Viktoriya temir yo'llari tekis vagonlari - Victorian Railways flat wagons

Yassi vagonlar
Ishlab chiqaruvchiViktoriya temir yo'llari
Operator (lar)Viktoriya temir yo'llari
Xizmat (lar)Hammasi
Texnik xususiyatlari
Yo'l o'lchagichi5 fut 3 dyuym (1600 mm)

The Viktoriya temir yo'llari turli xil ishlatilgan tekis vagonlar keng turdagi yuklarni tashish uchun. Umuman aytganda, bogi vagonlari ish uchun maxsus ishlab chiqarilgan, sobit g'ildiraklari esa avvalgilaridan qisqartirilgan ochiq vagonlar. Yuklar kemaning pastki qismiga joylashtirilib, agar kerak bo'lsa, brendlar bilan himoyalangan, keyin vagonlar ramkalarining yon tomonidagi bog'ich halqalariga bog'langan zanjirlar yoki arqon bilan vagonlarga mahkamlangan.

Ushbu sahifada umumiy transport uchun ishlatiladigan tekis vagonlar, shuningdek ISO konteynerlari va boshqa konteynerlangan mollar uchun ajratilgan temir yostiqlar yoki temir po'lat quvurlar yoki yog'och kabi maxsus transport harakati uchun boshqa armatura o'rnatilgan tekis vagonlar bilan bir qatorda. U ochiq vagonlardan kesilgan yassi vagonlarni qamrab olmaydi, garchi tegishli maqolalarga havolalar kerak bo'lganda berilgan.

Umuman aytganda, VR parkidagi tekis vagonlar o'zlarining kodlariga K, Q yoki S harflarini kiritdilar; qaysi biri asosan vagon xizmatga kirgan davrga bog'liq. K - bu asl kod bo'lib, Q ikkala jahon urushi o'rtasida bogi tekis vagonlar va S uchun kiritilgan. Shuningdek, turli xil ochiq vagonlarning yon va uchlari vaqtincha yoki butunlay olib tashlanishi mumkin bo'lgan tekis vagonlar turini ko'paytirish odatiy hol edi.

Boshqa vagon sahifalaridan farqli o'laroq va parkning katta qismi botiklar bilan jihozlanganligi sababli, ushbu transport vositalari dastlab sobit va bogie variantlariga bo'linmay, aksincha har xil transport turlariga bo'linadi. Bu erda sanab o'tilgan ba'zi bir vagonlar birinchi qarashda ko'proq "ochiq vagonlar" ko'rinishida ko'rinishi mumkin, ammo ular Viktoriya temir yo'llari tomonidan tekis vagonlar ro'yxatiga kiritilgan.[1]

Umumiy transport vagonlari

Asl dizayn - K, NK & IK

Viktoriya temir yo'llari tizimida ishlatilgan birinchi umumiy harakatlanuvchi tekis vagonlar to'rtta g'ildirakli "K" sinfli pastki qism bo'lib, Wright & Sons kompaniyasidan sotib olingan ellikga yaqin 1859 yilda etkazib berildi.[2][3] 1862 yilgacha Melburnning mahalliy Grant va Uilyams firmalaridan yana o'n beshtasi, so'ngra 1864 yilda Palatalardan 21 ta vagonning katta qismi sotib olingan. Shunisi e'tiborga loyiqki, ushbu uchta buyurtmaning har birida sanab o'tilgan vagonlar ketma-ket emas, bu yozuvlarning to'liq bo'lmaganligini yoki vagonlar raqamsiz etkazib berilishi mumkin edi, chunki ular trafik uchun ishlatilgan.[2]

Ellik kishilik yana bir partiya 1872 yilda Tomas firmasi tomonidan ishlab chiqarilgan bo'lib, uning soni K213 dan K262 gacha, undan keyin Kavol tomonidan K74 dan Kovaga 1874 yilda Roulings tomonidan 1874 yilda qurilgan. 1882 yildan 1885 yilgacha Johnson & Co. K313 vagonlarini K362 ga etkazib bergan va 1883 yilda Harkness & Co. Sandhurst of K363 uchun K412 ta'minladi. Ushbu davrda Viktoriya temir yo'llari o'z vagonlarini parallel ravishda qurishdi; Uilyamstaun ustaxonalarida qurilgan eski, olib qo'yilgan transport vositalarining bir qator almashtirishlari, shu jumladan 1873 yildan 1885 yilgacha bo'lgan davrda 130 donadan ko'proq, 1886 va 1887 yillarda esa har biri uchta uchta. 1898 yilda yana 20 ta vagon Avstraliya harakatlanuvchi tarkib kompaniyasidan sotib olingan; Spotsvuddan K32 va Shimoliy Uilyamstaundan boshqa 19 birlik, shu vagonlar o'sha yili bekor qilingan.[2]

Eskirgan avtoulovlarning identifikatsiyasini qayta ishlash usulini hisobga olgan holda, o'n to'rtdan ortiq variantdagi mingdan ziyod avtoulovlar turli vaqtlarda "K" sinfiga kirgan deb o'ylashadi.[4]

1890-yillarning boshlarida 80 dan ortiq ochiq vagonlarning yonlari va uchlari olib tashlandi, ular IK deb qayta ko'rib chiqildi va olinadigan suv idishlari suvdan tortib to begona o'tlardan purkagichgacha tortib olinadigan suv omborlari bilan jihozlandi. Har bir transport vositasining quvvati 1200 galonni tashkil etdi, faqat 1136, 2119 va 2777 dona IK vagonlari, har biri 1150 galon, IK 1124 va 2273 esa 1600 galon. 1929 yildan 1951 yilgacha parkning sakkiztasi o'zgartirilgan va oddiy K vagonlari qatoriga kiritilgan; flotning qolgan qismi asta-sekin 1914 yildan 1954 yilgacha bekor qilindi.[5]

1923 yil 1-dekabrdan Viktoriya temir yo'llari Deniliquin & Moama temir yo'l kompaniyasi va uning barcha aktivlarini, shu jumladan to'rtta tekis vagonlarni o'z qo'liga oldi. VR egalik huquqi ostida ular NK1-4 kodlangan, garchi umuman D & MRC zaxiralariga D prefiksi berilgan bo'lsa ham. Vinsent ushbu yassi vagonlar "N" kod prefiksini asoslab, D & MRC tomonidan balast poezd ishlari uchun ishlatilgan deb taxmin qildi. To'rttasi sotib olinganidan keyin o'n sakkiz oy ichida bekor qilindi.[6][2][3]

20-asrning 20-yillari oxiridan Viktoriya temir yo'llari parki bora-bora g'arbiy havo tormoz tizimiga ko'tarila boshlandi, ammo asl K parkining ko'p qismi yangi uskunani qo'llab-quvvatlay olmadi. Bular qirilib tashlangan va ularning o'rniga yuzga yaqin kesilgan vagonlar, deyarli har doim I tipidagi ochiq vagonlar bo'lgan, ammo vaqti-vaqti bilan boshqa turlari aralashgan; bular avvalgi K raqamlarini oldi.[7] Shu bilan birga, quyida ta'kidlab o'tilganidek, avvalgi aravani tashiydigan G tipidagi vagonlar o'zgartirilib, 413 va undan yuqori raqamlarni olib, K ga qayta yozilgan; ularning ba'zilari dastlab Hobsons ko'rfazidagi temir yo'ldan olingan. Omon qolgan asl K parkining ko'p qismi keyinchalik boshqa maqsadlarda o'zgartirilgan, ko'plari turli xil rollarda kran yoki qurilish poezdlariga ajratilgan, boshqalari esa suv idishlari bilan jihozlangan.[2]

1953 yilda 70 ta ochiq vagonlarning yana bir partiyasi K vagonlariga aylantirilib, 1-70 sonlar oralig'ini egallab, sinfdagi avtoulovlarni taqdim etdi. 1-34 va 70-sonli transport vositalari Ballarat shimoliy ustaxonalarida, qolganlari esa Bendigo shimoliy ustaxonalarida aylantirildi.[8][9] Ushbu vagonlarning og'irligi 7 tonnadan sal pastroq va 16 tonnalik sig'imga ega edi.[10] Ushbu diapazonda mavjud bo'lgan K vagonlari qayta bo'shliqlarga, shu jumladan asl K1 dan K71 gacha va K12 dan K72 gacha bo'lgan raqamlarga almashtirildi. Shu paytgacha ba'zi raqamlar to'rt marta ishlatilgan. So'nggi konversiyalardan biri, 1978 yilda to'rtinchi K2 ga aylangan T304 sovutgichli vanadan pastki ramkani tiklash edi.[2]

1960 yillarga kelib K konstruktsiyasini, asosan, dara vazniga nisbatan yuqori tezlik va sig'imga ega bogi vagonlari almashtirdi. Ushbu va parkni yordamchi rollarda uzoq vaqtdan beri ishlatish o'rtasida kod mazmuni transport vagonidan idoraviy kodga aylandi. Buni aks ettirgan holda, qorli tog'lar bilan tsement harakati uchun KCCga aylantirilgan ochiq vagonlar kesib tashlandi va xavfsizlik vagonlariga aylantirildi, masalan, Gippslandga boradigan quvurlar kabi boshqa transport vositalari o'rtasida yoki portlovchi moddalar singari yonuvchan yuklar uchun boshqa transport vositalarining oralig'i sifatida ishlatilgan. va issiqlik manbalari, xususan, faqat bug 'lokomotivlari emas. KCC raqamlari diapazoni 1-170 gacha bo'lgan va ularning 62 tasi o'zgartirildi va ikkinchi IK turi sifatida qayta ko'rib chiqildi.[11] 1974 yilda 160 IK olib qo'yilganda, u yaqinda hurda qilingan U1115 luvr vanidan olingan pastki ramka bilan almashtirildi.[12]

Dastlabki boji vagonlari (Q)

