[go: nahoru, domu]
Jump to content

CPH railmotor: Difference between revisions

Add links
From Wikipedia, the free encyclopedia
Browse history interactively
← Previous editNext edit →
Content deleted Content added
VisualWikitext
Rescuing 1 sources and tagging 0 as dead. #IABot (v1.5beta)
No edit summary
(28 intermediate revisions by 23 users not shown)
Line 1: Line 1:
{{Use dmy dates|date=November 2019}}
[[File:CPH 12 railmotor at Wagga Wagga Railway Station.JPG|thumb|[[Lachlan Valley Railway]]'s CPH 12 at [[Wagga Wagga railway station|Wagga Wagga station]]]]
{{Infobox Train
⚫
The CPH (or 42 foot) railmotors were introduced by the [[New South Wales Government Railways]] in 1923 to provide feeder service on country branch lines.<ref name="Rollingstock">{{cite web|work=Cooma- Monaro Railway|title=Cooma- Monaro Railway|url=http://www.cmrailway.org.au/rolling.htm|accessdate=2007-05-05|deadurl=yes|archiveurl=https://web.archive.org/web/20070408141633/http://www.cmrailway.org.au/rolling.htm|archivedate=2007-04-08|df=}}</ref>
| background =
| name = CPH railmotor
| image = NSW CPH Rail Motor (20231001).jpg
| imagesize = 250px
| caption = CPH 1 at [[Central railway station, Sydney|Central]]
| stocktype =
| service = 1923-1985
| manufacturer = [[New South Wales Government Railways]]
| factory =
| refurbishment =
| replaced = Steam locomotives and carriages
| formation = Single unit
| fleetnumbers = CPH 1-37 (motors)<br>CTC 51-55 (trailers)
| operator = New South Wales Government Railways<br>[[Department of Railways New South Wales|Department of Railways]]<br>[[Public Transport Commission]]<br>[[State Rail Authority]]
| depots =
| lines =
| yearconstruction = 1923-1927
| yearservice = 17 December 1923
| yearscrapped = 1985
| numberconstruction =
| numberbuilt = 37 motors<br> 5 trailers
| numberservice =
| numberpreserved = 23 motors<br> 5 trailers
| numberscrapped = 14 motors<br> 0 trailers
| carbody = Timber
| carlength = {{cvt|12.8|m|ftin}}
| width =
| height =
| floorheight =
| platformheight =
| entrylevelorstep =
| art-sections =
| doors =
| maxspeed =
| weight =
| capacity = 45
| acceleration =
| deceleration =
| traction = Petrol<br>Diesel
| poweroutput =
| transmission = Mechanical<br>Lysholm-Smith hydraulic<br>[[Twin Disc]] hydraulic
| aux =
| powersupply =
| gauge = {{RailGauge|1435mm|allk=on}}
| electricsystem =
| brakes =
| safety =
| engine = {{cvt|75|hp|kW}} Thornycroft Z6<br>{{cvt|95|hp|kW}} Leyland<br>{{cvt|150|hp|kW}} Leyland<br>[[Detroit Diesel]] [[Detroit Diesel Series 71|71 Series]]
}}
⚫
The '''CPH''' (or 42 foot) '''rail motors''' were introduced by the [[New South Wales Government Railways]] in 1923 to provide feeder service on country branch lines.<ref name="Rollingstock">{{cite web|title=Cooma- Monaro Railway|url=http://www.cmrailway.org.au/rolling.htm|access-date=2007-05-05|url-status=dead|archive-url=https://web.archive.org/web/20070408141633/http://www.cmrailway.org.au/rolling.htm|archive-date=2007-04-08}}</ref>


