THIS WEEK'S HERITAGE POSTER
N.S.W. & Vic.
UNDER 13½ HOUR SYDNEY—MELBOURNE SCHEDULE PLANNED
OBERON BRANCH DIESELISED
First shots in the "war" between the railways and bus lines for the
lucrative passenger traffic between Sydney and Melbourne was fired by the
announcement of a daylight express train between the two cities to commence
on March 26.
Stemming from the voiding of restrictions on the operation of interstate road services under Section 92
of the Commonwealth Constitution,
the railways' response is an attempt
to bring back custom through the
operation of comfortable air-conditioned trains with buffet service on
this important route.
As with the interstate express
freights the new trains will be operated by diesel-electric locomotives and
cut the journey time by 125 minutes
south bound and 77 minutes north-bound.
The new schedule is as follows:
Leave Sydney on Monday, Wednesday,
Friday at 7.45 a.m.; Albury arrive 5.07
p.m. (change trains), depart 5.23 p.m.;
Melbourne arrive 9.05 p.m. North-bound leave Melbourne at 8 p.m. on
Tuesday, Wednesday, Saturday; Albury arrive 11.50 a.m., depart 12.05
p.m.; Sydney arrive 9.25 p.m.
Overall times are 13 hours 20
minutes southbound and 13 hours 25
minutes northbound, the fastest times
yet provided by surface transport for
this 590-mile inter-capital journey,
and considerably better than the best
pre-war times of 14 hours 40 minutes
and 14 hours 25 minutes respectively,
current in 1939. On the slightly
faster southbound trip the average
speed, including stops, will be 44
On the NSWGR trains will call at
Strathfield, and engine crews will be
changed at Goulburn and Junee, and
it is possible that stops will be made
at certain points too, for passengers
to or from Melbourne.
An air-conditioned car set of the
RUB type will be assigned to this
service accommodating 74 first-class
and 212 second-class passengers and
a 27-seat diner-buffet car will be included in the formation. Total weight
of the train is 348 tons and it will be
hauled by one of the Clyde-built 42-class 1750 h.p. diesel-electric locomotives.
On the Victorian side the south-bound connecting train will run non-stop between Albury and Melbourne
and average 51½ m.p.h. for the 190.5-mile run. The northbound service will
be somewhat slower as it will have
to cross the southbound Spirit of
Progress at, probably, Locksley.
A B-class 1500 h.p. diesel-electric
locomotive will head a train of AS
and BS cars and a buffet car, having
accommodation for a similar number
At present competing road services
offer five services per day between
Sydney and Melbourne, 561 miles by
the direct route with times ranging
from 18 hours 40 minutes to l9 hours
30 minutes, with overnight running.
Fares are set at £4/10/- to £4/-/- single
and £7/5/- to £7/-/- return. Second
class rail fares (including booked
seats) are £4/11/6 single and £7/6/- return
on the air-conditioned Daylight service and it is expected that it will
be a yardstick for the introduction
of similar trains in the future. Already discussions are taking place
between the VR and SAR in respect
to projected day trains between Melbourne and Adelaide.
Reprinted from Railway Transportation, March, 1956
"BEYER-GARRATT" LOCOMOTIVES FOR N.Z. RAILWAYS
The Tarana-Oberon line on
January 21 became completely
dieselised when "49" Class
diesel-electric locomotives replaced the "19" Class steam
locomotives used previously.
To mark the end of steam traction on this scenic branch line,
nearly 400 members of the
Australian Railway Historical
Society and other rail fans on
March 9 travelled from Sydney
Between Penrith and Wallerawang, the 403-ton train was
hauled by two C.38 Class locomotives, and made history as
the heaviest steam-hauled passenger train ever to cross the
The train on which the rail fans
travelled from Tarana to Oberon
was hauled by two "19" Class
locomotives and is pictured in
the accompanying photograph.
Reprinted from The Railwayman, March/April, 1963
ELEVATED RAILWAY PROPOSED FOR SAN FRANCISCO
These engines represent a remarkable example of advanced design for locomotives built on the
Garratt articulated principle and for the 3 ft. 6 in. gauge.
A "Beyer-Garratt" 4-6-2 +
2-6-4 type express locomotive, one of an
order for three recently completed by Beyer,
Peacock & Co, Ltd. for the New Zealand
Government Railways, of which Mr. G. S.
Lynde is the Chief Mechanical Engineer.
These are remarkable engines in every way,
and may be said to represent yet another
advance in Garratt locomotive design and
The locomotive is equipped with six
cylinders — that is to say, each group of
wheels is driven by three cylinders — to
which superheated steam is distributed by
piston valves actuated by Walschaerts
gearing. The Gresley system is employed
for actuating the inside valve by means of
a combining lever, and the valves work with
a maximum cut-off of 50 per cent. Steam
reversing gear is fitted.
