Commonweatlh Railways NT class
Encyclopedia
The NT class was the second Commonwealth Railways
diesel locomotive built for service on the Central and North Australia Railways. They were one of two classes of locomotive to use Sulzer traction in Australia
(CR) foresaw increasing traffic on its Central Australia Railway between Alice Springs and Marree, and took steps in the early 1960s to source additional motive power.
Taking into account the unique operating environment, and the experience it had with the NSU class, the CR contracted Tulloch Ltd to built its new class of locomotive, designated the NT. The contract, however, required Sulzer to provide technical and engineering control to the project.
The class where a derivation of the "Sulzer/AEI/Metropolitan Cammel"-developed group of locomotives, colloquially known as the "SAM", then proposed for construction and operation in the UK.
NT's 65, 67, 69, 71 and 72 worked ore trains from Broken Hill to Peterborough, then as light engine to Quorn on their delivery runs from New South Wales.
At the time, NT70 was at the head of a south bound train ready to leave as soon as the inbound ore train had arrived. At Parap, the service facility for the railway, NT's 75, 71, and 68 replaced the locomotives which had worked the ore train from Frances Creek. However, for some reason, the trains air brakes were not connected, and a brake test was not conducted. As the train rolled down into Frances Bay, they accelerated, and attempts to slow the train were ineffective; the train ran head on into NT70.
NT68 was restored to service in Parap, whilst NTs 70, 71 and 75 were eventually written off
NT's 69 and 73 went out in a blaze of glory, when, during their scrapping, they caught fire.
The three locomotives, 69, 73 and 74, underwent various repairs and servicings prior to entering service. This included repainting.
The class developed a reputation as powerful pullers, with anecdotal information suggesting that, on more than one occasion, a single NT had hauled a two locomotive load up Pearlah Bank, the ruling grade for south-bound trains.
The NTs worked the entire division, including a short stint on the gypsum and salt trains working from Thevenard. Ironically hauling the same iron ore wagons they dragged in the NT, some 15 years earlier.
The cabs of the NT's were cramped, and when under load were subject to high vibrational forces. Combined with their age, and decreasing reliability, the fleet were allocated to shunt duties in Port Lincoln Yard. NT's 69 and 73 were the last operational NT's held by Australian National
Commonwealth Railways
The Commonwealth Railways were established in 1912, as part of a government department, currently called the Department of Infrastructure, Transport, Regional Development and Local Government, by the Government of Australia to construct the missing link in the east-west transcontinental railway and...
diesel locomotive built for service on the Central and North Australia Railways. They were one of two classes of locomotive to use Sulzer traction in Australia
History
The Commonwealth RailwaysCommonwealth Railways
The Commonwealth Railways were established in 1912, as part of a government department, currently called the Department of Infrastructure, Transport, Regional Development and Local Government, by the Government of Australia to construct the missing link in the east-west transcontinental railway and...
(CR) foresaw increasing traffic on its Central Australia Railway between Alice Springs and Marree, and took steps in the early 1960s to source additional motive power.
Taking into account the unique operating environment, and the experience it had with the NSU class, the CR contracted Tulloch Ltd to built its new class of locomotive, designated the NT. The contract, however, required Sulzer to provide technical and engineering control to the project.
The class where a derivation of the "Sulzer/AEI/Metropolitan Cammel"-developed group of locomotives, colloquially known as the "SAM", then proposed for construction and operation in the UK.
In-service
Delivered over several years, the CR added an additional three locomotives to the original order to accommodate increased traffic on the Northern Australia Railway, associated with the Frances Creek Mine Project.NT's 65, 67, 69, 71 and 72 worked ore trains from Broken Hill to Peterborough, then as light engine to Quorn on their delivery runs from New South Wales.
Accidents
Whilst the NTs were involved in a number of derailments, the most spectatular accident was the runaway into the Frances Bay freight yard that happened on 4 November 1972 - indeed the incident would be a key factor in the closure of the Northern Australia Railway.At the time, NT70 was at the head of a south bound train ready to leave as soon as the inbound ore train had arrived. At Parap, the service facility for the railway, NT's 75, 71, and 68 replaced the locomotives which had worked the ore train from Frances Creek. However, for some reason, the trains air brakes were not connected, and a brake test was not conducted. As the train rolled down into Frances Bay, they accelerated, and attempts to slow the train were ineffective; the train ran head on into NT70.
NT68 was restored to service in Parap, whilst NTs 70, 71 and 75 were eventually written off
NT's 69 and 73 went out in a blaze of glory, when, during their scrapping, they caught fire.