==Introduction==
==Introduction==
Often referred to as "Tin Hares", having evolved at the same time as the mechanical lures used in [[greyhound racing]] in Australia, the first vehicle was placed in service on 17 December 1923 and based at [[Culcairn, New South Wales|Culcairn]], in southern New South Wales.<ref name =Railmotors&XPTs>{{Cite book|last1=Cooke|first1=David|title=Rail Motors and XPT's|publisher=Australian Railway Historical Society NSW Division|date=|year=1984|isbn=0-909650-23-3 }}</ref><ref name=DigestFeb85>"Goodbye Tin Hare" ''[[Railway Digest]]'' February 1985 page 37</ref>
Often referred to as "Tin Hares", having evolved at the same time as the mechanical lures used in [[greyhound racing]] in Australia, the first vehicle was placed in service on 17 December 1923 and based at [[Culcairn, New South Wales|Culcairn]], in southern New South Wales.<ref name =Railmotors&XPTs>{{Cite book|last1=Cooke|first1=David|title=Rail Motors and XPT's|publisher=Australian Railway Historical Society NSW Division|year=1984|isbn=0-909650-23-3 }}</ref><ref name=DigestFeb85>"Goodbye Tin Hare" ''[[Railway Digest]]'' February 1985 page 37</ref>


==Construction==
==Construction==
They were lightweight vehicles and considerable care was taken in the original selection of materials used in their construction. One of the most innovative features was the underframe. No bolts or rivets were used in its construction and it was fabricated entirely by welding. It is believed to be the first application of such technique on a railway vehicle in Australia.
They were lightweight vehicles and considerable care was taken in the original selection of materials used in their construction. One of the most innovative features was the underframe, taking the form of a modified [[Warren truss]] (containing additional vertical struts). No bolts or rivets were used in its construction and it was fabricated entirely by electric arc welding. It is believed to be the first application of such technique on a railway vehicle in Australia.


The body was of timber construction, using mainly [http://species.wikimedia.org/wiki/Flindersia_xanthoxyla Queensland yellow wood], [[pine]]s and [[Cedar wood|cedars]]. The cars were finished externally with [[tongue and groove]]d timber below the window line.<ref name=Railmotors&XPTs/>
The body was of timber construction, using mainly [[Flindersia xanthoxyla|Queensland yellow wood]], [[pine]]s and [[Cedar wood|cedars]]. The cars were finished externally with [[tongue and groove]]d timber below the window line.<ref name=Railmotors&XPTs/>

In addition, five similar non-powered trailer cars were constructed between 1926 and 1927. The body for these cars was constructed in a similar manner and dimensions to their powered counterparts, but were mounted on a lighter "C" section steel underframe. Seating arrangements were similar, however, they featured a larger centre Guard's compartment. They were numbered 51 to 55 and carried the coding CTC.<ref name=Railmotors&XPTs/>


==Seating==
==Seating==
As built, the normal seating capacity was 45, 21 in 1st class and 24 in 2nd class. A further seven could be accommodated on the flap seats provided in the guard's compartment.<ref name=Railmotors&XPTs/> An additional feature of these cars were the prized seats either side of the driver (the drivers cab being centrally located in the middle of the carriage, there was one passenger seat located either side of the cab, looking directly ahead).
As built, the normal seating capacity was 45, 21 in 1st class and 24 in 2nd class. A further seven could be accommodated on the flap seats provided in the guard's compartment.<ref name=Railmotors&XPTs/> An additional feature of these cars were the prized seats either side of the driver (the drivers cab being centrally located in the middle of the carriage, there was one passenger seat located either side of the driver's cab, looking directly ahead).


During their lifetime, seating arrangements were modified to suit the working being undertaken and included the removal of a varying number of seats for increased luggage capacity. From the mid-1970s the so-called "Big Cab" conversions were applied to a number of units. This involved the construction of a wall between the first and second rows of seats to create an isolated driver's cab. The back of the original driver's cab was removed and a loose seat provided. This conversion was applied to one end only and could be fitted to either the No.1 or No.2 End.
During their lifetime, seating arrangements were modified to suit the working being undertaken and included the removal of a varying number of seats for increased luggage capacity. From the mid-1970s the so-called "Big Cab" conversions were applied to a number of units. This involved the construction of a wall between the first and second rows of seats to create an isolated driver's cab. The back of the original driver's cab was removed and a loose seat provided. This conversion was applied to one end only and could be fitted to either the No.1 or No.2 End.


