Commonwealth Railways NSU class

Commonwealth Railways NSU class
NSU58 at The Old Ghan, Alice Springs NT
Power type	Diesel-electric
Builder	Birmingham Railway Carriage and Wagon Company Ltd
Serial number	DEL1 – DEL14
Total produced	14
UIC classification	(A1A)(A1A)
Gauge	1,067 mm (3 ft 6 in)
Length	108 ft (32.92 m)
Locomotive weight	60 tonnes (59 long tons; 66 short tons)
Prime mover	Sulzer 6LDA28
Generator	Crompton Parkinson CG390
Traction motors	Crompton Parkinson
Top speed	80 km/h (50 mph)
Power output	630 kW (840 hp)
Number	NSU51 – NSU64
First run	12 June 1954

The NSU class was a Commonwealth Railways diesel locomotive built for service on the Central and North Australia Railways.

History

By the end of World War 2, the Commonwealth Railways, like every other operator, were surviving on a ragged and worn out collection of rollingstock on their Central, North and Trans Australian lines. Some of the narrow gauge locomotives were fifty or more years old, and the rolling stock not much the younger. George McLeay, then Federal Minister for Fuel, Shipping and Transport, made recommendations to Cabinet in 1950, for the approval of some £4.7 million for upgrading the CR's fleet of both narrow and standard gauge locomotives and rollingstock.

The CR called for tenders, to be submitted by 15 November 1950, for the manufacture, delivery and handing over, in running order, of 14 locomotives for the 1067 mm narrow gauge lines.

The specifications called for certain requirements, the main four being;

• Axle load of no greater than 10.5 tonnes (10.3 long tons; 11.6 short tons);
• Electric transmission;
• Tractive effort at least 21,000 pounds-force (93.4 kN);
• Tri-axle bogies.

Other specifications called for a machine that was able to withstand the rigours of the hostile Central Australian environment, including temperatures upwards of 45 °C, not only for one day, but up to nine at a time, cooling systems able to cope with poor quality water and dust-laden air. They were expected to have a range of 850 miles (1,370 km).

Thirteen companies submitted over thirty designs. However, as the specifications were rigid, most did not get past the first stage of the selection procedure.

The CR's Mechanical Branch also seemed to take preference for slower revving engines. The Sulzer plant finally selected ran at 750 rpm at idle, whereas one design submitted by A. E. Goodwin ran at 1500 rpm. Finlay ^[1] noted the "CR Mechanical Branch appeared not to have been overly excited about high revving engines, as it feared they would lead to high repair bills. 1000 rpm was considered fast enough". Finlay also notes that the seemed preference for slower speed engines, as well as the requirement of an electrical transmission, resulted in the failure of many of the submitted tenders.

It was initially planned to run the new locomotive from Oodnadatta to Alice Springs and back without having to refill, hence the range of 850 miles (1,370 km). This later proved to be impractical and a 20,000-imperial-gallon (91,000 l; 24,000 US gal) fuel tank was installed at Alice Springs.^[1]

In 1951, the CR departed from their apparent tradition of using "well proven" designs, and awarded the contract to build the class of locomotives, later to be known as the NSU, to the Birmingham Railway Carriage and Wagon Company Ltd (BRCW). The Sulzer/BRCW design had won over the English Electric Company's (EE) submission. Whilst EE were obviously a better known company (in Australia), having built many other pioneering Diesel Electrics, Sulzer plants had been used widely in the UK (the earliest UK Sulzer diesels were the Armstrong-Withworth "Universal's" of the 1930s,^[2]) and Europe and other exported units, and would go on to power some 690 British Railways machines, using both the 6LDA plant, and later and larger in-line and V- units.^[3][4]

The BRCW tendered a design using a Sulzer 6LDA-28 engine (a six cylinder, in-line, pressure charged unit) that had been derated from 1035 hp at 750 rpm to 955 hp at 750 rpm, powering Crompton Parkinson electric engines set in an A1A-A1A pattern. The diesel engines used in the NSU class were amongst the last engines built built by Sulzer at their Winterthur plant, for use outside of Europe. Later engines were (bar a few exceptions) built under contract by Vickers-Armstrongs, Barrow-in-Furness, England.^[3]

In addition to the fourteen units for the CR the BRCW also built an eventual total of six identical units for the Sierra Leone Development Co., West Africa. Five were built with the CR units, and an additional unit was commissioned in 1962.^[3]

Part of the Contract with BRCW stipulated that, in view of its 42 years of experience in loco design, Sulzer were to accept full responsibility for the design and performance of the completed loco ^[5]. The CR had knowledge of Sulzer since the appointment of Deane as its Engineer in Chief of Construction of the Trans line. Deane had proposed in the early days of the TAR that dieselisation was the way to go, and had considered early Sulzer designs then.^[6] (Some have suggested that the CR worked with the South Australian Railways to trial diesel traction).^[7] However, the technology was not developed enough to be reliable. Deane was a generation ahead of his time.

