Down By The Tracks http://downbythetracks.fotopic.net/ 39 rows en-gb 60 Latest additions http://downbythetracks.fotopic.net/c1216710.html This is where i will post New photos that i have taken and will eventually move them to their respected Collections Saturday 24 February 2007: This is where i will post New photos that i have taken and will eventually move them to their respected Collections

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]]> Sat Feb 24 2007 Train Drawings http://downbythetracks.fotopic.net/c845463.html This is a collection full of train Drawings some drawn by me and others just painted by me Thanks to Brad Coulter for letting me use some of his drawings Tuesday 31 January 2006: This is a collection full of train Drawings some drawn by me and others just painted by me Thanks to Brad Coulter for letting me use some of his drawings

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]]> Tue Jan 31 2006 830 Class Locomotives http://downbythetracks.fotopic.net/c810862.html 830 Class Locomotives Friday 30 December 2005: 830 Class Locomotives

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]]> Fri Dec 30 2005 422 /22/FL/JL and HL Class Locomotives http://downbythetracks.fotopic.net/c810860.html The FL Class locomotive is Renumbered from the 422 class (super-series, which was only 42220) The HL Class locomotive is just Renumbered from a 422 class. The 22 Class Locomotive is a rebuilt and re-classes locotive are split up between Genesee & Wyoming Australia and ARG a QR Company Friday 30 December 2005: The FL Class locomotive is Renumbered from the 422 class (super-series, which was only 42220) The HL Class locomotive is just Renumbered from a 422 class. The 22 Class Locomotive is a rebuilt and re-classes locotive are split up between Genesee & Wyoming Australia and ARG a QR Company

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]]> Fri Dec 30 2005 81 Class Locomotives http://downbythetracks.fotopic.net/c810858.html 81 Class Locomotives Friday 30 December 2005: 81 Class Locomotives

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]]> Fri Dec 30 2005 73 and 28 Class Locomotives http://downbythetracks.fotopic.net/c810852.html 73 and 28 Class Locomotives Friday 30 December 2005: 73 and 28 Class Locomotives

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]]> Fri Dec 30 2005 49 / KL Class Locomotives http://downbythetracks.fotopic.net/c810851.html The three KL locomotives are Former 49 class locomotives just re-classes Friday 30 December 2005: The three KL locomotives are Former 49 class locomotives just re-classes

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]]> Fri Dec 30 2005 48 Class Locomotives http://downbythetracks.fotopic.net/c810850.html General NSW loco, used for grain, coal, main line and branch line work. Friday 30 December 2005: General NSW loco, used for grain, coal, main line and branch line work.

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]]> Fri Dec 30 2005 44/421 Class Locomotives http://downbythetracks.fotopic.net/c810848.html 44/421 Class Locomotives Friday 30 December 2005: 44/421 Class Locomotives

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]]> Fri Dec 30 2005 Y Class Locomotives http://downbythetracks.fotopic.net/c810846.html The Y class could be found on branch lines all around Victoria, as well as being used for shunting at many locations. Some of the class can be found as pilots at Dynon or Newport, or shunting carriages at Spencer Street. A Y class has been used by APM at Maryvale and Traralgon. An interesting feature about this class is that they used GE traction motors recycled from early 'Dogbox' electric suburban rollingstock. As well, some of the first batch had their entire bogies recycled from the 'Doggies'. Most now see use as shunters and pilots. Y175 was regeared to 96 km/h for the Commissioner's train. The Y class has an interesting heritage. The scrapping of swing door suburban trains meant that _M__ motor car bogies were surplus. To take advantage of this equipment it was decided to build a low horsepower shunting locomotive which could also be used on light branch lines. Eventually seventy five locomotives were built; numbered 101 - 175. They were an excellent shunting engine; a quick throttle response due to the traction motors in permanent parallel. They were built between 1963 and 1968 by Clyde Engineering. The prime mover was a V6 567 series, later 645 series engine. The early units did not feature traction motor blowers. However train service and long hauls up hill saw motors overheat. Traction motor blowers were fitted. The most unusual feature of the Y class loco's are the two windows mounted just below the roofline at the cab end. The first Y class had these windows mounted as 'shunter windows' below the cab end front windows. The Chief Mechanical Engineer of the time regarded these as too radical and could see that crews would want this feature fitted on other locomotives. The windows were moved up to the roofline and the holes were blanked. Inspection of the first five units showed that holes had been cutout of the cabwork and blanked. The two characteristic sounds from these locomotives were the V6 exhaust stack noise and the brake rigging rattle whilst in motion. This rattle was generated when loose brake rigging rubbed on worn down wheels which had tread metal overlapping the tyre sides The Y class would end up as the 2nd most numerous diesel class on the VR and they became VR's standard shunting (switching) loco. They worked in every yard on the system and also filled an important role as power for branchline trains. The drivers controls were set up for long end running and the long end was designated as No. 1 end. The first 50 were equipped with 6 cylinder E.M.D. 567 engines but the last 25 had 6 cylinder E.M.D. 645 engines, the only time a 6 cylinder, E.M.D. 645 engine was used in locomotive service anywhere in the world! An interesting feature of the Y class was that the bogies came off scrapped swing door motors. Their controls were specially designed for shunting, the loco brake was of a "self lapping" type which made for instantaneous brake action, perfect for shunting and the throttle was so wired that the loco moved the instant the throttle was moved away from idle, again, perfect for shunting. About 4 Y's were always kept on the standard gauge for work in the Dynon yards but the rest of the fleet were flung to every corner of the system. For many years they were the power on Spencer St. to Werribee peak hour passenger services. All of the Y's were built at Clyde's Granville N.S.W. plant Friday 30 December 2005: The Y class could be found on branch lines all around Victoria, as well as being used for shunting at many locations. Some of the class can be found as pilots at Dynon or Newport, or shunting carriages at Spencer Street. A Y class has been used by APM at Maryvale and Traralgon. An interesting feature about this class is that they used GE traction motors recycled from early 'Dogbox' electric suburban rollingstock. As well, some of the first batch had their entire bogies recycled from the 'Doggies'. Most now see use as shunters and pilots. Y175 was regeared to 96 km/h for the Commissioner's train. The Y class has an interesting heritage. The scrapping of swing door suburban trains meant that _M__ motor car bogies were surplus. To take advantage of this equipment it was decided to build a low horsepower shunting locomotive which could also be used on light branch lines. Eventually seventy five locomotives were built; numbered 101 - 175. They were an excellent shunting engine; a quick throttle response due to the traction motors in permanent parallel. They were built between 1963 and 1968 by Clyde Engineering. The prime mover was a V6 567 series, later 645 series engine. The early units did not feature traction motor blowers. However train service and long hauls up hill saw motors overheat. Traction motor blowers were fitted. The most unusual feature of the Y class loco's are the two windows mounted just below the roofline at the cab end. The first Y class had these windows mounted as 'shunter windows' below the cab end front windows. The Chief Mechanical Engineer of the time regarded these as too radical and could see that crews would want this feature fitted on other locomotives. The windows were moved up to the roofline and the holes were blanked. Inspection of the first five units showed that holes had been cutout of the cabwork and blanked. The two characteristic sounds from these locomotives were the V6 exhaust stack noise and the brake rigging rattle whilst in motion. This rattle was generated when loose brake rigging rubbed on worn down wheels which had tread metal overlapping the tyre sides The Y class would end up as the 2nd most numerous diesel class on the VR and they became VR's standard shunting (switching) loco. They worked in every yard on the system and also filled an important role as power for branchline trains. The drivers controls were set up for long end running and the long end was designated as No. 1 end. The first 50 were equipped with 6 cylinder E.M.D. 567 engines but the last 25 had 6 cylinder E.M.D. 645 engines, the only time a 6 cylinder, E.M.D. 645 engine was used in locomotive service anywhere in the world! An interesting feature of the Y class was that the bogies came off scrapped swing door motors. Their controls were specially designed for shunting, the loco brake was of a "self lapping" type which made for instantaneous brake action, perfect for shunting and the throttle was so wired that the loco moved the instant the throttle was moved away from idle, again, perfect for shunting. About 4 Y's were always kept on the standard gauge for work in the Dynon yards but the rest of the fleet were flung to every corner of the system. For many years they were the power on Spencer St. to Werribee peak hour passenger services. All of the Y's were built at Clyde's Granville N.S.W. plant