1870-yillarga kelib temir yo'l vagonlari texnologiyasi uzunroq vagonlarga ruxsat berish uchun rivojlandi. Bu yuklarni yaxshi muvozanatlashuvi tufayli yuqori ish tezligiga imkon berdi va qisqa o'qli vagonlar uchun zarur bo'lgandan ko'ra, uzunlikdagi tormoz va ulagich kabi kamroq ishlaydigan uskunalar bilan poezdlarni boshqarish osonroq edi. Birinchi Q vagon 1871 yilda temir gussets bilan mustahkamlangan tekis yog'och ramka bilan qurilgan. Undan keyin 1872 yilda Q2 – Q12, 1875 yilda Q13 va 1877 yilda Q14 va 1878 yilda Q1538 sinfdoshlari hammasi bir xil dizaynda bo'lishdi.[13] Avvalgi partiyalarning bir qismi temir yo'llar tomonidan qurilgan, ammo aksariyat hollarda bu ish Tomas yoki Tozierga topshirilgan.[14] Dastlab qo'l tormozi boglarga alohida-alohida tatbiq etilgan va xodimlarga kerak bo'lganda vagonning ikkala uchida ham qo'l tormozi qo'yish kerakligi eslatilgan.[15][16] Ushbu dastlabki vagonlar odatda 20-30 yil davomida ishlagan, aksariyati Buyuk Urushgacha oddiy xizmatdan qaytarib olingan. O'sha paytda ularning aksariyati yo'q qilingan, ammo ularning oldingi K singari sinfning bir qismi boshqa odam savdosida qayta ishlangan. Masalan, Q13 ga bug 'belkurak dastasi o'rnatilgan bo'lsa, Q14, 20, 21 va 31 ga Melburnni elektrlashtirish sxemasi uchun havo simlarini tortadigan uskunalar o'rnatilgan va Q11-12, 17-18, 24, 26-27 va 30 yo'lovchi poezdlarini yoritish uchun ishlatilgan pintsch gazi uchun tanklar o'rnatilgan. Q19 yaxshi qishloq xo'jaligi poezdining tarkibiga kirganligi sababli diqqatga sazovor bo'ldi.[14]

1913 yildan boshlab Q vagonlarining yangi partiyasi qurila boshlandi, o'sha yili Q39 dan Q63 gacha xizmat ko'rsatila boshlandi, undan keyin 1915 yilda Q64-Q88, 1922 yilda yangi Q1, keyin 1925 yilda Q89-Q128. Q1 parkning qolgan qismidan qisqa edi. va po'lat o'rniga yog'och taxta bilan qurilgan.[17] Ushbu turdagi barcha transport vositalarida perchinlangan plastinka-ramka komponentlari va burilishga qarshi turish uchun mustahkamlangan markazga ega bo'lgan "baliq belly" ramkasi dizayni ishlatilgan. Vaqt o'tishi bilan ushbu transport vositalari avtomatik ulagichlarga va zamonaviy zamonaviy bog 'konstruktsiyalariga yangilandi va 1963-64 yillarda to'qqizta vagon yuqori tezlikli boglarga aylantirildi va ularni QF1-9 sinflariga o'zgartirdilar.[18][19] Bir qator Q vagonlarga FQX seriyali pastki ramkalarni tashish uchun tayanchlar o'rnatildi, keyinchalik ularni tirbandlikda almashtiradilar.

Qisqasi Q1 bundan mustasno, har bir baliq qushi 30 tonnaga baholandi (tamponlar chiqarilgandan keyin 31 tonna) va har xil standart tovar turlarini yuklash bo'yicha ko'rsatmalar berildi; Masalan, bitta vagon donli vagonlar etishmayotgan paytda 360 dona bug'doy paketlarini yig'ib, aniq usulda olib yurishi mumkin edi.[20] 1970-yillarning oxiriga kelib Q73 quyma beton ko'prik nurlarini yuqori quvvatli vagonlar bilan birga olib o'tishda kosmos vositasi sifatida Jewelldan kelib chiqqan poezdlarga ajratilgan.[14] Boshqa vagonlar shtat bo'ylab cho'zilgan, payvandlangan temir yo'l uzunliklarini tashiydigan to'plamlarda ishlaydi. Ushbu relslar bir vaqtning o'zida beshta vagon bo'ylab yuklangan va kavşaklar va kavislar atrofida harakatlanayotganda poezd bilan birga egilardi.[21] Quyida keltirilgan sozlanishi bo'linma QAB seriyasini yaratish uchun Q77, 87 va 106 ishlatilgan.[14]

1979 yildan boshlab 28 vagon Q dan VFAA ga qayta kodlangan, shuningdek, ba'zilari qog'ozga yozilgan, ammo chiqindilardan oldin jismoniy emas.[22] VFAA100 ayniqsa qisqa muddatli edi, faqat uch hafta davomida yangi kod bilan ishlaydi.[23] QF 1-2 va 6-9 VFBYga, keyinchalik VFBF 1, 2, 7 va 9 ga aylandi.[14][24]

Q129 1926 yilda skelet tipidagi vagon sifatida maxsus qurilgan, balandligi 2'6 "balandlikdagi nurlari bilan, dvigatel birliklarini olib kelingan G41 va G42 tor gabaritli Garratt lokomotivlaridan olib o'tish uchun. U dvigatelni tashish kerak bo'lganda ishlatilgan. uning uyidagi depodan Newport ustaxonalariga texnik xizmat ko'rsatish uchun va vaqti-vaqti bilan boshqa tor dvigatelli dvigatellarni uzatish uchun. Ushbu vositani engillashtirish uchun ikkala uchida ilmoqli tamponlar o'rnatildi, ular yo'lning pastki qismiga tushirilishi mumkin edi, bu esa pastki "relslar" bilan uchrashishga imkon berdi. transport vositalarining har birida ko'tarilgan panduslar 1979 yilda qoralangan va zumradli sayyohlik temir yo'l kengashiga sotilgan, shu vaqtdan beri u kosmetik jihatdan qayta tiklangan va hozirda Menzies Creek muzeyi ko'rgazmasidagi statik displeyga aylangan.[25] Dastlab vagonga standart barframli boglar o'rnatilgan bo'lsa, keyinchalik u lokomotiv tenderidan tiklangan boglar bilan to'ldirilgan V499.[26]

Q130 1953 yilda FF9 ot qutisi doirasidan konvertatsiya qilingan va tsement aralashtirish moslamasi bilan jihozlangan. U 1966 yilgacha xizmat qildi.[14]

ModelEtch-da ilgari 1913 yilgi Q tipidagi vagonlardan iborat guruch to'plami bo'lgan.[27]

43ft ACF vagonlari (S)

1925 yilda Viktoriya va Janubiy Avstraliya temir yo'llari o'zlarining mavjud parklarining katta qismlarini almashtirish uchun Amerikaning American Car & Foundry (AQSh) tomonidan ishlab chiqarilgan import qilingan, standartlashtirilgan bogiy vagonlari bilan tajriba o'tkazdilar. Janubiy Avstraliya dizaynlarni ulgurji savdoda qabul qilgan bo'lsa, Viktoriya ikkitasini faqat ikkitasini import qilishni tanladi Luvr, ochiq va yassi vagon turlari va oz sonli ochiq uskuna. Yassi vagonlar S1 va S2 kodlangan va ular asosan Janubiy Avstraliya temir yo'llarining Fb sinfiga o'xshash edi.[28] Biroq, Viktoriya temir yo'llari, ehtimol, Q dizaynidan mamnun edilar, chunki boshqa S vagonlar bunyod etilmadi yoki sotib olinmadi.

Ikkinchi jahon urushi davrida tekis vagonlarga talab astronomik ravishda oshdi va buning uchun ochiq E vagonlarning yarmiga yaqini va uchlari olib tashlanib, tekis vagonlarga aylantirildi. Ular odatda asl raqamlarini saqlab qolishdi, faqat S1 bilan to'qnashuvni oldini olish uchun S203 ga aylangan E1 bundan mustasno.[29] Dastlabki ikkita tekis vagonni o'z ichiga olgan holda, konversiya davri oxirida 100 S tekis vagonlar xizmat ko'rsatmoqda.[30] E vagonlarining yon va uchlari Nyuport ustaxonalarida axlat qoldiqlari uchun qoplama sifatida ishlatilganligi haqida anekdotlarda xabar berilgan.[28]

Urushdan keyin S vagonlarining 71 tasi asl E konfiguratsiyasi va identifikatorlariga qaytarildi. Yana 20 S vagonga turli xil neft kompaniyalari tomonidan etkazib beriladigan baklar o'rnatildi va ularning ramkalari 205–206 va 217–234 raqamlari bilan Oil Tankga qayta yozildi; keyinchalik ular OT, TW yoki ularning variantlari sifatida qayta yoziladi. 1950 yilga kelib qolgan S vagonlari faqat 1, 2, 26, 50, 60, 77, 108, 115 va 158 edi. 1959 yilda S158 kichik konteynerlar uchun QC5 (keyinchalik QCF va QCX sinflarini qayta yaratishda) yaratishda, 1962 yilda esa S26 va S60 kabel barabanlarini tashish uchun mos ravishda SF va SEF-ga qayta yozilgan. Keyinchalik hayotda S1 va S115 vagonlarida bitta 20 metrlik ISO konteyner uchun qavslar o'rnatilgan bo'lib, ularni yuklash xonasini ta'minlash uchun bir chetidan mahkamlangan.[30][31][32][33] So'nggi oltita vagon 70-yillarning oxirigacha xizmat qildi, 1978 yilda S50, 77 va 108 olib tashlandi. 1979 yilda S1 depo ishi uchun HR91 deb qayta ko'rib chiqildi, S2 olib tashlandi va S115 VFDA115 sifatida Avstraliya temir yo'llari kodlash ostida qayta ko'rib chiqildi. . U 1981 yilda HR74, keyin 1985 yilda VZWA16 deb qayta ko'rib chiqilgunga qadar ikki yil davomida ishladi.[28][29][34]

Veteran Models to'plamlari sifatida S vagonlarining O o'lchamdagi versiyalarini ishlab chiqardi.[35] Eureka Modellari E, OT / TW va Janubiy Avstraliyaning qator vagonlari bilan birgalikda HO masshtabidagi modellarni ishlab chiqarishni rejalashtirgan edi, ammo keyinchalik ushbu loyiha Feniks modellariga o'tkazildi.[36][37]

Kabel tamburining harakati

1961 yildan boshlab, yog'och barabanlarga o'ralgan holda elektr kabellari rulonlarini tashish uchun avtoulovlarning maxsus parki o'zgartirildi.[38][39] Kabellar alyuminiy qobiq bilan ishlangan po'latdir, ular elektr energiyasi bo'yicha davlat komissiyasi uchun ishlab chiqarilgan va qalinligi 1 1/4 "222000 volt bo'lgan. Har bir baraban to'rt tonnani tashkil qilgan. Ular ilgari to'rt g'ildirakli vagonlarda tashilgan, ammo tebranish ko'pincha Viktoriya temir yo'llariga qarshi da'volar natijasida kabellarning alyuminiy qoplamasiga zarar etkazildi.Bu maxsus mo'ljallangan beshikli bogi vagonlarda hal qilindi va olib tashlangan Westinghouse tormoz shlanglarini qayta ishlash orqali barabanlar tebranishdan saqlandi.[40][41]