Last Workings
Australian National transferred three of the class to its Port Lincoln Operations, in part as a trial to see if the class was suitable for service on bulk grain, gypsum and salt trains.The three locomotives, 69, 73 and 74, underwent various repairs and servicings prior to entering service. This included repainting.
The class developed a reputation as powerful pullers, with anecdotal information suggesting that, on more than one occasion, a single NT had hauled a two locomotive load up Pearlah Bank, the ruling grade for south-bound trains.
The NTs worked the entire division, including a short stint on the gypsum and salt trains working from Thevenard. Ironically hauling the same iron ore wagons they dragged in the NT, some 15 years earlier.
The cabs of the NT's were cramped, and when under load were subject to high vibrational forces. Combined with their age, and decreasing reliability, the fleet were allocated to shunt duties in Port Lincoln Yard. NT's 69 and 73 were the last operational NT's held by Australian National
Preservation
Only NT76 has survived into preservation. It is owned and operated by Pichi Richi Railway (Quorn South Australia)Liveries
The majority of the class spent their working lives in the colors of Commonwealth Railways - Maroon with a silver band. The only variation was a name change from "Commonwealth Railways" to "Australian National Railways". NT's 69 and 73 were repainted into Australian Nationals Green and Gold in Port Lincoln in 1985.Class workings
- NT65 - Named "Gordon Freeth"; Delivered 24/4/1965; First NT to work over the Quorn line on its delivery 1 May 1965 To Northern Australia Railway (NAR) 13/9/71: To Central Australia Railway (CAR) 1976; Stored Port Augusta 1981; 575,954 km
- NT66 - Delivered 18/6/1965 via Broken Hill and Quorn; to NAR 4/10/1971; to CAR 1976; Stored Port Augusta 1981; 948,205 km
- NT67 - Delivered 4/8/1965 via Quorn line (10 August 1965); To NAR 14/2/68; To CAR 1976 - used as Marree Narrow Gauge Shunter; Stored Port Augusta 1981; To Peterborough 1 February 1983 To Wilmington Line ~August 1984 - scrapped Gladstone 1989
- NT68 - Delivered 11/11/66; To NAR 5/12/1966; Involved in major accident Darwin Yard 4/11/72; To CAR 1975; Withdrawn at Port Augusta 1978.
- NT69 - Delivered 28/11/1966 via Quorn Line (3 December 1966); To NAR 20/12/1966; to CAR 1976; Stored Port Augusta 1981;To Peterborough 1 February 1983; Last North Australia South and North Bound trains 29/30 June 1976; to Port Lincoln 1984 - First to be repainted AN Corporate green and gold January 1985 following "rough" overhaul; Last mainline train from Rudall 11 April 1988. Last operated 21 June 1988 as Port Lincoln yard shunter Scrapped Port Lincoln 21 August 1990
- NT70 - Delivered 11/1/1967; to NAR 23/6/1967; Involved in major accident Darwin Yard 4/11/72; Scrapped 1975
- NT71 - Delivered 1/2/1968 via Quorn Line (10 February 1968 ) ; To NAR 2/5/1968;Involved in major accident Darwin Yard 4/11/72; Scrapped 1975
- NT72 - Delivered 21/3/1968 via Quorn Line (28 March 1968 ); To NAR1/7/1968; to CAR 1976; Scrapped in 1978
- NT73 - Delivered 18/4/1968; to NAR 1/7/1968; to CAR 1976; To Gladstone 16/10/1981; to Port Lincoln ~February 1985 - repainted AN Corporate green and gold February 1985 following complete engine overhaul; Last mainline train from Rudall 11 April 1988; Last operated Port Lincoln 21 September 1988 as yard shunter Scrapped Port Lincoln 21August 1990.
- NT74 - Delivered 1/6/1968;to NAR 18/1/1971;to CAR 1976;To Peterborough 13/11/1981; Used to recover Quorn Line Assets; To Port Lincoln ?1984. Rewired Port Lincoln Workshops; stored following crankshaft failure at 28 July 1987 Scrapped Port Lincoln November 1989.
- NT75 - Delivered 28/6/1969; to NAR 27/8/1968; Involved in major accident Darwin Yard 4/11/72 to CAR 1975 - Scrapped Port Augusta 1975
- NT76 - Delivered 12/8/1968; To NAR 1/11/1968; to CAR 1976; Last movement on CAR-Marree Yard Shunter 27 MArch 1980 to Gladstone 5 April 1980; First trip to Booleroo Centre with NSU56 9 April 1980; Used as trailing unit pending sound proofing : withdrawn from service 1986 transferred to Wilmington line ~1986 - Operational - Pichi Richi Railway
- NT77 - Delivered 25/9/1968; To NAR 5/8/1971; to CAR 1976 Scrapped Port Augusta 1976