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]]> Fri Dec 30 2005 XRB Class Locomotives http://downbythetracks.fotopic.net/c810841.html Similar to the XR class, but B units (built with no cabs) Friday 30 December 2005: Similar to the XR class, but B units (built with no cabs)

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]]> Fri Dec 30 2005 XR Class Locomotives http://downbythetracks.fotopic.net/c810840.html Re-built X class locomotives (550-555), with ex G class engines for high horsepower. New locomotives (557-559). Friday 30 December 2005: Re-built X class locomotives (550-555), with ex G class engines for high horsepower. New locomotives (557-559).

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]]> Fri Dec 30 2005 X Class Locomotives http://downbythetracks.fotopic.net/c810838.html The X class are mostly used on main-line freight operations, and particularly so early on, to help alleviate a motive power shortage caused by the Southern Aurora crash. They have also been used on passenger services such as the Overland, and used to work the Lysaghts goods, prior to the BLs taking this over. Similar to the S class, long distance main line locomotives. X47 was the first loco to appear in the new Freight Victoria livery. Some of the 1st and 2nd order locomotives have since been rebuilt with G class engines (EMD 16-645E3C) for high horsepower. In 2004 these rebuilts were reclassed XR and given new numbers (see XR class page). The X class locomotives were introduced to service in 1966. They were built by Clyde Engineeering with EMD components and are an export model G-16. There were three types placed into service: 1st series: Numbers 31 - 36, 1966/1967, with V16-567E engine. Small radiator grilles. 2nd series: Numbers 37 - 44, 1970, with V16-645E engine. Large radiator grills. 3rd series: Numbers 45 - 54, 1975/1976, V16-645E engine. Modified cab design. The units saw service on all main lines on both passenger and freight. Traralgon running was extremely rare until the end of electrified service in the early 1990's. Until through train running on the standard gauge, several X locos were assigned for running between Albury and Melbourne. X 31 was notable for running on the standard gauge for many years. The auto staff exchange box under the cab floor was to incorrect dimensions and so was not run on broad gauge. Only in the late 1980's with run through locomotive power did the loco see service on broad gauge after equipment modifications. There were three distinct series of X's. X's 31 to 36 and 37 to 44 were built at Clyde's Granville N.S.W. plant X 45 to 54 were built at Clyde's Rosewater S.A. plant All X's were included in the sale of VR (PTC) to Freight Victoria. Until 1983 all of the X's wore the VR blue and gold paint scheme, after this time the X's were painted in several different schemes as outlined below. Friday 30 December 2005: The X class are mostly used on main-line freight operations, and particularly so early on, to help alleviate a motive power shortage caused by the Southern Aurora crash. They have also been used on passenger services such as the Overland, and used to work the Lysaghts goods, prior to the BLs taking this over. Similar to the S class, long distance main line locomotives. X47 was the first loco to appear in the new Freight Victoria livery. Some of the 1st and 2nd order locomotives have since been rebuilt with G class engines (EMD 16-645E3C) for high horsepower. In 2004 these rebuilts were reclassed XR and given new numbers (see XR class page). The X class locomotives were introduced to service in 1966. They were built by Clyde Engineeering with EMD components and are an export model G-16. There were three types placed into service: 1st series: Numbers 31 - 36, 1966/1967, with V16-567E engine. Small radiator grilles. 2nd series: Numbers 37 - 44, 1970, with V16-645E engine. Large radiator grills. 3rd series: Numbers 45 - 54, 1975/1976, V16-645E engine. Modified cab design. The units saw service on all main lines on both passenger and freight. Traralgon running was extremely rare until the end of electrified service in the early 1990's. Until through train running on the standard gauge, several X locos were assigned for running between Albury and Melbourne. X 31 was notable for running on the standard gauge for many years. The auto staff exchange box under the cab floor was to incorrect dimensions and so was not run on broad gauge. Only in the late 1980's with run through locomotive power did the loco see service on broad gauge after equipment modifications. There were three distinct series of X's. X's 31 to 36 and 37 to 44 were built at Clyde's Granville N.S.W. plant X 45 to 54 were built at Clyde's Rosewater S.A. plant All X's were included in the sale of VR (PTC) to Freight Victoria. Until 1983 all of the X's wore the VR blue and gold paint scheme, after this time the X's were painted in several different schemes as outlined below.