==Engines==
==Engines==
As built, they were fitted with petrol engines, the first four (CPH 3-6) receiving a 6-cylinder 75 hp [[Thornycroft]] Z6 and the others a 6-cylinder 95 hp [[Leyland Motors|Leyland]] type and a four-speed mechanical transmission controlled by a lever in the cab. Some units were later fitted with a 6-cylinder 150 hp Leyland petrol engine and a Lysholm-Smith hydraulic transmission. Experiments were also made with [[Associated Equipment Company|AEC]] and [[Winton Motor Carriage Company|Winton]] engines in some vehicles. A 6-cylinder 120hp Leyland diesel engine was also trialled in one unit. During World War 2, to conserve fuel, [[gas producer]] units were fitted to six vehicles. Five of these six were destroyed when fire spread to the vehicle. Beginning in 1945, a programme began to replace the petrol engines with 6-cylinder [[General Motors|GM]] [[Detroit Diesel]] [[Detroit Diesel Series 71|71 Series]] engines and [[Twin Disc]] 3-position hydraulic transmissions. It was also at this time that multiple unit controls were fitted. A single driver's cab and multiple unit controls were fitted to the No.2 End of the five trailer cars at this time.<ref name=Railmotors&XPTs/>
As built, they were fitted with petrol engines, the first four (CPH 3–6) receiving a 6-cylinder 75&nbsp;hp [[Thornycroft]] Z6 and the others a 6-cylinder 95&nbsp;hp [[Leyland Motors|Leyland]] type with a four-speed mechanical transmission controlled by a gear lever in the cab. Some units were later fitted with a 6-cylinder 150&nbsp;hp Leyland petrol engine with a Lysholm-Smith hydraulic transmission. Experiments were also made with [[Associated Equipment Company|AEC]] and [[Winton Motor Carriage Company|Winton]] engines in some vehicles. A 6-cylinder 120&nbsp;hp Leyland diesel engine was also trialled in one unit. During World War 2, to conserve fuel, [[gas producer]] units were fitted to six vehicles. Five of these six vehicles were destroyed when fire spread to the vehicle. Beginning in 1945, a programme began to replace the petrol engines with 6-cylinder [[General Motors|GM]] [[Detroit Diesel]] [[Detroit Diesel Series 71|71 Series]] engines and [[Twin Disc]] 3-position hydraulic transmissions. It was also at this time that multiple unit controls were fitted. A single driver's cab and multiple unit controls were fitted to the No.2 End of the five trailer cars at this time.<ref name=Railmotors&XPTs/>


==Operations==
==Operations==
A total of 37 vehicles were built and they operated many branch line services throughout the state, from [[Kyogle railway station|Kyogle]] in the north to [[Riverina District|the Riverina]] in the south, as well as extensively through the [[Central West, New South Wales|Central West]] regions, until their widespread withdrawal in November 1983 and replacement by road transport. A fleet of 12 CPHs continued to be used extensively in the [[Wollongong]] area, working north to [[Waterfall railway station, Sydney|Waterfall]], west to [[Moss Vale railway station|Moss Vale]] and south to [[Port Kembla railway station|Port Kembla]] and [[Kiama railway station|Kiama]].<ref name =Railmotors&XPTs/> In [[Newcastle, New South Wales|Newcastle]] a CPH provided passenger services on the [[Belmont railway line|Belmont]] until these ceased in April 1971.
A total of 37 vehicles were built and they operated many branch line services throughout the state, from [[Kyogle railway station|Kyogle]] in the north to [[Riverina District|the Riverina]] in the south, as well as extensively through the [[Central West, New South Wales|Central West]] regions, until their widespread withdrawal in November 1983 and replacement by road coaches. A fleet of 12 CPHs continued to be used extensively in the [[Wollongong]] area, working north to [[Waterfall railway station, Sydney|Waterfall]], west to [[Moss Vale railway station|Moss Vale]] and south to [[Port Kembla railway station|Port Kembla]] and [[Kiama railway station|Kiama]].<ref name =Railmotors&XPTs/> In [[Newcastle, New South Wales|Newcastle]] a CPH provided passenger services on the [[Belmont railway line, New South Wales|Belmont line]] until these ceased in April 1971.


