| NC class | |
|---|---|
| NC1 on a work train near Orroroo SA 1996 | |
| Power type | Diesel-hydraulic |
| Builder | Clyde Engineering |
| Serial number | 56-94 and 56-95 |
| Model | DH1-110 |
| Build date | 1956 |
| Total produced | 2 |
| Configuration | Co |
| Gauge | 1067mm |
| Length | 7.67m |
| Prime mover | GM 6/110 |
| Cylinders | 6 |
| Power output | 76kn/250hp |
NC class locomotives were originally built for the Lakewood Firewood Company Pty Ltd and were last used in commercial service by the Commonwealth Railways and Australian National.
Contents |
Clyde Engineering advertised the DH series as a light purpose shunt and mainline locomotive, mainly for light railways and sugar cane service. The design allowed for multiple unit operation, the installation of dynamic brakes and a combination of air and vacuum braking systems[1]. Similar, though smaller versions were being built by Clyde. These were the DH1-71 series and totaled 33.[2]
A single GM 6-110 two stroke diesel engine provided power through an Allison CRT5630 hydraulic transmission to mechanically coupled wheels.
Cabs consisted of two control consoles - both facing the same direction. Maximum design speed was 35mph (~60km/h)
The Lakewood Firewood Company Pty Ltd (LFC) provided timber to the various mines in the "Golden Mile" region of Kalgoorlie, Western Australia. Its operations extended to the south and east of Kalgoorlie. This area covered from Kalgoorlie to Lake Lefroy and the Eyre Highway[3].
At the time of ordering, the LFC were using an aging fleet of small steam locomotives. But by the time the locomotives were delivered, the company were in the middle of a rapid decline for demand for wood as mines closed or switched power sources.
By the time they were delivered, traffic on the LFC network had fallen from two trains a day, to two trains a week. Their introduction led to the end of steam operations on the railway, although they were unpopular with crews "only because they were die-hard steam men"[3]. By 1962, the company employed less than 50 people, a far cry from the 550 employed at its peak.
The last train ran on December 1964, to clean up the system. All of its rollingstock, except the two diesels, were scrapped.
Commonwealth Railways purchased the two locomotives in 1965. LFC1 - now NC1 - spent time in Port Augusta workshops where her braking systems were modified for the Westinghouse air brake systems, the modified air intake system was removed, and her livery changed to the CR paint scheme of the day.
It is unclear if the class were fitted with multiple unit control systems during manufacture, or during the work that CR undertook on their arrival at Port Augusta (One source has suggested with was done in Port Augusta[4], as serious consideration was given by the CR to run the locomotives on the Hawker Line - then being worked by locomotives hired from the South Australian Railways.
It appears that NC1 was modified, and NC2 was left.
However, NC1 was shipped north to Darwin in November 1966, where it was employed as yard shunter. It returned south in 1972[5].
NC2 was used as yard shunter in Port Augusta, South Australia until 1970, until NB30 - a CR built shunter - returned from her duties on the Hawker line. Subsequently, NC1 replaced NB30 as Yard Shunter in 1972, with NC2 being used as a source of spare parts.
By 1982, NC1 had become more or less obsolete. The need to maintain a narrow gauge yard shunter at Port Augusta had diminished with the closure of the Central Australia Railway in 1980.
In July 1982, NC2 was sold to Pichi Richi Railway[6], and in 1985, NC1 was transferred to the now defunct Steamtown.
NC1
NC1 remained in Port Augusta until 1985. Australian National approached Steamtown to gauge availability of a number of tanker cars that had been collected in Peterborough. At the time, AN was handling increasing quantities of Mereenie Crude oil. A deal was struck wherein Steamtown was to swap its tanker cars for NC1. NC1 arrived in Peterborough on 15 April 1985 [7]
NC1 went on to be the pivotal engine for the organisation. She hauled a number of passenger trains when steam was not available, was often seen running work trains on the line, and when not hauling passenger trains, she provided back up power and braking capacity.
Whilst assisting with the recovery of W901, which had derailed in Eurelia Yard in early 1988, the "rear drive assembly" seized, and required major work. This was reported as being completed by mid 1991[8][9]
Steamtown initially painted the locomotive in the "Invisible Green" scheme associated with the Peterborough Division, but in 1998, she was repainted in CR colours[10]
Without the availability of this locomotive, it would have been unlikely that Steamtown survived as long as it did.
The locomotive is today part of the Steamtown Heritage Rail Centre in Peterborough. It has been suggested that with some minor work, the locomotive would still be operable[11]
NC2
After its purchase in 1982, NC2 was railed to Stirling North and transferred to Quorn via the railway through the Pichi Richi Pass, arriving in Quorn in July.
She was stripped of her motor and other mechanical devices, and "child-proofed". She was repainted in LFC colours and in November of that year, was trucked to Port Lincoln, SA, where she replaced Yx141 as a playground fixture in Hermitage Park[12].
Despite being described as a "public toilet" [13],NC2 remains in Port Lincoln. During 2008, the Council undertook work to enclose the cab and to tidy the hulk for child safety purposes.
There is no record that either locomotive has been involved in a major accident
| Locomotive | Entered service | Owner | Status |
| LFC1 - NC1 | 1956 | District Council of Peterborough | In Store "Steamtown" precint |
| LFC2 - NC2 | 1956 | City of Port Lincoln | Displayed - Hermitage Park Port Lincoln |
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