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]]> Fri Dec 30 2005 W Class Locomotives http://downbythetracks.fotopic.net/c810833.html Even though VR seemed happy with its Clyde/EMD products, in 1958 VR accepted a tender from Tullochs Ltd for the supply of 25 diesel hydraulic shunting locos. Features of the locos were a Mercedes Benz diesel engine and Krupp transmissions. It is believed that all of the W's were delivered with dual controls which were removed after union pressure early in their lives. Up until about 1962 they ran Werribee passenger trains at a maximum speed of 40 MPH, they were also trialled on Bacchus Marsh passenger trains without success. As delivered they made a transition to obtain the higher speed. The Mercedes Benz engines proved maintenence intensive and at least 10 W's were fitted with GM diesel engines from 1973 until 1977. These locos could be indentified by an extra exhaust stack. W 266 was built as a demonstrator for NSWGR and numbered 7101, it and W 267 were delivered and operated on the standard gauge. (All other W's were strictly Broad Gauge) They were the first two locomotives of an additional order for 25 more W's. The W's saw service mainly around Melbourne yard, Tottenham yard, Ballarat, Geelong, Ararat and Seymour yards. They also ran small, local goods trains around the Ballarat area. By the mid 80's they were all out of service. All of the W's were built at Tulloch's N.S.W. plant Between 1959 and 1962 the railways purchased some diesel hydraulic shunting locomotives. The locomotives were classed W and numbered 241 - 267. Number 267 was an ex NSW demonstrator and when purchased remained on the standard guage at South Dynon. The W's were built by Tulloch in NSW. They were 0-6-0 wheel arrangement. They featured Mercedes-Benz 4 stroke prime movers. As breakdowns were frequent, ten locomotives were fitted with GM diesel prime movers 1973 - 1977. Most units were allocated to the Melbourne Metro area in shunting duties; Tottenham Yard, Brooklyn cattle sidings, Spencer St Passenger Yard to name a few. Some were allocated to country depots: Traralgon, Seymour and Geelong. Breakdowns saw them confined to Melbourne area mainly. They were very rough when travelling at speed. In the late 1960's they saw service on Werribee passenger trains. Most were out of service by the late 1980's. Friday 30 December 2005: Even though VR seemed happy with its Clyde/EMD products, in 1958 VR accepted a tender from Tullochs Ltd for the supply of 25 diesel hydraulic shunting locos. Features of the locos were a Mercedes Benz diesel engine and Krupp transmissions. It is believed that all of the W's were delivered with dual controls which were removed after union pressure early in their lives. Up until about 1962 they ran Werribee passenger trains at a maximum speed of 40 MPH, they were also trialled on Bacchus Marsh passenger trains without success. As delivered they made a transition to obtain the higher speed. The Mercedes Benz engines proved maintenence intensive and at least 10 W's were fitted with GM diesel engines from 1973 until 1977. These locos could be indentified by an extra exhaust stack. W 266 was built as a demonstrator for NSWGR and numbered 7101, it and W 267 were delivered and operated on the standard gauge. (All other W's were strictly Broad Gauge) They were the first two locomotives of an additional order for 25 more W's. The W's saw service mainly around Melbourne yard, Tottenham yard, Ballarat, Geelong, Ararat and Seymour yards. They also ran small, local goods trains around the Ballarat area. By the mid 80's they were all out of service. All of the W's were built at Tulloch's N.S.W. plant Between 1959 and 1962 the railways purchased some diesel hydraulic shunting locomotives. The locomotives were classed W and numbered 241 - 267. Number 267 was an ex NSW demonstrator and when purchased remained on the standard guage at South Dynon. The W's were built by Tulloch in NSW. They were 0-6-0 wheel arrangement. They featured Mercedes-Benz 4 stroke prime movers. As breakdowns were frequent, ten locomotives were fitted with GM diesel prime movers 1973 - 1977. Most units were allocated to the Melbourne Metro area in shunting duties; Tottenham Yard, Brooklyn cattle sidings, Spencer St Passenger Yard to name a few. Some were allocated to country depots: Traralgon, Seymour and Geelong. Breakdowns saw them confined to Melbourne area mainly. They were very rough when travelling at speed. In the late 1960's they saw service on Werribee passenger trains. Most were out of service by the late 1980's.

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]]> Fri Dec 30 2005 V and VL Class Locomotives http://downbythetracks.fotopic.net/c810830.html V544 is Similar to the Westrail Q Class and is a One of a kind locomotive V8 is a restored locomotive at BPR at Queenscliff Friday 30 December 2005: V544 is Similar to the Westrail Q Class and is a One of a kind locomotive V8 is a restored locomotive at BPR at Queenscliff

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]]> Fri Dec 30 2005 T and TL Class Locomotives http://downbythetracks.fotopic.net/c810828.html the first order were Known as the Flat Tops. 27 were built and 13 of those flat top T's were later rebuilt into P's by Clyde, Somerton in 1984. the 7th order Was T407-T417 (11 locos), but T412-T417 renumbered to H1-H5 after delivery. Then there was T413 Reclassed and Renumbered: from D1 Then DE2 with BHP, Whyalla. Rebuilt into T414 and T403 was Sold to AN for spare parts for CK class locos rebuilts. T404 was sold to AN and became CK2. Sold to SCT in 2006 and renumbered back to T404. T401, T405, T406 and T407 were all sold to AN and became CK1, CK3, CK4 and CK5 respectfuly These locomotives were built between 1955 and 1968. They were a replacement for steam engines on branch lines. They ran on all types of trains and most lines of 60lb rail or more. The controls were set up for long end running. Short end running was possible by sitting sideways. Some of the original locos were fitted with dual controls. These were later altered and further units fitted with single control sets to save money. Types There were several distinct types of hood design and power plant T320 - T346 Basic "Flat top" as EMD G-8 design. Not fitted with dynamic brakes. T320-T325 fitted with welded fabricated bogies. Others fitted with cast bogies. T347 - T366 Improved raised cab. Two types of body. Early units have G-8 end radiator grills and later numbers have full vertical opening between radiator and engine room. Units fitted with staff exchanger "pockets" under cab, but never utilised. T367 - T412 Raised cab with a chop nosed design. Power plant changed midway through numbers from 567 to 645 engine. T413 - T417 Delivered for hump service but recoded to _H__ 1 - 5. T 413 (2nd) Purchased from Portland Cement Company. It was 3'6" and was used in the cement operations at Fyansford to move the raw material that became cement. It was fitted with dynamic brake. It was converted to 5'3" and renumbered from "D 1" to T 413. It was sent to Wodonga where it ran on the Cudgewa line where continuous 1 in 30/1 in 40 grades where the dynamic brake made train running easier. Friday 30 December 2005: the first order were Known as the Flat Tops. 27 were built and 13 of those flat top T's were later rebuilt into P's by Clyde, Somerton in 1984. the 7th order Was T407-T417 (11 locos), but T412-T417 renumbered to H1-H5 after delivery. Then there was T413 Reclassed and Renumbered: from D1 Then DE2 with BHP, Whyalla. Rebuilt into T414 and T403 was Sold to AN for spare parts for CK class locos rebuilts. T404 was sold to AN and became CK2. Sold to SCT in 2006 and renumbered back to T404. T401, T405, T406 and T407 were all sold to AN and became CK1, CK3, CK4 and CK5 respectfuly These locomotives were built between 1955 and 1968. They were a replacement for steam engines on branch lines. They ran on all types of trains and most lines of 60lb rail or more. The controls were set up for long end running. Short end running was possible by sitting sideways. Some of the original locos were fitted with dual controls. These were later altered and further units fitted with single control sets to save money. Types There were several distinct types of hood design and power plant T320 - T346 Basic "Flat top" as EMD G-8 design. Not fitted with dynamic brakes. T320-T325 fitted with welded fabricated bogies. Others fitted with cast bogies. T347 - T366 Improved raised cab. Two types of body. Early units have G-8 end radiator grills and later numbers have full vertical opening between radiator and engine room. Units fitted with staff exchanger "pockets" under cab, but never utilised. T367 - T412 Raised cab with a chop nosed design. Power plant changed midway through numbers from 567 to 645 engine. T413 - T417 Delivered for hump service but recoded to _H__ 1 - 5. T 413 (2nd) Purchased from Portland Cement Company. It was 3'6" and was used in the cement operations at Fyansford to move the raw material that became cement. It was fitted with dynamic brake. It was converted to 5'3" and renumbered from "D 1" to T 413. It was sent to Wodonga where it ran on the Cudgewa line where continuous 1 in 30/1 in 40 grades where the dynamic brake made train running easier.