They also operated pre-electrification service on many Sydney suburban services. These include [[Bankstown railway station|Bankstown]] to [[Lidcombe railway station|Lidcombe]], [[Clyde railway station|Clyde]] to [[Carlingford railway station|Carlingford]], [[Liverpool railway station|Liverpool]] to [[Campbelltown railway station|Campbelltown]], [[Westmead railway station|Westmead]] to [[Rogans Hill railway line|Rogans Hill]], [[Kingsgrove railway station|Kingsgrove]] to [[East Hills railway station|East Hills]], [[Hornsby railway station|Hornsby]] to [[Cowan railway station|Cowan]], [[Blacktown railway station|Blacktown]] to [[Richmond railway station, Sydney|Richmond]] and [[Sutherland railway station|Sutherland]] to Waterfall.<ref name=Railmotors&XPTs/> In November 1984 the last Sydney area motors were withdrawn from Richmond services along with most of those in Wollongong.<ref name=DigestFeb85/> The final two CPHs, 36 and 37, were withdrawn after the Moss Vale to Wollongong service ceased in September 1985.<ref>"Proposed Country Train Plans" ''Railway Digest'' May 1985 page 133</ref>
They also operated pre-electrification service on many Sydney suburban services. These include [[Bankstown railway station|Bankstown]] to [[Lidcombe railway station|Lidcombe]], [[Clyde railway station, Sydney|Clyde]] to [[Carlingford railway station|Carlingford]], [[Liverpool railway station, Sydney|Liverpool]] to [[Campbelltown railway station|Campbelltown]], [[Westmead railway station|Westmead]] to [[Rogans Hill railway line|Rogans Hill]], [[Kingsgrove railway station|Kingsgrove]] to [[East Hills railway station|East Hills]], [[Hornsby railway station|Hornsby]] to [[Cowan railway station|Cowan]], [[Blacktown railway station|Blacktown]] to [[Richmond railway station, Sydney|Richmond]] and [[Sutherland railway station|Sutherland]] to Waterfall.<ref name=Railmotors&XPTs/> In November 1984 the last Sydney area motors were withdrawn from Richmond services along with most of those in Wollongong.<ref name=DigestFeb85/> The final two CPHs, 36 and 37, were withdrawn after the Moss Vale to Wollongong service ceased in September 1985.<ref>"Proposed Country Train Plans" ''Railway Digest'' May 1985 page 133</ref>


