New South Wales FP Paybuses

The FP paybuses were a series of thirteen small 4 wheel railbuses built for the Department of Railways New South Wales between 1937 and 1970. The rail buses were intended for use on branch lines whose low passenger numbers did not warrant the use of a larger railmotor.

FP Paybuses
Preserved FP 8 at the Richmond Vale Railway Museum in October 2011
Type and origin
Power typeDiesel mechanical
BuilderWaddingtons
Commonwealth Engineering
Build date1937-1970
Total produced14
Specifications
Gauge1,435 mm (4 ft 8 1⁄2 in) standard gauge
Fuel typeDiesel
Career
OperatorsDepartment of Railways New South Wales
Number in class14
NumbersFP1-FP13
First run7 July 1937
Last run4 April 1986
PreservedFP1, FP7-FP13
Disposition8 preserved, 6 scrapped

FP1

Designed by the Road Motor Vehicles section of the Department of Railways & constructed by Waddingtons. It was placed into service on 7 July 1937.[1] It was originally powered by a Ford Mercury V8 side-valve petrol engine with a 4-speed truck-style gear box and two 30 imp gal (140 l; 36 US gal) fuel tanks. Entry was via a central door on one side only and had seating for 17 persons. The driving position was at one end only with the driver sitting on the right hand side beside the engine. The rail bus was fitted with 34 in (864 mm) diameter wheels with a 13 ft 2 in (4.01 m) long wheelbase. The body was 20 ft 0 in (6.10 m) long and 7 ft 0 in (2.13 m) wide.[2]

By 1938 it had been converted into a pay bus & was used for the transport of pays to the more remote parts of the New South Wales railway system. In 1964 it was fitted with a new Ford Thames V8 petrol engine. FP1 was withdrawn from service on 3 October 1968 and was handed over to the New South Wales Rail Transport Museum on 27 March 1969 for preservation.[1] Between August 2008 and July 2009 FP1 was fully restored at Eveleigh Railway Workshops by RailCorp apprentices.[3] After being displayed on the concourse at Central station it was returned to Thirlmere.

FPs 2-5

The design of these 3 cars were different to that of FP1 in that they were fitted with a wider and longer body and had driving controls at both ends. They were also fitted with inward opening swing doors on both sides of the body & could seat 18 passengers.[1] These three rail buses were fitted with 34 in (864 mm) diameter wheels with a 13 ft 2 in (4.01 m) long wheelbase. The bodies were 22 ft 8 in (6.91 m) long and 9 ft 2 in (2.79 m) wide.[4]

FP2

FP2 entered service at Harden on 27 September 1937. In 1942 it was transferred to the Mechanical Branch and was then used as a pay bus. FP2 was withdrawn in November 1969 and scrapped in December 1970.[1]

FP3

FP3 entered service at Cowra on 27 September 1937 and was initially used on the Cowra-Grenfell service. By 1939 it was being used as a pay bus. FP3 was withdrawn from service on 3 November 1969 and was scrapped in December 1970.[1]

FP4

FP4 entered service at Cowra on 27 September 1937 and like FP3 was also used on the Cowra-Grenfell service. By 1939 it was being used as a pay bus. In 1947 FP4 was returned to Commonwealth Engineering and fitted with a canopy roof. During 1965 it was loaned to the Way & Works Branch for use on track inspection on the branches in the Werris Creek area. A fractured chassis caused its withdrawal from service in September 1967. It was written off in November 1969 and scrapped in December 1970.[1]

FP5 (1st)

FP5 entered service in September 1937. By 1939 it was being used as a pay bus. FP5 was destroyed by an explosion in a payroll robbery attempt at Yanderra on the Main South line on 8 December 1941. This attempted robbery killed all three rail employees that were aboard the pay bus at the time of the explosion. The remains of FP5 were written off in 1942.[1][5]

FP6 & FP5 (2nd)

These 2 rail buses saw a return to having only a driving position at one end only along with only having a door on one side. The door on these buses however was a siding door instead of the swing door on the previous rail buses.