Melburndan Yangi Janubiy Uelsgacha (470 g'ildirak), Gippslend (300 g'ildirak) va Qorli tog'larga (660 g'ildirak) qadar bo'lgan transport qatnovi ma'lum bo'lgan.[40][41]

SF, SEF, SC, SCX, VFFX

Birinchi vagon aylantirildi ochiq vagon E78, 1961 yil iyulda, so'ngra o'sha yilning dekabrida E125. Ikkala tomonga ham yon va uchlar o'rniga beshiklar o'rnatildi va SCni qayta yozdilar.[42]

S26 va S60 yassi vagonlari 1962-63 yillarda parkga vaqtincha qo'shimchalar sifatida o'zgartirilib, SF yoki SEF kodlari bilan, 1965 yilda SC ga doimiy ravishda qayta yozilguncha.[42]

1966 yilda barcha to'rtta vagonlar standart o'lchagich tizimida foydalanishga ruxsat beruvchi SCX 1 dan 4 gacha qayta qayd etildi va ularga SCX 5 dan 7 gacha (ilgari E / S vagonlari mos ravishda 159, 185 va 132) oxirgi a'zosi SCX8 bilan qo'shildi. E151, 1968 yilda o'zgartirilgan.[42]

1974 yilda 1, 2 va 4 vagonlar SX 3, 1 va 2 ga mos ravishda beshiklar olib tashlangan, ammo umumiy transport uchun o'lchov almashinuvi moslamalari saqlangan va bu 1976 yilda SCX 5 dan SX 4 gacha takrorlangan.[43] Ulardan 1 va 4 navbati bilan 1983 va 1979 yillarda VFEX (bir xil raqamlar) ga qayta yozilgan; SX 3 HR 148 sifatida qayta ishlangan, va SX 2 HR 22 sifatida keyinchalik VZWA 5 g'ildiraklar to'plamlarini omborlar atrofida tashish uchun ishlatilgan.[42][44] VFEX vagonlarining qolgan juftligi 1981 yilgacha saqlangan va VFEX4 1983 yilda VTQY vagonining pastki ramkasi sifatida ishlatilgan.[44][45]

Qolgan SCX vagonlari, 3, 6, 7 va 8, 1979-1980 yillarda VFFX-ga qayta yozilgan.[42][46] Qayta hisoblash vaqtida 3 va 6-larda har biriga diametri 6 'dan bir oz pastroq bo'lgan o'nta to'rt tonnalik kabel barabanlarini ko'tarish uchun beshta juft beshik o'rnatilgan edi; 7 va 8 da beshiklar to'plami o'rnatilgan bo'lib, ular vagon o'rtasida bo'sh joy bo'lib, to'rtta 7'7 diametrli simi barabanlarni har ikkala bogi ustiga tashishga imkon beradi.[47]

63 metrli tekis vagonlar

SFX, SFF, VFLY va VFLF

1965 yilda Newport ustaxonalarida yangi umumiy maqsadli tekis vagon qurildi. Kodlangan SFX1, uning uzunligi 63 fut uzunlikdagi yog'och qoplamali ramka, yuklarni uzunlamas siljishini oldini olish uchun uchlari va arqon yoki zanjirni mahkamlash uchun yon tomon bo'ylab to'liq uzunlikdagi bog'lash panjarasi bo'lgan.[48][49] Umuman olganda, 49 tonna yuk ko'tarish uchun uning og'irligi 26 tonnani tashkil etdi.[50][51] ISO konteyner tayanch punktlari odatiy stanchkalar va boshqa armatura bilan ta'minlandi, ularning barchasi vagonning pastki qismida joylashgan cho'ntaklarga joylashtirilishi mumkin edi.

Bir yil davom etgan sinovlardan so'ng yana bitta SFX vagonlari ishlab chiqarilgan bo'lib, 1967 yil o'rtalarida va 1968 yil o'rtalarida bir necha oyda birma-bir xizmatga kirishdi. Har bir birlikni qurish uchun 13,200 dollar turadi.[52] Bular qurilayotganda qo'shimcha buyurtmalar berildi va SFX25 xizmatga kirganidan bir hafta o'tmay, uni SFX26 ta'qib qilib, barcha metall konstruktsiyalar bilan o'zgartirildi. U ustaxonalardan biroz og'irroq, ammo ancha kuchliroq chiqdi va qurilish ushbu dizaynga qadar SFX50gacha davom etdi, keyin SFX51 dan 60 gacha g'ildirak tipidagi qo'l tormozi o'rniga ilgari ishlatilgan ratchet turi o'rniga.[50][51] Taxminan bir yillik bo'shliqdan keyin qurilish 1969 yil o'rtalarida SXF61 bilan davom etdi, 1970 yil sentyabr oyida SFX120 xizmatga kirgunga qadar doimiy ravishda yangi avtoulovlar bilan ta'minlandi. Qaysi birinchi SFX to'liq uzunlikdagi bog'lash relslari bo'lmaganligi aniq emas .

Quyida ta'kidlab o'tilganidek, bir vaqtning o'zida tegishli ravishda ajratilgan ISO konteynerli tekis vagonlar ishlab chiqarilmoqda va bu rivojlanish birinchi o'ringa chiqdi. SFX vagonlari shu vaqtgacha qiymatini pasaytirdi va uning o'rniga boshqa trafikka o'tish uchun bo'sh slanets sifatida ishlatildi. Sakkiztasi standart o'lchov tizimida gaz tashish uchun QGF-ga, yana to'qqiz nafari Ballarat va Melburn va Byornsdeyl va Vestoll o'rtasida maxsus qatnovlar uchun SFF-ga qayta yozilgan.[53]

1977 yilda SFX100 yuguruvchilarga eksperimental branda ramkalari bilan ta'minlandi, bu ularni Avstraliya qog'oz fabrikalari uchun qog'oz rulonlarini yuklash uchun vagon uzunligi bo'ylab tortib olishga imkon berdi. Vagon faqat eksperiment davomiyligi uchun ishlatilgan va keyinchalik uning o'rniga bir xil kontseptsiya ishlab chiqarilgan. U VFLX100-da qolgan flot bilan qayta ishlangan, ammo ananas transporti uchun deyarli dastlabki konfiguratsiyasiga qadar kesilguncha kengaytirilgan saqlash joyida bo'lgan.[54]

1979 yilda SFX uchun qayta ishlash VFLX edi, xuddi shu raqamlar. Qayta hisoblashdan o'n yil o'tib, faqat 20 ga yaqin transport vositasi xizmat ko'rsatgan; qolgan qismi VMAX konteyner vagonlariga aylantirilib, parrak og'irligini kamaytirish uchun poldan "skeletizatsiya" qilishdi.[55][49] 1989 yil iyun oyidagi holatga ko'ra bir nechtasi, odatda idoraviy transport uchun, shu jumladan payvandlangan temir yo'l uzunligini tashish uchun qoldi.[49]

Sinf haqida batafsil ma'lumot Avstraliyaning Model Railway Magazine jurnalining 1984 yil 125-sonli, 125-sonida keltirilgan, garchi u bilan bog'langan rasm aniq emas.[49]

QGF, VQEX & VQEY - Gaz transporti

1978 yilda Newport ustaxonalarida sakkizta SFX sig'imli yassi vagonlari ISO 20 fut konteyner doirasida o'rnatilgan yuklangan gaz baklarini tashiydigan standart o'lchagichda aniq foydalanish uchun o'zgartirildi. Vagonlarda ISO portlari o'rnatilgan va "ikki qavatli" biriktirgichlar mavjud bo'lib, ular odatdagidek qabul qilingan Jeynni - vitesni olib tashlagan taqdirda qo'shni vagonlarni ajratib turishini to'xtatish uchun yuqoridan va pastdan yasalgan avtomatik biriktiruvchi va o'rnatilgan po'lat plitalar.[56] Vagonlar SFX tipidagi kamonlarini saqlab qolishdi.[57]

Flot faqat Melburndan Sidney tomon yo'naltirilgan standart o'lchov liniyasida ishlaydi deb ishoniladi.[58]

Amaldagi vagonlar avvalgi SFX 37, 90, 111 va 113–118 bo'lib, mos ravishda 1-8 QGFga aylandi.[59]

1979 yildan boshlab QQF2 bundan mustasno, transport vositalari VQEY-ga o'tkazildi, bu esa VQEX ga aylanib, uni o'lchash mumkin. 5, 6 va 7 VQEY xuddi shu tarzda 1982 yilda yangilangan. 1988 yilga kelib, katta qismli tekis vagonlarning aksariyati oddiy konteynerli vagonlarga aylantirildi va VQLX-ni qayta kodlashdi. Yangi raqamlar asosan tasodifiy edi.[59]

SFF, VFLY va VFLF

1978 yilda to'qqizta SFX vagonlari almashinadigan asbob-uskunalari olib tashlandi va ular Melburn va Ballarat, hamda Byornsdeyl va Vestoll o'rtasida keng konteynerli transport uchun ajratildi.[53][60] SFF 1-9 vagonlari 105, 106, 108, 80, 81, 114 va 119 edi.[61]

1979 yilda ushbu vagonlar VFLY-ga, 1988 yilda esa oxirgi vagon VFLF-ga o'zgartirildi; biroz vaqt o'tgach, u qaytarib olindi va VQLX119 konteyner vagoniga o'tkazildi.