==Preservation==
==Preservation==
Line 34: Line 86:
| CPH 1 || [[Rail Motor Society]] || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051498 Rail Motor, CPH 1]
| CPH 1 || [[Rail Motor Society]] || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051498 Rail Motor, CPH 1]
|-
|-
| CPH 2 || [[Canberra Railway Museum]] || Static, [[Junee Roundhouse Railway Museum]]
| CPH 2 || Capital Region Heritage Rail || Static, [[Junee Roundhouse Railway Museum]]
|-
|-
| CPH 3 || Rail Motor Society || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051492 Rail Motor, CPH 3]
| CPH 3 || NSW Rail Museum/THNSW on loan to Rail Motor Society || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051492 Rail Motor, CPH 3]
|-
|-
| CPH 6 || [[Cooma Monaro Railway]] || Operational
| CPH 6 || [[Cooma Monaro Railway]] || Operational
|-
|-
| CPH 7 || Rail Motor Society || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051495 Rail Motor, CPH 7]
| CPH 7 || NSW Rail Museum/THNSW on loan to Rail Motor Society || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051495 Rail Motor, CPH 7]
|-
|-
| CPH 8 || Cooma Monaro Railway || Under restoration
| CPH 8 || Cooma-Monaro Railway || Under restoration
|-
|-
| CPH 11 || [[Glenreagh Mountain Railway]] || Under restoration
| CPH 11 || [[Glenreagh Mountain Railway]] || Under restoration
|-
|-
| CPH 12 || [[Lachlan Valley Railway]] || Operational
| CPH 12 || [[Lachlan Valley Railway]] || Operational
|-
|-
| CPH 13 || [[Oberon Tarana Heritage Railway]] || Under restoration, [[Goulburn Rail Heritage Centre]]
| CPH 13 || [[NSW Rail Museum/THNSW]] || Under restoration, [[Thirlmere Railway Museum]]
|-
|-
| CPH 14 || Rail Motor Society || Stored||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051496 Rail Motor, CPH 14]
| CPH 14 || Rail Motor Society || Stored||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051496 Rail Motor, CPH 14]
Line 54: Line 106:
| CPH 16 || Lachlan Valley Railway || Stored [[Cowra railway station|Cowra]]
| CPH 16 || Lachlan Valley Railway || Stored [[Cowra railway station|Cowra]]
|-
|-
| CPH 18 || [[New South Wales Rail Transport Museum]] || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=4807201 Rail Motor, CPH 18]
| CPH 18 || [[NSW Rail Museum]] || Operational||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=4807201 Rail Motor, CPH 18]
|-
|-
| CPH 19 || Rail Motor Society || Stored||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051497 Rail Motor, CPH 19]
| CPH 19 || Rail Motor Society || Stored||[http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051497 Rail Motor, CPH 19]
|-
|-
| CPH 22 || Cooma Monaro Railway || Operational
| CPH 22 || Cooma-Monaro Railway || Operational
|-
|-
| CPH 24 || Lachlan Valley Railway || Operational
| CPH 24 || Lachlan Valley Railway || Operational
Line 64: Line 116:
| CPH 25 || Lachlan Valley Railway || Operational
| CPH 25 || Lachlan Valley Railway || Operational
|-
|-
| CPH 27 || Canberra Railway Museum || Operational
| CPH 27 ||Capital Region Heritage Rail ([[Canberra Railway Museum]])|| Operational
|-
|-
| CPH 31 || Lachlan Valley Railway || Under restoration
| CPH 31 || Lachlan Valley Railway ||Stored
|-
|-
| CPH 32 || [[Dorrigo Steam Railway & Museum]] || Stored
| CPH 32 || [[Dorrigo Steam Railway & Museum]] || Stored
Line 76: Line 128:
| CPH 36 || Dorrigo Steam Railway & Museum || Stored
| CPH 36 || Dorrigo Steam Railway & Museum || Stored
|-
|-
| CPH 37 || Canberra Railway Museum || Operational
| CPH 37 || Capital Region Heritage Rail || Operational
|-
|-
| CTC 51 || Rail Motor Society || Under restoration<ref name="TRMS">{{cite web|work=The Rail Motor Society| title=The Rail Motor Society|url=http://www.railmotorsociety.org.au/| accessdate=2013-05-10}}</ref>
| CTC 51 || Rail Motor Society || Under restoration<ref name="TRMS">{{cite web| title=The Rail Motor Society|url=http://www.railmotorsociety.org.au/| access-date=2013-05-10}}</ref> || [http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=5051499 Rail Motor Trailer CTC 51]
|-
|-
| CTC 52 || Dorrigo Steam Railway & Museum || Stored
| CTC 52 || Dorrigo Steam Railway & Museum || Stored
Line 86: Line 138:
| CTC 54 || Dorrigo Steam Railway & Museum || Stored
| CTC 54 || Dorrigo Steam Railway & Museum || Stored
|-
|-
| CTC 55 || Cooma Monaro Railway || Operational
| CTC 55 || Cooma-Monaro Railway || Operational
|-
|-
|}
|}


==Gallery==
==Gallery==
<gallery>
<gallery class="center">
Image:CPH 12, 25 and 24 railmotor at Junee Railway Station.jpg|CPH 12, 25 and 24 railmotor at [[Junee railway station|Junee station]]
File:CPH 12, 25 and 24 railmotor at Junee Railway Station.jpg|CPH 12, 25 and 24 railmotor at [[Junee railway station|Junee station]]
Image:CPH 2 railmotor at the Junee Roundhouse Museum.jpg|CPH 2 railmotor at the [[Junee Roundhouse Railway Museum]]
File:CPH 2 railmotor at the Junee Roundhouse Museum.jpg|CPH 2 railmotor at the [[Junee Roundhouse Railway Museum]]
Image:Driver's cab of CPH 24 on the Main Southern railway line (1).jpg|Driver's cab of CPH 24 on the Main Southern railway line
File:Driver's cab of CPH 24 on the Main Southern railway line (1).jpg|Driver's cab of CPH 24 on the Main Southern railway line
Image:Rail Motor Society CPH 1 (5).jpg|Rail Motor Society CPH 1
File:Rail Motor Society CPH 7 (4).jpg|Rail Motor Society CPH 7 at the [[Hunter Valley Steamfest]] 2013
Image:Rail Motor Society CPH 7 (4).jpg|Rail Motor Society CPH 7 at the [[Hunter Valley Steamfest]] 2013
File:Rail Motor Society CPH 1 (3).jpg|Rail Motor Society CPH 1 lettering
File:NSW CPH Rail Motor (20231001).jpg|CPH 1 leads a 3-car set at [[Central railway station, Sydney|Central station]]
Image:Rail Motor Society CPH 1 (3).jpg|Rail Motor Society CPH 1 Decal
</gallery>
</gallery>


