 2175 ^†	21.05.1993	In service	ABB
XAM 2176 ^†	15.07.1993	In service	ABB
XAM 2177 ^†	15.07.1993	In service	ABB
XAM 2178 ^†	31.07.1993	In service	ABB
XAM 2179	31.07.1993	In service	ABB
XAM 2180	26.10.1993	In service	ABB
XAM 2181	06.11.1993	In service	ABB
XAM 2182	28.10.1993	In service	ABB
XF 2200	27.08.1981	In service	Comeng	Built as XF Converted to XB – 1993 Recoded XF – 1994
XF 2201	08.10.1981	In service	Comeng	Built as XF Converted to XB – 1993 Recoded XF – 1994
XF 2202	28.10.1981	In service	Comeng	Built as XF Converted to XB – 1993 Recoded XF – 1994
XF 2203	08.12.1981	In service	Comeng	Built as XF Converted to XB – 1993 Recoded XF – 1994
XF 2204	08.01.1982	In service	Comeng	Built as XF Converted to XB – 1993 Recoded XF – 1994
XF 2205	29.01.1982	In service	Comeng	Built as XF Converted to XB – 1993 Recoded XF – 1994
XF 2206	04.03.1982	In service	Comeng	Built as XF Converted to XD – 1985 Converted to XM – 1988 Converted to XB – 1993 Recoded XF – 1994
XF 2207	15.04.1982	In service	Comeng	Built as XF Converted to XD – 1985 Converted to XM – 1988 Converted to XB – 1993 Recoded XF – 1994
XF 2208	23.04.1982	In service	Comeng	Built as XF Converted to XD – 1985 Converted to XM – 1988 Converted to XB – 1993 Recoded XF – 1994
XF 2209	28.05.1982	In service	Comeng	Built as XF Converted to XD – 1985 Converted to XM – 1988 Converted to XB – 1993 Recoded XF – 1994
XF 2210	04.06.1982	In service	Comeng	Built as XF Converted to XD – 1985 Converted to XM – 1988 Converted to XF – 1993
XF 2211	08.07.1982	In service	Comeng	Built as XF Converted to XF – 1993
XF 2212	03.07.1984	In service	Comeng	Built as XD Converted to XM – 1988 Converted to XF – 1993
XF 2213	28.09.1984	In service	Comeng	Built as XD Converted to XF – 1993
XF 2214	20.08.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2215	01.09.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2216	15.09.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2217	20.10.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2218	30.10.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2219	28.11.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2220	17.11.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2221	05.12.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2222	12.12.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2223	21.12.1986	In service	Comeng	Built as XD Converted to XF – 1993
XF 2224	22.12.1986	In service	Comeng	Built as XD Converted to XF – 1993
XD 2225	30.01.1987	.1993	Comeng	Built as XD Rebuilt as XBR2157 – 1993
XL 2228 ^†	05.03.1993	In service	ABB
XL 2229 ^†	11.03.1993	In service	ABB
XL 2230	02.04.1993	In service	ABB
XL 2231	02.04.1993	In service	ABB
XL 2232	02.04.1993	In service	ABB
XL 2233	.1993	In service	Goninan^‡	Rebuilt from XDH 2100
XL 2234	.1993	In service	Goninan^‡	Rebuilt from XDH 2101
XL 2235	.1993	In service	Goninan^‡	Rebuilt from XDH 2102
XL 2236	.1993	In service	Goninan^‡	Rebuilt from XDH 2103

^† Owned by Victorian Department of Infrastructure and leased to Countrylink

^‡ Rebuild by Goninan

Technical Data

Vehicle Dimensions

VEHICLE DIMENSIONS

Length over body	30′ 0″	9 144 mm
Width over body	7′ 10½”	2 400 mm
Height rail to roof	9′ 8¼”	2 953 mm
Wheelbase	18′ 0″	5 490 mm
Wheel diameter	2′ 10″	864 mm
Gauge	4′ 8½”	1 435 mm
Weight	11.3 tons	11.48 tonnes
Service Speed	50 mph	80 kmph
Fuel Capacity	60 gallons	273 litres
Brake System	Straight Air
Wheel arrangement	1 – A