VFNX qaytarib olinadigan branda

Ushbu maqolaning oxirida ko'rsatilgan VFTY / X yog'ochli vagonlari bilan bir qatorda, har biri 57,570 AQSh dollari evaziga ellikta vagon, gazeta qog'ozi sifatli qog'oz rulonlarini tashish uchun bir xil 63 fut ramka va katta devor dizayni bilan qurilgan.[52] Trafik LaTrobe vodiysidagi Maryvale shahridan kelib chiqqan va Port Melburn liniyasidagi Montague yuk tashish shiyponlarida tarqatish punktiga yugurgan. Vagonlar ikki qatlamli qog'oz rulonlari uchun boshpana bilan ta'minlash uchun eksperimental SFX100 asosidagi prokat tuval qopqog'idan foydalangan va vagonlar shpal bilan qoplangan oddiy ochiq vagonlardan foydalanishni almashtirgan. Har birining tara og'irligi 29 tonna va yuk ko'tarish hajmi 47 tonnani tashkil etdi.[62]

Avtotransportlarning dizayni "uy sharoitida ishlab chiqarilgan" degan xulosaga kelingan va mexanik g'altakka ishlov berish tizimi ishonchsiz bo'lib chiqdi, aylanayotganda halqalar tez-tez burilib, yuk ortish kechikishiga olib keldi.[63] Vaqt o'tishi bilan brezentlar sariq rangli poliester materiallari bilan almashtirildi.[64]

Yog'och vagonlarida bo'lgani kabi, birliklar qo'shimcha nollar bilan raqamlangan, ya'ni VFNX003; kompyuterlarni vagonlarni kuzatib borish tizimlarida xodimlarga raqamlarni to'g'ri uyalarga kiritish kerakligini eslatish orqali yordam berishi mumkin edi, lekin qo'shimcha nollar ortiqcha bo'lishi ehtimoldan yiroq emas.[63]

1990-yillarning boshlarida kamida 28 vagonda tuval jihozlari xuddi shunday olib tashlangan qayta taqsimlangan uchun shpal Melburn va Adelaida o'lchovlarini konvertatsiya qilish loyihasiga tayyorgarlik paytida transport. Ushbu transport vositalarining raqamlari o'zgartirildi, ammo o'z sinflarini saqlab qolishdi.[65]

1991 yilda VFNX1 Bendigo ustaxonalarida muqobil kanvas yugurish tizimi bilan o'zgartirildi. Xuddi shu o'n beshta ramkadan foydalanilgan, ammo ramkaning tashqi tomoniga tirgaklar o'rtasida emas, balki tarang, ko'k rangli plastik qoplama o'rnatilgan edi va bu ilgari sinfni qiynab kelgan majburiy muammolarni engib o'tish uchun ichki mexanizmni yaxshilab olishga imkon berdi. Qurilish tugagandan so'ng, VFPX avtoulovi qayta kodlandi va yana 13 ta vagon konvertatsiya qilindi. Raqamlar aslida tasodifiy edi, garchi VFNX3 tasodifan VFPX3 ga o'zgartirilgan bo'lsa.[66][67]

1995 yildan boshlab to'rtta VFNX vagonlari - 4, 18, 122 va 124 - Tasmaniyadan sotib olingan komponentlar yordamida VFHX yog'och vagonlari sifatida qayta tiklandi.[63][68]

Lima VFNX vagon turini yaqinlashtirish uchun xalqaro modeldan foydalangan va uni jigarrang rangga bo'yalgan, yashil mog'orlangan branda va yon tomonlarida oq VR logotipi bilan sotgan.

75 metrli tekis vagonlar (SKX)

1967 yil oxiridan boshlab 75 ta uzun tanali tekis vagonlar partiyasi xizmatga kirishdi, ularning har biri 17,600 dollarni tashkil etdi.[52] Qolgan Q vagonlariga talabni kamaytirish va kerak bo'lganda ISO konteynerli vagonlarning etarli bo'lishini ta'minlash uchun ular SKX sinfiga kiritilgan va umumiy foydalanish uchun 1 dan 75 gacha raqamlangan.[69] Talabga ko'ra vagonlarga stanoklar o'rnatilishi mumkin edi. Ular oxirigacha 75 fut balandlikda, 25 tonna og'irligi va 50 tonna sig'imiga ega edi.[70][71]

1972 yilda SKX seriyasining to'rttasi SKF sifatida qayta nomlandi (lekin ularning sonini saqlab qolishdi), ular Melburn va Sidney o'rtasida standart o'lchagich ishlashiga qulflangan va g'ayrioddiy 37 futlik konteyner dizayni uchun portlar bilan jihozlangan. 13, 14, 44 va 45-ga 1973 yil o'rtalarida 46 va 47 qo'shildi va taxminan bir yil o'tib, 71 ga qo'shildi.[72][73]

1979 yilda SKX avtoulovlari VFKXga aylandi va SKF birliklari VFKYga qayta yozildi.

1984 yilda 22 tasodifiy tanlab olingan SKF, VFKY va VFKX vagonlariga temir yo'l transporti uchun kranlar va yuk ko'targichlar berildi, ular quyidagicha tasniflandi. VFRX / Y.[74] 1990-1991 yillarda qolgan bir nechta VFKX vagonlari o'sha paytdagi transport talablariga qarab VEKX, VKKX yoki VQKX sifatida qayta ishlangan. 1994 yilda VFKX40 qayta yozilgan VKKF xavfsizlik vagonlari sifatida foydalanish uchun.[75]

Sinf shikastlangan qism ustiga o'rnatilgan qopqoq plitasini payvandlash yo'li bilan hal qilingan markazning yonbag'irlari yorilib ketganligi qayd etildi.[76]

Katta o'lchamdagi va og'ir yuk ko'taradigan vagonlar

Ushbu bo'lim odatdagi harakatlanuvchi tarkib bilan tashish uchun odatda juda baland yoki juda og'ir bo'lgan katta va / yoki og'ir yuklarga mo'ljallangan transport vositalarini qamrab oladi. Ba'zilar lokomotiv qozonlari va elektr stantsiyasining uskunalari kabi baland yuklarni tashish imkonini beradigan boglar orasidagi pastki markaziy pastki bilan, boshqalari esa har qanday ish uchun to'liq buyurtma qilingan dizaynlashtirilgan.

QB / VWAA 1–11

Birinchi quduq vagonlari 1902 yilda Nyuport ustaxonalarida qurilgan va QB1 kodlangan.[77] 1912 yildan 1913 yilgacha yana o'n kishi xizmatga kirishdi.

Sinf 52 metr uzunlikdagi x 9 fut kenglikdagi ramkalar bilan, balandliklar balandligi balandlikda, lekin markaziy 29ft9in pastki qismi uchun temir yo'ldan taxminan 9 dyuymgacha tushirilgan. Ushbu pastki qism 3'9 "x 18'0" teshikni o'z ichiga olgan va har biriga beshta pozitsiyaning har biriga joylashtirilishi mumkin bo'lgan yuklarni qo'llab-quvvatlash uchun har ikki tomonning nurlari yonma-yon joylashgan. Markaziy quduq kengaytirilgandek tuyuladi, yoki ehtimol bir nechta vagonda to'xtatilishi kerak bo'lgan yuklar uchun tepadan va pastdan plitalar olib tashlangan.[78] Bundan tashqari, qurilishda transport vositalarida yog'och yoki quvurlarga yuk ko'tarish uchun stanchkalar o'rnatilgan bo'lishi mumkin, ammo keyinchalik fotosuratlarda ular ko'rinmaydi.[79] Yuklashni ta'minlash uchun ikkala tomonga o'nta va ikkita uchiga bog'ichlar o'rnatildi.

Markaziy qismi 14 tonna yuk ko'tarishi mumkin; agar yuk vagon uzunligi bo'ylab teng ravishda taqsimlangan bo'lsa, uning hajmi 30 tonnaga ko'tarilgan. Vagonning o'zi 17 tonnadan sal ko'proq bo'lgan.[80] Park parki uchun keng tarqalgan foydalanish lokomotiv qozonlarini tashish edi, ammo ular talabga binoan keng turdagi tovarlar uchun ishlatilishi mumkin edi.

Bogies 1880-yillarning "g'ildirakli" g'ildiraklari bilan standart bo'lgan; Keyinchalik ular plastinka ramkalari va quyma bog 'bilan almashtirildi va ba'zi vagonlar disk g'ildiraklarini oldilar.[81] Splasherlar burchakli yamaqlardagi kesmalar ustiga o'rnatilgandir va vaqt o'tishi bilan ularning o'lchamlari o'zgargan bo'lishi mumkin.[82]

QB7 1940 yilda "o'ziga xos yuklash" uchun o'zgartirilgan, ammo tafsilotlar mavjud emas.[77] Aftidan, boshqa transport vositalari har qanday harakatlanish uchun zarur bo'lgan tarzda o'zgartirilgan, armatura joyida payvandlangan va keyin ba'zan, lekin har doim ham emas, voqeadan keyin chiqib ketish mash'alasi bilan olib tashlangan; Natijada ko'plab vagonlar hech bo'lmaganda bitta jihatdan noyob edi.[83]

Avtomatik ulagichlar va IZ uslubidagi tamponlar 1931 yilda butun parkga o'rnatildi; ular 1957 yil atrofida pog'onali pog'onalar bilan almashtirildi. 1970-yillarning boshidan o'rtalariga qadar yangilash dasturi davomida XB rollarda podshipniklar va yangi qo'l tormoz tizimlari ta'minlandi (garchi bu kodning o'zgarishiga olib kelmasa ham).[83] Shuningdek 1970-yillarning o'rtalarida standart ISO konteyner qulflari parkning kamida bir qismining markaziy qudug'iga o'rnatildi, bu boshqa transportda kerak bo'lmaganda va konteyner tashish imkoniyatlarining etishmasligiga javoban bitta 20 'ISO konteynerni tashishga imkon berdi. .[84][85] 1979 yilda QB sinfini qayta kodlash VWAA bo'ldi.[86]

Sinf 1980-yillarning o'rtalarida olib tashlandi; bir oz vaqt o'tgach, ularni olib tashlashganligi qayd etildi, ammo aksariyati 1991 yilda shtat atrofidagi turli hovlilarda ko'rishdi va VWAA4 1994 yil oxirida Bendigo ustaxonalarida ko'rilgan. 2001 yildan boshlab,[87] QB4 (VWAA4-T sifatida) va QB6 ikkalasiga tegishli Viktoriya Goldfild temir yo'li, Maldon, ikkalasi ham xizmatda.[88] 2, 5, 8 va 10-sonli avtoulovlar VicTrack-ga tegishli edi, go'yoki 5 va 10 ta o'sha paytga ajratilgan edi. Janubiy Gippsland temir yo'li garchi o'sha paytda tashkilot buni rad etgan bo'lsa ham; QB2 Steamrail Victoria bilan Newport ustaxonalarida bo'lgan va QB8 Newport ustaxonalarining Bo'yoq do'konida S sinfidagi lokomotiv qozon yukida saqlangan,[89] kengaytirilgan muzeyda joy kutmoqda.

2004 yilda parkning ikkitasi Warragul va Pakenham o'rtasidagi Gippsland liniyasida havo simlarini olib tashlagan pudratchi tomonidan ishlatilgan.[83]

Sinfning guruch to'plami Steam Era Models-dan HO miqyosida mavjud.[90]

QB / F / VWAA 12.