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]]> Fri Dec 30 2005 S Class Locomotives http://downbythetracks.fotopic.net/c810813.html VR was very pleased with all aspects of their B class so when it came time to order new locos they returned to Clyde for the S class which differed from the B class in having only one cab (a small "hostlers" cab was provided at the flat end for short distance, slow speed use) and a more modern engine (567C) The S class actually consist of two orders, the second order was placed in anticipation of the soon to be opened Melbourne to Albury standard gauge line. This second group (310 - 317) spent much of their early life on SG. In broad gauge service their usefullness was limited in comparison to the B class on account of having only one cab. They racked up many miles in interstate "Jet" service and on "The Overland" where they usually ran "back to back" In standard gauge service they usually ran solo. From the opening of the SG (1962) until the arrival of the X class (1966) they were the only mainline loco class on that track. In 1969 the horrific head on collision of a down goods and the up "Southern Aurora" at Violet Town resulted in S 314 and S 316 being destroyed beyond recognition. They were the first diesel locos on VR to be scrapped. Until they were painted V/Line orange the S class changed very little over the years, the only major change was the removal of the valance around the fuel tanks. All of the S's were built at Clyde's Granville N.S.W. plant Friday 30 December 2005: VR was very pleased with all aspects of their B class so when it came time to order new locos they returned to Clyde for the S class which differed from the B class in having only one cab (a small "hostlers" cab was provided at the flat end for short distance, slow speed use) and a more modern engine (567C) The S class actually consist of two orders, the second order was placed in anticipation of the soon to be opened Melbourne to Albury standard gauge line. This second group (310 - 317) spent much of their early life on SG. In broad gauge service their usefullness was limited in comparison to the B class on account of having only one cab. They racked up many miles in interstate "Jet" service and on "The Overland" where they usually ran "back to back" In standard gauge service they usually ran solo. From the opening of the SG (1962) until the arrival of the X class (1966) they were the only mainline loco class on that track. In 1969 the horrific head on collision of a down goods and the up "Southern Aurora" at Violet Town resulted in S 314 and S 316 being destroyed beyond recognition. They were the first diesel locos on VR to be scrapped. Until they were painted V/Line orange the S class changed very little over the years, the only major change was the removal of the valance around the fuel tanks. All of the S's were built at Clyde's Granville N.S.W. plant

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]]> Fri Dec 30 2005 Railcar Locomotives http://downbythetracks.fotopic.net/c810811.html Railcar Locomotives Friday 30 December 2005: Railcar Locomotives

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]]> Fri Dec 30 2005 P Class Locomotives http://downbythetracks.fotopic.net/c810807.html P Class Locomotives Friday 30 December 2005: P Class Locomotives

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]]> Fri Dec 30 2005 NR Class Locomotives http://downbythetracks.fotopic.net/c810799.html NR Class Locomotives Friday 30 December 2005: NR Class Locomotives

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]]> Fri Dec 30 2005 NB Class Locomotives http://downbythetracks.fotopic.net/c810789.html Built as N class (WestRail, 12 built in 1977), 4 rebuilt as NA class (1982-83), 2 rebuilt as NB class (1994), both NB class sold to Austrac and became 18 class Friday 30 December 2005: Built as N class (WestRail, 12 built in 1977), 4 rebuilt as NA class (1982-83), 2 rebuilt as NB class (1994), both NB class sold to Austrac and became 18 class

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]]> Fri Dec 30 2005 N Class Locomotives http://downbythetracks.fotopic.net/c810788.html Originally 10 N classes were ordered and all the B class were to be re-built into A classes. The B class re-building stopped and another 15 N classes were ordered. For the new passenger services with N cars, a new locomotive was placed into service. The new locomotive featured Head End Power generator, cab at each end, and a V-12 engine block. The loco's were built at Somerton, Victoria between 1981 and 1984. There were twenty-five units, numbered 451 - 475. They replaced _B__, _S__, _T__ and _X__ locomotives that hauled carriage sets built from 1907. From the late 1980's, the units were rostered on freight trains to increase utilisation In the early 1980's it was decided to rebuild all 26 B class into A class. This program was stopped after 11 B's had been rebuilt but the parts for all the B to A conversions had been ordered. Initially 10 N class were ordered but the order was extended to 25, the 15 additional N's were equipped with the parts that were to go into the A's. The N's feature dual cabs and a head end power diesel generator and have been used in passenger service since their delivery. Mechanically the N's and the A's are pretty much identical, the only difference being that N's have a head end power generator, A's do not. All of the N's were built at Clyde's Somerton, Victoria plant Friday 30 December 2005: Originally 10 N classes were ordered and all the B class were to be re-built into A classes. The B class re-building stopped and another 15 N classes were ordered. For the new passenger services with N cars, a new locomotive was placed into service. The new locomotive featured Head End Power generator, cab at each end, and a V-12 engine block. The loco's were built at Somerton, Victoria between 1981 and 1984. There were twenty-five units, numbered 451 - 475. They replaced _B__, _S__, _T__ and _X__ locomotives that hauled carriage sets built from 1907. From the late 1980's, the units were rostered on freight trains to increase utilisation In the early 1980's it was decided to rebuild all 26 B class into A class. This program was stopped after 11 B's had been rebuilt but the parts for all the B to A conversions had been ordered. Initially 10 N class were ordered but the order was extended to 25, the 15 additional N's were equipped with the parts that were to go into the A's. The N's feature dual cabs and a head end power diesel generator and have been used in passenger service since their delivery. Mechanically the N's and the A's are pretty much identical, the only difference being that N's have a head end power generator, A's do not. All of the N's were built at Clyde's Somerton, Victoria plant

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]]> Fri Dec 30 2005 M Class Locomotives http://downbythetracks.fotopic.net/c810786.html For shunting duties at Newport Workshops, the VR built two diesel hydraulic locomotives in 1959. Unconfirmed reports say the diesel engines were surplus units left over from personnel carrier and tank construction after WW II. The units were numbered M 231, 232. At 1996 there was one in operation at the Steamrail compound, Newport Workshops Friday 30 December 2005: For shunting duties at Newport Workshops, the VR built two diesel hydraulic locomotives in 1959. Unconfirmed reports say the diesel engines were surplus units left over from personnel carrier and tank construction after WW II. The units were numbered M 231, 232. At 1996 there was one in operation at the Steamrail compound, Newport Workshops

