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Rail Motor No.1 was the first experiment with self-propelled railway vehicles for the New South Wales Railways. In 1918, the Commissioner for Railways, James Fraser, issued instructions to investigate the possibility of using a road motor lorry as a rail motor. A five-ton Moreland truck that was lying idle at White Bay was chosen and this vehicle entered the Eveleigh Carriage Works to undergo the necessary modifications. These changes included lengthening the chassis and fitting of a wooden carriage body.
The wooden body was similar in style to the end platform suburban cars used in Sydney and was finished in narrow tongue and groove boards. It was divided into three separate sections, accommodating 33 passengers and 2 crew. The first section was the cab, which accommodated the train crew (the driver and the guard). The second section (the forward compartment) accommodated 23 passengers and the third section (the rear compartment) was a smoking area and accommodated 10 passengers. The two passenger compartments were fitted with transverse seats and drop type windows, and each compartment had two doors, which opened outwards. There was no interconnection between the three compartments. Steps were fitted under each of the doors to allow passengers to alight from the vehicle to ground level.
To allow the vehicle to run on rails, the road wheels were removed and suitable railway wheels were fitted. A four-wheel bogie replaced the leading wheels while the rear driving wheels were changed to railway contour wheels.
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.
Rail Motor No.1 was operating very successfully over the Grafton to Lismore line and this section was experiencing an increase in goods traffic, mainly cream. The prototype rail motor was designed for passengers only, so to capitalise on the benefits of this experimental vehicle, a companion trailer was designed and built in Eveleigh workshops. The trailer entered service in 1920.
This vehicle was a four-wheel trailer of a wooden frame construction and was capable of carrying 72 cans of cream or 3 tons of goods and had a separate Guard’s compartment. This vehicle was coded LC 219. Goods were loaded through double doors provided in the centre of the vehicle. Access to the Guard’s compartment was through a small door located on each side at one end. The guard’s compartment was fitted with glazed lookouts. Each end of the trailer was fitted with small buffers and adjustable screw drawgear. A handbrake, acting on all wheels, was operated from the guard’s compartment.
Trailer LC 219 was withdrawn from service in November 1925, at the same time as Rail Motor No.1. On withdrawal, the vehicle was transferred to The Rock for use as a fitter’s repair van where the body was removed from the underframe.
This vehicle consists of a wooden carriage body fitted to a Moreland truck chassis. The body is divided into three separate compartments for the driver and non-smoking and smoking passengers.
Rail Motor No.1 was re-engined with a new Thornycroft engine in 1921. A new, larger radiator bearing the Thornycroft logo was fitted. A new roof mounted electric headlight has also been fitted and the marker lights rearranged. The basic passenger arrangements remain unchanged.
Lightweight 4-wheel wooden van with sliding doors on each side. A small guard’s compartment was also provided with lookouts.
“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
Rail Motor No.2 or Kathleen as it became known was the second experiment in self-propelled vehicles for the New South Wales Railways. Departmental Engineers started planning this second vehicle soon after work had started on Rail Motor No.1. An end-platform suburban type carriage, FA 1864, was chosen for this experimental vehicle. Eveleigh Carriage Works converted this carriage to a Rail Motor while it’s mechanical parts and the petrol engine were designed and built in Eveleigh Locomotive Works.
FA 1864 was one of 196 end-platform carriages constructed for Sydney suburban services in the period 1913-1916. These vehicles were of two types, those designed to be worked in car sets and independent cars. FA 1864 was an independent type. Although generally known as the “Bradfield” cars because they were intended for conversion the new wider metropolitan loading gauge specified by Dr. J. C. Bradfield, they were in fact designed by NSWGR Chief Mechanical Engineer, E. E. Lucy.
Of the 196 cars constructed, 193 were used on the Sydney suburban electric network. Two (FA 1865 and FA 1866) were used as prototypes for the electric car conversion but remained in steam hauled service, while FA 1864 remained in its original form. This vehicle was built by Ritchie Brothers of Auburn, NSW, and entered loco hauled service in April 1914.
As these cars were designed for conversion to wide body rolling stock they differed from the previous series of end-platform cars by having a separate wooden body on a steel underframe. The underframe consisted of two longitudinal “C” section beams (9″ x 4-1/16″ x 3/8″) set 16″ apart. These longitudinal beams took the main buffing stresses and the transoms and stringers were cantilevered from it. The wooden body was of standard construction for the period and was finished in narrow tongue and groove boards.