Bogie Data

Bogie Code	NJA	NMA
Type	Trailer	Trailer
Manufacturer	Comeng	ABB
Numbers
Frame	Fabricated	Cast
Primary Suspension	Coil	Coil
Secondary Suspension	Air Bag (2)	Air Bag (2)
Damping	None	Viscous
Equalised	No	No
Bearings	Roller	Roller
Bogie Wheelbase	2 600 mm (8′ 6⅜”)	2 400 mm (7′ 10½”)
Wheel Diameter	940 mm (3′ 1″)	940 mm (3′ 1″)
Gauge	1 435 mm (4′ 8½”)	1 435 mm (4′ 8½”)
Brakes	Disc	Disc

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“The Countrylink XPT Refurbishment” by Peter Clark (Railway Digest – July 2006)
The XPT Page on the RailPage web site (www.railpage.org.au)
Drawings by Bruce Agland

1993 - Xplorer and Endeavour Rail Cars

n February 1990, the NSW Liberal Government controversially announced the withdrawal of loco hauled passenger trains on the North Coast and other passenger services to Armidale and Moree. This left only the Northern Tablelands XPT (Sydney to Tamworth) and road coaches servicing the Northern Tablelands and north west of the State. As a result of strong pressure from local lobby groups and senior National Party MP’s the NSW Government announced in June 1990 that it would spend almost $26 million to purchase new high-speed Explorer rail cars to service northern NSW. The following day it was announced that Canberra would also be added to the Explorer network.

Tenders (closing 26 September 1990) were called on 8 August 1990. The tender specification called for the new vehicles to operate in multiples up to 8 cars and be capable of operating at XPT speeds. In February 1991, the Transport Minister announced that that a $38 million contract had been let to ABB Transportation Pty. Ltd. to construct 17 Explorer rail cars at the former Comeng works at Dandenong, Victoria. The requirement for replacements for the aging suburban 620 and 660 class rail motors also led the Government to add a optional suburban specification to the initial contract. On 5 April 1992 the Transport Minister announced that 14 two-car interurban rail cars would be purchased to replace loco-hauled and rail car services to the Southern Highlands, the Illawarra and the Hunter Valley. In a similar fashion to the earlier 600, 620 and 900 classes, the new vehicles were to be of common design and construction for both suburban and long-distance variants. The new interurban cars were to be marketed as Endeavour cars. At this time the Countrylink Group decided to rename the Explorers to Xplorers, a marketing title that linked the new rail cars with the XPT fleet. An additional order in November 1994 saw four Xplorer intermediate cars and one Endeavour two-car set added to the fleet.

ABB offered two proposals, one based on the Danish State Railways IC3 articulated DMU’s and the other on Comeng’s design for Westrail’s Australind (Perth to Bunbury) rail cars. Following an extensive review, it was found that the IC3’s air-cooled engines would be unsuitable for Australian conditions and the cost to modify the design would make it a much more expensive vehicle than the Comeng design.

Construction

The cars were built with a stainless steel monocoque body construction similar to that used on the the Australind cars. This was based on the XPT body shell, a design developed by Comeng under the guidance of its then concept engineer, John Dunn. A glass-reinforced plastic moulding, with an aerodynamic profile, forms the driving cab end of all cars. This moulding and windscreen meet the current impact and ballistic standards. Two central collision posts linked by a cross member to the body corner posts further enhanced safety. Externally mounted, push button activated, plug-type doors are provided at both ends of all cars, except for the Xplorers which have an inward opening swing door adjacent to the driving cab. The plug doors can only be opened when they are released by the train crew. Differing from all previous NSW practice, the ends of the Endeavour/Xplorer cars are designated A1 and B2.

Each car is powered by a horizontal, 6-cylinder turbocharged Cummins KTA-19R diesel engine developing 383 kW (513 hp). The engine is fitted with Cummins Multiple Unit Throttle Control (MUTC). This engine is specifically designed for underfloor mounting in rail car applications. The engine drives a Voith Model T 311 r hydraulic turbo transmission incorporating a KB260/r hydrodynamic brake. This transmission is a fully automatic hydrodynamic power unit again specifically designed for use in rail cars. The transmission is cardan shaft driven from the engine. The transmission drives to a Voith V15/19 final drive on each axle of the bogie located under the A1 end of each car by another cardan shaft. The cardan shaft passes above the bogie transom and this provides some level of protection. Both axles on the power bogie are driven. Reversing is carried out in the transmission. The cars are geared for a maximum speed of 145 kilometres per hour. A 1,700 litre fuel tank is fitted and provides for an operating range of approximately 1,600 kilometres.

