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Railmotor is a term used in the United Kingdom and elsewhere for a railway lightweight railcar, usually consisting of a railway carriage with a steam traction unit, or a diesel or petrol engine, integrated into it.
In the earliest days of railways, designers wished to produce a vehicle for passenger carrying that was economical to build and operate on routes where passenger numbers were light. A single coach with its own prime mover was a solution adopted in some cases; this may be thought of as the predecessor to the railcar, a term more associated with the use of internal combustion engines.
William Bridges Adams started building railmotors in small numbers as early as 1848. The Bristol and Exeter Railway used a steam carriage.
In most cases the early designs were unsuccessful technically, but in the early years of the twentieth century, street-running passenger tramways started to use small steam engines to draw tramcars, replacing the customary horse traction. In many cases the tramways soon adopted electric traction instead, and the attractiveness of the cheap and frequent conveyance abstracted business from the railways in urban areas.
The railways responded by opening new stopping places (to serve more closely the new suburban housing) and sought to reduce their operating cost by reintroducing railmotors, which were cheaper to construct.
The London and North Western Railway, Lancashire and Yorkshire Railway, London, Brighton and South Coast Railway, Great North of Scotland Railway and Great Western Railway introduced them.
Nonetheless, the railmotors had a number of disadvantages: their frequency, and the closeness of their stopping places, could not match that of the tramcars. The intrinsic compromises in fitting a steam engine inside the limited space available made them mechanically inefficient, and their power was (in most designs) insufficient to handle attached vehicles for parcels or additional coaches at times of exceptional demand such as public holidays; and in nearly all cases they still required a three-man crew (driver, fireman and guard), a significant expense compared with the single crew member of a tramcar.
They also encountered operational and maintenance problems on railways used to treating locomotives and carriages as separate entities: Servicing the prime mover in a locomotive shed or workshop frequently made the carriage body and interior dirty, and some railmotor designs required that some mechanical work be carried out from inside the carriage portion which aggravated the problem. Stabling railmotors in carriage sheds meant introducing the unit's smoke, steam, ash and dust into a relatively clean environment and requiring more effort to keep not only the railmotor but other carriages stabled alongside it suitably clean, and carriage sheds did not have staff trained in servicing and maintaining the power units of railmotors. Some railways invested in dedicated sheds to store and service railmotors, but this merely introduced additional running and manning costs which further reduced the railmotors' supposed economy of operation.
There were two basic designs:
These machines were not a great success because they lacked flexibility. Most could haul a single trailer, but no more. This meant they were unable to cope with greater than expected passenger demands – a classic example being busy market days on an otherwise lightly used rural branch line. They were also unable to haul goods wagons, requiring a conventional locomotive to be stationed on the same line in any case for these duties. In several cases railmotors were victims of their own success - the increased service frequency and more modern rolling stock that the railmotors provided, plus the opening of additional halts along lines that were often part of a conversion to railmotor operation, lead to significant increases in passenger numbers and loadings, requiring the addition of driving trailers to meet demand which overtaxed the low-powered machinery of many railmotor designs, especially on routes with steep gradients. For this reason, they were largely superseded by push-pull trains and the GWR converted some of their railmotors into autocoaches for this purpose. The South Eastern and Chatham Railway built its P Class of small, light tank locomotives specifically to replace railmotors in the 1900s, while the London and South Western Railway introduced its C14 Class which were essentially self-contained railmotor power units that allowed greater flexibility by separating the engine and the carriage sections for working as push-pull trains.
In the late 1920s, there was another revival of railmotors with the introduction of new designs from Clayton and Sentinel with high-speed motors and geared drive. The London and North Eastern Railway bought over 80 of them but, again, they were short-lived. Some lasted no more than 10 years and all had been withdrawn by 1947.
From the 1930s, the diesel railcar made great progress and by the 1950s the railmotor was consigned to history. The diesel's ability to use multiple unit control was an advantage.