The first class section occupied one third of the vehicle’s length and the second class area occupied the remaining two thirds. Access to either area was gained through a door contained in a wall separating the two compartments. The engine protruded through the floor of the second class area and was covered by a padded fixture providing seating for an additional 5 passengers. This fixture measured 10′ 6″ x 3′ 6″. Battery boxes were also located in this central area and these to were covered with padded seats providing seating for 12 passengers.
There was some doubt in railway circles as to how long Rail Motor No.2 would survive and the nickname Kathleen was derived from a popular song of the time called “Kathleen Mavourneen” which had the line “It may be for years and it may be forever”. Everyone from the Chief Mechanical Engineer downward accepted the nickname and even though this vehicle never officially carried this title, it is still remembered as Kathleen.
In Rail Motor configuration, the body was divided into 4 sections, accommodating 53 passengers and 2 crew. Two driving cabs were positioned at each end. The First Class section accommodated 16 passengers, while the Second Class section accommodated 37 passengers.
Driving cabs were mounted in the centre of the end platforms at each end of the vehicle. Entry to the cab was gained through a back door that opened into the passenger compartment. 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 for the return journey.
The vehicle was powered by a 6-cylinder 100 hp (@1,000 rpm) petrol engine manufactured in the Eveleigh Railway Workshops. This engine was regarded as a fine piece of engineering, as it was reversible. That is, it could be turned in either direction and it contained features such as coil ignition, seven bearing crankshaft, together with overhead valves and camshaft. To make the engine turn in the opposite direction a camshaft containing two sets of cams was slid into position by means of compressed air. This engine weighed 22 cwt. A three-speed gearbox was coupled by cardan shaft to both axles on one bogie. The vehicle was geared to give a road speed of 40 mph (@1,425 rpm) in top gear. Total weight of the vehicle of 26 tons 7 cwt 2 qtr.
The engine was mounted in the centre of the vehicle under the floor. As the Rail Motor could run in either direction, buffers, cowcatchers and standard screw drawgear were mounted on headstocks at either end and electric headlights were mounted above each of the driver’s windscreens. Electric lighting was used for the cab and compartment areas.
Rail Motor No.2 ran trials between Tamworth and Barraba on the 29th April, 1921. On the 15th October, 1922, the public timetable officially showed the rail motor, which provided a faster daily service (except Sundays) in place of the three times weekly mixed train service. A comparison of Mixed and Rail Motor timetables demonstrates the improved journey times.
No.2 failed to complete about two thirds of its allotted mileage during the first twelve months of operation and this poor performance was put down to undulating grades on the Barraba branch. The unit was eventually withdrawn from this working in November 1924. The unit proved a little more successful when it was trialled on the easier graded Burren Junction to Pokataroo branch during 1925.
Rail Motor No.2 was withdrawn from service in November 1925 and reverted to its original role as a suburban carriage number FA 1864. The engine that powered No.2 found a new life driving a water pump at Armidale and later at Valley Heights.
A proposal to construct another five cars similar to Kathleen but with an increased seating capacity lapsed. New designs proceeded and the standard 42-foot Rail Motor emerged.
Rail Motor No.2, being an experimental unit, was designed to carry passengers only and a trailer was needed for luggage, mail and goods traffic. An HG goods brake van was chosen and converted for this purpose. This vehicle had a tare weight of 9 tons 7 cwt 2 qtr and provided for 9 tons of baggage. This trailer appears to have retained its original number of 10895, throughout its rail motor trailer career but the code of HG was altered to HY.
A second class passenger compartment with seating for 10 was situated at one end. The goods compartment contained a coffin chamber and dog box. The Guard’s compartment had lookouts, seats and a hand brake. This trailer saw little service due to the poor performance of Rail Motor No.2. HY 10895 reverted to goods service in July 1923.
As converted from an FA suburban passenger car. Driver’s cabs installed on the end platforms with entry doors cut into the car ends adjacent to the cabs. Two passenger compartments were provided seating 16 First Class at one end and 37 Second Class at the other end. Longitudinal seating was provided in the Second Class compartment in the centre of the car around the engine cowling.
Rail Motor No.1 was re-engined with a new Thornycroft engine in 1921. A new, larger radiator bearing the Thornycroft logo was fitted. A new roof mounted electric headlight has also been fitted and the marker lights rearranged. The basic passenger arrangements remain unchanged.