"Modern Technology" abounded in the unit including chrome connecting rods in the engine, the use of the Sulzer Load Regulating system ("which always ensures that the engine operates....under the most favourable conditions" ^[8]), Sulzer Anti-slip Brakes, Serck cooling system elements, dust resistant engine room and filtered air fed traction motors as well as the usual safety systems.

In Service

The CR had hoped to have the locomotives in service by late 1952, but various problems did not see the first of the class operational until 1954. Tests were conducted over British Railways tracks near the BRCW works on 24 February 1954 (this, incidentally, was the same time the WAGR X class were being unloaded at Fremantle).^[9] Part of the contract for their construction included one, possibly two, sets of standard gauge bogies.

Following on with the tradition of naming locomotives after famous people (usually a politician) NSU51 was unveiled with a pair of plates bearing the name of the then Transport Minister George McLeay. The locomotive then worked several trips to Bookaloo and return for those dignitaries and guests who wished to go.^[10]

NSU52 was accepted by the CR on 26 May 1954 and was soon pushed into service for crew training. At the same time, NSU51 was being transferred via the SAR's Broad gauge line after being unloaded at Port Adelaide 26 May 1954.

NSU's 51 and 52 worked the first northbound diesel hauled Ghan into the Alice on 26 June 1954 conveniently timed to coincide with a visit of the Prime Minister, Robert Menzies ^[11] The last of the class to be commissioned was NSU64 during August 1955.

As with any new machine, a few bugs presented themselves when the class were first placed into service. Minor faults with voltage regulators^[12] and air and oil filtration systems were quickly rectified, and the class went on to earn a reputation as an efficient and robust unit.^[1]

NSU56, last used by the Goss Brothers to remove the southern parts of the Central Australia Railway, sits on the western fringes of Marree

Though NSU54 did work for some months between Port Augusta and Port Pirie during 1954, following that period the fleet worked out of Port Augusta on the Narrow gauge until 1957. Steam continued in traffic on the Central Australia Railway until the Port Augusta-Marree standardisation project eliminated that section for narrow gauge working, however there were still sporadic workings of steam.

Similar to the standard gauge experience, dieselisation of the CAR led to a reduction of 60% of operating costs over steam.^[13]

Some commentators considered the class to be "on their last legs" in 1976,^[14] however the NSU class survived more or less intact up to just about the end of ANR operations over the now very rickety Central Australia Line. A few had the ignoble task of removing the line for which they were built.

Preservation

All of the class have survived. However, only two are currently operational - NSU52 and 58.

Livery

The class spent their entire lives in Commonwealth Railways Maroon and Silver

Locomotives

• NSU 51 - (DEL1) "George McLeay" Worked to Bookaloo and return on naming day 12 August 1954^[11]: Worked first northbound diesel hauled Ghan with 52 June 26, 1954:
• NSU 52 - (DEL2) - First of class through Pichi Richi Pass^[11]: Worked first northbound diesel hauled Ghan with 52 June 26, 1954:to Pichi Richi Railway 24 April 1982 ^[11]: On Loan to ANR July 1986 (failed at Orroroo and underwent extensive repairs at Peterborough) Returned to Quorn (last movement on line) 30 August 1986. Operational.
• NSU 53 - (DEL3): To NAR November 1967 : To Marree November 1971: Noted to have been operational as Port Augusta Yard Shunter 31 March 1980: To Peterborough in Goods 172 15 April 1980; First trip to Orroroo 17 April 1980 ^[15] Worked last Peterborough to Quorn and return train 14 December 1980 ^[11]: Last train to Carrieton 30 July 1981^[16][17]: To Alice Springs 17 Nov 1981 (to replace failed NSU59)^[18]: Engines removed and sent to "East Coast" September 1985 ^[18] Shell on display on Stuart Highway, Alice Springs
• NSU 54 - (DEL4) Worked on standard gauge between Port Pirie and Port Augusta (1954): Based in Quorn for Hawker line duties 1954-1961 ^[19]To Pichi Richi Railway late 1983^[11]
• NSU 55 - (DEL5) Used by Goss Brothers for the removal of the southern part of the Central Australia Railway: Transferred from Marree to Peterborough January 1994^[20]: Recommissioned 1998 Steamtown, Peterborough.^[21] Unable to confirm if it worked a revenue train - most reliable information suggests it never worked more than a few kilometres from Peterborough. Currently on static Display
• NSU 56 - (DEL6) To NAR November 1972: To Marree 1974 ^[22]: Last working on CAR was as Train 674 29 December 1979^[15]: To Gladstone 30 January 1980 ^[15][16]: First trip to Wilmington 1 February 1980^[15]: To Marree October 1981: Used by Goss Brothers for the removal of the narrow gauge Central Australia railway: Static Display- Marree South Australia
• NSU 57 - (DEL7) On Display Larrimah NT
• NSU 58 - (DEL8) Last used at Marree 4 December 1978^[15]: To Gladstone 8 January 1980^[15]: First trip to Booleroo Centre 14 January 1980 ^[15]: To Peterborough 9 April 1980^[17]:First trip with NSU53 to Orroroo 17 April 1980^[15]: Worked last Peterborough to Quorn and return train 14 December 1980 ^[11]: Last train to Carrieton 30 July 1981:"officially retired" 3 March 1982^[17] :last worked to Orroroo 26 June 1987: To Gladstone 27 July 1987: Worked Wilmington line Last train 24 August 1987: transferred to Ghan Preservation Society 7 July 1988^[16][17]: Named "DON WILLIAMS" (then General Manager Australian National) Currently on display but is in full working order.
• NSU 59 - (DEL9) To Roberts Construction (Northern Section of CAR removal) 9 June 1981 (did not complete project a/c cylinder liner seal failure (replaced by NSU53)^[18]: Ghan Preservation Society Inc: Not Operational
• NSU 60 - (DEL10) Worked last diesel-hauled freight (by a CR locomotive) to Hawker 6 January 1961 ^[19]Used by Goss Brothers for the removal of the narrow gauge Central Australia railway: Static Display- Marree South Australia
• NSU 61 - (DEL11) To Mile End Railway Museum January 1984: moved to National Railway Museum 1988: Static Display^[16]
• NSU 62 - (DEL12) To NAR November 1972: To Marree 1975 ^[22] Used by Goss Brothers for the removal of the southern part of the Central Australia Railway: Transferred from Marree to Steamtown Peterborough January 1994: used for spare parts^[21][20] May 2009 Proposal for it to be "cut-up" to create an interactive "cab display" ^[23]
• NSU 63 - (DEL13) to NAR November 1956: To Port Augusta November 1967 following major fire: To Roberts Construction (Northern Section of CAR removal) 9 June 1981:Engines removed and sent to "East Coast" September 1985 ^[18] Shell on display Wishart NT
• NSU 64 - (DEL14) Last to be commissioned August 1954: To NAR September 1956: To Marree November 1971:To Roberts Construction (Northern Section of CAR removal) 9 June 1981^[18] Used by Ghan Preservation Society Alice Springs