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]]> Fri Dec 30 2005 VR L / WA L / LZ Class Locomotives http://downbythetracks.fotopic.net/c810784.html With an expected increase in coal traffic from the Latrobe Valley, 90 miles east of Melbourne, the railways electrified the section and eased the gradients during the 1950's. This was part of the 'Operation Phoenix' railway rehabilitation. Twenty five 'English Electric' locomotives were purchased which became class 'L'. They were a 2200/2400hp unit, and suffered from being too light. At the time the W&W Branch had authorised the line to Traralgon for locomotives up to 16.5 ton axle load and the L class units were ordered accordingly. Unfortunately, _B__ class diesel-electrics, with a higher axle load, had been running through as far as Sale from the early 1950's. The L class units were eventually ballasted with extra weight: steel plate added to the underfloor areas. The expected coal traffic never eventuated and electrification removed steam from the corridor. As well, the line was regraded for better loads in the Melbourne direction. This regrading also took place through the steam days. The first two years of service saw a few teething problems with the overhead wiring and the operation of the units. Notable were: Operations over Hernes Oak hill regularly caused the local substation to fail Multi-unit operation on passenger saw the trailing unit remain in dynamic brake mode until about 17mph whilst trains were powering away from stations Dynamic brake operation on long grades saw the centre axles slowly rotate to a stop and start in reverse, powered from the electricty generated on the other traction motors Instructions issued to ensure all trailing units were in operation, even if not required; to prevent glazing of the armatures Flashovers caused when the power controller was shutoff and re-opened whilst at speed The loco's were numbered 1150 - 1174. In the late 1970's some modifications were made to external cab fittings including a cab modified for better visibility. By the mid 1980's, the engines were badly in need of overhaul and the entire overhead in need of rejuvenation. The introduction of new passenger units, class N, assisted in replacing the L class locos. The units were gradually removed from service and the line has subsequently had the overhead wires removed. Many crews were unhappy to see the L's go, as the replacement engines, the _N__ class, never had the 'zip' of the old electrics. For the railways, an isolated pool of locomotives were removed and the logistics of loco changes for through trains eliminated. Some interesting electrification plans may have extended the life of these units. There was a plan to electrify between Melbourne - Geelong and Melbourne - Bendigo. In the 1970's both New South Wales and Victorian planned for electrification of the Melbourne - Sydney route. In the late 1940's a massive project was began to regrade and electrify the line from Melbourne to Traralgon. The impetus for this program was a major expansion of the Morwell coalfields and briquette plant. At this time the VR only had 12 small electric locos so an order was placed with English Electric for 25 mainline electric locos with vastly higher horsepower than the existing E class. The first L arrived from England in 1953 but the locos had to wait until the electrification was completed, in the meantime a few ran suburban goods service but most were stored. The L's performed very well on passenger services but due to their light weight were always plagued by wheelslip problems in heavy freight service resulting in their load limits being reduced several times over the years. All L's were equipped with automatic staff exchangers, they were removed during 1976. All of the L's were built at in England and shipped to Melbourne Friday 30 December 2005: With an expected increase in coal traffic from the Latrobe Valley, 90 miles east of Melbourne, the railways electrified the section and eased the gradients during the 1950's. This was part of the 'Operation Phoenix' railway rehabilitation. Twenty five 'English Electric' locomotives were purchased which became class 'L'. They were a 2200/2400hp unit, and suffered from being too light. At the time the W&W Branch had authorised the line to Traralgon for locomotives up to 16.5 ton axle load and the L class units were ordered accordingly. Unfortunately, _B__ class diesel-electrics, with a higher axle load, had been running through as far as Sale from the early 1950's. The L class units were eventually ballasted with extra weight: steel plate added to the underfloor areas. The expected coal traffic never eventuated and electrification removed steam from the corridor. As well, the line was regraded for better loads in the Melbourne direction. This regrading also took place through the steam days. The first two years of service saw a few teething problems with the overhead wiring and the operation of the units. Notable were: Operations over Hernes Oak hill regularly caused the local substation to fail Multi-unit operation on passenger saw the trailing unit remain in dynamic brake mode until about 17mph whilst trains were powering away from stations Dynamic brake operation on long grades saw the centre axles slowly rotate to a stop and start in reverse, powered from the electricty generated on the other traction motors Instructions issued to ensure all trailing units were in operation, even if not required; to prevent glazing of the armatures Flashovers caused when the power controller was shutoff and re-opened whilst at speed The loco's were numbered 1150 - 1174. In the late 1970's some modifications were made to external cab fittings including a cab modified for better visibility. By the mid 1980's, the engines were badly in need of overhaul and the entire overhead in need of rejuvenation. The introduction of new passenger units, class N, assisted in replacing the L class locos. The units were gradually removed from service and the line has subsequently had the overhead wires removed. Many crews were unhappy to see the L's go, as the replacement engines, the _N__ class, never had the 'zip' of the old electrics. For the railways, an isolated pool of locomotives were removed and the logistics of loco changes for through trains eliminated. Some interesting electrification plans may have extended the life of these units. There was a plan to electrify between Melbourne - Geelong and Melbourne - Bendigo. In the 1970's both New South Wales and Victorian planned for electrification of the Melbourne - Sydney route. In the late 1940's a massive project was began to regrade and electrify the line from Melbourne to Traralgon. The impetus for this program was a major expansion of the Morwell coalfields and briquette plant. At this time the VR only had 12 small electric locos so an order was placed with English Electric for 25 mainline electric locos with vastly higher horsepower than the existing E class. The first L arrived from England in 1953 but the locos had to wait until the electrification was completed, in the meantime a few ran suburban goods service but most were stored. The L's performed very well on passenger services but due to their light weight were always plagued by wheelslip problems in heavy freight service resulting in their load limits being reduced several times over the years. All L's were equipped with automatic staff exchangers, they were removed during 1976. All of the L's were built at in England and shipped to Melbourne

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]]> Fri Dec 30 2005 J Class Locomotives http://downbythetracks.fotopic.net/c810782.html J Class Locomotives Friday 30 December 2005: J Class Locomotives

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]]> Fri Dec 30 2005 H Class Locomotives http://downbythetracks.fotopic.net/c810781.html The H class were added onto the last T class order. Changes made from a standard T class included extra weight added to the frame and the fitting of "manual power control" which allowed low speeds to be set very precisely. Their purpose was to push rakes of wagons up to the summit of the Melbourne hump. They were also fitted with hump cab signals and a special, very accurate speedometer. The H's rarely strayed far from Melbourne and their hump duties, technically there was always one spare as the hump was operated with 2 H's coupled together. Because of their high axle load ( 20.3 tonnes, heavier than an S or X) they were quite restricted as to the lines they could operate over. By the time that the hump closed in the early 1990's most Victorian tracks had been upgraded for G class operation so the H's operated system wide. The H's were delivered as T 413 - T417 but were quickly reclassified and renumbered to H 1 - H 5. T 413 and T 414 were delivered with T class number plates, T 415 - T417 were delivered only with T class illuminated number boards All of the H's were built at Clyde's Granville N.S.W. plant For pushing operations on the new hump yard, five new engines were ordered. They were identical to late series T class locomotives of 1000hp but had some differences: Continuous low speed control Ballasted to 80 tons The engines were delivered 1968/1969 as T 413 - 417. Prior to service the locomotives were given a new class - "H". The units were not "ballasted" as such by external additional weight. The loco frames were made of heavier beams similar in thickness to VR "X" loco frames. As well as hump duries they occasionally strayed into freight and passenger work depending upon loco shortages. The class was numbered 1 to 5. Friday 30 December 2005: The H class were added onto the last T class order. Changes made from a standard T class included extra weight added to the frame and the fitting of "manual power control" which allowed low speeds to be set very precisely. Their purpose was to push rakes of wagons up to the summit of the Melbourne hump. They were also fitted with hump cab signals and a special, very accurate speedometer. The H's rarely strayed far from Melbourne and their hump duties, technically there was always one spare as the hump was operated with 2 H's coupled together. Because of their high axle load ( 20.3 tonnes, heavier than an S or X) they were quite restricted as to the lines they could operate over. By the time that the hump closed in the early 1990's most Victorian tracks had been upgraded for G class operation so the H's operated system wide. The H's were delivered as T 413 - T417 but were quickly reclassified and renumbered to H 1 - H 5. T 413 and T 414 were delivered with T class number plates, T 415 - T417 were delivered only with T class illuminated number boards All of the H's were built at Clyde's Granville N.S.W. plant For pushing operations on the new hump yard, five new engines were ordered. They were identical to late series T class locomotives of 1000hp but had some differences: Continuous low speed control Ballasted to 80 tons The engines were delivered 1968/1969 as T 413 - 417. Prior to service the locomotives were given a new class - "H". The units were not "ballasted" as such by external additional weight. The loco frames were made of heavier beams similar in thickness to VR "X" loco frames. As well as hump duries they occasionally strayed into freight and passenger work depending upon loco shortages. The class was numbered 1 to 5.

