Just over a year ago, Sir W. G. Armstrong-Whitworth & Co. (Engineers) Ltd., received an order from the Western Australian Government Railways for the chassis and power equipments for six railcars, and a complete body for one of them; in addition, five sets of metallic fittings, body framing windows, seats and insulation were ordered for installation in the remaining bodies, which were to be built in Australia. These six railcars have now been shipped, and a spare engine-generator set has been sent out. The cars were built to the requirements of Mr. J. W. R. Broadfoot, the Chief Mechanical Engineer of the Western Australian Government Railways, and the single body shipped from England was built by Park Royal Coachworks Limited.      Designed for operation on 3 ft. 6 in. gauge lines, the cars seat 40 passengers, and have a small amount of luggage space in addition to two lavatories. There is a driving compartment at each end, and trailer haulage is possible. Standard centre couplers are fitted. Special trailers of light construction are being built in Australia.

Reprinted from Diesel Railway Traction, 16 April, 1937

     Train services over the £12 million Albury-Melbourne standard gauge line commenced on January 2 giving the first through inter-capital rail service without break of gauge.
     Departure of the first train to use the line from Albury at 3.52 a.m. on Wednesday, January 3 (having left Sydney's Alexandria freight terminal at 3.25 p.m. the previous day) marked the successful completion of the first phase of the Wentworth Plan recommended in 1956 by a select committee of Commonwealth Government Members and headed by Mr. W. C. Wentworth, M.P., to give a standard gauge rail link between all mainland capital cities.
     The new track is open only for freight operations and further work is required still before passenger services will commence in April.
     Tasks remaining to be completed include installation of CTC signalling, laying-in of some crossing loops, finalisation of freight handling facilities and train servicing equipment at Dynon, construction of flyover and trackage between Dynon and Spencer St.
     The Victorian Railways' new passenger terminal building at Spencer Street is not scheduled for completion until September this year.
     Other work associated with the standard gauge project in NSW includes platform lengthening work at Sydney Terminal, enlargement of interstate freight handling facilities at Alexandria and Cooks River and construction of a passenger train servicing depot at Eveleigh.      First trains to use the new line were four fast freights which departed from Alexandria at seven-minute intervals between 3.25 p.m. and 3.47 p.m on January 2. The first two carried general freight in louvred vans and containers mounted on flatcars and open wagons. The third was a 'Tinplate Express' originating from Port Kembla steelworks and the fourth carried steel products, also from Port Kembla.
     The trains were farewelled from Alexandria at a special function attended by over 500 people including politicians, Government executives and departmental officials and representatives of the press, radio, TV and newsreels.
     A similar function with a threefold purpose was held at Melbourne next day to welcome the first southbound trains, farewell the first northbound departure and officially open the new Dynon freight terminal.
     Commencement of standard gauge Sydney-Melbourne rail services evoked tremendous public interest generated by excellent publicity campaigns conducted by both the VR and NSWGR. Large crowds of onlookers and amateur photographers viewed and recorded the first trains on their history-making runs.
     The first northbound departure from Dynon was made at 11.45 a.m. on January 3 and a later train left at 10.00 p.m. Special schedules were operated on the first two days to conform to the opening arrangements. Normal timetables came into force from January 4.
     Passenger services on the line will commence on April 16 following an inaugurated banquet to be held in Sydney on April 12. Two sleeping car trains will operate to Melbourne the same night carrying invited guests.