Auxiliary power is provided by a turbocharged 6-cylinder Cummins LT10R(G) diesel engine developing 118 kW driving a Newage Stamford UCI274F alternator. This alternator provides 415 volt three-phase 50 Hz AC power and 24 volt DC power for battery charging. The alternator can power one or two cars with normal supply or three cars at reduced load under emergency conditions.

Cooling for the two engines and the air-conditioning units is roof mounted. The Sigma air-conditioning system features two refrigeration units for redundancy. A Hydrovane TB7 electric compressor provides air for brakes and the air-spring suspension on the bogies.

PJA (power) and NJA (non-power) bolsterless bogies are fitted to these cars. These bogies feature coil spring trailing arm primary suspension and air bag secondary suspension. Oil damping is also provided. These bogies were designed by ABB and were based on a Comeng developed bogie that had been trialled under an XPT car in 1986 for comparison with British Rail’s BT23 design.

A Davies & Metcalfe EBC/5 electro-pneumatic stepless brake controller is fitted. This system automatically utilises the KB260/r hydrodynamic brake in the transmission to reduce the use of the disc brakes that are fitted to all wheels.

Another innovation with these cars is the use of the Scharfenberg auto centring multi-function coupler. This coupler enables one-person coupling and uncoupling and features train lined connections for main reservoir, brake and uncoupling pipes as well as all electrical connections. The multi-function couplers are fitted at the driving cab (B2) ends. Scharfenberg bar couplers are fitted to the non-driving (the A1 end and in the case of the EB cars to the B2 end as well) ends of all cars. For emergency purposes, a 10A (automatic to Scharfenberg multi-function) adaptor is carried to enable the train to be loco hauled from a locomotive fitted with a conventional automatic coupler.

Sigma RPR33 air-conditioners mounted on the roof above the passenger vestibules provide climate control for the passenger and crew areas. The Australian designed and manufactured air-conditioners are rated at 33kW of cooling and 15kW of heating which maintains the interior of the car at 21°C by ay and 23°C by night, even in the extremes of the Australian summers and winters. The air-conditioner increases the temperature at night to coincide with reduced passenger movement and to maintain comfort.

Refurbishment

A tender was issued in October 2006 by RailCorp for the refurbishment of the Xplorer and Endeavour fleet. The program specified new seating, new carpets, and buffet and toilet upgrades. An extended booked luggage section and additional wheelchair spaces were provided in the EC vehicles. Bombardier Transportation, Downer Rail and United Group Rail tendered, with Bombardier being the successful bidder. The refurbishment started in mid-2007 and concluded at the end of 2008.

In 2009-2010, the Endeavours were refurbished by Bombardier Transportation in Dandenong. The refurbishment included New reversible 3×2 seats, as found on the Hunter rail cars. The seat covers are made of woollen moquette fabric which is more durable and vandal proof. New vinyl flooring replaced the original carpet and improved air-conditioning and crew facilities were fitted. A new corporate blue, yellow and black livery was applied.

Vehicle Configerations

The Xplorer type is a long distance mainline set comprising three vehicle types coded EA, EB and EC. The Xplorers operate in 2-car (EA and EC), 3-car (EA, EB and EC) and 4-car (EA, EB, EB and EC) consists and trains of up to 8 cars (two 4-car sets) can be operated as a single unit. The Xplorers may also be coupled to the Endeavour type vehicles. The individual Xplorer vehicle types are detailed below.

Driving Power Car with Buffet (1993)

Code: EA

Numbers: 2501 - 2508

The EA is a driving power car seating 42 First Class and housing the buffet. Seating is 2 x 2 rollover type with two single rollover seats located against the exhaust ducting in the centre of the car. The buffet is located adjacent to the vestibule at the A1 End. Passenger seating occupies the remainder of the saloon, followed by a vestibule separating the saloon and the full width driver’s cab, which is located in the B2 End. All cars are in service. EA 2508 was converted from Endeavour car LE 2865.

Intermediate Power Car (1993)

Code: EB

Numbers: 2511-2517

The EB is non-driving power car seating 66 Economy Class passengers. The car features an entrance vestibule at each end. Toilets are located in opposite corners of the car adjacent to the entrance vestibules with luggage racks provided on the opposite wall. Rollover seating is provided in a 2 x 2 and 2 x 1 layout (adjacent to the exhaust ducting). No driving facilities are provided. All cars are in service.