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]]> Fri Dec 30 2005 GM Class Locomotives http://downbythetracks.fotopic.net/c810780.html GM Class Locomotives Friday 30 December 2005: GM Class Locomotives

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]]> Fri Dec 30 2005 GL Class Locomotives http://downbythetracks.fotopic.net/c810778.html Rebuilt from ex 442 class locomotives (some were previously rebuilt as JLs or locos for BHP) Friday 30 December 2005: Rebuilt from ex 442 class locomotives (some were previously rebuilt as JLs or locos for BHP)

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]]> Fri Dec 30 2005 G Class Locomotives http://downbythetracks.fotopic.net/c810777.html The G class are the second-most recent locomotives in Victoria, and can be found on most freight services, including intercapital freights, and are regularly used for grain haulage. As well, they have been used for some Melbourne-Sydney passenger work. Some have spent time at DELEC or Dry Creek, and ventured as far away as Brisbane. Some have been leased to NR for a while. The class can be divided into 4 subgroups, each with minor differences. G523, 526, 529, 530, 531, 536, 541, and 543 have been rebuilt with more powerful engines. Two have been sold to QR National for Melbourne-Brisbane freight use. Friday 30 December 2005: The G class are the second-most recent locomotives in Victoria, and can be found on most freight services, including intercapital freights, and are regularly used for grain haulage. As well, they have been used for some Melbourne-Sydney passenger work. Some have spent time at DELEC or Dry Creek, and ventured as far away as Brisbane. Some have been leased to NR for a while. The class can be divided into 4 subgroups, each with minor differences. G523, 526, 529, 530, 531, 536, 541, and 543 have been rebuilt with more powerful engines. Two have been sold to QR National for Melbourne-Brisbane freight use.

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]]> Fri Dec 30 2005 F Class Locomotives http://downbythetracks.fotopic.net/c810775.html The first 10 F class have the distinction of being VR's first diesel locomotives. They were mainly used in shunting service around Melbourne but were also used at Geelong, Seymour, Wodonga and Bendigo and perhaps other locations. Over the years quite a few changes were made: they were delivered in a black paint scheme then went to red with a yellow stripe and finally VR's familiar blue and gold, near the end of their careers at least one was painted V/Line orange/grey. Their road numbers were changed in 1958 as SECV 3 would have become F 320 but T 320 was already in service. The last 6 were purchased second hand from the State Electricity Commision of Victoria on the dates shown below. No evidence exists that SECV 3 - 6 ever actually worked in SEC service, it appears that VR leased them upon delivery until they purchased them All of the F's were built by the Dick Kerr Works in the United Kingdom The VR purchased several diesel electric shunters from English Electric. In the early 1950's there was a shortage of shunting engines. Originally they were red and numbered in the 300's. With the introduction of S loco's in the mid 1950's which took the S steam number group (300 onwards), the F locos were renumbered in the 200's. The F's were numbered 201 - 212. The SECV (State Electricity Commission of Victoria) also purchased a similar type for shunting at the Newport Power Station. A mystery with the SEC units was that the builders numbers did not fall in line with the chronological sequence of the VR units. It seems that the builders numbers for the SECV units were assigned to a British purchase which was cancelled. There is speculation that these units were then available at reduced price. The SEC units were numberd SEC 1, 2, 3. These were later transferred to the VR and ran with SEC numbers for about twelve months before being renumbered in the F group as 213, 214, 215 though correct conversion sequence is not known by the writer. The two units allocated to Wodonga, F 205, 215 were fitted with extra air compressors. Friday 30 December 2005: The first 10 F class have the distinction of being VR's first diesel locomotives. They were mainly used in shunting service around Melbourne but were also used at Geelong, Seymour, Wodonga and Bendigo and perhaps other locations. Over the years quite a few changes were made: they were delivered in a black paint scheme then went to red with a yellow stripe and finally VR's familiar blue and gold, near the end of their careers at least one was painted V/Line orange/grey. Their road numbers were changed in 1958 as SECV 3 would have become F 320 but T 320 was already in service. The last 6 were purchased second hand from the State Electricity Commision of Victoria on the dates shown below. No evidence exists that SECV 3 - 6 ever actually worked in SEC service, it appears that VR leased them upon delivery until they purchased them All of the F's were built by the Dick Kerr Works in the United Kingdom The VR purchased several diesel electric shunters from English Electric. In the early 1950's there was a shortage of shunting engines. Originally they were red and numbered in the 300's. With the introduction of S loco's in the mid 1950's which took the S steam number group (300 onwards), the F locos were renumbered in the 200's. The F's were numbered 201 - 212. The SECV (State Electricity Commission of Victoria) also purchased a similar type for shunting at the Newport Power Station. A mystery with the SEC units was that the builders numbers did not fall in line with the chronological sequence of the VR units. It seems that the builders numbers for the SECV units were assigned to a British purchase which was cancelled. There is speculation that these units were then available at reduced price. The SEC units were numberd SEC 1, 2, 3. These were later transferred to the VR and ran with SEC numbers for about twelve months before being renumbered in the F group as 213, 214, 215 though correct conversion sequence is not known by the writer. The two units allocated to Wodonga, F 205, 215 were fitted with extra air compressors.

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]]> Fri Dec 30 2005 EL Class Locomotives http://downbythetracks.fotopic.net/c810773.html EL Class Locomotives Friday 30 December 2005: EL Class Locomotives