Reprinted from Railway Transportation, February, 1962

     I was a driver on that line 1906 to 1909. Previously I had been a driver on the Glebe Point line. It was quite a change leaving a swell suburb like Glebe Point for a suburb like Botany. However, the change was quite voluntary and my utmost desire. Botany had its joys as well as its sorrows.
     The line had not long been changed over from steam to electric traction. The cars consisted of the (then new) combination type, seating fifty persons. Seats for four passengers were provided in the front near the driver. No glass fronts in those days, and needless to say there were many times when one had no companions in the front. The air for the brake was supplied by a compressor fixed to the axle. When in slow traffic the air pressure would be low, and that meant using the hand brake. After leaving Waterloo terminus one would have an open run of five miles over flat open country. The stops were few and far between, and mostly conditional. Our greatest trouble was the sea of mud in wet weather, and the desert of sand and dust with a good proportion of horse manure in the dry weather. The wool wagons were another source of annoyance. The drivers of horse-drawn wagons were all good fellows, but they would be afraid to leave the tram line for fear of getting bogged. We would give them every opportunity to pick a good spot so to let us pass. The wagons usually had six beautiful horses to draw about eight tons of wool skins fresh from Glebe Island.
     Now a little about the smells — we knew them all. The boiling down on Sewer Road had a distinct aroma from the Glue works. Then the Horsehair works at Hollingshed Street had a smell quite different from the Fellmongering works. We used to feel sorry for the passenger who was taking his first trip. A tourist car used to run in those days to La Perouse via Botany and return via Long Bay and Kensington. For what the passengers suffered on the Botany line they were fully compensated on the return trip through beautiful country. A close mate of mine often recalls the Sunday afternoon when the late Bland Holt and his wife rode on the front of the tram for a trip to Botany. He said he had a very pleasant conversation with them until the odour changed the talk. He advised them to return via La Perouse. The Botany of today is quite another picture or place. Beautiful roads and buildings and well-kept parks.
     The picking-up place for the staff was Number Five Foveaux Street, near Toohey's Brewery. It was said that the proprietor of the Brewery gave instructions to his staff that all the men in uniform working on the Botany line were to be provided with free beer. All I know is that this order was well and truly carried out — to the letter. A barrel was mounted on a stand inside the malt-house not far from the entrance door. The attendant would give each man a large pint glass mug of sparkling ale drawn straight from the wood — just for the asking, provided the man appeared in uniform and was, working on the Botany line. He would be a tough chap who would not take the advantage after working an A.M. shift on Botany. The system was discontinued some time after I had left. The men used to come from near and far, and on their days off. Like everything else in the way of a gift — they killed the goose that was laying the beautiful eggs. I have lost touch with most of the staff of those days. Probably most of them have crossed the great divide.
     We seldom had any trouble with the passengers for they were mostly poor but honest. We carried a good proportion of Chinamen. They were also good customers and gave no trouble. We knew where we had to stop to let them off. The staff that worked the two first trams from Botany in the morning and the two last back at night lived close handy to the terminus. The shed was alongside at the Bay. Bill Bishop, Russ Brown and Cocky Simpson were three of the four drivers. I cannot just now recall the other man. There were also four Conductors. Peakman and Bill Doak were two of them. Charlie Matthews was my Conductor. He is still on deck, I believe. He will be well into the seventies now. Sweet memories of those good fellows whom we knew in the long ago form one of God's greatest gifts to humanity.

Reprinted from The Retired Rail and Tramwayman, June, 1948

     The last of the American high-speed diesel trains ordered in 1934, the two three-car sets of the Gulf, Mobile & Northern Railroad, have been completed, and are now running in day and night service between New Orleans and Jackson, Tenn. The distance of 488 miles is scheduled to be covered in 12 hr. inclusive of a maximum of 39 intermediate stops. The two trains are each composed of three close-coupled but separate vehicles, but a seventh car (a day coach) has been delivered, and this is marshalled into the train for the 186-mile daylight run between New Orleans and Jackson, Miss., in each direction.
     Known as The Rebel, each three-car set comprises a power-plus-baggage car, a buffet car, and a sleeper-observation car, the capacity being 56 white and 24 coloured passengers in addition to 12 sleeping berths. These three vestibuled non-articulated cars weigh a total of 162 English tons, of which the power car accounts for 78 Engl. tons. The seventh car, added for the daylight runs, tares 42.2 Engl. tons, and seats 47 white and 24 coloured passengers. The length over the four-car train is 302 ft., and 75 ft. 10 in. less with the three-car set. The vestibules are of a specially wide type and have in addition a false cover corresponding to the sides and roof in order to preserve the smooth outline of the cars and eliminate eddy currents when the train is in motion.