Line 104: Line 156:


==External links==
==External links==
{{Commonscat-inline|CPH railmotors}}
{{Commons category-inline|CPH railmotors}}


{{NSWLocos|state=collapsed}}
{{NSWLocos|state=collapsed}}

Revision as of 19:58, 1 September 2024

CPH railmotor
CPH 1 at Central
In service1923-1985
ManufacturerNew South Wales Government Railways
ReplacedSteam locomotives and carriages
Constructed1923-1927
Entered service17 December 1923
Scrapped1985
Number built37 motors
5 trailers
Number preserved23 motors
5 trailers
Number scrapped14 motors
0 trailers
FormationSingle unit
Fleet numbersCPH 1-37 (motors)
CTC 51-55 (trailers)
Capacity45
OperatorsNew South Wales Government Railways
Department of Railways
Public Transport Commission
State Rail Authority
Specifications
Car body constructionTimber
Car length12.8 m (42 ft 0 in)
Traction systemPetrol
Diesel
Prime mover(s)75 hp (56 kW) Thornycroft Z6
95 hp (71 kW) Leyland
150 hp (110 kW) Leyland
Detroit Diesel 71 Series
TransmissionMechanical
Lysholm-Smith hydraulic
Twin Disc hydraulic
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The CPH (or 42 foot) rail motors were introduced by the New South Wales Government Railways in 1923 to provide feeder service on country branch lines.[1]

Introduction

Often referred to as "Tin Hares", having evolved at the same time as the mechanical lures used in greyhound racing in Australia, the first vehicle was placed in service on 17 December 1923 and based at Culcairn, in southern New South Wales.[2][3]

Construction

They were lightweight vehicles and considerable care was taken in the original selection of materials used in their construction. One of the most innovative features was the underframe, taking the form of a modified Warren truss (containing additional vertical struts). No bolts or rivets were used in its construction and it was fabricated entirely by electric arc welding. It is believed to be the first application of such technique on a railway vehicle in Australia.

The body was of timber construction, using mainly Queensland yellow wood, pines and cedars. The cars were finished externally with tongue and grooved timber below the window line.[2]

In addition, five similar non-powered trailer cars were constructed between 1926 and 1927. The body for these cars was constructed in a similar manner and dimensions to their powered counterparts, but were mounted on a lighter "C" section steel underframe. Seating arrangements were similar, however, they featured a larger centre Guard's compartment. They were numbered 51 to 55 and carried the coding CTC.[2]

Seating

As built, the normal seating capacity was 45, 21 in 1st class and 24 in 2nd class. A further seven could be accommodated on the flap seats provided in the guard's compartment.[2] An additional feature of these cars were the prized seats either side of the driver (the drivers cab being centrally located in the middle of the carriage, there was one passenger seat located either side of the driver's cab, looking directly ahead).

During their lifetime, seating arrangements were modified to suit the working being undertaken and included the removal of a varying number of seats for increased luggage capacity. From the mid-1970s the so-called "Big Cab" conversions were applied to a number of units. This involved the construction of a wall between the first and second rows of seats to create an isolated driver's cab. The back of the original driver's cab was removed and a loose seat provided. This conversion was applied to one end only and could be fitted to either the No.1 or No.2 End.