Driving Power Car with Disabled Facilities (1993)

Code: EC

Numbers: 2521- 2528

The EC is a driving power car seating 50 Economy Class. A wheelchair accessible toilet is located at the A1 End and the remainder of the saloon is occupied by passenger seating and luggage storage adjacent to the entrance vestibule at the B2 End. Rollover seating is provided in a 2 x 2 and 2 x 1 layout (adjacent to the exhaust ducting). The full width driver’s cab is located on the other side of the entrance vestibule at the B2 End. All cars are in service. EC 2528 was converted from Endeavour car TE 2815.

Driving Power Car with Disabled Facilities (2008)

Code: EC

Numbers: 2521- 2528

During the 2007-08 refurbishment, the EC driving power car was modified by reducing the existing seating and adding 2 disabled spaces adjacent to the wheelchair accessible toilet located at the A1 End. The booked luggage storage adjacent to the entrance vestibule at the B2 End was increased in size to double the capacity by removing 8 of the original seats and the saloon capacity was reduced to 38 Economy Class. Rollover seating is provided in a 2 x 2 and 2 x 1 layout (adjacent to the exhaust ducting). The full width driver’s cab is located on the other side of the entrance vestibule at the B2 End. All cars are in service. EC 2528 (converted from TE 2815) can be identified by the outward opening plug doors at the driver’s cab end and the lack of external handrails.

Driving Power Car with Disabled Facilities (2008)

Code: EC

Numbers: 2521- 2528

Vehicle Configurations - Endeavour Cars

The Endeavour is a 2-car suburban/outer suburban set consisting of one TE and one LE Class car. In common with the Xplorer type, trains of up to 8 cars (four 2-car sets) can be operated. Endeavours may also be coupled to the Xplorer type vehicles. The Endeavours differ slightly from the Xplorers in that they have outward opening plug doors at both ends of the vehicle, while the EA and EC Xplorers have an inward opening door at the driver’s cab end and external handrails fitted. The individual Endeavour vehicle types are detailed below.

Driving Power Car with Disabled Facilities (1993)

Code: TE

Numbers: 2801-2815

The TE is a driving power car seating 82 Economy Class. A wheelchair accessible toilet and an area for wheelchair passengers is located at the A1 End adjacent to the entrance vestibule. The remainder of the saloon is occupied by passenger accommodation with 3 x 2 fixed seating being provided. The fixed seating faces the ends from the centre exhaust ducting respectively except those mounted against the vestibule bulkhead. 3 x 2 reversible seating replaced the original fixed seating during the 2009-10 refurbishment program. The full width driver’s cab is located on the other side of the vestibule at the B2 End. TE 2801-2814 are in service and TE 2815 was converted to EC 2528 Xplorer car in 2002.

Driving Power Car with Luggage Compartment (1993)

Code: LE

Numbers: 2851-2865

The LE is a driving power car seating 95 Economy Class. A small luggage storage area and bicycle rack is located at the A1 End adjacent to the entrance vestibule. The remainder of the saloon is occupied by passenger accommodation with 3 x 2 fixed seating being provided. The fixed seating faces the ends from the centre exhaust ducting respectively except those mounted against the vestibule bulkhead. 3 x 2 reversible seating replaced the original fixed seating during the 2009-10 refurbishment program. The full width driver’s cab is located on the other side of the vestibule at the B2 End. LE 2851-2864 are in service and LE 2865 was converted to EA 2508 Xplorer car in 2002.

Services

During the introduction of the Xplorers, the cars suffered a number of teething problems. The plug doors caused significant problems during their first weeks of operations. The side skirts on the cars also provided operational staff with many problems. A significant amount of work had gone into locating equipment under the floor of the cars and when a failure occurred in a platform the undercar equipment could not be accessed. An additional failing was that when the side skirts were lifted they became foul of the adjoining line at standard track centres thus requiring traffic in the opposite direction to be stopped or diverted while fault finding a failure.

The first Xplorer set (Northern Tablelands Xplorer) commenced revenue service on 5 October 1993 and replaced the Northern Tablelands XPT on its existing Sydney to Tamworth day return service. As additional cars became available the Northern Tablelands Xplorer was extended to work to Armidale (3 cars) and Moree (2 cars) as a daily service. The train followed the practice of the former Northern Tablelands Express and separated/amalgamated at Werris Creek. An additional Armidale weekend service that departed Sydney on Friday nights and returned on Sunday nights was also provided. This service was, however, poorly patronised and was subsequently withdrawn in June 1995.

