Locomotives David Baillie, 9 April 2015

The A to Z of Modelling the Victorian Railways 1976 Rollingstock

LOCOMOTIVES

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B DieselNumber in service in 1976: 26

Class Numbering: B60 to B85Power / Weight / Overall Length (to coupler centrelines): 1500hp / 112 tons / 61’4”Builder & Model: Clyde Engineering (under license from GM-EMD)

Prototype:The B-class was the Victorian Railways’ firstmainline diesel locomotive. Twenty-six wereordered by the VR in order to replace steamengines on mainline passenger and freightservices. They entered service between 1952and 1954, and were boldly painted in the VRblue and gold livery for publicity.The B-class were similar to theCommonwealth Railways GM-class dieselsthat went into service just one year prior.These locomotives were a redesigned modelof the GM-EMD streamlined F-7 series fromthe USA, but being adapted to suit Australianloading-gauges by Clyde Engineering inSydney. A unique feature of the B-class is thestreamlined cab at each end of thelocomotive. This allowed use of the B-classdiesels on lines without turntables to turn thelocomotive around for running the train backdown the line. They were powered by a GMV16 diesel engine producing 1500 hp, and hadCo-Co bogies to reduce axle loads to suit theVR mainlines.The B-class was initially used on the mainpassenger and freight services, before movingout to other areas. They displaced steamslocomotives on the flagship VR expresspassenger trains such as The Overland toAdelaide and The Spirit of Progress to Sydney.The B-class remained in service right up intoearly 1990's, and by then all had travelledseveral million kilometres. In the mid-80's,

Locomotives 2

half the class were rebuilt with 50% morepowerful engines and generators, and wererenamed A-class.Naturally, being the first mainline diesel to beintroduced on the VR system, as well as itsunique double-ended streamline cab, the B-class remains as one of the most recognisedlocomotives of the Victorian Railways.

HO Modelling:Lima produced a RTR plastic model of the Bclass in the 1990’s. This model provides agood basis for super-detailing.More recently Auscision Models haveproduced a detailed plastic model of the Bclass loco. The photo shows an Auscision RTRmodel of B67 that has been lightly weathered(dull coat and a dusting of grime on theunderframe and roof).

B67. RTR model (Auscision).

E ElectricNumber in service in 1976: 10

Class Numbering: E1102 to E1111Power / Weight / Overall Length (to coupler centrelines): 760hp / 60ton / 38’8’’Builder & Model: VR Newport Workshops

Prototype:When the Melbourne suburban lines wereelectrified in the 1920’s, it was natural to turntowards electric traction of local freighttraffic. The VR built two demonstrationelectric locomotives in 1923 using the1500 Volt electrical gear from their Tait “RedRattler” suburban electric trains. These twolocomotives had a distinctive “steeple cab”design, with a single pantograph on the roof.The BoBo bogies had 4 traction motorsproviding a total of 620hp and good lowspeed traction. These locomotives proved tobe successful for suburban freight work, thusthe VR choose to build another ten electriclocomotives in 1928.These ten E-class locomotives had a simplebox-shaped body with a cab at each end, andtwo pantographs on the roof. Because of theirappearance, they were known as “butterboxes” by railmen. The electrical tractionequipment was again common with thesuburban passenger trains of the time withfour traction motors providing 760hp. Alsotwo locos could be hooked together to be runas a multiple unit for running longer goodstrains. The E-class were originally paintedblack all over, replicating the steamlocomotive livery of the VR. In the 1960’s, theten “butter boxes” were repainted in the blueand gold diesel livery.The E-class locos could be found all over theVR electrified network (Melbourne suburbanand Gippsland Line) running goods trains and

Locomotives 3

shunting. They were phased out in the early1980’s along with local suburban goodsoperations by the VR.

HO Modelling:There have not been any RTR plastic modelsof the E-class “butter boxes”.

Diagram of E-class Electric Loco.

F DieselNumber in service in 1976: 16

Class Numbering: F201-F216Power / Weight / Overall Length (to coupler centrelines): 349hp /47 ton / 30’ 1”Builder & Model: English Electric

Prototype:The F Class holds the fame as Victoria’s firstdiesel locomotive; however, it remained outof public attention because it was generallyconfined to shunting duties in Melbourne’srailway yards.This 349hp diesel-electric shunter wasdesigned by English Electric in the UK, andover 200 were built for shunting duties acrossthe United Kingdom. The VictorianGovernment ordered a total of ten for use onthe Victorian Railways as well as six for theState Electricity Commission (SEC) coal fieldsin the Latrobe Valley. The first ten that wentinto duty with VR were originally numberedF310 to F319, and wore a black paint scheme.The six F Class locos assigned to the SEC wereunder-utilised, and these were purchased byVR a few years later. At this stage, the roadnumbers of the fleet were changed to F201 toF216. The 16 were then painted in thestandard VR blue and gold scheme for diesellocomotives.The locomotives could be found shunting inthe major goods yards across the state. Theywere withdrawn from service in the early1980’s.

