INTRODUCTION

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

PASSENGER TRAILERS

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

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

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

FIRST ORDER

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

SECOND ORDER

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

THIRD ORDER

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

FOURTH ORDER

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

FLEET REFURBISHMENT 1993

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

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

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

FLEET REFURBISHMENT 2005

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

BOGIES

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

REBUILDS

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

VEHICLE CONFIGURATIONS

WALLAN DERAILMENT

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

COLOUR SCHEMES

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

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

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

REFERENCES

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