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]]> Fri Dec 30 2005 E Class Locomotives http://downbythetracks.fotopic.net/c810770.html In 1923 two electric locomotives were placed into service. The locomotives were for goods train service within the new electrified suburban network. The units were steeple cab types, numbered 1100 and 1101. Whilst the locomotives never had class plates, they were given the class 'E' in correspondence and drawings. The '1000' number and the lack of class plates may have been because of the existing steam engine class 'E' then in service. The Chief Mechanical Engineer approved construction of the two locomotives in Feb 1922. Drawings for the 'Electric Loco Class E' were received at Newport Workshops during August 1922. In 1928/1929, ten more E class locos were built numbered 1102 - 1111. These were of the box cab style. It would appear that twelve units were to be built. An axle diagram of the era shows the wording "Elec Loco 1102 - 1113". Units 1100 and 1101 were slightly damaged in a runaway train accident at Fairfield about 1954. By a stroke of bad luck, the crew left the engines to attend to a burst hose pipe along the train which was approaching the Paper Mill siding. Unfortunately, the traction controller was left in the 'ON' position, disabled by the reduction in brake pressure. Immediately the broken hosepipe was fixed, the pressure was restored, power returned to the traction motors and the train powered down to the buffers at the siding, unattended. Both units were scrapped in 1955. The crew informed the author that the damage was insufficient to cause scrapping. Later VR publications showed that the locomotives were scrapped as unsuitable for autocoupler conversion. These engines were commonly referred to as "Black Loco's" by crews, until painted in royal blue/yellow scheme from the mid 1960's. First unit painted blue/gold was E1111 on 13/11/1965. In later years the units were also nicknamed 'Electric chairs'. Photographs of the boxcab engines show them fitted with steam locomotive dual couplers. The buffer attachment was unusual in that the buffer was placed with a 2" ( 50mm ) offset downwards from the original headstock placement. It appears that in the autocoupler conversion the underframe was lifted about 50mm to achieve sufficient clearance of the running gear motors. With the underframe lifted, the buffers would be required to be lowered by the same amount. Photographs of E's in the 1950's show buffers attached tp straight extensions. The first of the boxcab units were scrapped in 1981. Melbourne's electrification had been in service for about 10 years when it was decided to build 2 small electric locos (1100 & 1101) of a "steeple cab" design for suburban goods service. Five years later a further 10 electric locos (1102 - 1111) were constructed to a "box cab" design. These locos shared much mechanical and electrical equipment with Tait suburban trains. 1922 VR correspondence refers to the class a "E class" it appears that until 1955 they were simply known as "Electric Locos" with the introduction of the L class electrics they were classed as "E class" The E's were quite a significant loco in that they were the first locomotive VR ever built that wasn't a steam loco. Feb 3 1955 application of letter "E" Jan 12 1955 approval given to remove trip gear April 12 1965 approval to be painted blue/gold June 20 1967 E's to remain at Jolimont and mannned by ERD drivers until hump built All of the E's were built by the Victorian Railways at Newport Workshops Friday 30 December 2005: In 1923 two electric locomotives were placed into service. The locomotives were for goods train service within the new electrified suburban network. The units were steeple cab types, numbered 1100 and 1101. Whilst the locomotives never had class plates, they were given the class 'E' in correspondence and drawings. The '1000' number and the lack of class plates may have been because of the existing steam engine class 'E' then in service. The Chief Mechanical Engineer approved construction of the two locomotives in Feb 1922. Drawings for the 'Electric Loco Class E' were received at Newport Workshops during August 1922. In 1928/1929, ten more E class locos were built numbered 1102 - 1111. These were of the box cab style. It would appear that twelve units were to be built. An axle diagram of the era shows the wording "Elec Loco 1102 - 1113". Units 1100 and 1101 were slightly damaged in a runaway train accident at Fairfield about 1954. By a stroke of bad luck, the crew left the engines to attend to a burst hose pipe along the train which was approaching the Paper Mill siding. Unfortunately, the traction controller was left in the 'ON' position, disabled by the reduction in brake pressure. Immediately the broken hosepipe was fixed, the pressure was restored, power returned to the traction motors and the train powered down to the buffers at the siding, unattended. Both units were scrapped in 1955. The crew informed the author that the damage was insufficient to cause scrapping. Later VR publications showed that the locomotives were scrapped as unsuitable for autocoupler conversion. These engines were commonly referred to as "Black Loco's" by crews, until painted in royal blue/yellow scheme from the mid 1960's. First unit painted blue/gold was E1111 on 13/11/1965. In later years the units were also nicknamed 'Electric chairs'. Photographs of the boxcab engines show them fitted with steam locomotive dual couplers. The buffer attachment was unusual in that the buffer was placed with a 2" ( 50mm ) offset downwards from the original headstock placement. It appears that in the autocoupler conversion the underframe was lifted about 50mm to achieve sufficient clearance of the running gear motors. With the underframe lifted, the buffers would be required to be lowered by the same amount. Photographs of E's in the 1950's show buffers attached tp straight extensions. The first of the boxcab units were scrapped in 1981. Melbourne's electrification had been in service for about 10 years when it was decided to build 2 small electric locos (1100 & 1101) of a "steeple cab" design for suburban goods service. Five years later a further 10 electric locos (1102 - 1111) were constructed to a "box cab" design. These locos shared much mechanical and electrical equipment with Tait suburban trains. 1922 VR correspondence refers to the class a "E class" it appears that until 1955 they were simply known as "Electric Locos" with the introduction of the L class electrics they were classed as "E class" The E's were quite a significant loco in that they were the first locomotive VR ever built that wasn't a steam loco. Feb 3 1955 application of letter "E" Jan 12 1955 approval given to remove trip gear April 12 1965 approval to be painted blue/gold June 20 1967 E's to remain at Jolimont and mannned by ERD drivers until hump built All of the E's were built by the Victorian Railways at Newport Workshops

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]]> Fri Dec 30 2005 DL Class Locomotives http://downbythetracks.fotopic.net/c810768.html DL Class Locomotives Friday 30 December 2005: DL Class Locomotives

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]]> Fri Dec 30 2005 CL Class Locomotives http://downbythetracks.fotopic.net/c810762.html The CLP's were Rebuilt from the CL class, were used on passenger trains. Fitted with HEP while the CLF's were Rebuilt from the CL class and were for freight use. Friday 30 December 2005: The CLP's were Rebuilt from the CL class, were used on passenger trains. Fitted with HEP while the CLF's were Rebuilt from the CL class and were for freight use.

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]]> Fri Dec 30 2005 C Class Locomotives http://downbythetracks.fotopic.net/c810759.html The 10 C class were the last locos delivered in VR's classic blue and gold color scheme, they were also VR's first turbocharged locos. Mechanically they were an SD40 (not SD40-2) When introduced their weight meant that they were very restricted as to the lines they could run over. C 501 - 504 were put on the SG running between Melbourne and Albury,C 505 - 510 were kept on BG and ran Melbourne to Serviceton interstate express freights. On 3/8/1979 C 505 and C 506 operated a freight all the way from Melbourne to Adelaide thus ushering in through working of locos between Victoria and South Australia. Upon the formation of National Rail all of the C class were transfered to National Rail (1995) where they ran for a little while before they were removed from traffic due to the arrival of the NR class locos. 2 C's (505 & 508) were later re-issued to traffic as NR shunters in Melbourne Over the years the C's underwent many external and internal changes including: extra handrail near turbo on firemans side radio equipped stickers and aerials widened coupler pocket Brakepipe and Main reservoir pipe bifuricated Fixed jumper cables Full width handrails on short end Airconditioned Long end wipers Staff exchanger removal Harmon fuel saver devices fitted All C class were built at Clyde's Rosewater S.A, plant The Victorian Railways purchased ten 3300hp units for interstate freight train traffic. The units were based on the EMD SD40 design but much lighter at 130 tons. The units were placed into service between 1977 and 1978. Because of their weight they ran at reduced speed and were restricted to certain lines, mainly North East standard gauge and the Melbourne - Adelaide corridor. Class numbers were 501 - 510 Friday 30 December 2005: The 10 C class were the last locos delivered in VR's classic blue and gold color scheme, they were also VR's first turbocharged locos. Mechanically they were an SD40 (not SD40-2) When introduced their weight meant that they were very restricted as to the lines they could run over. C 501 - 504 were put on the SG running between Melbourne and Albury,C 505 - 510 were kept on BG and ran Melbourne to Serviceton interstate express freights. On 3/8/1979 C 505 and C 506 operated a freight all the way from Melbourne to Adelaide thus ushering in through working of locos between Victoria and South Australia. Upon the formation of National Rail all of the C class were transfered to National Rail (1995) where they ran for a little while before they were removed from traffic due to the arrival of the NR class locos. 2 C's (505 & 508) were later re-issued to traffic as NR shunters in Melbourne Over the years the C's underwent many external and internal changes including: extra handrail near turbo on firemans side radio equipped stickers and aerials widened coupler pocket Brakepipe and Main reservoir pipe bifuricated Fixed jumper cables Full width handrails on short end Airconditioned Long end wipers Staff exchanger removal Harmon fuel saver devices fitted All C class were built at Clyde's Rosewater S.A, plant The Victorian Railways purchased ten 3300hp units for interstate freight train traffic. The units were based on the EMD SD40 design but much lighter at 130 tons. The units were placed into service between 1977 and 1978. Because of their weight they ran at reduced speed and were restricted to certain lines, mainly North East standard gauge and the Melbourne - Adelaide corridor. Class numbers were 501 - 510

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]]> Fri Dec 30 2005 BL Class Locomotives http://downbythetracks.fotopic.net/c810755.html Built for interstate goods train services and have operated on both BG and SG. 4 are in Melbourne on BG for the operation of the Melbourne - Long Island steel trains. Friday 30 December 2005: Built for interstate goods train services and have operated on both BG and SG. 4 are in Melbourne on BG for the operation of the Melbourne - Long Island steel trains.

