Victorian Railways L class (electric)

Infobox Locomotive
name = Victorian Railways L class


caption = L1162 preserved in Victorian Railways livery
powertype = Electric - Overhead lines
data for = Victorian Railways L class
builder = English Electric, United Kingdom
builddate = 1952 - 1954
uicclass = Co'Co'
electricsystem = 1.5 kV DC
collectionmethod= Pantograph
tractionmotors = 6x convert|402|hp|kW|abbr=on|lk=on|sigfig=3 English Electric Model 519
poweroutput = convert|2400|hp|kW|abbr=on|lk=on|sigfig=3
length = convert|59|ft|m|abbr=on|sigfig=4
wheeldiameter = convert|3|ft|4|in|mm|abbr=on|sigfig=4
weight = 97 ton 1 cwt (98.6 tonnes)
tractiveeffort = 47,000 lbf (209 kN) starting
25,200 lbf (112 kN) continuous

topspeed = 75 mph (120 km/h)
gauge = convert|5|ft|3|in|mm|abbr=on|sigfig=4
railroad = Victorian Railways
railroadclass = L
numinclass = 25
roadnumber = L1150 - L1174
locale =
deliverydate = 1953
retiredate = 29 June 1982 - 13 June 1987
preservedunits = L1150, L1160, L1162, L1169
scrapdate = January - March 1988
currentowner = ARHS, Steamrail Victoria

The Victorian Railways L class was a class of mainline electric locomotive that ran on the Victorian Railways and its successor V/Line from 1953 until 1987. Introduced in conjunction with the electrification of the Gippsland line, these locomotives hauled both passenger and freight services between Traralgon and Melbourne until the overhead electrification was decommissioned in favour of diesel electric traction.

History

Australia was a relatively early adopter of electric traction and Electric Multiple Unit trains, with a General Electric advertisement in traction motors and electrical equipment employed on Melbourne's EMU fleet.

During the early 1950s, Victorian Railways embarked on an £80 million program dubbed 'Operation Phoenix' to rebuild a network badly run down by years of Depression-era underinvestment and wartime overutilisation. [cite web|url=http://www.railwaymuseum.org.au/history3.html|title=ARHS Railway Museum: History 1950 - 2000|accessdate=2006-12-31|] This included a substantial upgrade (regrading, rerouting, and electrification) of the Gippsland line servicing Victoria's substantial brown coal fields in the Latrobe Valley to allow for greatly increased traffic in briquettes for industrial use. A suitably powerful electric locomotive was sought for both express passenger and heavy freight use on the upgraded, electrified line.

Production

In-house locomotive production by Victorian Railways had virtually ceased with the last of the N class 2-8-2 locomotives in 1951, and an order was placed with English Electric in the United Kingdom for 25 locomotives. Classleader L 1150 entered service on 21 April 1953, and the final locomotive L 1174 entered service on 3 August 1954.

Design features

The L class design reflected a compromise between a requirement to haul freight loads of up to 1,400 tons up a 1 in 110 gradient, and a requirement for a low axle load in consideration of VR's typically lightly laid line infrastructure. Although English Electric recommended a heavier locomotive, VR engineers argued against anything above a 97 ton maximum.cite journal | author = Potts, Don | date = June/September 1998 | title = Welcome Back L 1162 | journal = Stack Talk | volume = Volume 9 | issue = Issue 2 | pages = p. 5 | id = Australia Post Print Post Approved PP 32767870032 ]

In order to achieve the required weight reductions, a series of novel weight-saving measures were taken. The original round-ended nose design (which was to have resembled the EMD F7 nose used on the Victorian Railways B class diesel-electric) [cite web |url=http://www.museum.vic.gov.au/railways/image.aspx?ID=6218 |title= Image Search, Victorian Railways, Museum Victoria, Australia - Drawing of L-class electric locomotive |publisher = museum.vic.gov.au |accessdate = 2007-06-02] was shortened and squared off to allow the frame to be reduced in size and weight, reducing the depth of the cabs and requiring the driver to enter the cab via the "engine room". Masonite was used in place of sheetmetal to line the cab interior, and perspex was used in place of glass on some of the cab windows.

The L class locomotive was also fitted with what was believed to be the most powerful dynamic brake in the world at the time, with locomotive L 1150 able to maintain a steady 32 mph (51 km/h) leading a 1,100 ton test train on a 1 in 50 down grade without use of the air brake. [cite journal | year = 1953 | month = May | title = L 1150 makes the grade | journal = The Victorian Railways Newsletter | url = http://www.victorianrailways.net/motive%20power/lelec.html | accessdate = 2007-05-26]

L class locomotives were capable of multiple unit operation, but only with other L class locomotives and not any of the existing VR diesel-electric or electric fleet.

Regular service

In terms of power, the L class outclassed most of the Victorian Railways fleet when introduced in 1953, surpassed only by the lone Victorian Railways H class 4-8-4 steam locomotive H 220. L 1150 was able to better the performance of the famed S class Pacific in hauling a 600 ton load up the 1 in 50 gradient of Glenroy Bank.cite journal | year = 1953 | month = July | title = Power and Speed | journal = The Victorian Railways Newsletter | pages = p. 3 | url = http://www.victorianrailways.net/motive%20power/lelec.html | accessdate = 2007-05-26] The L was also able to haul an 1,100 ton load between Dandenong and Oakleigh stations in around half the time taken by VR's most powerful freight locomotive, the X class 2-8-2, allowing heavy freight trains from Gippsland to avoid delaying suburban passenger services sharing the same route.

