TGR X class
From Wikipedia, the free encyclopedia
 X20 on a preserved line in Victoria in 1994. |
|
| Power type | Diesel-electric |
|---|---|
| Builder |  English Electric |
| Serial number | 1796–1805 (VF D88–D97); 1811–1820 (VF D105–D114); 1821–1832 |
| Build date | 1950–1953 |
| UIC classification | Bo-Bo |
| Gauge | 1,067 mm (3 ft 6 in) |
| Length | 10.3 m (34 ft) |
| Axle load | 14.5 t (32,000 lb) |
| Locomotive weight | 58 t (130,000 lb) |
| Prime mover | English Electric 6SRKT Mark I |
| Cylinders | in-line 6 |
| Cylinder size | 254×305 mm (10×12 in) |
| Top speed | 88 km/h (55 mph) |
| Power output | 492 kW (660 hp) at 750 rpm |
| Tractive effort | 54 kN (12,000 lbf) |
| Train brakes | Vacuum |
| Career | Tasmanian Government Railways |
| Class | X |
| Number in class | 32 |
| Number | X1–X32 |
| Preserved | 7 |
The Tasmanian Government Railways X Class locomotive was the first class of diesel-electric locomotives to enter main line service on a Government-owned railway in Australia, in Tasmania. The first 20 units of this class were manufactured by the Vulcan Foundry under contract for English Electric, but the last twelve were manufactured at EE's Dick Kerr, works, making a total of 32 units, manufactured between 1950 and 1953. The first unit entered service on the Tasmanian Government Railways (TGR) on the 30th of September, 1950. The TGR was the only system to use this class, though the New Zealand Railways DE class were very similar, and entered service around the same time.
Contents |
[edit] History
The X Class were the first locomotives in Australia to have a multi-unit capacity, that is, up to three of these engines could be coupled together, and be driven by only one crew in the leading locomotive. This feature was not confined to this class alone - the X Class could be operated in multiple with the later Y Class as well. By the time the X class was removed from service, trains of three or four engines were common. However, only three units of the X or Y Classes could be used together - if more than three were needed, an extra crew needed to drive the fourth engine.
No members of the class were named, though X16 carried the plate 'Festival of Britain' on the cab sides. This is because X16 was exhibited at the Festival of Britain in 1952 as part of the locomotive displays. Though the engine had not yet been delivered, and very few Tasmanians knew the reason for these explanatory plates, they were retained on the loco throughout its working life.
Primarily designed for branch line and shunting services, the X class proved very successful on main line heavy goods duties as well. Their light axle loading made it possible for them to work on a wide variety of lines, and for many years after their introduction the X Class were the dominant freight-hauler on Tasmanian railways. They were also used on passenger trains as well. For some years after 1955 the Tasman Limited, Tasmania's prestige passenger train, was hauled exclusively by X class locomotives. Indeed X20, X16, X29 and X17 had the special privilege of hauling the last Tasman Limited from Hobart to Wynyard, on the 28th of July, 1978. This was the very last regular passenger service to operate in Tasmania, and so the X Class proved to be the last regular passenger-haulers in Government service on Tasmanian railways.
The X-class were 'hood' locomotives, by which is meant the engine and generator were at one end of the locomotive under a long hood or bonnet, with the drivers cabin at the other end. The hood had shutters along the sides which allowed access for repair and maintenance. This arrangement made for excellent forward visibility when running cab-end first, but in reverse, the long hood severely restricted vision. For this reason, the engines were usually driven with the cab-end leading. The cab was broad and flat, and made the class very odd-looking, with some commenting that they looked more like bricks than locomotives.
[edit] Mechanical issues
While the general design was very successful, some problems surfaced in the early 1960s with overheating while working with the newer Y Class, which were more powerful but slower. When running with the Y Class at low speed, hauling a heavy load, the X Class engines would overheat as they were not designed for prolonged running at low revs under load. As a result, between 1961 and 1970, five units of this class (X9, X12, X14, X22 and X28) were modified to the 'XA Class'; renumbered XA1 to XA5 in order. This modification entailed special alterations to the traction motors and gearboxes, making them especially suitable for low-speed heavy operations, usually in multiple with the 'Y' class engines.
Apart from the modification to XA class, the fitting of new auto couplers along with retractable buffers to most units, and the addition of side ladders and roof handrails to all units, starting from 1956, most X class units were in substantially similar condition when withdrawn as when they were built, apart from changes in livery (see below).
Some units had sliding windows installed as a result of complaints from the crews that the engines were uncomfortable to operate in summer. In addition, some units were constructed with eight sandboxes, but others had only four. The reason for this variation is not known.
X16 seemed to lack roof handrails over the cab area fairly late, although the reason is not clear. One of the XAs had a metal bar welded just underneath the cab windows across the full width of the cab. Again the reason for this modification is not clear.
[edit] Livery
When built all units of this class were painted dark green, but with this colour they tended to blend into the countryside, resulting in several accidents at level crossings. To enhance visibility, some units of the class had broad cream bands or an orange chevron painted on the front and back. Later on all units were painted red and cream to conform with the standard TGR livery, which they carried throughout the 1960s. In the early 1970s the red and cream TGR livery was replaced with the newer red, black and yellow 'Tiger Stripes' colour scheme, also for the TGR. X18 was the first X in the tiger stripe scheme, being painted at Launceston while being repaired after the Emu River derailment in 1970.
When operational control of Tasmanian rail lines was passed to Australian National Railways (ANR) in March 1978, most units retained their old yellow livery, but the letters 'TGR', previously painted on the locos sides in the form of a red stylised logo, were replaced with 'ANR' in slanted black lettering.
[edit] Retirement and preservation
Since their construction the X and Xa classes had been dominant on freight haulage, often working in multiple with members of the Y Class. However, from 1980 ANR TasRail took delivery of 20 second-hand 830-Class diesel-electric engines transferred from South Australia. This gradually removed any need to maintain the aged X and Xa class engines, which were then withdrawn from service. The first class member to be withdrawn was X2 which was removed from service in December 1980, and by 1988, all remaining members of the X and Xa classes had been withdrawn.
It was not considered cost-efficient to convert any of the Xs or XAs to air-brake and they retained their vacuum brakes to the end.
Units were withdrawn as they came up for major overhauls, with early candidates for withdrawal often being units which had not been fitted with auto couplers and retractable buffers, X2 being an example.
Strangely, right at the end of their working lives, four members of the class (X4, X20, X21 and X26) received cosmetic overhauls in the form of the new green and yellow AN livery, though they did not remain in service for very long afterwards. X4 still carries this paint scheme today, in preservation.
Some units seemed to be in fairly good condition even at the end of their working lives, with X10 and X18 being regularly rostered on the Boyer paper train, which turned in some 50mph plus performances running through Hobart's northern suburbs, even in 1988. A fitting swansong.
Of the 32 units originally constructed, seven have been preserved operational, but the others have been scrapped. The surviving operable units are often used to haul enthusiasts' excursions. The survivors are X1, the class leader, at the Tasmanian Transport Museum in Hobart, X3 and X20 at the Bellarine Peninsula Railway, Victoria, X4 at the Don River Railway, and X10, X18 and X30 at the Derwent Valley Railway.