Engines

As built, they were fitted with petrol engines, the first four (CPH 3–6) receiving a 6-cylinder 75 hp Thornycroft Z6 and the others a 6-cylinder 95 hp Leyland type with a four-speed mechanical transmission controlled by a gear lever in the cab. Some units were later fitted with a 6-cylinder 150 hp Leyland petrol engine with a Lysholm-Smith hydraulic transmission. Experiments were also made with AEC and Winton engines in some vehicles. A 6-cylinder 120 hp Leyland diesel engine was also trialled in one unit. During World War 2, to conserve fuel, gas producer units were fitted to six vehicles. Five of these six vehicles were destroyed when fire spread to the vehicle. Beginning in 1945, a programme began to replace the petrol engines with 6-cylinder GM Detroit Diesel 71 Series engines and Twin Disc 3-position hydraulic transmissions. It was also at this time that multiple unit controls were fitted. A single driver's cab and multiple unit controls were fitted to the No.2 End of the five trailer cars at this time.[2]

Operations

A total of 37 vehicles were built and they operated many branch line services throughout the state, from Kyogle in the north to the Riverina in the south, as well as extensively through the Central West regions, until their widespread withdrawal in November 1983 and replacement by road coaches. A fleet of 12 CPHs continued to be used extensively in the Wollongong area, working north to Waterfall, west to Moss Vale and south to Port Kembla and Kiama.[2] In Newcastle a CPH provided passenger services on the Belmont line until these ceased in April 1971.

They also operated pre-electrification service on many Sydney suburban services. These include Bankstown to Lidcombe, Clyde to Carlingford, Liverpool to Campbelltown, Westmead to Rogans Hill, Kingsgrove to East Hills, Hornsby to Cowan, Blacktown to Richmond and Sutherland to Waterfall.[2] In November 1984 the last Sydney area motors were withdrawn from Richmond services along with most of those in Wollongong.[3] The final two CPHs, 36 and 37, were withdrawn after the Moss Vale to Wollongong service ceased in September 1985.[4]

Preservation

Following list of preserved Rail Motors:

Preserved Rolling Stock
Number Owner Status Reference
CPH 1 Rail Motor Society Operational Rail Motor, CPH 1
CPH 2 Capital Region Heritage Rail Static, Junee Roundhouse Railway Museum
CPH 3 NSW Rail Museum/THNSW on loan to Rail Motor Society Operational Rail Motor, CPH 3
CPH 6 Cooma Monaro Railway Operational
CPH 7 NSW Rail Museum/THNSW on loan to Rail Motor Society Operational Rail Motor, CPH 7
CPH 8 Cooma-Monaro Railway Under restoration
CPH 11 Glenreagh Mountain Railway Under restoration
CPH 12 Lachlan Valley Railway Operational
CPH 13 NSW Rail Museum/THNSW Under restoration, Thirlmere Railway Museum
CPH 14 Rail Motor Society Stored Rail Motor, CPH 14
CPH 16 Lachlan Valley Railway Stored Cowra
CPH 18 NSW Rail Museum Operational Rail Motor, CPH 18
CPH 19 Rail Motor Society Stored Rail Motor, CPH 19
CPH 22 Cooma-Monaro Railway Operational
CPH 24 Lachlan Valley Railway Operational
CPH 25 Lachlan Valley Railway Operational
CPH 27 Capital Region Heritage Rail (Canberra Railway Museum) Operational
CPH 31 Lachlan Valley Railway Stored
CPH 32 Dorrigo Steam Railway & Museum Stored
CPH 34 Dorrigo Steam Railway & Museum Stored
CPH 35 Dorrigo Steam Railway & Museum Stored
CPH 36 Dorrigo Steam Railway & Museum Stored
CPH 37 Capital Region Heritage Rail Operational
CTC 51 Rail Motor Society Under restoration[5] Rail Motor Trailer CTC 51
CTC 52 Dorrigo Steam Railway & Museum Stored
CTC 53 Dorrigo Steam Railway & Museum Stored
CTC 54 Dorrigo Steam Railway & Museum Stored
CTC 55 Cooma-Monaro Railway Operational

References

  1. ^ "Cooma- Monaro Railway". Archived from the original on 8 April 2007. Retrieved 5 May 2007.
  2. ^ a b c d e f g Cooke, David (1984). Rail Motors and XPT's. Australian Railway Historical Society NSW Division. ISBN 0-909650-23-3.
  3. ^ a b "Goodbye Tin Hare" Railway Digest February 1985 page 37
  4. ^ "Proposed Country Train Plans" Railway Digest May 1985 page 133
  5. ^ "The Rail Motor Society". Retrieved 10 May 2013.

Media related to CPH railmotors at Wikimedia Commons

Retrieved from "https://en.wikipedia.org/w/index.php?title=CPH_railmotor&oldid=1243492937"