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HO Modelling:Roco make a basic RTR plastic model of theVR F class loco. It can be modified to betterrepresent the VR loco by adding such items asshunters boards, steps and pilots.

F206. Kit-bashed (Roco).

H DieselNumber in service in 1976: 5

Class Numbering: H1 to H5Power / Weight / Overall Length (to coupler centrelines): 1100hp / 80t / 43’ 11”Builder: Clyde Engineering (under license from GM-EMD)

Prototype:The H Class were ren from the last five T Classunits built (T413-417). These five locomotiveswere intended for shunting duties on the newMelbourne “hump” yard, and were especiallymodified for shunting work.The hump yard operated between 1970 and1987, and the H Class operated in consists oftwo coupled together to push wagons up tothe summit of the hump. The modificationsincluded a 10 tonne heavier under-frame soas to gain extra traction from the wheels.Precise low speed operation of the loco waspossible with the fitment of a manual powercontrol for low throttle settings. They werealso fitted with sensitive speedometers, andhump yard signals on the outside of the cab.After the Melbourne hump yard closed, the HClass were placed back into similar duties asthe remaining T Class. At the stage when theywere built, they were limited to the lines thatthey could be operated on due to their heavyloading of 20 tons per axle.

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HO Modelling:Powerline have produced a detailed HO scalemodel in RTR plastic.Since the H class is almost identical to the lastversion of the T class, an H class model can beeasily modified form a T class model. Thephoto of the model below shows a model ofclass leader H1 as running in the 1970’s. Itwas modified from a Powerline T class model,including fitment of H1 class plates, humpsignalling equipment on each end of the cab,and light weathering.

H1. Kit-bashed (Powerline)

L ElectricNumber in service in 1976: 25

Class Numbering: L1150 to L1175Power / Weight / Overall Length (to coupler centrelines): 2400hp / 97t / 59’Builder: English Electric

Prototype:Twenty-five electric locomotives wereordered from English Electric for use on theelectrified line being built betweenMelbourne and Morwell. This line wascarrying more and more brown coal andbriquettes to Melbourne, so many highpowered locomotives were required.The locomotives were designed and built inthe UK by English Electric. Like the mainlinediesels, a CoCo axle design was used tominimise the axle weight to suit usage on theVR lines. The twin streamline cabs with tworoof mounted pantographs make themreadily recognisable.The L class were delivered to the VR in 1952and 1953 prior to completion of theelectrification of the line in 1956, so theywere initially placed in storage. Once the linewas completed, the L class locomotives ranthe majority of passenger and goods trains onthe line. They could also be seen running localgoods trains and shunting work over theMelbourne suburban electric network. Theirhigh speed and high power made them verysuccessful for passenger and goods usage onthe Gippsland line.They were delivered in the new VR blue andgold diesel stripes, and wore them until beingpainted in VLine colours in the 1980’s. Whenthe Gippsland electrified line was pulled downin the late-1980’s, they were retired.

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HO Modelling:Auscision released a detailed ready to runplastic model in March 2015. The picturebelow shows a new sample of the Auscisionmodel of L1158.

L1158. RTR model (Auscision).

M DieselNumber in service in 1976: 2

Class Numbering: M231 to M232Power / Weight / Overall Length (to coupler centrelines): 150hp / 30 tons / 27’ 2”Builder: VR Newport Workshops

Prototype:There were two small M class locomotivesbuilt at Newport Workshops in 1959 forshunting work. They were powered by asmall GM diesel engine and the 6 coupledwheels were driven by a hydraulictransmission.They spent their lives on shunting duties atNewport workshops. In the 1970’s they wereboth painted in the VR blue and gold dieselcolours. They were withdrawn from VR usagein 1981.

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HO Modelling:There have not been any RTR plastic models of the RT-class shunter. The photo above shows an unpowered model of RT39 that was scratch built. The underframe was a Steam Era Models shortwheel base I wagon underframe, and the diesel engine was taken from a model of a Fordson tractor. The cab was fabricated from styrene sheet and strips, and spray painted in hansa yellow.