The Canberra Xplorer entered service as a twice daily (morning and evening) return service between Sydney and Canberra. This service proved popular and has subsequently been increased to a three services (morning, midday and evening) a day.

In 2000, the loco hauled Countrylink service to Griffith was withdrawn and an Xplorer service was substituted. This train works with the down morning Canberra Xplorer to Goulburn on Saturdays, divides, and then proceeds to Griffith. The Sunday return service connects with the evening up Canberra Xplorer at Goulburn.

During 2001, the electrification of the Dapto to Kiama portion of the Illawarra line was completed and two Endeavour sets became available to bolster services on the Main South. In November 2001, trials were held with a 2-car Xplorer set to Broken Hill with a view to providing a new service. These trials proved successful and in December 2001 it was announced that the last Endeavour set built (TE 2815 and LE 2865) would be converted to Xplorer cars EA 2528 and EC 2508 respectively to enable this new service to be provided. These rebuilt cars entered service in May 2002 and the new Broken Hill service, the Silver City Xplorer commenced operations in July 2002.

Xplorer Service Summary

Service	Route(s)	Dates
Northern Tablelands Xplorer	Sydney to Tamworth Sydney to Moree/Armidale	05.10.1993 – date 05.10.1993 – date
Canberra Xplorer	Sydney to Canberra (1st and 2nd set) (3rd set)	xx.xx.1993 – date xx.xx.xxxx – date
Armidale Xplorer	Sydney to Armidale	xx.xx.1993 – xx.06.1995
Griffith Xplorer	Sydney to Griffith	xx.xx.2000 – date
Broken Hill Xplorer	Sydney to Broken Hill	xx.xx.2001 – xx.12.2001
Silver City Xplorer	Sydney to Broken Hill	xx.07.2002 – date

The Endeavour Class currently provides suburban services on the Hunter Valley routes (Newcastle to Scone, Dungog and Telarah), Sydney to Moss Vale, Bundanoon and Goulburn services on the Main South and Wollongong/Dapto to Kiama/Nowra on the Illawarra. In October 2012, a Bathurst to Sydney day return service was introduced on the Main West using a Lithgow based Endeavour set.

The current allocation of Endeavour sets is two at Broadmeadow for Hunter Valley services (these work in conjunction with the 7 Hunter Rail Car sets) and 12 at Eveleigh for Illawarra, Southern Highlands and Bathurst services. All Xplorer cars are allocated to Eveleigh.

Servicing Facilities

Like the XPT, a specialised servicing facility was constructed in Sydney for maintenance of the Xplorer fleet. A section of the former Eveleigh Workshops that had been used in the commissioning of the Tangara EMU fleet and earlier had been the Eveleigh diesel running shed was converted at a cost of $2.4 million to provide a three-road facility. The new centre was opened on 6 June 1994.

The former rail car depot at Broadmeadow has been equipped to service the Hunter’s Endeavour fleet and has since been renamed the Endeavour Service Centre. This centre now also services the Hunter Rail Car fleet.

Upgrades

In August 2010, the Xplorer fleet completed a $27 million upgrade program. The refurbishment included upgraded seating, flooring, toilets, buffets and ceiling panelling. The driving cabs were also revamped and improved air-conditioning provided. $4.8 million was also expended on mechanical improvements and maintenance. A new colour scheme of dark blue, turquoise and yellow was also applied. A similar program followed for the Endeavour cars.

Color Schemes

The Xplorer and Endeavour cars are predominantly finished in natural stainless steel. When introduced, the Xplorer’s stainless steel finish was relieved with the standard Countrylink livery of dark blue, light blue and white. A dark blue band was provided along the window line with a light blue and white stripe at the level of the bottom of the windows. A broad light blue stripe was provided across the cab front above and below the cab window. A broad white longitudinal band is provided at floor level, while the undercar skirts are finished in black.

The initial Endeavour livery featured a white cab surround with a yellow band below the cab window. A dark blue band is provided along the window line. Doors were white with the blue stripe along the window line. The undercar skirts were finished in light grey with a blue and yellow stripe at floor level. Blue and yellow CityRail logos were located on the doors below the window level. The word “CityRail” is painted in dark blue on the car side below window level immediately behind the door at the driver’s cab end.