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]]> Fri Dec 30 2005 B Class Locomotives http://downbythetracks.fotopic.net/c810752.html The B class were the first mainline diesel-electric locomotives in Victoria, and were initially used on the main passenger and freight services, before moving out to other areas. They remained in service right up into the late 80's and early 90's. In the mid-80's, half the class were rebuilt as the A class, and more recently, others were sold to the West Coast Railway. The B class are the second of West Coast's classes to be put into service, and are now the oldest commercially operating locos in Victoria (if you exclude the A's). In 2002, B61 celebrated it's 50th birthday. These locomotives were introduced to service in 1952/53. They are basically an EMD F3 unit but with a cab each end and C-C trucks. The loco numbers were B 60 - B 85. They ran mainline trains of all types. Many of them ran to over 1,000,000 miles in service. In the mid 1980's, eleven units were rebuilt to 2300hp and reclassed _A__ with the same numbers retained. B80 has undergone restoration, including a 'Murraylander' livery, similar to Union Pacific's (and been converted to standard gauge). This loco has already been loaned to other operators to help with motive power shortages. Thier aging underframes saw them requiring inspections, and thus also saw the end of their time with West Coast. As a result, most went on to CFCLA. Following West Coast's ceasing operations in 2004, most of the B class was sold to CFCLA to be refurbished and returned to service VR's first mainline diesel, the B class were seen all over the state and in every type of service, only the lightest branchlines could not handle them. For most of their lives they were utilised to the max. resulting in very high mileages being run in a very short space of time. (By December 1954 they were averaging 2,630 miles per week) Until the late 70's they were the only locos used on Bendigo passenger trains. They ran in "jet" service (Adelaide interstate freights) until the late 70's and were also common power on The Overland. They never ran on the Standard Gauge except for a few weeks in 1975 when B 60 was put on the SG to celebrate the 100th anniversary of the birth of Harold Clapp. In many ways they were VR's best known and best loved diesel loco. Even now a few are still in service for new operators. All of the B's were built at Clyde's Granville N.S.W. plant Friday 30 December 2005: The B class were the first mainline diesel-electric locomotives in Victoria, and were initially used on the main passenger and freight services, before moving out to other areas. They remained in service right up into the late 80's and early 90's. In the mid-80's, half the class were rebuilt as the A class, and more recently, others were sold to the West Coast Railway. The B class are the second of West Coast's classes to be put into service, and are now the oldest commercially operating locos in Victoria (if you exclude the A's). In 2002, B61 celebrated it's 50th birthday. These locomotives were introduced to service in 1952/53. They are basically an EMD F3 unit but with a cab each end and C-C trucks. The loco numbers were B 60 - B 85. They ran mainline trains of all types. Many of them ran to over 1,000,000 miles in service. In the mid 1980's, eleven units were rebuilt to 2300hp and reclassed _A__ with the same numbers retained. B80 has undergone restoration, including a 'Murraylander' livery, similar to Union Pacific's (and been converted to standard gauge). This loco has already been loaned to other operators to help with motive power shortages. Thier aging underframes saw them requiring inspections, and thus also saw the end of their time with West Coast. As a result, most went on to CFCLA. Following West Coast's ceasing operations in 2004, most of the B class was sold to CFCLA to be refurbished and returned to service VR's first mainline diesel, the B class were seen all over the state and in every type of service, only the lightest branchlines could not handle them. For most of their lives they were utilised to the max. resulting in very high mileages being run in a very short space of time. (By December 1954 they were averaging 2,630 miles per week) Until the late 70's they were the only locos used on Bendigo passenger trains. They ran in "jet" service (Adelaide interstate freights) until the late 70's and were also common power on The Overland. They never ran on the Standard Gauge except for a few weeks in 1975 when B 60 was put on the SG to celebrate the 100th anniversary of the birth of Harold Clapp. In many ways they were VR's best known and best loved diesel loco. Even now a few are still in service for new operators. All of the B's were built at Clyde's Granville N.S.W. plant

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]]> Fri Dec 30 2005 AN Class Locomotives http://downbythetracks.fotopic.net/c810750.html AN Class Locomotives Friday 30 December 2005: AN Class Locomotives

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]]> Fri Dec 30 2005 A Class Locomotives http://downbythetracks.fotopic.net/c810748.html The A class were initially used for "Intercity" passenger services within Victoria. In this service, they operated at speeds up towards 125 km/h. Later, they were also used for freight services. Despite their 40-45 year age, they remain in service. A66 was the only V/Line loco to be painted in a special livery for the Bicentenary in 1988, and later appeared in another livery promoting Melbourne's unsuccessful bid for the 1996 Olympic Games. All of Freight Australia's A class (except A79) have now been fitted with the "Q-Trac" control system, intended to boost tractive effort. A85 was also temporarily placed on standard gauge recently as part of publicity for V544; it has now returned to broad gauge A project was commenced to rebuild the aging _B__ class locomotives. From 1983, eleven units were transferred to the Rosewater, South Australia plant of Clyde for rebuilding. The units were heavily modified and fitted with 2300hp V12 turbo engines. Their principal duty was for passenger trains though from the late 1980's the units were rostered for freights as required. One unit was fitted with high speed gears capable of 160km/hr speed tests. Unit numbers were: 60, 62, 66, 70, 71, 73, 77, 78, 79, 81, 85. A 66 was painted in the Australian Bicentennial colours in 1988. In 1990 the unit was painted in Olympic Games colour scheme as part of the Melbourne Olympic Games bid for 1996. Friday 30 December 2005: The A class were initially used for "Intercity" passenger services within Victoria. In this service, they operated at speeds up towards 125 km/h. Later, they were also used for freight services. Despite their 40-45 year age, they remain in service. A66 was the only V/Line loco to be painted in a special livery for the Bicentenary in 1988, and later appeared in another livery promoting Melbourne's unsuccessful bid for the 1996 Olympic Games. All of Freight Australia's A class (except A79) have now been fitted with the "Q-Trac" control system, intended to boost tractive effort. A85 was also temporarily placed on standard gauge recently as part of publicity for V544; it has now returned to broad gauge A project was commenced to rebuild the aging _B__ class locomotives. From 1983, eleven units were transferred to the Rosewater, South Australia plant of Clyde for rebuilding. The units were heavily modified and fitted with 2300hp V12 turbo engines. Their principal duty was for passenger trains though from the late 1980's the units were rostered for freights as required. One unit was fitted with high speed gears capable of 160km/hr speed tests. Unit numbers were: 60, 62, 66, 70, 71, 73, 77, 78, 79, 81, 85. A 66 was painted in the Australian Bicentennial colours in 1988. In 1990 the unit was painted in Olympic Games colour scheme as part of the Melbourne Olympic Games bid for 1996.

Published in Down By The Tracks

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