O'n ikkinchi blok 1921 yilda turli xil loyihalar asosida qurilgan. Zudlik bilan hech qanday diagramma mavjud emas, lekin vagon umuman qisqaroq ko'rinadi va markaziy quduq yonbag'ir emas, vertikal devorlarga ega. Markaziy quduq uchun qanday ramkalar ishlatilganligi yoki vagonning butun markazi ochiq ramka bo'lganligi aniq emas. Fotosuratlar butun bo'limni qoplagan yog'och taxtalarni bildiradi.[91][92][93] 1962 yil yanvar oyida QB12 yuqori tezlikda harakatlanuvchi poezdlarda foydalanishga ruxsat berib, rulmanli podshipniklar bilan jihozlangan "XB" quyma boglarga ko'tarildi. O'sha yilning sentyabr oyiga qadar avvalgi holatiga qaytgan edi.[94] 1979 yilda transport vositasi VWAA12-ga qayta yozilgan, keyinchalik "J" belgi qo'llanilgan.[95] Unda hech qachon ISO moslamalari o'rnatilmagan deb ishonilmaydi.

U 1986 yilda ro'yxatga olinmagan va bekor qilingan, ammo 1992 yilda Spotsvud Vay va Works deposida ko'rilgan.[77] 2001 yilda u VICTrack-ga tegishli, ARHS-ga ajratilgan, ammo 707 ta operatsiya Newport ustaxonalarida birikma; o'sha paytda u sodda botqoqlarga ega edi.[87]

QB 13 / QWF 1 / VWCY 1 / VWCF 1

Uchun Viktoriya davlat elektr komissiyasi trafik Yallourn, hatto QB seriyasi ham etarli emasligini isbotladi. Vaqtinchalik transport vositasi 1922 yilda og'irlikni boshqarish uchun turli xil po'lat zaxiralari va shahar atrofidagi avtoulovlarni tashish vositalaridan foydalangan holda yig'ilgan edi. Unda hech qachon kod yoki raqam ajratilmagan va 1924 yilda qismlar umumiy zaxiraga qaytarilgan holda demontaj qilingan.[96] Tegishli og'ir transport vositasi 1925 yil oktyabr oyida xizmatga kirdi, bu noyob va og'ir tirbandlik uchun maxsus uch o'qli burmalar va perchinli shtrixlardan foydalangan holda butunlay yangi dizayni bilan.[96][97] Vagonning kengligi 8'6 "kenglikdagi 4'0" kengligi va 16'0 "gacha bo'lgan markaziy quduq bilan, ikkala yon tomoni 2'4.25" qalinligi va temir yo'ldan shunchaki 7.125 "bo'shliqlari bo'lgan.[98] Ushbu transport vositasida ishlatiladigan bogiyalar o'ziga xosdir, garchi tashqi ko'rinishlari ostida taqdim etilganlarga o'xshash bo'lsa ham, ishoniladi OO vagonlar.[99]

QB13 kodlangan, u tanadan 51 fut, tortish chiziqlaridan 54 fut va 60 tonna quvvatga ega edi.[98] Yuqoridagi QH vagonlari singari, bogiyadagi o'qlar 4'6 "markazlarda joylashgan, ammo umuman boshqacha dizaynga ega bo'lgan.[98]

Avtomatik ulagichlar 1954 yilda qo'shilgan, bu shunday konvertatsiya qilingan yo'lovchilarga tegishli bo'lmagan so'nggi transport vositalaridan biri. 1961 yil dekabrda u QW1 klassifikatsiyasini oldi va taxminan bir oy o'tgach QWF1 sinfiga o'tkazildi. 1979 yilda u VWCY-ni xato bilan qayta yozdi, o'n yil o'tgach, Viktoriya temir yo'lining minglab boshqa transport vositalari bilan VWCF-ga tuzatildi.[99] 1992 yilga kelib u saqlanib qolguncha saqlanib qoldi,[96] and by 2001 it was allocated by VicTrack to the DERM Preservation Group in Newport Workshops, although its exact location was unknown.[87]

QS 1 / VFHA 1

In 1941 a new, unique and unnumbered wagon was designed and built at Newport Workshops, for the transport of heavy electrical equipment, including stators, to Yallourn.[100] The vehicle was an open framework, each end suspended on bolsters that themselves sat on a pair of four-wheel bogies each, to distribute the load.[101][102][103][104][105][106] It was rarely used outside of the Yallourn traffic, and spent most of its time without bogies and with weeds growing through the body.[107][108][109][110]

In 1962 it was coded QS1 to distinguish it from QS2, and later it became VFHA1-C before being placed into storage by 1981; it is known that it had not been used since 1975, and possibly not since 1962.[100][111] In 2001 it was recorded as owned by VicTrack and allocated to the ARHS Museum, but also as having been scrapped.[87]

Q 132–135 / QH 1–4 / VFGA 1–4

None of the railways' existing rolling stock was suited for exceedingly heavy loads. To rectify this, four wagons were created using frames recovered from S sinf steam locomotive tenders. Initially coded Q132–135, the new vehicles entered service between 1955 and 1957 before being recoded to QH1–4 in 1962.[112][113]

The first vehicle had something of a skeletal deck, only being fully covered above the bogies, while the remaining three had a completely sealed deck, reinforced side girders and nine pairs of lashing rings fitted to the deck in lieu of six pairs fixed to the side sills.[114] Capacity was 90 tons distributed or 50 tons concentrated in the centre.[115] It is not known which underframe came from each of the four locomotives.[116]

One of the early uses was for transport of equipment to the Hazelwood elektr stantsiyasi yilda Gippsland, and to the north-east of the state for the Snowy Mountains scheme. After these traffic jobs were resolved the wagons were allocated to runs from Jewell temir yo'l stantsiyasi, Melburnda inner north, for transporting of large concrete bridge beams.[117] When used with overlong traffic they would generally have "safety" wagons either side, typically empty K type flat wagons.

The Victorian Railways only had five sets of high-capacity, three-axle bogies available. One set was kept for display beneath H 220 's tender at the Newport Railway Museum, leaving four sets to rotate between the QH wagons with occasional use QS or QW well wagons as required. When that happened, the QH wagons would be put into storage until the bogies could be returned. At least initially, Q132 and Q133's bogies were fitted with plain bearings, Q134 with Timken, and Q135 with SKF.[115]

By 1975 the deck of QH1 had been plated over, though the sides were not reinforced.[118]

In the 1979 recoding the class was relettered to VFGA, same numbers. From 1991 they were stored at Tottenham.[113]

All four vehicles are owned by Victrack and listed as part of the Historic Vehicles Register.[87] Circa 2001, VFGA 1 and 3 were being used by EDI at Newport Workshops for local movements; a few years later QH2 was used in Newport Workshops' East Block to store the tender of steam locomotive K 183 which had been damaged at Benalla; it was then noted as being fitted with roller-bearing bogies.

QH1 was reallocated from the Avstraliya temir yo'llari tarixiy jamiyati uchun Seymur temir yo'l merosi markazi in September 2006, and is intended to be reunited at some point with an original welded tender tank. It may have had its bogies swapped with QH4 at some point. The remaining three are believed to still be allocated to the ARHS and stored in various locations around Newport ustaxonalari.[119]

QW2 / VWBA2

The final well wagon entered service in 1960, classed QW2.[120] Another unique design, this vehicle was explicitly designed for loads both overlarge and incredibly heavy. The wagon was rated at 150 tons capacity, and weighed 93 tons on its own.[121][122]

Because of this incredible mass, well outside normal railway standards for the era, the well wagon unit was not fitted with its own bogies. Instead, it shared second-tier bogie units with QS2 / VFHA2; these were beams that were placed between the wagon frame and four- or six-wheel bogies, depending on the load to be transported.[123][124][125][126] Either two- or three-axle locomotive tender bogies could be fitted, depending on the weight of the load to be transported. If the latter, they were borrowed from the abovementioned QH wagons.

The vehicle was initially used to transport equipment to Cudgewa for the Snowy Mountains scheme, from where the load was trans-shipped to road transport. After the project was completed the vehicle was generally stored at Newport Workshops, only being utilised occasionally.[120][124]

In 1979 it was recoded VWBA2, and by 1988 it was in storage at Eaglehawk, near Bendigo.[123] As of 17 February 2003[127] it was owned by VicTrack, allocated to the ARHS, and mounted on 4 sets of four-wheel, 50-ton capacity bogies.

QS 2 / VFHA/VFHF 2

QS2 was built in 1962 to support the Snowy Mountains scheme. It was designed as something of a combination of QS1 and QW2, featuring a longer frame and the ability to be mounted on four of either four- or six-axle bogies as required.[100][107][128] The horizontal beams between the bolsters could be moved closer or further apart as required; in narrow format the wagon was 9'8.375" wide, while in wide form it was 11'10.5" wide.,[128] the latter number significantly wider than the normal railway loading gauge.

While fitted with the two-axle bogies it was capped at 120 tons load, but when the three-axle bogies were in use it could support 170 tons. Either way, when operating it had to run at a very low speed, often 10 mph on mainlines and 5 mph through stations. To accommodate this it was most often used on Sundays, when relatively few other trains were operating; and if running to Gippsland as in the 1970s,[107] this was also the one day per week when the overhead power lines were switched off, removing a risk for tall loads.

When not in use it was stored at Newport Workshops.

In 1979 it was officially recoded as either VFHA or VFHF (sources differ), although it is not clear when the change was actually made or if it ever ran in service with that code. By 1990 it had been removed from bogies and placed on the grass in the Workshops compound. Like the other preserved vehicles in this category, it is owned by VicTrack; it is allocated to the ARHS Museum, and stored in the Newport West Block on four, four-wheel bogies fitted with plain bearings.[87][129]

VQWW 1

In 1990, the articulated "three-pack" flat wagon VQAW 5 was constructed with two normal skeletal container flat sections, but the centre unit as a slightly longer well wagon in lieu of the normal design. It was recoded to VQWW within a few weeks. In 1994 it was recoded to RQVY for National Rail use. In 1998 it was stored at Alice Springs, still with V/Line logos, and by 2001 its components had been disassembled in situ.[130][131]

The tare weight across all three units was 37 tonnes, and the capacity was 113 tonnes.[132]

Less-than-Container-Load traffic (LCL)

For traffic that did not need the full capacity of a standard ISO 20 ft container, smaller units were constructed that were compatible with ISO brackets. These needed custom rolling stock, fitted with brackets at the correct intervals. A standard LCL unit was about 5 ft long, so a 15 ft underframe could be made to hold three containers.