From introduction the class were maintained at the Jolimont Workshops in central Melbourne, along with the suburban multiple unit fleet and the E class suburban freight locomotives, as steam locomotives were housed at the North Melbourne Locomotive Depot. They were not moved to the new South Dynon depot until 1964.cite book | author = S.E. Doorman and R.G. Henderson | title = Electric Railways of Victoria | publisher = Australian Electric Traction Society | page = page 42 | year = 1979 | isbn = 0 909459 06 1 ]

The L class proved to be a fine locomotive for express passenger service where their high power output was put to good use hauling "Gippslander" and other services at the line speed limit of 70 mph (112 km/h). However in heavy freight service they were somewhat less successful, as their relatively light weight and low factor of adhesion caused them to slip on heavy loads.cite web| url=http://www.victorianrailways.net/motive%20power/lelec.html| title= L class electric locomotives |publisher=victorianrailways.net |accessdate=2007-05-26] Despite this, they were regularly used to haul heavy briquette trains of over 1,000 tons from the Latrobe Valley to Melbourne. [cite web |url=http://www.museum.vic.gov.au/railways/theme.aspx?lvl=2&IRN=502 |title=Victorian Railways, Museum Victoria, Australia: L Class Electric locos |publisher=museum.vic.gov.au |accessdate=2007-06-26] They could also be seen on some suburban freight services. [cite web| url=http://www.victorianrailways.net/photogallery/suburb/apml.html| title=Fairfield| publisher=victorianrailways.net| accessdate=2007-05-26]

L class locomotives were typically equipped with two pantographs. The VR issued instructions for both pantographs to be raised in winter months, with the first pantograph serving to knock ice off the overhead catenary and ensure good contact for the second pantograph.

Accidents

The L class locomotives became known as "The Whispering Death" during their early years due to accidents attributed to their quietness of operation in comparison to the various EMD 567-powered diesel locomotives operated by the VR at the time. A number of track workers were killed or seriously injured by L class locomotives that they were unable to hear the rapid approach of until it was too late.cite journal | author = Potts, Don | date = June/September 1998 | title = Welcome Back L 1162 | journal = Stack Talk | volume = Volume 9 | issue = Issue 2 | pages = p. 7 | id = Australia Post Print Post Approved PP 32767870032 ]

In early 1984, L 1164 failed at Hearnes Oak and was struck by the relief locomotive. [cite web |url =http://rodsrailpage.fotopic.net/p442678.html | title= 1164.01-20.3.84-Newport-Wor.jpg|publisher = rodsrailpage.fotopic.net | accessdate=2008-06-07] It was withdrawn on 19 February 1984. In 1985, L 1163 was involved in a spectacular derailment near )]

Demise

Because only one major line (the Gippsland line) had been electrified, the economic advantages of electric traction were not fully realised due to the need to change locomotives for trains that extended beyond the range of the electrified network, which added to the overall cost per mile. Furthermore, the additional expense associated with maintaining the 1,500 V DC overhead catenary system saw V/Line move to withdraw the L class from service and decommission the electrification of the Gippsland line. [cite web| url=http://www.victorianrailways.net/vr%20history/history.html |title=VR History |publisher=victorianrailways.net |accessdate=2007-04-26]

The entire L class fleet was withdrawn from service by 1987, and the Gippsland line electrification was dismantled by 2004.

Preservation

Four L class locomotives have survived into preservation. As of May 2007, their disposition is as follows: [cite web|url=http://www.vicsig.net/index.php?page=locomotives&class=L&orgstate=V&type=Electric%20(1500V%20DC) |title= VICSIG - Locomotives - L Class Electric (1500V DC)| accessdate=2007-05-26]

*Classleader L 1150 "R G Wishart" is today in static preservation at the Australian Railway Historical Society Williamstown Railway Museum, wearing its original VR royal blue and gold livery.
*L 1160 is currently stored out of service, still wearing its (now weathered) 1980s-era tangerine and grey V/Line livery.
*L 1162 has been restored to operable condition, including a repaint in VR livery. Negotiations are currently underway to allow this locomotive to operate trains on the Melbourne suburban network.
*L 1169, also stored out of service, was used as a prop for the 2007 movie "Ghost Rider". Although the film is set in Texas, USA, it was actually filmed in Melbourne, Australia and L 1169 was specially painted in a "Texas Eagle" livery for the film production.

References

External links

* [http://www.victorianrailways.net/motive%20power/llocdia.html L class locomotive diagrams]
* [http://www.museum.vic.gov.au/railways/theme.aspx?lvl=3&IRN=502&gall=670 Victorian Railways, Museum Victoria, Australia: L Class Electric Locos]
* [http://www.victorianrailways.net/photogallery/gall02/12b.html VR Photo Gallery 02/12, victorianrailways.net] Photograph of L 1165 on a passenger service in December 1986, shortly before withdrawal and later scrapping
* [http://www.victorianrailways.net/photogallery/eastern/pjvberw.html Berwick, victorianrailways.net] Photograph of later "Ghost Rider" locomotive L 1169 on a goods train at Berwick, Victoria in 1976.