FP6

FP6 entered service at Harden in September 1937. By 1939 it was being used as a pay bus. It was withdrawn from service in May 1968, condemned on 3 November 1969 and scrapped in December 1970.[1]

FP5 (2nd)

FP5 (2nd) was built as a replacement for the first FP5 which had been destroyed in December 1941. The chassis was based on a 1942 Ford truck chassis and a hydraulic braking system was fitted. FP5 (2nd) was also built as new as a pay bus and entered service in September 1945. FP5 was stored in October 1968 but was recalled for use at Newcastle in July 1969. Due to poor condition it was stored again on 20 October 1969, withdrawn on 3 November 1969 and scrapped on 5 December 1970.[1]

FPs7-12

To replace the aging fleet of existing pay buses, six new pay buses were ordered from Commonwealth Engineering in 1967. These new pay buses had a longer and squarer body & were mounted on a 4 wheel chassis powered by an underfloor 6 cylinder Leyland model 0.400 horizontal diesel engine driving one axle via a Voith Diwabus model 501 fully automatic hydraulic/mechanical transmission & reversing gearbox. This then was coupled to a Voith E13 final drive on one of the axles. They had inward opening doors on both sides & a driving position at each end. The wheelbase of these pay buses was 18 ft 0 in (5.49 m), with a 30 ft 0 in (9.14 m) long body. These cars were also fitted with air conditioning.[1][6][7] The front was taken from Commonwealth Engineering's standard bus model.

FP7 entered service on 9 April 1968, with the last on 23 July 1968.

In April 1970 FP7 was stripped internally and fitted with carpet on the walls and floor and movable chairs installed as well as being repainted externally. This so it could carry Queen Elizabeth II and her party between Coffs Harbour Jetty and Coffs Harbour station. After this use the FP7 was returned to its original condition, excepting that the carpet was kept on the floor.[1][6]

FP13

FP13 was built at the same time as FP7 - FP12 but unlike FP7-12 it was built purely as a rail bus, with FP13 being designed to carry 18 passengers in nine 2 seat throw over reversible seats. FP13 was used as a rail bus on the Cooma-Bombala service. It entered service in February 1970. It suffered a seized engine in February 1974 which coupled with a fuel strike saw the withdrawal of the rail bus service. FP13 was stored until March 1980 when it entered Eveleigh Carriage Workshops for conversion to a pay bus.[1][6]

FP 7-13 Withdrawal & Preservation

In April 1986 the operation of railway pay buses ceased with the last service being worked by FP11 on 4 April 1986 between Lithgow and Clyde.[8] All seven were preserved:[9]

gollark: ...
gollark: Because 2% or more people dying is quite bad. I do think the reactions have been bad though.
gollark: Also, the death rate is higher. Waaaay higher if hospitals are overloaded.
gollark: Also, I've heard GPS will lose accuracy within a few months if there's nobody maintaining it, though you could compensate for this if you had a point with a fixed known location and probably GPS expert.
gollark: <@249224113095180289> You can get maps apps which download from openstreetmap ot something.

References
  1. Cooke, David (1984). Railmotors and XPTs. Australian Railway Historical Society NSW Division. pp. 101–109. ISBN 0-909650-23-3.
  2. Dept of Railways NSW diagram for FP 1,5 & 6
  3. NSW Rail Heritage Pay bus Story Archived 2010-12-08 at the Wayback Machine NSW Rail Heritage
  4. Dept of Railways NSW diagram for FP 2,3 & 4
  5. Dangerous Occupation NSW Rail Heritage
  6. Rail heritage 2nd fleet NSW Rail Heritage
  7. Dunn, John (2010). Comeng - A History of Commonwealth Engineering Volume 3: 1966-1977. Rosenbeg. ISBN 9781877058905.
  8. "The End of Rail Pay Buses" Railway Digest June 1986 page 181
  9. Pay Bus Technical Information Rail Motor Society
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