RT39. Scratch-built model.

RT Rail TractorNumber in service in 1976: 82

Class Numbering: RT1- RT82Power / Weight / Overall Length (to coupler centrelines): 40hp / 10 tons / 20’9” (typical)Builder & Model: VR Newport Workshops

Prototype:This tiny locomotive was purely designed as alow cost shunter for small country depots. Itwas designed and built by the VR at theirNewport Workshops.The underframe for the rail tractors werefrom recycled I wagons, and a Fordson Majordiesel tractor engine was used for motivepower. The drive to the axles was via twochains. The cab was fabricated at theworkshops, and braking was with ahandbrake, as a Westinghouse brake systemwasn’t fitted. Due to the braking limitations, itwas permitted to haul a load of up to 30 tonson a 1:50 grade (but 225 tons on levelground). They were typically out shoppedwith a black underframe and yellow body.The rail tractors were built at the NewportWorkshops progressively from 1957 onwards.They were used throughout the state at manycountry depots, and were commonly seenloaded on goods trains for delivery aroundthe state. Many rail tractors still survivetoday, however, having been refurbished andrebuilt with new engines.

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HO Modelling:There have not been any RTR plastic modelsof the RT-class shunter.The photo below shows an unpowered modelof RT39 that was scratch built. Theunderframe was a Steam Era Modelsshortwheel base I wagon underframe, and thediesel engine was taken from a model of aFordson tractor. The cab was fabricated fromstyrene sheet and strips, and spray painted inhansa yellow.

RT31. Scratch-built model.

S DieselNumber in service in 1976: 16

Class Numbering: S300 to S317Power / Weight / Overall Length (to coupler centrelines): 1800hp / 114 tons / 60’11”Builder: Clyde Engineering (under license from GM-EMD)

Prototype:In the few years that the first mainline B-Classlocomotives had been operating, VR was sopleased with their performance that theyrequired further locomotives to replacesteam for the mainline freight work. ClydeEngineering were again awarded the contractto supply these new mainline locos in 1957.The S-Class locomotive was based upon theCR GM and NSWGR 42-class locomotivesalready in service. It featured the currentmore-powerful GM-EMD V16 diesel engine(1800hp), but the most distinctive feature ofthe S-class compared to the earlier B-Classwas its single-ended cab (so as to save theeVR money). The front of the S class featuresthe distinctive streamlined-bulldog nose ofthe GM-EMD F-7 locomotive family. At therear of the locomotive, there is a small“hostlers” cab, which was only intended forshunting movements. In service, theirflexibility suffered compared to the dual-ended B class locos. It became quite commonfor 2 S Class locomotives to work back-to-back on long freight trains, such as theinterstate Jet service.A second order of S Class locomotives (S310to S317) was made by VR for use on thestandard gauge line about to open betweenAlbury and Melbourne. When the standardgauge line opened in 1962, the S classbecame the only mainline locos to run on thetrack until the X Class arrived in 1966.

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Unfortunately, two S class locos (S314 andS316) were destroyed in a head on collisionbetween the Southern Aurora expresspassenger and a freight train at Violet Town in1969. Interestingly, this required the VR tohire three GM-class locomotives from theCommonwealth railways to cover the loss ofmotive power on the standard gauge.The S class were all out-shopped in the VRblue and gold diesel colours. They could befound working on the Melbourne-Alburystandard gauge, as well as throughout thestate on mainline broad gauge lines. Theyremained in service for a long time, as firstretirements were not until the late 1980’s.

HO Modelling:Lima produced a RTR plastic model of the B class in the 1990’s. This model provides a good basis for super-detailing. Trainorama recently produced a super detailed RTR plastic model. The photo shows a Trainorama model of the class leader, S300, which has been heavily weathered. The weathering was performed by spraying with dull coat. Then soot and grime coloured flat acrylic paints were sprayed on.

S300. RTR model (Trainorama).