The Great Western Society, based at Didcot, has restored a Great Western Railway steam railmotor, built in 1908, to working condition. It regularly operates throughout the summer and has visited other preserved railways in the west country and Wales. It also operated on the mainline between Liskeard and Looe in November 2012.
Another mostly complete example is a Midland Railway railmotor, which was later turned into an Officers' Saloon for inspection duties. It lasted in preservation from 1968 as a holiday home, then went to the National Railway Museum where inadequate outside storage led to its deterioration. It was later moved to a farm in 2015 and remains there as of May 2019. [1]
In Northern Ireland, the heritage Downpatrick and County Down Railway (D&CDR) owns an example of a Belfast and County Down Railway railmotor which was converted to an autotrain driving trailer while in service. After withdrawal it was used as private accommodation in a field before being restored to working order. The D&CDR also has Great Southern and Western Railway No. 90, which was built in 1875 as a railmotor but had its carriage portion removed in 1915.
(In Australia, the term "railmotor" was used in those states, especially New South Wales, with a strongly British-influenced railway tradition. It was applied to diesel or petrol-powered self-propelled passenger carriages otherwise termed "railcars" on Australian railways where a more American tradition applied, such as the Commonwealth Railways and South Australian Railways. [2] Examples of New South Wales railmotors were the 400 and 500 class and the CPH class "tin hares", and in Victoria the Walker railmotor. Similar vehicles in South Australia, the Brill 75 class, were termed "railcars".)
A 1905-vintage, British-built steam railmotor is operated on the Pichi Richi Railway: the former South Australian Railways Steam Motor Coach (SMC) no. 1, [note 1] the only example of its type operating in the world. The engine unit, built by Kitson and Company of Leeds, England, consists of a small saturated locomotive-type boiler and a cab fitted on a four-wheel (720 mm diameter) underframe. Two outside cylinders delivering 8.96 kN (2,015 lbf) of tractive effort drive the rear axle, which is the only one powered; valve gear is Walschaerts. The coach unit, finished in dark oak-stained and varnished timber, was built by the Metropolitan Amalgamated Railway Carriage and Wagon Company of Birmingham. The first class compartment has elaborate pressed ceiling patterns and carpeted floor; second class has a plain ceiling and linoleum flooring. Seating is upholstered with mock leather; nine first class seats and thirteen second class are in separate compartments. [3]
SMC no. 1 was nicknamed the "Coffee Pot" after railwaymen chalked "Coffee" and "Cocoa" on two water barrels that had been placed on the running boards on either side as a spare water supply; the term persists today. [3]
The South Australian Railways inaugurated the vehicle in August 1906 on the narrow-gauge [note 2] Great Northern Division; a similar unit went to the South East Division. Its regular duty was a weekly trip to Hawker, 65 km (40 mi) away, hauling a four-wheel van to carry parcels and mail. It was hired for charter on weekends, often by tennis and football clubs. It spent its entire working life operating out of the Quorn locomotive depot until 1932, when it was stored and, later, publicly displayed at Port Augusta and Alice Springs. In 1975 it was returned to Quorn for restoration to working order by the Pichi Richi Railway Preservation Society. After extensive work, it was returned to service in 1984 and now operates at regular intervals. [3]
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| Operator | Country | Introduction | Withdrawal | Quantity | |
|---|---|---|---|---|---|
| Barry Railway | Wales | 1905 | 1914 | 2 | They were de-engined and converted to bogie open composite carriages according diagram 14. [4] |
| Belfast and County Down Railway | Ireland | 1905 | 1959 | 3 | Converted to autotrain carriages, then later conventional brake third. No. 2 is preserved at the Downpatrick and County Down Railway. |