The observation lounge seating 18 passengers on The Rebel, the new diesel train on the Gulf, Mobile & Northern Railroad

     Entrance to the cars is gained through a single sliding door in each side which is operated in conjunction with trap-door steps which fold up inside the car when the door is closed.
     Air conditioning is applied throughout the train, and the apparatus includes the requisite a.c. and d.c. motors mounted beneath the cars. Separate evaporator units are installed for each compartment in all cars. A double blower driven by a one-third h.p. motor is placed between the evaporator and the beginning of the ceiling duct, to which the blower housings are directly connected. Fresh air is admitted through louvres near the bottom of the side doors and passes to the two evaporator units through grilles in the sides of the ceiling. To ensure thorough ventilation of the lower berths at night, the sleeping car is equipped with two return air ducts placed one along each side of the fresh air duct above the ceiling. In each of these ducts is an electrically-driven fan, and they are connected by branch ducts passing down through the bulk-heads between the berth sections, and opening into each berth through a grille. Another duct in each bulkhead leads from just above the floor to a grille opening on the opposite side of the bulkhead from that connected with the suction duct, and thus at night when the berths are occupied the air is steadily exhausted from each berth and fresh air supplied near the floor.
     Heating of the train is effected by steam supplied by an automatically oil-fired boiler with a capacity of 500 lb. an hour. The water is not condensed and reclaimed, and as a result two 300 U.S. gal. water tanks are fitted in the front end of the baggage compartment to provide the boiler feed water. The heat is applied both through the air conditioning apparatus and through radiators at the bottom of the side panels. Electric lighting on a combination of the direct and indirect systems is used, and current is supplied from a 262 amp. hr. Exide Ironclad battery which also is responsible for the current used in the buffet car and for the engine starting and control circuits. Two smaller batteries solely for lighting are fitted to two of the cars.
     Cor-Ten steel is the principal material used in the framework of the cars and is made up largely of pressings and rolled sections welded together. The side posts consist of channel and angle sections, mostly 6¾ in. wide over the webs and built up by spot welding, and to these are secured the side sheets. The carlines are channel pressings with the web vertical; the roof sheets are spot welded to the carlines and side plates and at the lower edge are welded to the side panels to form an unbroken exterior surface from the bottom of the skirting on one side, over the top and down to the corresponding point on the other.
     The trucks are of normal equalised pattern with cast steel side frames and bolsters, those of the power car being of alloy steel. The driving truck, with two 275 h.p. Westinghouse nose-suspended traction motors, is located at the inner end of the power car, and has 36-in. wheels spread over a base of 8 ft.; it runs on Timken roller bearings. This driving truck weighs 17,600 lb. plus 12,800 lb. total for the two self-ventilated motors; the leading carrying truck scales 16,300 lb. and is similar as regards wheels, wheelbase, and axleboxes to the driving truck. The carrying trucks under the other cars are also fitted with Timken roller bearings and have 33-in. wheels spread over a base of 7 ft.; they scale 12,000 lb. each, and are liberally supplied with insulation to prevent the transmission of noise and movement to the car interiors.
     All the wheels are fitted with Simplex clasp brakes operated by the New York Air Brake Company's electro-pneumatic brake with self-lapping action and dead-man handle control. Both straight and automatic applications can be made, and control of the braking ratio can be obtained in emergency applications. The maximum designed braking ratios are 169 per cent. for the leading truck, 197 per cent. for the driving truck and 200 per cent. for the trucks of the second and third cars; for the sleeping-observation car the ratios are 185 per cent. for the inner truck and 165 per cent. for the trailing truck.

Reprinted from Diesel Railway Traction, 9 August, 1935

     An interesting type of highway crossing protection designed to retard the speed of automobiles when approaching railway tracks, has been installed recently on the Eastern division of the Chicago & North Western about two miles west of Meadow Grove, Neb. This consists of the construction of a mound of stone in a conspicuous position in the center of the highway 100 ft. on each side, or 50 ft. beyond the limits of the right-of-way. Being located in the center of the highway these mounds are in the most conspicuous position possible. Automobile drivers are made aware of the fact that they are approaching a railroad crossing and must put forth physical effort to retard fast moving cars and steer them around the mound. If they then find a train approaching they still have nearly 100 ft. in which to stop, which distance is sufficient for speeds up to 30 to 35 miles per hour. This type of "retard" avoids the objection to the "humps" on account of the danger of damaging automobiles, whose drivers might not know of their presence and who might overlook or disregard the advance warning signs. In this instance the county did the grading and the railway furnished the signs and the riprap.

