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AEC railmotor
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AEC railmotor
The AEC railmotor was the first generally successful railmotor built for the Victorian Railways. 19 vehicles were constructed from 1922 to 1925, along with 24 trailer vehicles built to a similar design.
Four different internal layouts were used, providing for different traffic.
Over the first four months of 1922, a new type of train was constructed at Newport Workshops for the purpose of providing a local service to the Mildura region. Tenders had been invited for a motor chassis designed for a 5-ton lorry road service, but without the steering gear, tyres, front wheels and stub axles, for conversion to the first of the new type of what is now called a rail motor. The successful tenderer was the Associated Equipment Company, who provided the chassis with a four-cylinder petrol engine generating 45 hp (34 kW) at 1000rpm. Conveniently, the motorised axle was already suited for fitting railway wheels at the 5'3" gauge. The worm drive had been designed for a maximum speed of 17 miles per hour, so the gear ratio was changed from 8.25:1 to 4.5:1 to increase the maximum speed to about 35 miles per hour.
The original vehicle frame, measured between the front of the driver's seat and the end, was 14'9". The chassis frame members were cut at roughly the midpoint, with 4 feet spliced in, and a further 2'10" added to the end. The shaft from the gearbox to the universal joint powering the rear axles, and the brake rods to the rear axle, were also extended by four feet. The leading axle used 30 inch diameter wheels with waste-lubricated axle boxes. The overall wheelbase was 18 ft 2 3/8"in, and the railway wheels were attached by heating, fitting and allowing them to shrink to a tight fit on the axles, then using studs to secure them. The leading wheels did not have brakes fitted. The motor car was not capable of reversing except at very low speeds, so special turntables were necessary at each end of the sections where it would operate.
Standard railway equipment added to the design included a cowcatcher, horn and exhaust whistle, speedometer, electric lighting generator and battery, and a spring on the throttle control to shut off petrol if the driver ever let go; the latter is a very early form of dead-man's switch.
The body was built at 22'7" long, 9' wide and 6'7" internal clearance, with seating of maple battens on angle irons for 43 passengers. Two Oregon stringers, 4" x 4" cross-section, were carried directly on the chassis frame channels, with transverse bearers at 1' 8 7/8" centres. The sides were open, with canvas blinds provided in lieu of windows both to minimise weight and allow for use in hot climates. In addition to the electric headlights, the driver had his own internal light, and four more were provided in the passenger compartment.
Passengers would enter at the front and pass the driver, who would collect fares; a ticket box was placed behind the driver's seat, with a booking window provided as well. When the railmotor was stopped at level crossings and other locations without platforms, the driver could use a lever to lower steps down to ground level; this was interlocked to only permit the clutch to operate when the steps were retracted to within the loading gauge. Similarly, the doors were released by the driver.
A matching trailer, 1MT, was constructed at the same time to provide capacity for additional passengers and any luggage. This vehicle had a body 16' 2 1/2" long, with a 12-passenger compartment plus the parcels and brake equipment area. When the trailer was in use a Guard was provided, and they were responsible for the collection of fares. The Guard also had to be competent to relieve the Driver in case of emergency. An electrical plug was provided between the motor and trailer units to power lighting in the trailer, as well as permitting bell signal communication between the two employees.
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AEC railmotor AI simulator
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AEC railmotor
The AEC railmotor was the first generally successful railmotor built for the Victorian Railways. 19 vehicles were constructed from 1922 to 1925, along with 24 trailer vehicles built to a similar design.
Four different internal layouts were used, providing for different traffic.
Over the first four months of 1922, a new type of train was constructed at Newport Workshops for the purpose of providing a local service to the Mildura region. Tenders had been invited for a motor chassis designed for a 5-ton lorry road service, but without the steering gear, tyres, front wheels and stub axles, for conversion to the first of the new type of what is now called a rail motor. The successful tenderer was the Associated Equipment Company, who provided the chassis with a four-cylinder petrol engine generating 45 hp (34 kW) at 1000rpm. Conveniently, the motorised axle was already suited for fitting railway wheels at the 5'3" gauge. The worm drive had been designed for a maximum speed of 17 miles per hour, so the gear ratio was changed from 8.25:1 to 4.5:1 to increase the maximum speed to about 35 miles per hour.
The original vehicle frame, measured between the front of the driver's seat and the end, was 14'9". The chassis frame members were cut at roughly the midpoint, with 4 feet spliced in, and a further 2'10" added to the end. The shaft from the gearbox to the universal joint powering the rear axles, and the brake rods to the rear axle, were also extended by four feet. The leading axle used 30 inch diameter wheels with waste-lubricated axle boxes. The overall wheelbase was 18 ft 2 3/8"in, and the railway wheels were attached by heating, fitting and allowing them to shrink to a tight fit on the axles, then using studs to secure them. The leading wheels did not have brakes fitted. The motor car was not capable of reversing except at very low speeds, so special turntables were necessary at each end of the sections where it would operate.
Standard railway equipment added to the design included a cowcatcher, horn and exhaust whistle, speedometer, electric lighting generator and battery, and a spring on the throttle control to shut off petrol if the driver ever let go; the latter is a very early form of dead-man's switch.
The body was built at 22'7" long, 9' wide and 6'7" internal clearance, with seating of maple battens on angle irons for 43 passengers. Two Oregon stringers, 4" x 4" cross-section, were carried directly on the chassis frame channels, with transverse bearers at 1' 8 7/8" centres. The sides were open, with canvas blinds provided in lieu of windows both to minimise weight and allow for use in hot climates. In addition to the electric headlights, the driver had his own internal light, and four more were provided in the passenger compartment.
Passengers would enter at the front and pass the driver, who would collect fares; a ticket box was placed behind the driver's seat, with a booking window provided as well. When the railmotor was stopped at level crossings and other locations without platforms, the driver could use a lever to lower steps down to ground level; this was interlocked to only permit the clutch to operate when the steps were retracted to within the loading gauge. Similarly, the doors were released by the driver.
A matching trailer, 1MT, was constructed at the same time to provide capacity for additional passengers and any luggage. This vehicle had a body 16' 2 1/2" long, with a 12-passenger compartment plus the parcels and brake equipment area. When the trailer was in use a Guard was provided, and they were responsible for the collection of fares. The Guard also had to be competent to relieve the Driver in case of emergency. An electrical plug was provided between the motor and trailer units to power lighting in the trailer, as well as permitting bell signal communication between the two employees.
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