T DieselNumber in service in 1976: 94

Order 1Class Numbering: T320 to T346, & T413Power / Weight / Overall Length (to coupler centrelines): 950hp / 68 tons / 47’9”Builder: Clyde Engineering (under license from GM-EMD)

Order 2 & 3Class Numbering: T347 to T366Power / Weight / Overall Length (to coupler centrelines): 950hp / 68 tons / 43’11”Builder: Clyde Engineering (under license from GM-EMD)

Order 4Class Numbering: T367 to T298Power / Weight / Overall Length (to coupler centrelines): 950hp / 68 tons / 43’11”Builder: Clyde Engineering (under license from GM-EMD)

Order 5Class Numbering: T399 to T412Power / Weight / Overall Length (to coupler centrelines): 1100hp / 68 tons / 43’11”Builder: Clyde Engineering (under license from GM-EMD)

Prototype:The T class was the most numerous dieselclass on the Victorian Railways. A total of 94were built for service over a 14 year period.The T Class was built in 5 orders for theVictorian Railways as follows:• 1st Order of 28: Built in 1955 to 1956, and

closely resembled the GM-EMD G-8 modeldesigned in the USA. In addition, anothersecond hand model was purchased fromthe Fyansford Cement works.

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• 2nd Order of 10: Mechanically similar to1st order, but had a raised cab for greaterceiling height and driver visibility.

• 3rd Order of 10: Very similar to 2nd order,but with improved radiator design.

• 4th Order of 32. This order wascharacterised by its low profile front nose,which improved driver’s visibility.

• 5th order of 14: similar to 4th order, butwith latest more powerful engine. Last onedelivered in 1966.

The T class of locomotive was ordered by theVR for the purpose of replacing steamlocomotives on the country branch lines. Thefirst order of T Class was closely based on theGM-EMD G-8 model and built under licenseby Clyde Engineering. The G-8 was designedas a lightweight branch line locomotive (lowaxle loading), and featured GM’s well-provenV8 two-stroke diesel engine. They werecommonly known as the "Flat-top" T due totheir distinctive body design where theengine hood and cabin shared the sameheight. Also the bogie-mounted sandboxeswere distinctive of this series, and apparentlythey were less likely to wheel slip luggingcompared to the later series.

HO Modelling:Auscision (Bendigo Rail Models) have releaseda detailed RTR plastic model of the first orderof “flat top” T-class. The photo above showsthe Auscision model of class leader T320 in alightly weathered condition.

T320. RTR model (Auscision).

T Diesel continuedNumber in service in 1976: 94

Prototype:The first T class loco arrived in Melbourne inAugust 1955 and all were in service byDecember 1956. They were very versatileunits, and found extensive passenger andfreight traffic usage on the branch lines aswell as the mainlines. They forced thewithdrawal of steam locomotives in greaternumbers than expected because they weresuch good performers. However, despite theirgood record, there were a few short comingsof the first series which were rectified in laterseries. The original units had poor drivingcontrols in the reverse direction, andnecessitated turning on a turntable. The cabswere also cramped with a low ceiling heightthat most drivers had to stoop to movearound inside the cabin.The VR acquired the last of the first series oflocomotive in a one-off purchase of a second-hand unit from the Australian PortlandCement Company. It was converted to broadgauge and entered service as T413.Interestingly, this was the only T Class Locothat was fitted with dynamic brakes. As such,it was regularly used on operations on thesteep grades of the Albury to Cudgewa line.The second order of the T Class introducedAustralianised improvements over the originalT Class G-8 model. They were ordered tocontinue the replacement of steam across theVR network, and the first loco of the secondseries was delivered in June 1959. The maindifference was a raised cab to improve theaccommodation for the train drivers. Theyalso had a slightly shorter body length as it didnot have end platforms. The second order ofT class were mechanically very similar to the

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first series of T Class locomotives built severalyears earlier. The bogies on the second seriesalso differed. Notably the sandboxes werelocated on the mainframe, instead of on thebogies of the first series. The second seriesalso had newer traction motors.The third order of T class were similar to thesecond order, the main modification beingthe redesign of the radiator and cooling fan.The first series had a right-angled gearbox todrive the cooling fan that needed a lot ofmaintenance attention. The reliability wasimproved by designing a direct drive fan andradiator system to suit.With the forth order for more T Classlocomotives, the design of the locomotivewas further refined and improved upon. Themost noticeable feature was the lowerednose at the number one end of thelocomotive. The low profile nose improvedforward visibility, and thus allowed forelimination of a control stand inside the cab.The last order of fourteen T Classes receivedthe more powerful V8 engine from the newGM-EMD 645 series of engines.

HO Modelling:Both Powerline and Austrains have produceda detailed HO scale model of the third orderof T class in RTR plastic. The photo aboveshows an Austrains model of T357 that hasbeen lightly weathered.

T357. RTR model (Austrains).