In 2005, RailCorp adopted a new corporate colour scheme, predominantly of dark blue and yellow with black undercar skirts. The Countrylink scheme has a dark blue and yellow driver’s cab end. On the sides, the dark blue sweeps up from the lower front to the roof line above the second window. A light turquoise blue band runs along the window line to the end of the car. The passenger entry doors are bright yellow. The EB intermediate car feature the light turquoise blue band along the window line for the full length of the car with bright yellow entry doors. All cars have black undercar skirts.

The 2005 CityRail variant has dark blue and yellow driver’s cab end with a black band along the window line to the end of the car. The passenger entry doors are bright yellow while the undercar skirts are black.

In June 2017, Endeavour set 2802 and 2852, were outshopped in the NSW TrainLink colour scheme similar to the Hunter cars. The scheme consists of orange and yellow on the car ends with the orange being carried in a band along the window line. The window band is finished with a narrow red strip along the bottom of the band. Doors are yellow and the undercar skirts are black. It is interesting to note that this scheme is applied as decal rather than the more traditional paint. Set 2801 and 2851 have subsequently received this new scheme.

Date	Vehicle	Colour Scheme
1993	Xplorer	Dark blue, light blue, white and black
1994	Endeavour	Yellow, dark blue and light grey
2005	Xplorer	Dark blue, turquoise, yellow and black
2005	Endeavour	Dark blue, yellow and black
2017	Endeavour	Orange, yellow, red and black

Class Roster

No.	In Service	Withdrawn	Fate
2501	04.10.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2502	04.10.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2503	02.11.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2504	27.11.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2505	24.11.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2506	11.12.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2507	24.12.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2508	10.05.2002	In service	Allocated to Xplorer Service Centre – Eveleigh

Xplorer – Code EB

No.	In Service	Withdrawn	Fate
2511	04.10.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2512	19.11.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2513	14.01.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2514	29.06.1995	In service	Allocated to Xplorer Service Centre – Eveleigh
2515	06.07.1995	In service	Allocated to Xplorer Service Centre – Eveleigh
2516	21.07.1995	In service	Allocated to Xplorer Service Centre – Eveleigh
2517	04.08.1995	In service	Allocated to Xplorer Service Centre – Eveleigh

Xplorer – Code EC

No.	In Service	Withdrawn	Fate
2521	04.10.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2522	04.10.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2523	02.11.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2524	23.11.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2525	11.12.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2526	11.12.1993	In service	Allocated to Xplorer Service Centre – Eveleigh
2527	14.01.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2528	10.05.2002	In service	Allocated to Xplorer Service Centre – Eveleigh

Endeavour – Code TE

No.	In Service	Withdrawn	Fate
2801	18.03.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2802	15.04.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2803	06.05.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2804	26.05.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2805	17.06.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2806	01.07.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2807	12.07.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2808	11.08.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2809	02.09.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2810	23.09.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2811	12.10.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2812	03.11.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2813	23.11.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2814	20.12.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2815	00.09.1995	2002	Converted to EC 2528

Endeavour – Code LE

No.	In Service	Withdrawn	Fate
2851	18.03.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2852	15.04.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2853	06.05.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2854	26.05.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2855	17.06.1994	In service	Allocated to Endeavour Service Centre – Broadmeadow
2856	01.07.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2857	12.07.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2858	11.08.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2859	02.09.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2860	23.09.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2861	12.10.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2862	03.11.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2863	23.11.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2864	20.12.1994	In service	Allocated to Xplorer Service Centre – Eveleigh
2865	00.09.1995	2002	Converted to EA 2508

Technical Data

Vehicle Dimensions

Class	EA/EC/TE/LE		EB
Length over body	25 250 mm	82′ 10″	24 700 mm	81′ 0½”
Width over body	2 921 mm	9′ 7″	2 921 mm	9′ 7″
Height rail to roof	4 110 mm	13′ 5¾”	4 110 mm	13′ 5¾”
Bogie Centres	16 800 mm	55′ 1½”	16 800 mm	55′ 1½”
Weight (EA – EB)	58 tonnes	57 tons	58 tonnes	57 tons
Weight (EC)	57 tonnes	56 tons
Weight (LE)	56.6 tonnes	55.7 tons
Weight (TE)	57.8 tonnes	56.8 tons
Service Speed	145 kmph	90 mph	145 kmph	90 mph
Fuel Capacity	1 700 litres	374 gallons	1 700 litres	374 gallons
Seating Capacity (EA)	42 First		66 Economy
Seating Capacity (EC)	50 Economy
Seating Capacity (LE)	95 Economy
Seating Capacity (TE)	82 Economy
Brake System	Electro-pneumatic with Voith KB260/r hydro-dynamic brake incorporated into the transmission
Wheel Arrangement	B – 2		B – 2
Coupler A1 End	Scharfenberg – bar type		Scharfenberg – bar type
Coupler B2 End	Scharfenberg – multifunction		Scharfenberg – bar type