Like later examples with ISO container frames, the mounting points of LCL containers were used with custom carrying designs for specific transport jobs.

One of the first dedicated LCL traffic runs in Victoria was for tallow (animal fats) which were transported from Wodonga to Melbourne in insulated, steam-heated drums, and other runs included bulk cement deliveries.[133]

KC & KMC

To cater for this traffic, in 1954 twenty IY wagons had their sides and ends removed and new container locks welded into position. The new vehicles were classed K 87–106, quickly recoded to KC to avoid confusion. A further ten wagons were converted to KC 112–121 in 1955.[134][135] In 1958-59 the position of the brackets was altered to match New South Wales' LCL containers, which were quickly becoming a standard.

Three KC wagons (88, 92 and 93) were recoded KMC 1–3 in 1963, and allocated specifically to traffic generated by the Mayne Nicklaus road transport company.[136][137] When that traffic dried up the wagons were used interchangeably with KC's.[136] The fleet had been withdrawn by the end of 1980.[138]

43ft QC, QCF, QCX & QTF

In 1959 ten E open wagons had their sides removed and replaced with locks at suitable positions, permitting carrying of six LCL containers each. They were recoded QC1–10. In 1961 they had roller bearing bogies fitted and were recoded QCF, reflecting their higher maximum speed. In 1965 they were altered further, becoming gauge-exchangeable and recoded QCX.[139][140] A further three were converted in 1970 and coded QTF, explicitly reserving them for tallow traffic from the pet food factory in Wodonga, and an abattoir in Wangaratta.[141][142] The wagons were withdrawn by 1978 and converted to HR bogie transport vehicles.

Standartlashtirilgan Intermodal konteyner (ISO) traffic

This section covers wagons designed with the standard 20 ft container in mind, being fitted with securing ports at distinct intervals. Many of these wagons could be used in other traffic if required, but such use was rare—particularly for the skeletal variants. Containers were most commonly 20 ft or 40 ft over ends, with occasional 10 ft, 30 ft or 48 ft versions. The 20 ft frame is also used to secure fuel tanks or as a cattle transport unit. Wagons that were designed for general traffic but provided with container ports are covered above.

Bogie stock

FQX, FQF, VQCX & VQCY (63ft deck)

1969 saw the Victorian Railways' first official foray into ISO traffic. A design was shared between the Victorian and South Australian Railways and coded FQX, with SAR wagons numbered below 500 and Victorian wagons 501 and above.[143] Each wagon had a 63 ft flat and solid deck, designed for fork lifts of up to 6,000 lbs wheel loading. Holes were drilled for removable anchor plates for either three 20 ft containers, one 20 ft and one 40 ft container, or two 20 ft containers each fitted with clip-on refrigeration units. The wagons were also fitted with provision for baulks and stanchions, if required in general use.[144] The loading diagram indicates that when used for loading mounted on baulks, weight permitted was 27.5 tons over each bogie, decreasing to 10 tons in the centre and less on the ends.[145] Wagons weighed a little under 20 tons each, had a maximum capacity of 55 tons, and cost around $37,670 each to build.[146][52]

By the end of March 1969 four wagons had entered service, with more than a few wagons entering service per month until FQX 625 in July 1970.[147] Construction picked up again in July–August 1971 with a further 50 wagons and 150 more from the end of 1972 through October 1973, up to FQX825. Another 100 were delivered in the second half of 1975, and the final batch of FQX 926 to 935 were built at the end of 1977.[147]

In the late 1970s about 100 FQX wagons were recoded to FQF, exclusively for use on the broad gauge system, to ensure that enough vehicles were available for intrastate traffic.[148] Nominally, these were to be 501–600, but in practice some of that range stayed as FQX while others, such as 637, were converted instead.[149] Aside from changing the code, many FQF wagons had full-length lashing rails added along the side frames, and the number was placed on a panel below the frame rather than painted directly onto it.[150]

A further 75 wagons were constructed to the same design, but taking on the new code of VQCX, in early to mid 1980, giving the final class member as VQCX 1010.[151] The FQF wagons were recoded VQCY, although many returned to VQCX around 1985.[149][143]

In 1993 75 wagons were randomly selected and recoded to VQRF, numbers 1 through 75, specifying that they were to be used for rice container traffic from Echuka to ports in Melbourne and Geelong.[152] They were most often loaded with one 20 ft container either end, and the centre portion of the wagon used for loading and unloading.[153]

In late 1994 most of the freight fleet was transferred over to the National Rail Corporation, and the remaining VQCX wagons were relettered to RQCX. By 1996 they were being returned to V/Line and their previous designations, as NR introduced new build articulated container wagon sets in their place, although some had been painted grey.[143][154]

SDS Models has produced ready-to-run versions of the series in HO scale,[148] while Steam Era Models has kits available.[90]

VQMX

In 1997 seventy wagons, randomly selected, had a different type of container lock fitted to speed up loading and unloading; these were recoded VQMX.[154][155] In 1998, a further group were recoded to TQCY, being specifically allocated to Pullik guruhi tirbandlik.[154] When Freight Victoria, later Freight Australia, acquired the V/Line Freight division, the remaining wagons were included in the sale. A few years later some were transferred to Pacific National, while others were sold to Queensland Rail. The latter recoded their new acquisitions QQGY, for use on the Melbourne to Brisbane services.[148]

AQCX

The South Australian fleet were mostly identical, with only minor differences in brake equipment and storage of fittings. They totalled 122 units, and when overtaken by Australian National they were recoded from FQX/F to AQCX/Y. The whole fleet was sold to National Rail, who modified the wagons by removing portions of the deck, in order to reduce wagon weight. The newly "skeletised" wagons were coded RQTY.[148][156]

FCF, FCW, VQDW & VQEW (81ft "Jumbo" flats)

From 1973, experiments were run with a new type of wagon designed to transport taller-than-normal containers. The larger containers were needed for a contract with TNT to move General Motors Holden car components between Akatsiya tizmasi (QLD), Baliqchilar Bend, Geelong (VIC) and Yelizaveta (SA), and were built at a cost of $76,540 each.[157][52] The wagons initially ran in conjunction with South Australian FCW and New South Wales JCW, although in modern times they tend to be used in general traffic. They were fitted to carry two 40 ft containers or four 20 ft containers equally spaced, although a single 40 ft container could be mounted in the centre. Theoretically there would be nothing to prevent loading with one 40 ft and two 20 ft containers, though weight distribution may be a concern.[158]

Known colloquially as the "Jumbo" container flats, the new design was achieved using bogies with smaller diameter wheels to give a lower deck, and counteracted with "gooseneck" couplers to restore the coupler centreline to the correct height.[159] At 85 feet plus couplers, the wagons were the longest employed on the network, designed to carry two 40 ft containers or four 20 ft containers. Given this length, they were banned from being coupled to fixed-wheelbase vehicles.[160] They had a strong centre sill with a skeletal framework around it, giving a tare weight of less than 24 tons, and a capacity of 53 tons.[158] The excess length risked problems with overhang on tight curves in Melbourne Yard, so to help avoid this the wagons were coupled into sets of five each.[159] The wagons were fitted with two brake pipes at each end, one either side of the coupler.[161] The fleet was permitted to operate at 70 mph / 115 km/h, although when loaded to a gross weight between 76 and 80 tons the speed limit decreased to 50 mph / 80 km/h.[162]

The new code was FCF, with vehicles 1 and 2 entering service in at the end of 1973, FCF 3 entering in early 1974, and FCF 4 through 25 in late 1975.[163] Vincent notes that most of the fleet had actually been constructed earlier, but were kept in storage until mid-1976.[159] Sixteen wagons were also constructed at the Islington ustaxonalari for the South Australian Railways, entering service between 1973 and 1974. Contrary to policy in every other case where the VR and SAR shared a design, these wagons used the same number series 1–16 but the code SFCW.

In 1977 the Victorian code was changed to FCW, both to avoid confusion with the newly recoded FQF-ex-FQX wagons, and to indicate the custom bogies. The "W" suffix indicated that bogie exchange was possible, but only within the "W" group. In 1979 the code was changed again to VQDW, while the South Australian wagons became AQDW.[159][164]

1983 to 1984 saw new VQDW wagons 26–52 and 61–75 constructed, followed by 53–60 in 1986.[165] Such a split may indicate that the former group was intended for one traffic, and the latter for another until the gap was filled. There is also at least one reference to wagons VQDW 76–79, but no evidence to corroborate that.[164]

Between 1986 and 1988, 12 unidentified wagons were leased from V / chiziq ga Avstraliya milliy and were renumbered AQDW 17–28; within a year they had been modified by AN to feature fixed shunters steps in lieu of the retractable design that V/Line had been using.[166] The wagons were restored to their VQDW code and number on return to V/Line.

From 1987 a further 30 wagons were hired to the NSW railways and recoded to NQMW, numbers between 60050 and 60079.[164] The wagons had previously been VQDW 1, 3, 26, 30–36, 38, 40–41, 43–51, 57, 59–60, 64, 68–69 and 74–75 respectively.

In 1990, VQDW 66 was fitted with the "Roadmaster" bogies which had previously been placed under test wagon VQPW 1. It was reclassed to VQEW 66, and permitted to operate at 115 km/h.[167] In 1994 it was leased to the National Rail Corporation and became RQDW 66.As at 1997, VQDW 4 and 5 were permanently coupled with a drawbar.[168]

When leased to the National Rail Corporation from 1994, Jumbo container wagons were leased or purchased from Victoria, New South Wales and South Australia and grouped together as the single RQDW class. The remaining Victorian wagons (including 66) stayed in the 1–75 and NSW in the 60050–60079 range, but this created conflicts between some ex-AQDW and ex-VQDW wagons. To resolve that, AQDW 2, 4, 6 and 9 became 102, 104, 106 and 109, although the other 12 AQDW wagons kept their original numbers.[159][164][169][170][171][166]Some vehicles have since been returned to their previous controllers and recoded to other purposes; 60079 was fitted with normal bogies and recoded NQEX, while a number (including 9, 19 and 54) were returned to V/Line and the VQDW code.