| Bristol and Exeter Railway | England | 1850 | 1851 | 1 | See Bristol and Exeter Railway Fairfield steam carriage |
| Cape Government Railways | South Africa | 1906 | c. 1918 | 1 | Built by NBL & Metropolitan Amalgamated Railway Carriage & Wagon [5] |
| Cardiff Railway | Wales | ||||
| Central South African Railways | South Africa | 1907 | c. 1921 | 1 | Built by Kitson & Metropolitan Amalgamated Railway Carriage & Wagon [6] |
| Eastern Counties Railway | England | 1847 | |||
| Furness Railway | England | 1905 | 1918 | 2 | Railmotor trailer No. 193 survives. |
| Great Central Railway | England | 1904 | 3 | ||
| Great Northern Railway | England | 1905 | 1927 | 6 | |
| Great North of Scotland Railway | England | 1905 | 1909 | 2 | One railmotor body saloon survives. |
| Great Southern and Western Railway | Ireland | 1904 | 1915 | ||
| Great Western Railway | England | 1903 | 1935 | 99 | See GWR steam rail motors |
| Lancashire and Yorkshire Railway | England | 1905 | 1948 | 20 | L&YR railmotors used on the 'Altcar Bob' and other services |
| London and North Eastern Railway [7] | England | 1925 | 1948 | 80 | Sentinel steam railcars |
| London and South Western Railway | England | 1901 | 1903 | 15 | |
| London Brighton and South Coast Railway | England | 1905 | 2 | ||
| Midland Railway | England | 1904 | 1907 | Some turned into Officers' Saloons around 1907, but equipment was not removed until about 1917. No. 2234 survives in converted saloon condition. | |
| New South Wales Government Railways | Australia | 1923 | 1983 | 37 | See CPH railmotor and Creamy Kate |
| Nidd Valley Light Railway | England | 1921 | 1929 | 1 | Ex-Great Western Railway |
| Northern Counties Committee | Ireland | 1905 | 1913 | 2 | |
| North Staffordshire Railway | England | 1905 | 1927 | 3 | |
| Port Talbot Railway | Wales | 1906 | 1915 | 1 | Sold to Port of London Authority, withdrawn 1926. |
| Rhymney Railway | Wales | ||||
| South African Railways | South Africa | 1929 | 1 | Built by Clayton Carriage and Wagon [8] | |
| South Australian Railways [9] | Australia | 1906–1932 then 1984–present (as of 2019) | 2 | South Australian Railways Steam Motor Coach no. 1 ("Coffee Pot") (briefly Commonwealth Railways NJAB 1) is operational on the Pichi Richi Railway. Wheel arrangement 2-2-0WT. Engine unit by Kitson & Co. of Leeds, England; coach by Metropolitan Amalgamated Railway Carriage and Wagon Co. of Birmingham. | |
| South Eastern and Chatham Railway | England | 1904 | 8 | ||
| Sri Lanka Railways | Sri Lanka | 1904 | 1 | ||
| Taff Vale Railway | Wales | 16 | |||
| Victorian Railways | Australia | See Victorian Railways railmotors. |
A railcar is a self-propelled railway vehicle designed to transport passengers. The term "railcar" is usually used in reference to a train consisting of a single coach, with a driver's cab at one or both ends. Some railway companies, such as the Great Western, termed such vehicles "railmotors".
Pichi Richi Railway is a 39 kilometres narrow-gauge heritage railway in the southern Flinders Ranges of South Australia between Quorn and Port Augusta. For much of its length the line lies in the picturesque Pichi Richi Pass, where the line was completed in 1879 as work proceeded north to build a railway to the "Red Centre" of Australia – the Central Australia Railway.
In 1933, the Great Western Railway introduced the first of what was to become a successful series of diesel railcars, which survived in regular use into the 1960s, when they were replaced with the new British Rail "first generation" type diesel multiple units.
The GWR Autocoach is a type of coach that was used by the Great Western Railway for push-pull trains powered by a steam locomotive. The distinguishing design feature of an autocoach is the driving cab at one end, allowing the driver to control the train without needing to be located in the cab of the steam locomotive. This eliminates the need to run the engine round to the other end of the coach at the end of each journey.