Engine Data

Purpose	Traction	Auxiliary
Manufacturer	Cummins	Cummins
Type	Diesel	Diesel
Model	KTA-19R	LT10R(G)
Cycle	4-stroke	4-stroke
Aspiration	Turbocharged	Turbocharged
Cylinders	6 in-line	6 in-line
Layout	Horizontal	Inclined
Bore	158.75 mm (6.25″)	125.0 mm (4.92″)
Stroke	158.75 mm (6.25″)	136.0 mm (5.35″)
Capacity	18.9 litres (1,150 cu in)	10.0 litres (610 cu in)
Power	383 kW (514 hp)	118 kW (158 hp)

Alternator Data

Make	Newage Stamford
Model	UCI274F
Output Rating	148 kVA
Voltage	415 Vac 50 Hz

Transmission Data

Make	Voith
Model	T 311 r
Type	3-position
Lockup	Automatic
Gearbox	Reversing

Final Drive Data

Manufacturer	Voith
Model	V15/19
Type	Fixed
Reduction Ratio	4.2 to 1

Bogie Data

Bogie Code	PJA	NJA
Type	Power	Trailer
Manufacturer	ABB	ABB
Numbers	1-55	1-55
Frame	Cast	Cast
Primary Suspension	Coil	Coil
Secondary Suspension	Air Bag (2)	Air Bag (2)
Damping	Viscous	Viscous
Equalised	No	No
Bearings	Roller	Roller
Bogie Wheelbase	2 400 mm (7′ 10½”)	2 400 mm (7′ 10½”)
Wheel Diameter	940 mm (3′ 1″)	940 mm (3′ 1″)
Gauge	1 435 mm (4′ 8½”)	1 435 mm (4′ 8½”)
Brakes	Disc	Disc

Epilogue

References

“Rail Motors and XPTs” by David Cooke (Australian Railway Historical Society – 1984)
“Railway Transportation” Volume 10 Number 4 (Shennen Publishing & Publicity Co. – April 1961)
“Coaching Stock of the NSW Railways” Volume 2 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 2003)
Drawings by Bruce Agland

No.	In Service	Condemned	Fate
2	.11.1922	.11.1925	Returned to loco hauled service – destroyed by fire at Parramatta Park 07.06.1993
10895	.1922	.07.1923	Returned to goods service

NSW Rail Motors Class Index

1919

1921

1923

1926

1929

1934

1934

1937

1937

1937

1938

1938

1949

1949

1951

1951

1959

1961

1961

1961

1961

1968

1970

1971

1981

1981

1993

2006

1919 - Prototype - Rail Motor No.1

Trailer LC 219

Vehicle Configurations

1919 - PROTOTYPE

Code:

Number: 1

1921 - PROTOTYPE

Code:

Number: 1

1919 - Parcel Trailer

Code: LC

Number: 219

References:

1921 - Prototype - Rail Motor No.2

Construction

Engine and Transmission

Trailer HY 10895

Vehicle Configerations

1921 - PROTOTYPE

Code:

Number: 2

1921 - PROTOTYPE

Code: HY

Number: 10895

Class Roster

Technical Data

Vehicle Dimensions

Trailer HY10895

Engine Data

Bogie Data

Epilogue

References

1923 - 42' Rail Motor CPH Class

Engine & Transmission

Developments

Bogies

Multiple Unit Working

Vehicle Configerations

42' Rail Motor (as built)

Code:

Number: 1 - 37

42' Rail Motor (c.1930)

Code:

Number: 1 - 37

BPH (1930)

Code:

Number: 25

Diesel Rebuild (c.1945)

Code:

Numbers 1-8, 10-14, 16-20, 22, 24-28, 31-37

42' Rail Motor (c.1960)