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 |
Length over buffers | 52′ 10″ | 16 104 mm |
Length over body | 49′ 2″ | 14 986 mm |
Width over body | 9′ 1″ | 2 769 mm |
Height rail to roof | 13′ 1½” | 4 000 mm |
Bogie centres | 34′ 0″ | 10 363 mm |
Tare weight | 26.3 tons | 26.8 tonnes |
Service Speed | 40 mph | 65 kmph |
Brake System | Straight Air | |
Wheel arrangement | B – 2 |
Length over buffers | 52′ 10″ | 16 104 mm |
Length over body | 49′ 2″ | 14 986 mm |
Width over body | 9′ 1″ | 2 769 mm |
Height rail to roof | 13′ 1½” | 4 000 mm |
Bogie centres | 34′ 0″ | 10 363 mm |
Tare weight | 26.3 tons | 26.8 tonnes |
Service Speed | 40 mph | 65 kmph |
Brake System | Straight Air | |
Wheel arrangement | B – 2 |
Manufacturer | Eveleigh |
Type | Petrol |
Cycle | 4-stroke |
Aspiration | Natural |
Cylinders | 6 in-line |
Layout | Vertical |
Bore | 5.5″ |
Stroke | 6.5″ |
Capacity | 927 cu in |
Power | 100 hp |
Manufacturer | Eveleigh Workshops |
Frame | Fabricated |
Bearings | Plain |
Wheelbase | 7′ 0″ (2 134 mm) |
Wheel diameter | 3′ 1″ (940 mm) |
Gauge | 4′ 8½” (1 435 mm) |
Brakes | Clasp |
FA 1864 returned to loco hauled service in 1925 when it was replaced by one of the new 42-foot Rail Motors. The engine found use driving a water pump at Armidale and later at Valley Heights. The car was condemned and withdrawn in 1967 and was placed in the hands of the Rail Transport Museum. FA 1864 was subsequently entrusted to the Steam Tram and Railway Preservation Society at Parramatta Park where it was unfortunately destroyed in an arson attack on 7 June 1993. This unique vehicle was not the only victim of the fire, the Museum’s entire collection (including rail motor CPH 5) was either destroyed or severely damaged.
“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, Bruce Agland, and Jon Siffleet
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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).
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.
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.
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.
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.
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.
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 |
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.
|
† As built with Thornycroft engine ‡ As modified with Leyland engine | ||||||||||||||||||||||||||||||||||||||||||
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″ | 5.0″ | 4.25″ |
Stroke |
| 6.5″ | 5.1875″ | 5.0″ |
Capacity |
| 927 cu in | 611 cu in | 426 cu in |
Power | 72 hp | 100 hp | 150 hp | 153 hp |
Oil Capacity |
|
|
| 4.25 gallons |
Cooling Water Capacity |
|
|
| 40 gallons |
Transmission | Thornycroft | Eveleigh | Eveleigh and | Twin Disc |
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 | 185 hp | 120 hp |
Transmission | Eveleigh | Eveleigh | Lysholm-Smith |
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 | GM 6/71 |
Gear Ratio | 1st – 4.88 : 1 | 1st – 4.88 : 1 |
|
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 |
Manufacturer |
|
Model |
|
Type | Reversing |
Reduction ratio | 3.214 to 1 |
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″ | 6′ 6″ | 5′ 6″ | 5′ 6″ |
Trailing Wheel Diameter | 2′ 1″ | 2′ 8½” | 2′ 8½” | 2′ 8½” |
Driving Wheel Diameter | 2′ 8½” | |||
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 |
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.
“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
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 |
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 |
No. | In Service | Condemned | Fate |
51 | 03.12.1926 | 16.10.1984 | Sold to Dorrigo Steam Railway & Museum. Preserved by the Rail |
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. |
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. |
| ||||||||
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 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″ | 5′ 6″ |
Wheel Diameter | 2′ 8½” |
|
Gauge | 4′ 8½” (1 435 mm) | |
Brakes | Clasp |
“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
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.
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.
Vehicle | Date | Date | Original | 1889 | 1892 | 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 |
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.
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 |
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. |
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 |
3.9 tonnes to |
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
“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
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.
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.
Down |
| Up |
| ||
Sydney | dep | 9.23 a.m. | Gosford | dep | 11.33 a.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.
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.
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.
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).
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.
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
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 |
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.
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). |
| 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
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″ | 4.25″ |
Stroke | 5.1875″ | 5.0″ |
Capacity | 611 cu in | 426 cu in |
Power | 150 hp | 153 hp |
Oil Capacity |
| 4.25 gallons |
Cooling Water Capacity |
| 27 gallons |
Transmission | Lysholm-Smith | Twin Disc |
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 |
Manufacturer |
|
Model |
|
Type | Reversing |
Reduction ratio | 3.214 to 1 |
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″ | 6′ 6″ | 6′ 6″ |
Wheel Diameter | 2′ 8½” | 3′ 1″ | 2′ 9″ |
Gauge | 4′ 8½” (1 435 mm) | ||
Brakes | Clasp | Clasp | Clasp |
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.