As at 1997, VQDW 4 and 5 were permanently coupled with a drawbar.[172]

While under NR control, sixteen wagons were recoded RQDF and a further four as RQDY, likely indicating higher speed bogies. Ten were recoded to RQNW indicating mounting points for 48 ft containers along with higher maximum speeds, and the remaining twenty-one ex-NSW vehicles were recoded RQPW—although it is not clear (at time of writing) what distinguishing feature makes the new class necessary. It is unlikely that there is any relationship to the test wagon VQPW 1.[173]In 1998, VQDW 4, 5, 12 and 29 were recoded VEDW and had 415V head-end power cables and plugs fitted, permitting them to supply power to containers loaded with perishables[174]

Pacific National now owns the remaining fleet, having acquired them through National Rail as well as Freight Victoria / Freight Australia.[164][175]

SQEF/SQEY ("Jumbo" flats)

When QUBE Logistics won a number of freight contracts from Pacific National in 2013, they invested in a fleet of skeletal container wagons. The initial delivery was of 15 each SQEF broad gauge and SQEY standard gauge wagons numbered 00001 to 00050 and 00051 to 00090 respectively; the former restricted to 80 km/h while the latter are permitted to run at 115 km/h.[176] The broad gauge wagons were allocated to the Maryvale paper train and the Deniliquin rice train, while the standard gauge wagons were used on the Harefield service.

The standard gauge wagons have a tare weight of 23 tonnes and a capacity of 77 tonnes, while the broad gauge wagons are slightly heavier with a commensurate reduction in capacity. Notably, the axles of these were designed to permit future conversion to standard gauge, although the bogie bolsters would still restrict the vehicles to the lower speed limit.[176]

Yetkazib berish

The wagons were unloaded at Carrington wharf in pairs, with the broad gauge wagons placed on top of the standard gauge units and tied together for the run down to the QUBE depot in Somerton.[177] On arrival they were unloaded by crane and gradually placed into service.

The first delivery run had 14 wagon pairs thus:[176]

(Note absence of SQEF00009 and SQEY00054.)

By early 2014 the remaining broad gauge wagons had been cleared out of Somerton for introduction to the Deniliquin rice train.[178]

QMX, VQFX/Y, RCFX/F/Y (63ft skeletal)

By 1978 it was becoming clear that ISO containers were the future of long-distance transport, so the railways had a reduced requirement for wagons that could be used with other goods. To cut down the weight and cost of construction, the FQX design was modified to a skeletal layout. In 1979/80, the cost per wagon was around $36,420 each; taking into account inflation, that made for a 15% saving on construction cost when compared to the earlier FQX design.[52]

Forty wagons to the new design were initially constructed at Bendigo, followed by 20 at Newport.[179] All had entered service by the middle of 1978.[180] The code was unusual relative to previous VR practice because the 1979 recoding was just around the corner, and it would have been easy to recode from "QMX" to "VQMX". However, by the time the new codes were adopted the official code was "VQFX", requiring repainting of the code boards.[179]

Like their predecessors, these wagons could take three 20 ft containers, or one 40 ft plus one 20 ft. Weight was reduced to just over 18 tons, and capacity increased to 57 tons. As with earlier classes, the fleet was permitted to be overloaded by up to four tons if the speed limit was reduced to 80 km/h.

A further 75 wagons were built in 1980 at Bendigo Workshops, entering service as VQFX.[181][182] In the late 1980s these latter vehicles were provided with upgraded bogies, permitting higher speeds for the Melbourne to Adelaide Superfreighter services. They were reclassified VQFY to reflect the higher operating speed.[183][184]

The remaining sixty vehicles were leased to the National Rail Corporation in 1994 and reclassed RQFX.[183] Speculation at the time was that the fleet would be returned to Victoria, but a number were upgraded to 2CM bogies permitting a higher operating speed, and recoded to RQFY.[185] Many are now operating with Pacific National, as RQFX.[182]

SDS Models has produced ready-to-run models of the wagons.[185]

VQGX

During 1980–1981, the remaining fourteen flexi-van bogie wagons, classed VQBX/VQBY, were converted to regular container wagons, and reclassed VQGX.[186]

Wagons previously numbered 30, 29, 26, 32, 38, 27 and 31 had the turntable equipment removed and the drop-centres filled in, but retained the drooped ends, and taller-than-normal ISO container ports were installed at the outer corners to compensate for the difference in height. These became VQGX 1-3 and 13-16 respectively.[187] The remaining flexivan wagons, 12, 14, 25, 13, 22, 11, 23 and 25, were recoded to VQGX 4-12 and essentially rebuilt to a normal container wagon profile, with a flat deck.[188][189][190][191][192][193][194]

In 1994 the entire class of sixteen was leased to the National Rail Corporation and recoded RQZX.,[186] although when returned to Victoria in 1996 they were restored to their earlier codes.[187][188] In 1997, VQGX 14 was reclassified as VZKF14.[187]

VQKX

Between April and July 1990, eight VFKX flat wagons were converted to VQKX 1–8. A further seven were converted between July and September, numbered 100–106, although there is no apparent difference between the two series. The wagons had container ports spaced to permit loading of pairs of 30 ft ISO units, for CRT guruhi orasidagi trafik Bandiana and Melbourne.[195]

In 1991 numbers 4 and 8 were converted to VKEX 213 and 214 respectively.[196][195]

VQLX

Following on from other conversions of assorted general traffic flat wagons to container flat wagons, between 1987 and 1989, 115 ex-SFX and similar wagons were stripped down with ends, side stanchions and decks removed, and replaced with container anchor fittings, for three 20 ft containers. The new code was VQLX, and donor classes were VQEX/Y, VFLX/Y, VFMX, VFNX, VFPX and VFTX/F.[197] Wagon numbers were not always retained, though generally speaking the VFLX wagons kept their numbers.[198] The final number range was 1 to 145.[197][199]

VQAW & VQWW (articulated)

In 1989 V/Line decided to experiment with a new articulated type of container wagon, using three skeletal decks each with a capacity of one 40 ft or two 20 ft containers, and suspended over four bogies. VQAW2 entered service in late 1989 as a trial, fitted with "Roadmaster" bogies.[131] VQAW 3 and 4 entered service in March and May 1990 respectively, to the same design, but VQAW5 was built using a well wagon design for the centre unit instead of the flat design of the rest.[200][130] Within a few weeks it had been recoded VQWW 1.[131]

In November 1990, VQAW 1 finally entered service, this time fitted with experimental Gloucester bogies. A few weeks later, VQAW2 derailed near Homebush, Yangi Janubiy Uels. Victorian and New South Wales authorities could not agree on the cause, so NSW banned the VQAW series from their network.[131][201]

From 1992 a further 19 wagons of the class were built, including a replacement VQAW 5 and numbered to 23. In 1993 VQAW 3 was disassembled at South Dynon, and it was noted at Islington, South Australia, in June 1994. The remaining wagons, 1–2 and 4–23, were recoded RQUY for use by the National Rail Corporation.[131] As of 2013, Victorian operations were authorised for the class VQAW by Pacific National at 110 km/h. BQEW 2401 and 2402 were listed as ex-VQAW and 115 km/h maximum speed, under a "to be advised" operator though the "B" prefix indicates Janubiy Shorthaul temir yo'li. They were authorised to operate at 115 km/h.[162] Each trio of vehicles came to a cost of nearly $350,000.[52]

VQSW

This was a short-lived experiment in 1992, to trial a shorter-framed, low-level skeletal container wagon with capacity for only one 40 ft, 45 ft or 48 ft, or two 20 ft containers. The project ran out of funds, so only VQSW 1 was built.[202][203]

The wagon had a tare weight of about 15.5 tonnes, and a capacity of around sixty tonnes. It was provided with a "miner" type handbrake at one end.[203]

VQOX

Between 1994 and 1995, "at least fifteen" VOFX bogie open wagons had their doors removed, and brackets installed in the deck for two 20 ft ISO containers. They were recoded VQOX, and later had the side panels between the former doors removed as well, when forklift operators found it difficult to load and unload containers efficiently.[52]

As at 2006, known numbers were 11, 31, 58, 99, 101, 110, 133, 302, 355, 1036, 1091, 1092, 1121, 1157 and 1164. The wagons retained their numbers when recoded.[52][204]

VQPW

1987 yil fevral oyida, VOBX 366 had everything above the frame removed, and container brackets fitted to carry two 20 ft ISO units. It was provided with new "roadmaster" bogies, as an experiment for a new type to be introduced under the forthcoming VQAW three-pack articulated vehicles.[205] It was reclassified as VQPW 1. In 1992 the bogies were transplanted to VQEW 66, and it was scrapped in 1993.[206][207]

VECX, VEDW & VEKX—Head end power

In 1990 and 1991, eighteen VKFX and two VQFX wagons were modified with container ports fitted, but also with 415vAC head-end power cables, sockets and isolation equipment. When coupled and connected to a head-end power supply, whether from a locomotive, power van or "power pack" container, the wagons could provide power to loaded containers that needed built-in refrigeration for perishable goods, primarily fruit traffic from the Sunraysia District.[208]

They were originally numbered VEKX 200 to 219, and in 1996 they were joined by 220 to 229 converted from low-numbered VQFX wagons.[209][208]

VEKX 228 was temporarily recoded VEKY circa 2001/2002.[209]

The fleet was increased in 1998 by six wagons—VQCX 510, 511 and VQDW 4, 5, 12 and 29—respectively being recoded to VECX and VEDW, retaining their original numbers. Notably, VEDW 4 and 5 are permanently coupled with a drawbar in lieu of couplers.[174] Another five VQCX were converted to VECX in late 2000, becoming VECX 512–516.[210]

Ruxsat etilgan g'ildiraklar zaxirasi

Due to limited funding, from the 1960s through the 1980s the railways were not able to construct or acquire enough bogie container wagons.

KQ

To overcome this, thirty outside-sill RY wagons were rebuilt at Bendigo Workshops in 1969 as KQ 1–30, followed by 31–60 converted at Ballarat North Workshops in 1972–73.[211][212] The former open wagons had everything above the underframe removed, and replaced with four container locks and six hardwood floor bearers the length of the frame; the latter to keep containers slightly elevated in order to avoid water pooling under a loaded container.