Reprinted from Railway Age, 15 July, 1922

     The twin-unit articulated train illustrated above is one of three delivered recently by Renault to the P.O.-Midi Railway for operation on the line through the Massif Central between Bordeaux and Clermont-Ferrand. This 248-mile journey, with frequent grades, is covered, all stops included, in 6 hr. 39 min. These trains have been developed from the 500/530 b.h.p. Renault twin sets supplied to the Etat and P.L.M. systems in 1934 and 1935, but the power of each of the two engines has been increased to 300 b.h.p. at l,500 r.p.m., and the old frontal radiators have been replaced by others on the roof. The P.O.-Midi trains have buffet-bars, and light refreshments are served on small tables erected between each pair of seats. The total seating capacity is 127, and postal, luggage and lavatory accommodation is provided.

Reprinted from Diesel Railway Traction, 9 July, 1937

     Away back in 1916, on July 19th of that year, William Clissold was as usual the Special guard on the Commissioner's Inspection train, with Percy Tinkler as 2nd guard, both good men and true, — and, in addition, a very strong bond of friendship existed between them. The Commissioner 's train was made up as follows: Commissioner's Car No. 9, then No. 8 car for the Officers and dinning car, then the Attendants' car, and on the engine the car for the Chef and Waiters. D. Class engine (Driver, Buckles). The Official Party comprised Mr. James Frazer (Chief Commissioner), Mr. E. Milne (Assist. Commissioner), Mr. Hodgson (Supt. of Lines), Mr. Kendall (Engr. Existing Lines), Mr. John Day (Goods Manager), Mr. James (Dist. Supt.), Mr. C. H. Stanger (Loco.), Mr. Williamson (Secty.), W. Clissold and P. Tinkler (Guards), Taylor and Whatley (Waiters) and Cox Taylor (Cook).
     The Commissioner had finished his inspection on the down journey, and was returning, leaving Bourke at 12.30 p.m. Mr. Milne was very much interested in the aboriginals at Bourke — and many of the different tribes had gathered at the Station to see him off. Everything was in order and running smoothly. The Officers were seated quietly at lunch, with their legs under the table — which no doubt saved them from serious injury — when at mileage 467, at 1.26 p.m., the whole train became derailed. William Clissold's story runs as follows:-
     "I was seated talking to the Chief who said, 'What about fixing up our lunch now Billy?' I answered in the affirmative for I was feeling the need of it. So I got up and walked towards the kitchen, the door was open at the other end of the attendants' car leading to the kitchen — and the door suddenly slammed in my face, as with an awful lurch the whole train ran off the rails and the door, striking me with such force, threw me on to my back on the car floor, and, after that, I knew nothing for some time, for I was down and out — if that door had not swung shut, I would not be here now to tell this story, for the two cars separated and turned over. The rest of the story in reference to the accident is for my fine mate Percy Tinkler to tell, for when I recovered consciousness much later, I could see that Percy in his quiet way was doing just what I should have been doing in every particular, protecting his train, and lending a hand to the waiters, especially to the Head waiter who was very badly injured, and they were compelled to leave him at Nyngan. Percy Tinkler makes a very fine reference to Mr. Milne — and how he acted in the capacity of a doctor, I think he was the most skillful ambulance and first-aid man that I have ever had the — I won't say, pleasure, to meet. He went in (I am told) to Mr. Frazer, and said, 'I believe Billy is done.' But Mr. Milne stuck to me, until I came round, and then Mr. Frazer came to see me and appeared quite contented when he saw the colour coming back into my face, and expressed himself in these terms: 'It surprised me to see the prompt action taken by Mr. Milne to bring him round when he felt there was still life in his body.' No doubt there was some truth in his words, for when I paid a visit to the Railway Doctor, a week after the accident — with painful injuries to my shoulder and back — the Doctor remarked, 'My good fellow, another inch-and-a-half and you would not be standing here now.'
     As William was unable to tell me any further particulars of the scene of the derailment — being quite out of the picture — he persuaded his friend Percy Tinkler — who lives at 24 Manson Road, Strathfield, to tell me what happened at the time of the derailment 30 years ago.
     It appears that heavy rain had fallen prior to the 19th July and had softened the earth on an embankment at mileage 467, and the Commissioner's train on its down journey actually damaged the line and the train, on its return on the Up journey, ran into the soft spot and was totally derailed. Fortunately the train was not travelling very fast — but the whole train was off the rails — and ran clear of the Main line down the embankment. Ex-Guard Percy Tinkler supplies his views. "There was no panic amongst the party aboard. The waiters car became detached from the other cars, throwing off the bogies and landing at an angle of 45 degrees in front of the train, the other cars telescoped and locked in each other. W. Clissold was badly injured, and we all thought he was done for. We picked him up and laid him on the bed, the sight of him I will never forget. The Commissioner and his Officers were at lunch when we went off the rails. Mr. Milne, being a first-class ambulance man ran through the cars to see who was hurt. William was lying speechless, Mr. Milne took him in hand and revived him, and then turned his attention to the waiter, A. Taylor, who had a cut on his thigh. After which he gave some attention to a bad cut on his own hand — thus showing consideration for others before himself, which is the true First-Aid spirit. It was now necessary to get news of the accident through to Sydney. The engine being derailed, Mr. Williamson and the Div. Engineer from Bathurst, walked the three miles to Byrock and wired the bad news. As the engine and tender could not be re-railed, Mr. Hodgson sent me with the Staff to Byrock for assistance, after taking the precaution to protect the train at both ends — I had travelled three-quarters of a mile when a mounted constable came along, and carried the Staff to Byrock much quicker than I could, walking. In a very short time a relief train arrived and picked up the Commissioner's party, leaving Mr. Stanger, who with the enginemen were jacking the tender on to the rails. We left Byrock at 2.30 p.m. for Sydney. Everyone from the Commissioner down expressing sorrow at William Clisold's injuries. He was the best mate ever I had, and a close friend — and I am pleased to find him now at 91 years, so active mentally and physically. It is an education to have a conversation with him on his Railway career, and adventures, and it is his good clean life that has kept him so. I hope that he may be spared for many more years. The late Inspt. Wark played an active part in preparing the Relief train, and keeping anything great from the Press — which had only a slight mention of the mishap to the Commissioner's train.'