T Diesel continuedNumber in service in 1976: 94

Prototype:The T class was a very successful locomotiveon the VR system. They successfully replacedsteam locomotives on the branch lines, andalso saw service running goods on themainlines. They could be found on trainseverywhere around the state. As the last of TClass were being delivered at the end of the1960’s, many of the brachlines were startingto close down. In hindsight, it appears that VRcould have purchased too many of the T Classlocos instead of more powerful mainlineunits.Many of the first order of T class locos wererebuilt into modern P class locomotives in the1980’s. Other T class were retired or sold inthe 1980’s, however, many of the T classesstill remain in service around the countrytoday under various operators.

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HO Modelling:Both Powerline and Austrains have produced a detailed HO scale model of the fourth and fifth order of T class in RTR plastic. The photo above shows an Austrains model of T385.

T385. RTR model (Austrains).

V DieselNumber in service in 1976: 1

Class Numbering: V56Power / Weight / Overall Length (to coupler centrelines): 40hp / 21 tons / 20’2”Builder: VR Newport Workshops

Prototype:One small diesel locomotive was built byNewport Workshops in 1959 for use inshunting carriages at Jolimont rail yard. It hada Fordson tractor engine that ran fourhydraulic motors, each connected to a wheelwith a chain. It did not have airbrakes, so waslimited to handling a short rake of carriages.

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HO Modelling:There have not been any RTR plastic modelsof the V-class shunter.The photo below shows an unpowered modelof V56 that was scratch built. The model wasentirely built from styrene sheet and strip.The model was finished in royal blue spraypaint and yellow stripe decals.

V56. Scratch-built model.

W DieselNumber in service in 1976: 27

Number in service in 1976: 27Class Numbering: W241 to W267Power / Weight / Overall Length (to coupler centrelines): 650hp / 48 tons / 30’ 1”Builder: Tulloch

Prototype:In 1958 Victorian Railways put out a tenderfor the purchase of a diesel shunter for workin large yards. The contract went to Tullochfor the supply of 25 diesel-hydrauliclocomotives.The W class featured a central cab with dualdriver’s controls, but these were soonremoved after pressure from the union. Theywere powered by a Mercedes Benz dieselengine, which required a lot of maintenanceattention. Some of the Mercedes engineswere later replaced with GM engines and canbe distinguished by a larger exhaust stack.The W class spent most of their time in therailway yards in Melbourne, Tottenham,Geelong, Ballarat, and Seymour. They werealso employed on the Werribee suburbanpassenger service and local freight trains inthe Ballarat district. An additional two W Classlocomotives were ordered for standard gaugework.

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HO Modelling:There have not been any RTR plastic modelsof the W-class shunter.The photo below shows a kit built model ofW260. The body shell is a resin cast from anold kit manufacturer, and has been mountedon to a Dapol 0-6-0 chassis. The model wascompleted in the VR blue and gold dieselpaint work, and then lightly weathered withdull coat and grimy spray paint.

W260. Kit-built model.

X DieselNumber in service in 1976: 24

Order 1Class Numbering: X31 to X36Power / Weight / Overall Length (to coupler centrelines): 1800hp / 112 tons / 60’3”Builder: Clyde Engineering (under license from GM-EMD)

Order 2 Class Numbering: X37 to X44Power / Weight / Overall Length (to coupler centrelines): 2200hp / 114 tons / 60’3”Builder: Clyde Engineering (under license from GM-EMD)

Order 3Class Numbering: X45 to X54Power / Weight / Overall Length (to coupler centrelines): 2200hp / 116 tons / 60’3”Builder: Clyde Engineering (under license from GM-EMD)

Prototype:In the late 1960’s, Victoria required moremainline locomotives, particularly over theAlbury-Melbourne broad gauge line whichwas carrying increasing traffic. ClydeEngineering again won the contract to supplythe mainline diesel locomotives from theirmanufacturing plant at Granville NSW. Therewere orders series of the X Class producedthat extended over a ten-year period.The first series of X-class were thus verysimilar mechanically to the S-Class, however,with a completely new hood-type car body.They also had only one set of controls forrunning with the long-end leading, and to runthe train with the short nose leading was anuncomfortable experience for the driver.

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The second order of eight locos got the newGM-EMD 16-645 engine, which made themmore powerful and sophisticated than thefirst series. On the outside the second seriesof X class bore a close resemblance to the firstseries, with larger radiators being the mostrecognisable feature.The third order of X class became known asthe “new X”, and were all built at Clyde’sRosewater plant in South Australia. Theyfeatured a new nose and cab layout thatallowed them to run only short-end leading.Unfortunately this redesign caused a lack ofversatility, and generally they were used forinterstate work where the single direction cabwas not an issue. Mechanically they werevery similar to the second series, except theywere fitted with an AC alternator.