Full advantage is taken in this design of
the opportunity afforded by the Garratt
system of construction for employing ample
boiler and firebox proportions. The boiler
barrel has an outside diameter of 6 ft. 6 in.,
its length being 12 ft. It contains 43 superheater flue tubes, 5¼ in. diameter outside, and
224 fire tubes, 1¾ in. diameter outside. The
firebox is of the round-topped pattern and
has a grate area of 5 8.3 sq. ft., this grate
being arranged with rocking firebars mechanically operated. The ash-pan is of the hopper type with cleaning doors at the sides
and below. Feed water is supplied to the
boiler by a top feed device, and three Ross
patent "pop" safety valves are mounted
above the firebox.
The principal dimensions are as follow:—
|Gauge of rails||3ft. 6in.
|Cylinders (6) - diameter||16½in.
|Cylinders - piston stroke||24in.
|Wheels, coupled – diameter||4ft. 9in.
|Wheels, end bogies – diameter||2ft. 6½in.
|Wheels, radial bogie – diameter||2ft 9in.
|Wheelbase (each group)||25ft. 5in.
|Wheelbase total||76ft. 7½in.
|Boiler heating surface — Tubes||2,008 sq. ft.
|Boiler heating surface — Firebox|| 266 sq. ft.
| ||2,274 sq. ft.
|Superheater||520 sq. ft.
|Combined total Heating Surface||2,794 sq. ft.
|Boiler pressure||200 lb. per sq. in.
|Tractive power, at 75% boiler pressure||51,580 lb.
|Ratio of tractive force (at 75% b.p.) to adhesive weight (tanks full)||1 to 3.8
|Weight in working order||145 tons 14 cwt. 3 qrs.
|Maximum weight on one axle||14 tons 13 cwt.
|Coal capacity of bunker||6 tons
|Combined water capacity of tanks||4,000 gallons
The firebox is fitted with two Nicholson
thermic syphons, and firing is effected by
means of a Duplex mechanical stoker.
The equipment of the locomotive includes
the following fittings: M.L.S. superheater;
air sanding gear to front and rear of each
group of coupled wheels; one Sellars'
injector and one Davies & Metcaife exhaust-steam injector delivering through top-feed clack-boxes; Detroit lubricators for cylinders, brake pump, and mechanical stoker;
Wakefield mechanical lubricators for ball
joints; Franklin grease lubrication, and
special Stone's bronze bearings for coupled
axles; grease lubrication and special Stone's
bronze bearings for connecting and coupling
rods; Pyle National electric head and cab
lights; Gresley valve gear for working the
inside valve; steam reversing gear; Locomotive Stoker Company's duplex "D.4"
mechanical stoker; Nicholson thermic syphons in firebox; Flannery stays for firebox; Ross "pop" safety valves; train-heating
apparatus; Hendrie by-pass valves; United
States metallic packings.
Speaking generally, this locomotive represents a very interesting and, indeed, skilful
piece of designing work, and may be said
to embody the latest development in Garratt
locomotive practice. Considerable difficulties
necessarily arise with the 3ft. 6in. gauge
owing to the limited distance between the
frames and also in this instance the very
limited height available.
The working in of the mechanical stoker
has been obtained in a very satisfactory
manner, the coal bunker being fitted on the
boiler cradle, which latter has been extended
to accommodate it. The restricted height of
the engine — namely, 11ft. 6in. from rail
level — also had the effect of emphasising
the difficulties encountered in designing the
cab owing to insufficient head-room, but
inspection of the locomotive will show that
here, as elsewhere, everything has been
The locomotives are intended for working
heavy mail trains on the New Zealand
Railways to replace double heading and
banking. The specification called for the
ability to negotiate three chain curves, also
for the achievement of a speed on the level
of 50 m.p.h. and the negotiation of grades
of 1 in 40. The design of the locomotive
exemplifies in a very striking manner the
extent to which the Garratt articulated principle can be usefully applied and the development possible, particularly on narrow
gauges. Considerable attention has been
given to the matter of accessibility, the tanks
being raised to effect this result.
The arrival of these locomotives in New
Zealand has created much interest both
amongst railwaymen and the general public.
The engines have been assembled in the
Hutt Shops of the railway, and their success
in service is confidently awaited.
Reprinted from The Beyer-Peacock Quarterly Review, April, 1929
FIRST OF MANY
The plan of having an elevated railway along the water front
of San Francisco, which has been suggested before, has again
been broached. The present plan is to build an
elevated railroad for the transportation of freight and passengers from the northern end of the city to the southern end, the
project involving an expenditure of $5,000,000. Under existing
conditions, it is very difficult to get freight from the North
Beach district across Market Street; it is also exceedingly difficult to have freight handled within the city limits except by
drayage or by water. Passenger transportation between the
north and south sections is also greatly hindered by the present
condition of the streets. It is to relieve these conditions
that the new road has been proposed. The route of the proposed road will be along North Beach, through the wholesale
district, crossing Market Street on a viaduct, following the
water front, through the Potrero and down south as far as
Visitacion Valley. It is purposed to handle passengers over the
elevated tracks during the daytime and freight at night. Owing
to the freedom from obstruction the trains will be able to make
fast time and will afford a ready avenue for freight exchange.
