The Rail Motor Society
 
RAIL MOTOR No.1
EXPERIMENTAL

Rail Motor No. 1 was the first experiment in self propelled railway vehicles
for the New South Wales Railways. In 1918, the Commissioner for Railways,
Mr James Fraser issued instructions to investigate the possibility of using a
surplus motor (road) lorry as a rail motor.

A five-ton "Moreland" lorry was chosen and this vehicle entered the Eveleigh Carriage works to undergo the necessary design changes. These changes included altering the length of the frame and fitting of a suitable body.

Body Dimensions
overall body length	22' 9"	includes cab
overall body width	8' 1"
overall height	12' 4-3/4"	above rail level
maximum headroom	7' 7"	inside body

The body was divided into 3 sections, accommodating 33 passengers and 2 crew.
The first section was the cab, which accommodated the train crew (driver and guard).
The second section (forward compartment) accommodated 23 passengers.
The third section (rear compartment) was a smoking area and accommodated 10 passengers.

The forward and rear compartments were fitted with cross-seats and drop type windows, and each compartment had two doors, which opened outward. Steps were fitted under each of the doors to allow passengers to alight from the carriage to ground level.

To allow the motor lorry to run on rails, the road wheels were removed and suitable railway wheels were fitted. The leading wheels were replaced by a four-wheel bogie and the rear driving wheels were changed to railway contour wheels.

Wheel & Wheelbase Dimensions
wheelbase	4'   3"	leading bogie
wheel diameter	2'   1"	leading bogie
rear wheel diameter	3'   8"	rear driving
wheelbase	20'   4"	(overall)

The vehicle was powered by a 41.6 h.p. (@ 1000 r.p.m.) four-cylinder (4-3/4" x 6-3/4") petrol engine manufactured by Waukesha. This engine weighed 9 cwt and added approximately 1/2 ton to the total weight of the vehicle of 7 ton 16 cwt 2 qtr. The vehicle was geared for road speed of 30 m.p.h. (@ 930 r.p.m.).

The engine was fitted to the leading or driving end of the vehicle and the original radiator and cowling were retained. A small cowcatcher and an acetylene headlight were mounted on the headstock of the leading end, as the Rail Motor was designed to run in one direction. Draw-gear was fitted to the trailing end so a trailer could be attached for hauling goods.

The experimental vehicle attained a speed of 25 m.p.h. on it's trial run to Waterfall
on the 19th September, 1919. After successful trials the vehicle adorned the name
RAIL MOTOR No. 1
and entered revenue service on the Lismore - Grafton section on the 1st October, 1919.

In Novemeber, 1925, after years of reliable service, Rail Motor No. 1 was withdrawn from passenger traffic and it took on a new roll as the Signal Engineer's inspection car. It subsequently lost it's title of Rail Motor No. 1 as this title was re-allocated to the newly designed Rail Motors which were later to be classified as CPH's.

No. 1 was finally withdrawn from railway service in 1930.
The body was sold and it began a new life as a house in the Coffs Harbour region.

TRAILER FOR RAIL MOTOR No.1

Rail Motor No. 1 was operating very successfully over the Grafton - Lismore line and this section was experiencing an increase in goods traffic, mainly cream. The prototype rail motor was designed for passengers only, so to capitalise on the benefits of this experimental vehicle, a companion trailer was designed and built in Eveleigh workshops.

The vehicle was a four-wheel trailer of a wooden frame construction, weighing in at 3t. 9c. 3q. and capable of carrying 72 cans of cream or 3 tons of goods.

This vehicle was coded LC and numbered 219.

Trailer LC 219 Dimensions
wheelbase	8'   6"
wheel diameter	2'   1"
compartment length	14'   1"	inside
compartment width	7'   1"	inside

Goods were loaded through double doors provided in the centre of the vehicle. Access to the guard's compartment was through a small door located at one end. The guard's compartment was fitted with glazed lookouts.

Each end of the trailer was fitted with small buffers and adjustable screw drawgear. A hand-brake acting on all wheels was operated from the guard's compartment.

A tricycle was carried on the back of the Rail Motor for use by the train crew in case of an emergency or breakdown in the section.

Trailer LC 219 was withdrawn from service in November, 1925,
the same time as Rail Motor No. 1.

Rail Motor No. 1 lead to the development of Rail Motor No. 2

Ron Preston has kindly given permission for this extract from his work on Early Rail Motors to be used in the TRMS Web Site.