Rail Motor No.2

1921 - Rail Motor No.2

Introduction

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.

Construction

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 4¹/16” 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.

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 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.

Engine and Transmission

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.

Trailer HY 10895

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.

Vehicle Configurations

Rail Motor (1921)

Code:

Number: 2

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 Trailer (1921)

Code: HY

Number: 10895

As converted from an HY goods brake van. This vehicle was basically unchanged from its original configuration with a large luggage compartment, coffin chamber and a compartment seating 10 passengers.

Technical Information

Class Roster

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

Vehicle Dimensions

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

Trailer HY10895

Length over body	21′ 2″	6 452 mm
Width over lookouts	9′ 4¼”	2 852 mm
Height rail to roof	11′ 9″	3 581 mm
Wheelbase (rigid)	12′ 0″	3 658 mm
Wheel diameter	3′ 3″	991 mm
Tare weight	9.4 tons	9.5 tonnes
Payload	3.9 tons	4.0 tonnes

Engine Data

Manufacturer	Eveleigh
Type	Petrol
Cycle	4-stroke
Aspiration	Natural
Cylinders	6 in-line
Layout	Vertical
Bore	5.5″ (139.7 mm)
Stroke	6.5″ (165.1 mm)
Capacity	927 cu in (15.3 litres)
Power	100 hp (75 kW)

Bogie Data

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

Epilogue

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.

References

“Rail Motors and XPTs” by David E. Cooke (Australian Railway Historical Society – 1983)
“The Railways of NSW 1855-1955” (Department of Railways NSW – 1955)
“Coaching Stock of the NSW Railways” Volume 1 by David Cooke, Don Estell, Keith Seckold and John Beckhaus (Eveleigh Press – 1999)
“Railway Digest” (Australian Railway Historical Society) various issues
Research into early rail motors by Ron Preston
Drawings by J Hampson, Graham Staunton and Bruce Agland.