Reprinted from Street Railway Journal, 9 February, 1907
TEMORA MAN CLAIMS CREDIT FOR RAIL GAUGE INVENTION
June 3 was an auspicious
date for British Railways if not for Britain's railfans. On that day the first main-line diesel locomotive ordered under the
huge BR modernization plan was handed
over to the system by the builders,
English Electric Company Limited. The
first of Britain's new mainline power
turned out to be a rather ordinary 1000
h.p. mixed traffic unit — one of 20 which
will be used principally for freight duties
on the London Midland Region. The design incorporates no revolutionary ideas
but is a neat specimen of a diesel workhorse, powered by an English Electric
8SVT 8-cyclinder engine developing 1000
h.p. at 850 r.p.m. The direct-coupled main
generator supplies current to four traction
motors mounted on the two 4-wheeled
The locomotives come under power
category A and can be run in multiple-unit
with other similar ones or with those of
category B or C, regardless of whether they
have been built by English Electric or
other manufacturers. It has a length of
43 feet, a weight of 72 tons, a tractive
effort of 42,000 pounds and a maximum
service speed of 75 mph.
Elsewhere in Britain this summer, the
diesel has been showing itself. Diesel railcar trains have taken over branch lines in
many areas. Earlier in the year, intercity
diesel trains had been introduced on the
Edinburgh-Glasgow services. Basically similar trains have also started running between Birmingham and Wales. On the
Southern Region, a number of passenger
schedules between London, Tonbridge and
Hastings passed into the hands of 1000 h.p.
diesel-electric trains. Services on this line
— beset by a very restricted loading gauge
and many grades — have been a sore point
with commuters. Now the diesels have
also caused complaints from on-line residents and passengers: they are too noisy
Reprinted from Trains, October, 1957
A device recently claimed to be of Russian origin may have been invented
by a Temora man. The invention allows railway vans to change from one
gauge to the other without having their wheels and bogies changed.
With it, a van may be shunted
directly from a line of one gauge
to that of another.
Although the description of the
Russian invention is vague, it
appears remarkably similar to a
patent applied for by a Temora
resident half a century ago.
The patent was granted to a
Mr A. Warwick, of Temora, in
News of the Russian claim appeared in the Sydney Morning
Herald on June 12 this year.
Under the heading, "Russia
Beats Rail Gauge Problem", the
"Russia may have found the
answer to Australia's railway gauge
"A recent discovery has enabled
a train to cross from Russia into
Poland for the first time without
having its wheels and bogies
"The goods train was fitted with
special wheels and axles that narrowed and expanded the wheel
gauge as it passed over a special
stretch of track at the border.
"Travelling from east to west
the track gradually narrowed, automatically squeezing the wheels
closer together until they fitted the
3½-inch narrower European track.
"Going the other way, the gauge
of the wheels automatically
Meanwhile, a Roseville, N.S.W.,
man has also claimed that a
similar invention had been developed in Australia during the 1930s.
The man, Mr R. S. Adams said,
"I know because I put money into
Mr Adams said that a scale
working model showing the device
in action had been on display for
some time at Anthony Hordern
and Sons, Sydney.
Thousands of people had seen
it, he said.
The promoters had tried hard to
sell the idea to various Australian
State Governments, but without
success, he said.
The main objection raised was
that the cost of converting existing rolling stock bogies would be
"At one time we had hopes of
selling the rights of its use to the
railways of Brazil, but again failed.
I suppose the patent has lapsed
now, and it is quite probable that
Russia has copied and adopted the
idea. I destroyed my scrip a few
years ago," Mr Adams said.
A description of the Temora
invention appeared in the Temora
Independent of January 24, 1914.
At the time the invention appeared, Australia was faced with
the difficulty of moving a hitherto
undreamed of number of troops
quickly, and the inadequacies of
the different gauges was apparent.
The Temora Independent said:-
"In the December issue of the
Australian Official Journal of Patents appears the illustration of Mr
A. Warwick's patent No. 9070,
for a change of railway gauge,
together with a short description
"This invention is claimed to
get over the difficulty of enabling
a train to run on tracks of different
gauges. The cars are fitted with
wheels, having inwardly sloping
treads and inner and outer flanges.
"The rails are formed with slots
at the cross-over to enable the outer
flanges to pass over intersecting
rails. This invention also provides
for the inter-State cars to be intermixed with the State trains and
shunted across the border without
interfering with existing traffic.
"Judging by the opinions already
expressed of this patent, it should
commend itself to the favourable
consideration of the authorities."
Reprinted from The Railwayman, August-September, 1961
POSTCARD FROM AFAR|
Wolfsbergkogel, Semmering Pass, Austria
AN ODD SPOT|
It sure cuts down on fuel costs!
- FIRST TGR DIESEL-HYDRAULIC LOCO COMPLETES TRIALS
- SPOTLIGHT ON THE TIN PLATE EXPRESS
- THE QUEEN'S VISIT TO IRELAND
- SIGNALLING AT SHRUB HILL CROSSING
- FORGOTTEN RULES
- RESULT OF HIGH SPEED ON THE FRENCH RAILWAYS
- EASTERN SUBURBS RAILWAY COMPLETION NOT LIKELY
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