Preservation and Restoration of NSW Railway Track Vehicles

NSWGR Trikes

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Trikes and Trolleys

A short history of track vehicles on the NSWGR

 

by

Greg Lee

 

Chapter 5

The famous Fairmonts, Part 1

 

 

In earlier Chapters it was explained how track maintenance gangs in NSW used Sheffield trolleys, flat top trolleys and manual tricycles to travel over their lengths, before they were provided with powered machines. As previously explained, the first powered machines were motor tricycles, introduced in about 1910 followed by quadricycles, introduced in the 1920s and Towing Inspection Cars (TICs) introduced in the 1930s.

 

The carrying capacity of these machines was two men. Since they were provided for the transport of fettling gangs consisting of four to five men, several machines were provided to each gang, or in the case of TICs, a trailer was towed behind the TIC.

 

Some vehicles of larger capacity were also in use. These were the "Buda" Gang Car, and the Flivver. Their use was not widespread, and very little is known of these vehicles.

 

In the 1940s the NSWGR administration apparently decided more vehicles of greater seating capacity were necessary. These vehicles took the form of Fairmont section cars, obtained from Fairmont Railway Motors Inc. of Fairmont, Minnesota, USA.

 

Three different models were eventually put into service on NSWGR.

 

They were the M19, having a 5-8 horsepower engine, and seating 4 people, the MT14, also having a 5-8 horsepower engine, and seating 6 people, and the ST2, having an engine of 8-13 horsepower and seating 8 people. The relative performance specifications of the three models are listed in Table 1.

 

All of these Fairmonts were powered by two stroke water cooled engines. These engines were unusual in that they could be run in either direction. To reverse a Fairmont, it was necessary to stop the engine, and restart it in the opposite direction. Ignition (except in the MT14s) was provided by a trembler coil or “buzz box” similar to those used on Model “T” Ford motor cars. This had the advantage of providing a very strong spark, but the disadvantage of being powered by dry cell batteries for which there was no charging arrangement. This meant that ignition was prone to failure due to flat batteries. Timing was provided by an adjustable timer attached to the crankcase with contact points actuated by a cam on the crankshaft. The timing range was approximately 90 degrees from retarded to advanced. This large arc of movement of the timer sometimes resulted in failure of ignition due to wires breaking off.

 

The MT14 and ST2 Fairmonts had two speed gear boxes attached to the rear axle, being belt driven from the engine by a 4 inch flat belt. The M19 was un-geared, having a 3 inch flat belt drive a pulley attached directly to the rear axle. The drive belt also acted as the clutch, being able to be tensioned and un-tensioned to engage and disengage the drive.

 

Fairmont controls consisted of a brake lever, a clutch lever, a throttle lever, a timing lever and a mixture screw. In this respect they were similar in design to 1920s motor cars and could be considered somewhat primitive for 1940s machines.

 

Fairmont engines were crank started, and had twin exposed flywheels. The fuel used was two stroke mixture of one part SAE 30 engine oil to eleven parts petrol. They were heavy on fuel with the 8-13 horsepower engines giving about ten miles to the gallon, and 5-8 horsepower engines giving about 20 miles to the gallon. They are therefore expensive to operate by todayÕs standards.

 

Fairmont engines had no balancing weights on the crankshafts, and no elastic engine mounts, which resulted in engine vibration which sometimes produced frame cracks at engine mounting points. However, in operation, the cars were surprisingly vibration free.

 

All Fairmonts had double tapered roller bearing axle boxes. On the M19s and the MT14s suspension was provided by coil spring mounting of the axle boxes to the frame, which gave the cars a smooth, comfortable ride. The ST2s did not have suspension and were rough and jarring to ride on.

 

Fairmonts had extremely robust 16 inch pressed steel wheels which were more than adequate for their purpose. Braking was provided by a cast iron brake shoe on the tread of each wheel, which provided Fairmonts with excellent stopping power.

 

Fairmonts were not fitted with mufflers, and the ST2s in particular were very noisy in operation.

 

* * * * *

 

The M19

 

The M19 had a frame constructed from aluminium alloy angle sections, bolted together, which resulted in a very light weight car of 270 kg. M19 Fairmonts were allocated to some fettling gangs. They were also provided to trike mechanics who used them to systematically patrol their areas for the purpose of maintaining trikes and other fettlers’ machinery. M19 Fairmonts were also provided to Way and Works Branch Maintenance Engineers and Signal Branch District Engineers, who used them to inspect their respective domains. For this reason the M19s could be considered the elite of the Fairmonts.

 

M19 Fairmonts had a drive ratio of 2.31: 1 They were capable of a top speed of about 53 kph on the level. They had a peak power to weight ratio of 22W/kg which is very high, but being high geared they had little pulling power, and so were not fitted with tow bars.

 

 

 

 

Table 1.

 

 

 

 

 

© Greg Lee, 1992 - 1999

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