The Lambourn Valley Railway (LVR) was a branch railway line running from the town of Newbury, Berkshire north-west to the village of Lambourn. It was opened in 1898. Fulfilling a local need, it was in financial difficulties throughout its independent life and was sold to the Great Western Railway (GWR) in 1905.
The steam rail motors (SRM) were self-propelled carriages operated by the Great Western Railway in England and Wales from 1903 to 1935. They incorporated a steam locomotive within the body of the carriage.
The Kerr Stuart steam railmotor, also known as Motor Car 3, was a steam railcar operated by the Victorian Railways from 1913 to 1924.
The Commonwealth Railways NC class consisted of two diesel-hydraulic locomotives built by Clyde Engineering, Granville, New South Wales in 1956. The Lakewood Firewood Company, Kalgoorlie was the first owner; the Commonwealth Railways purchased them in 1965. They ceased revenue service in the early 1980s.
The Commonwealth Railways NSU class was a class of diesel-electric locomotives built in 1954 and 1955 by the Birmingham Railway Carriage and Wagon Company, England, for the Commonwealth Railways to be deployed on the narrow-gauge Central Australia Railway and North Australia Railway.
Two models of South Australian Railways Brill railcar operated by the South Australian Railways between 1925 and 1971. Introduced to run on country rail services, the "Barwell Bulls" serviced most of the state's railway lines until they were eventually replaced by both the Bluebird and Redhen railcars. The last units were withdrawn in 1971.
A steam motor is a form of steam engine used for light locomotives and light self-propelled motor cars used on railways. The origins of steam motor cars for railways go back to at least the 1850s, if not earlier, as experimental economizations for railways or railroads with marginal budgets. These first examples, at least in North America, appear to have been fitted with light reciprocating engines, and either direct or geared drives, or geared-endless chain drives. Most incorporated a passenger carrying coach attached to the engine and its boiler. Boiler types varied in these earlier examples, with vertical boilers dominant in the first decade and then with very small diameter horizontal boilers. Other examples of steam motor cars incorporated an express-baggage or luggage type car body, with coupling apparatus provided to allow the steam motor car to draw a light passenger coach.
Diesel multiple units and railcars are trains, usually with passenger accommodation, that do not require a locomotive. Railcars can be single cars, while in multiple units cars are marshalled together with a driving position either end. As of December 2010, 23 percent of the rail passenger cars used on Network Rail are part of a diesel multiple unit.
A steam railcar is a rail vehicle that does not require a locomotive as it contains its own steam engine. The first steam railcar was an experimental unit designed and built in 1847 by James Samuel and William Bridges Adams. In 1848, they made the Fairfield steam carriage that they sold to the Bristol and Exeter Railway, who used it for two years on a branch line.
A steam railcar, steam motor car (US), or Railmotor (UK) is a railcar that is self powered by a steam engine. The first steam railcar was an experimental unit designed and built in 1847 by James Samuel and William Bridges Adams in Britain. In 1848 they made the Fairfield steam carriage that they sold to the Bristol & Exeter Railway, who used it for two years on a branch line.
The South Coast Daylight Express was a limited stops passenger train operated by the New South Wales Government Railways and its successors between Sydney and Bomaderry from 1933 until January 1991.
The 1100 class railcar or Budd railcar were a type of diesel railcar built by Commonwealth Engineering for the Department of Railways New South Wales in 1961. They primarily operated on the South Coast Daylight Express until withdrawn in 1993.
The CSAR Railmotor of 1907 was a South African steam railmotor locomotive from the pre-Union era in Transvaal Colony.
The Cape Government Railways Railmotor of 1906 was a South African steam railmotor locomotive from the pre-Union era in the Cape of Good Hope.
The South African Railways Clayton Railmotor of 1929 was a steam railmotor.