References

1. ^ ^{a b c} Finlay, K "Purchasing the NSU" Pichi Richi Patter Vol 18, No 10, pp 10–12
2. ^ Cooper B K: 1999: Locomotive Profile. Class 33 Cromptons: Ian Allan Ltd ISBN 0711018944
3. ^ ^{a b c} Tayler, A T H. 1984: Sulzer Types 2 and 3: Iann Allan Publishing Surrey
4. ^ Webb, B. 1978: Sulzer Locomotives of British Rail: David and Charles Locomotive Studies
5. ^ Holden, R 2006 No. 259 : the curious story of a forgotten locomotive, Railmac Publications
6. ^ Burke, A 1991., Rails through the Wilderness; New South Wales University Press
7. ^ Holden, R 2006 No. 259 : the curious story of a forgotten locomotive, Railmac Publications
8. ^ Holden, R 2006 No. 259 : the curious story of a forgotten locomotive, Railmac Publications
9. ^ Railway Transportation April 1954; "Narrow gauge CR Diesel locomotives make road tests in England; Deliveries soon"
10. ^ Railway Transportation July 1954 "Demonstration run of CR narrow gauge locomotives takes place on Standard gauge" July 1954
11. ^ ^{a b c d e f g} Barrington, R, Babbage, J 1984: The History of the Pichi Richi Railway Pichi Richi Railway Preservation Society Inc Quorn SA
12. ^ Pearce, K 2011; Riding the "wire fence" to the Alice Railmac Publications ISBN978184770797
13. ^ Railway Transportation December 1958 "From Bolivian Highlands to Australian Plains"
14. ^ Samson R: Fluck R 1981: Locomotives of AN Mainland; Mile End Museum
15. ^ ^{a b c d e f g h} Yates, R 1980 Narrow Gauge Movements Steamtown Newsletter No 9 June 1980 Steamtown Peterborough Railway Preservation Society Inc
16. ^ ^{a b c d} Sampson, R (editor) Catchpoint Port Dock Station Railway Museum Inc, Various Editions
17. ^ ^{a b c d} Perrin, S (Editor) Steamtown Newsletter, various editions Steamtown Peterborough Railway Preservation Society inc (now defunct)
18. ^ ^{a b c d e} Personal Comment to Author Terry B (Alice Springs)
19. ^ ^{a b} Evans, J 2008: Proceed to Hawker; An operational and sometimes social history of the last years of the Quorn to Hawker section of the Great Northern Railway Railmac Publications
20. ^ ^{a b} The Partyline - Autumn 1994 Steamtown Peterborough Railway Preservation Society Inc.
21. ^ ^{a b} The Partyline - Winter 1998 Steamtown Peterborough Railway Preservation Society Inc,
22. ^ ^{a b} Harvey J Y 1987: The Never Never Line; Hyland House Publishing, Melbourne
23. ^ Steamtown Management Committee Meeting May 2009 Accessed 23 July 2010

Links

• Video of NSU55 removing the Central Australia Railway