HO Modelling:Auscision are planning on releasing a RTRplastic model of the first series of the X-classmodel.

Austrains have released models of the secondorder of the X-class loco. The photo aboveshows a model of X38produced by Austrains.

X38. RTR model (Austrains).

X Diesel continuedNumber in service in 1976: 24

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HO Modelling:Austrains have also released models of thethird order of the X-class loco. The photoabove shows a model of X50 produced byAustrains which has also been lightlyweathered.

X50. RTR model (Austrains).

Y DieselNumber in service in 1976: 75

Order 1Class Numbering: Y101 to Y125Power / Weight / Overall Length (to coupler centrelines): 650hp/ 64 tons / 43’3”Builder: Clyde Engineering (under license from GM-EMD)

Order 2Class Numbering: Y126 to Y150Power / Weight / Overall Length (to coupler centrelines): 650hp/ 64 tons / 43’7”Builder: Clyde Engineering (under license from GM-EMD)

Order 3Class Numbering: Y151 to Y175Power / Weight / Overall Length (to coupler centrelines): 750hp / 64 tons / 43’7”Builder: Clyde Engineering (under license from GM-EMD)

Prototype:In 1962, the VR wanted to complete thedieselisation of its shunters, and tendered fora lightweight loco in the 700hp range.Twenty-five Y-class were originally orderedfor this purpose from Clyde Engineering. But atotal of 75 were eventually bought, becausethey were found to be useful for outersuburban passenger work as well as work onlight country branch lines. This work was inaddition to the fact they became the standardshunting loco for VR.The Y Class had an end-cab with good forwardvisibility for shunting activities. The driver’scontrols were especially adapted for shuntingwork, including sensitive control of thethrottle and brakes.

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To save costs, the BoBo bogies were salvagedfrom redundant 1920’s Tait suburban electrictrains. The last 25 were fitted with newbogies, and featured the next generation of“GM-EMD diesel engine. This engine was alarger two-stroke engine from the 645 family,and interestingly was the only V6 from thisfamily to run in a locomotive anywhere in theworld.The Y Class was put to work across everycorner of Victoria. They were graduallyretired in the 1980’s during the height ofbranch line closures. However, a few stillsurvive and can be found in shunting forvarious companies.

HO Modelling:Austrains have produced a RTR plastic modelof the second/third order of the Y-class. Thephoto above shows an Austrains model ofY164.

Y164. RTR model (Austrains).

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Class Number in

1976

Class

Numbers

Axles Principle

usage

Build

Dates

Weight

(tons)

Length (ft) Power

(hp)

Builder

B 26 B60-B85 Co-Co Mainline 1952-54 112 61’4” 1500 Clyde

Engineering

F 16 F201-F216 0-6-0 Shunting 1951-53 47 30’1” 349 English Electric

H 5 H1-H5 Bo-Bo Shunting 1968-69 80 43’11” 1100 Clyde

Engineering

M 2 M231-

M232

0-6-0 Shunting 1959 30 27’2” 150 VR Newport

Workshops

RT 82 RT1- RT52 4 wheel Shunting 10 20’9” 40 VR Newport

Workshops

S 16 S300 to

S317

Co-Co Mainline 1957-61 114 60’11” 1800 Clyde

Engineering

T 94 T320-T413 Bo-Bo Branchline 1955-66 68 47’9” /

43’11”

950 / 1100 Clyde

Engineering

V 1 V56 Bo Shunting 1959 21 20’2” 40 VR Newport

Workshops

W 27 W241-

W267

0-6-0 Shunting 1959 48 30’1” 650 Tulloch

X 24 X31-X54 Co-Co Mainline 1966-76 112 / 116 60’3” 1800 /

2200

Clyde

Engineering

Y 75 Y101-Y175 Bo-Bo Shunting

&

Branchline

1963-68 64 43’3” /

43’7”

650 / 750 Clyde

Engineering

Summary of Diesel Locomotives on 1976 VR Register(Excludes leased locomotives from Commonwealth Railways)

Summary of Electric Locomotives on 1976 VR Register

Class Number in

1976

Class

Numbers

Axles Principle

usage

Build

Dates

Weight

(tons)

Length (ft) Power

(hp)

Builder

E 10 E1102-

E1111

Bo-Bo Suburban

goods

1928-29 60 38’8” 760 VR Newport

Workshops

L 25 L1150 –

L1174

Co-Co Mainline 1953-54 97 59’ 2400 English Electric