Reprinted from The Retired Rail and Tramwayman, October, 1946

     Construction of a new standard gauge rail link between Wallangarra and Beaudesert (Qld.) via Warwick, Cunningham's Gap and Boonah would cost at least £9 to £10 million for a first class line.
     This estimate was quoted by the Chairman of the Commonwealth Government Members Rail Standardization Committee, Mr. W. C. Wentworth, M.P.. addressing a meeting of interested parties at Warwick (Qld.) recently.
     Mr. Wentworth said that the route could be fairly economical to construct as far as the Dividing Ranges but here difficulties would be met as there is no level way around them. To obtain easy grades for a first class line, a ¼ to ½ mile tunnel would be needed. However, for a second class line, grades of up to 1 in 40 would be in order.
     Mr. Wentworth said that he believed the Federal Government would provide 70 per cent. of the capital required for the line and lend the remainder to the State on a 20-year loan.
     "However," he added, "there is nothing laid down as to this type of finance but this would be similar to financing the standard gauge from Kyogle to Brisbane".
     Construction of this link would provide two standard gauge lines between Sydney and Brisbane, i.e., via the NSW North Coast and the Main North line. This would be a vital factor in the defence of the Northern part of Australia.
     It would also provide ready access from the rich pastoral areas of the NSW New England district to Brisbane. Much of the heavy wool clip from this area is going to Brisbane by road rather than to Newcastle or Sydney by rail. The NSWGR has already introduced concession rates on wool from the district and has a complete "shed to store" packaged transport deal available.
     Construction of this line will, no doubt receive strong support from the New England movement which is agitating for a break-away State to separate from NSW, taking in the whole Northern corner of the State.

Reprinted from Railway Transportation, August, 1962

NEXT WEEK THREE MINUTES TO GOSFORD OPERATION SNAIL DIESEL-WORKED SUBURBAN TRAFFIC IN SPAIN GIER'S BLOCKS FOR FASTENING AUTOMOBILES ON CARS NO SIGHTSEEING ALLOWED PASSENGERS RELIEVED BY SEMAPHORE SIGNALS STC DIESEL LOAD TRIALS