“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
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.
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.
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
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.
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 |
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 & |
| 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
| |||||||||||||||||||||||||||||||||||||||||||||||||||
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 |
| ||||||||
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″ | 6′ 6″ | 6′ 6″ |
Wheel Diameter | 2′ 8½” | 3′ 1″ | 2′ 9″ |
Gauge | 4′ 8½” (1 435 mm) | ||
Brakes | Clasp | Clasp | Clasp |
FT 551 was retired in November 1983 now forms part of the collection of the Dorrigo Steam Railway and Museum.
Release 3.7.26 © Copyright – The Rail Motor Society Incorporated – 1998-2024 – All Rights Reserved
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.
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.
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.
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.
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.
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.
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.
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 |
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 |
Date | 1934 | 1934 | 1952 | 1952 |
---|---|---|---|---|
Purpose | Traction | Auxiliary | Traction | Auxiliary |
Manufacturer | Harland & Wolff | National | General Motors | General Motors |
Make | Diesel | Diesel | Detroit Diesel | Detroit Diesel |
Type | Diesel | Diesel | Diesel | Diesel |
Series | D | 110 | 71 | |
Model | Harlandic | 4D | 62408 | 4043 |
Cycle | 2-stroke | 4-stroke | 2-stroke | 2-stroke |
Aspiration | Roots Blown | Roots Blown | Roots Blown | Roots Blown |
Cylinders | 8 in-line | 4 in-line | 6 in-line | 4 in-line |
Layout | Vertical | Vertical | Vertical | Vertical |
Bore | 5.31" (134.9 mm) | 5.0" (127.0 mm) | 4.25" (108.0 mm) | |
Stroke | 8.66" (220.0 mm) | 5.6" (142.2 mm) | 5.0" (127.0 mm) | |
Capacity | 1537 cu in (25.2 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) | 82 hp (61 kW) |
Oil Capacity | 7 gallons (31.8 litres) | |||
Cooling Water Capacity | 15 gallons (68 litres) |
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
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 |
Gear Box | Voith-Maurier |
|
Type | Overdrive | Dual Input |
Manufacturer |
|
Model |
|
Type | Reversing |
Reduction ratio | 2.937 to 1 (16:47) |
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″ |
Wheel Diameter | 3′ 1″ |
Gauge | 4′ 8½” |
Brakes | Clasp |
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.
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.
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.
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.
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.
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.
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.
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″.
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.
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″.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 |
| ||||||||||||||||||||
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 |
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
No. | In Service | Condemned | Fate |
301 | 27.09.1937 | 29.04.1983 | Scrapped |
302 | 14.03.1938 | 29.04.1983 | Scrapped |
No. | In Service | Condemned | Fate |
320 | .11.1970 | .12.1981 | Scrapped |
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
| 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 |
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″ | 6′ 6″ | 5′ 9″ | 6′ 6″ |
Wheel Diameter | 2′ 9″ | 2′ 9″ | 3′ 0½” | 2′ 9″ |
Gauge | 4′ 8½” (1 435 mm) | |||
Brakes | Clasp |
“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
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.
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.
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
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.
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.
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.
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.
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 |
| 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 |
Manufacturer | Ford | Ford |
Type | Petrol | Petrol |
Model | Mercury | Thames |
Cycle | 4-stroke | 4-stroke |
Aspiration | Natural | Natural |
Cylinders | V8 | V8 |
Bore | 3.0625″ | 3.1″ |
Stroke | 3.75″ | 3.6″ |
Capacity | 221 cu in | 217 cu in |
Power | 31 hp | 31 hp |
Make | Ford |
Model |
|
Type | 4-speed manual |
Manufacturer |
|
Model |
|
Type | Reversing |
Reduction ratio |
|
“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
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 |
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.
| ||||||||||||||||||||
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 |
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″ | 4.25″ |
Stroke | 5.1875″ | 5.0″ |
Capacity | 611 cu in | 426 cu in |
Power | 150 hp | 153 hp |
Oil Capacity |
| 4.25 gallons |
Cooling Water Capacity |
| 27 gallons |
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 |
| ||||||||
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″ |
Wheel diameter | 2′ 9″ |
Gauge | 4′ 8½” |
Brakes | Clasp |
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.
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. Crown lights were provided for the 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 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.
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 arrangeme