The wagons were only able to carry a single 20 ft container, and many were semi-permanently fitted with MC cattle containers in lieu of constructing new cattle wagons.[213] They could be coupled to KL type wagons, if a container was on a wagon and its contents needed to be accessed.[214][215]

The fleet did not last long, with the majority scrapped between 1978 and 1981 as new bogie wagons entered service.[211]

SDS Models has produced ready-to-run HO scale versions of KQ 1–30.[213]

KMQ

Immediately following the cessation of the RY to KQ conversion program, the Victorian Railways switched to conversion of U, T, and KAB frames as a longer variant of the four-wheel container wagon concept. These classes had a 15'0" wheelbase and a 25'7" frame, instead of the RY style 11'6" wheelbase and 22'0.375" frame, making the wagons more stable.[214][216] As previously, this was necessary because of a massive increase in traffic and no money available to construct new container wagons; in conjunction with much of the older four-wheel stock being withdrawn due to life expired bodies. Those bodies were removed (and often sold), and the frames fitted with container lugs and fitting a chequer-plate floor surface for traction.[217][218] The frames were otherwise mostly unchanged, retaining the previous coupler and brake arrangements.

Early traffic was containerised rice from Denilikvin and canned fruit from Shepparton, both for export.[218]

Number boards were installed at the left end of each side, but these projected above the frame and were often damaged during loading; eventually they were moved to the middle of the frame on each side.[219][220]

Eventually, 314 KMQ wagons were created.[221] Of those, fourteen used underframes dating back to 1908. The first eighty conversions took place in late 1974 through September 1975, followed by a second batch up to KMQ 132 at the end of 1976 and a few more through early 1977. From May 1977 construction accelerated, and by the end of October 1981, KMQ 280 had entered service.[222] There is a gap in records after that point, but between 1981 and 1984 additional wagons up to KMQ 314 had been built.

Some were fitted with additional container mounting points; 77 through 80 were able to carry a pair of 10 ft non-ISO containers, while 133–135 could take three 8'2.5" containers for transport between Sale and Dandenong.[223] A few wagons, including but not limited to 56, 67, 86, 90, 102, 127 and 136, were also painted bright orange and allocated to explosives traffic, typically in Melbourne's western suburbs and using NOB-style 20 ft containers. These containers were not to be lifted from the wagons without explicit authority from the manufacturing plant.[224][225][218]

Scrappings began in the early 1980s, and the vast majority were withdrawn by 1990.

Auscision Models has produced ready-to-run HO scale versions of the KMQ fleet, while SDS models has produced the NOB containers for the explosives traffic.[225][224] The two brands are mostly compatible, although some detail may need to be filed or sanded off the corners of the containers to allow them to fit into the KMQ clips. Model Etch previously released a brass and whitemetal HO Scale kit of the KMQ, intended as a learning tool allowing modellers to build up their skill set.[226]

KL loading platforms

When a bogie container wagon was loaded with a pair of 20 ft container wagons, they were placed with doors facing inwards and the centre deck was left free to permit access to the containers for loading and unloading before departure. This wasn't practical with the shorter KQ and KMQ wagons, which had no free deck space when loaded with a single 20 ft container. To overcome this issue, twenty long-wheelbase open wagons were reduced to frames, with a new sheet-metal deck fitted to act as a loading platform in yard areas.[227][228]

Access in this way was particularly important in the early period of containerisation, when most loading sites did not have the necessary cranes or forklifts to remove containers from the wagons. As that equipment propagated the KL wagons became less important, and the fleet was withdrawn between the late 1970s and early 1980s.[229][227]

In service, to replicate the utility of a single 63 ft wagon loaded with two 20 ft containers facing inwards, sets of wagons were assembled as KQ-KL-KQ with doors facing inwards.[228] There is no indication as to what sort of material might have been used to cover the gap between KL and adjacent KQ wagons during loading, so the most likely answer is whatever was nearby that could take weight and span the 4 ft gap.

Specialist traffic

Firebrick traffic—KB

In 1970, open wagon IA 12711 had its sides and floor cut out. The floor was replaced with a grid, and the sides with five doors each. The interior of the wagon was then divided in half lengthwise and five compartments either side for a total of ten distinct areas. Initially for briquette traffic, by 1972 the wagon was being used for palletised firebricks from Dandenong to Yallourn. It was recoded KB 1 and used in that form until 1979.[230][231] The vehicle was stencilled on the side as "Palletised firebricks Dandenong to Yallourn and Morwell". It was scrapped in October 1979.[232]

Cement traffic—KCC

When the Snowy Mountains hydro-electric project was under construction in the 1960s, cement was railed from Geelong to Cudgewa then shifted to road vehicles for final delivery.

To make this trans-shipment easier and faster, custom plywood containers were designed and a group of 170 randomly assorted open, flat and ten cattle wagons were modified between 1962 and 1965 to transport them. The open wagons had their doors removed and the cattle wagons had their entire bodies removed, then container securing plugs were fitted.[233][234]

Each KCC wagon could carry two, seven-ton loaded cement containers.[233]

The Cudgewa line was one of Victoria's steepest, and runaway vehicles were frequent leading to some of the KCC fleet being scrapped after only a year or two in service. One such train was recorded at twice the maximum permitted speed around a curve before derailing.[233] Written-off KCC wagons were replaced with other conversions taking on the same number.

As the cement traffic reduced the KCC wagons were stored, then modified for other uses as required. Generally speaking they were converted to IC (coal tippler), IK (safety wagons) and IT (timber wagons) between 1966 and 1969. Only six remained by mid 1975, stored at Newport Workshops, and even these were scrapped by 1980.[233][235]

Motor car bodies—KF

In 1959, a set of 124 I and IA wagons were converted with doors removed, for the transport of motor car bodies from North Geelong to the new Ford plant at North Campbellfield. The wagons were initially coded KF 1–124, but this changed to KW in 1961 when the "F" suffix was used to identify "fast" vehicles with upgraded bogies, allowing running at 50 mph. By this point only 58 of the fleet were still running.[236]

Each wagon could hold two motor car bodies, one on the floor and another suspended on removable beams attached to stanchions where the doors had previously been attached to the wagon bodies. The wagons weighed 7.5 tons each.[236]

In 1962 a further 100 wagons were added to the KW fleet, becoming KW125–224; these ex-open wagons only had their doors removed, so could only transport one car body each rather than two.[237]

From 1962–1964 the fleet was either scrapped, restored to I/IA format, or converted to DW water, IT timber or KCC cement wagons.[237]

Prestige Containers—KPC

In 1963 a pair of K flat wagons were fitted with custom container ports, for the loading of containers from the Ararat fabric mills to West Footscray yard for distribution. The two were classed KPC and numbered 501 and 502, with the "P" in the code indicating the "Prestige" factory. The containers were supplied and loaded by the company. In 1969 a further two, 503 and 504, were added to the fleet ex open wagons, and a fifth from an open tippler coal wagon in 1971. Notably, 503 and 504 were slightly longer than the other three. All five had been withdrawn from service by the mid-1980s.[238][239][240][241]

Flexi-Van traffic

During early containerisation trials, the concept of the Flexi Van was introduced on Australian Railways. This involved semi-skeletal flat wagons with a turntable mounted in the middle, so that containers could be unloaded perpendicular to the train instead of requiring a crane. This method had been deployed successfully in America by the Nyu-York markaziy temir yo'li.[242][243][244]

FV

To test the method, the South Australian Railways constructed four FV wagons; two for their system and two for the Victorian Railways.[242][245]

In 1962 the VR's wagons were reclassified as FVF. They operated both on broad and standard gauge, although the latter was far more common. By 1979 they were both stored. It is not clear whether either wagon wore the code VQAY, and they certainly never operated as such.[245] Instead, in 1982, they were converted to safety wagons (to separate dangerous loads from the rest of a consist), and recoded VDSY.[242] Side sills were added to strengthen the underframes, and the central turntables were removed.[245] By 1988 they had been recoded to VDSF.[246]

TVF, TVX, VQBY, VQBX

The concept of the flexi van was deemed a success by both the New South Wales and Victorian Railways, and 25 TVF wagons were introduced for the Victorian Railways between 1962 and 1964 for the standard gauge service between Melbourne and Sydney. The wagons were 76'2.25" over coupling points, and featured two turntables inset into the frames at 37'6" centres. Capacity was two 35 ft containers, with 1'6" clear between them.

In 1965 they were reclassified TVX. A further ten vehicles were built in 1965, TVX 26–35. Four vehicles—27, 29, 31 and 32—were recoded to TVF in the early 1970s.[247][248] The 1979 recode was VQBY/VQBX as appropriate, but only four—12, 14, 29 and 32—were relettered as the rest of the fleet was in storage; even the recoded vehicles likely never ran in service.[249] They were never recoded to fix the Y/F mistake.

During 1980–1981, the remaining fleet of sixteen vehicles was converted to ISO-compatible container wagons, and reclassed VQGX. Seven retained the drop-ends with the central turntable well filled in, and the other nine had whole new decks fitted.[186][187][188]

Pyneboard traffic

A small fleet of wagons were put aside for exclusive use by the Pyneboard factory, shipping sheets of compressed, pulped and rolled woodchips to Montague for distribution as an interior construction material. The factory was initially set up in Rosedale ga o'tishdan oldin Gambier tog'i just west of the Victorian and South Australian border in 1978.[250]

QAB / VFCA

In 1963, Q flat wagon number 77 was rebuilt with a fixed bulkhead at one end and an adjustable bulkhead at the other. The latter unit could be shifted to give a loading space between 45'5" and 49'4", depending on the specific load. The adjustable bulkhead could also be decoupled from its mechanism and laid flat when not in use.[251] The wagon was known as QAB 77 until1964, when Q 106 and Q 87 were converted to the same configuration and all three recoded QAB 1–3.[252] The fleet was intended to have been recoded VFCA in 1979, but they had all been scrapped by 1981.[253]

SBX / VFJX

Traffic from the factory in Rosedale increased, and in response five new bogie wagons were constructed at Bendigo and classed SBX. The vehicles were initially priced at around $11,500 each and fitted with fixed bulkheads,[52][254] but the non-handbrake end was modified to the adjustable type of the QAB wagons within a few years. They had a loading area range of 34'8" to 38'6".[255] Another eight were built in late 1969 at Ballarat, numbered 6–13; these had slightly longer bodies but the same bogie centres.[256] In 1979 they were recoded VFJX. The whole fleet was placed in storage during 1991–1992, and many had been scrapped by 1993.[257][258]

KAB

In 1964/65 eleven U vans had their bodies removed at Bendigo ustaxonalari. The newly cleared underframes were then fitted out in the same fashion as the QAB and SBX before them, this time with an adjustable loading area of between 20'11" and 24'10". The rebuilt wagons were classed KAB and numbered 1 to 11. A further 10 were added to the fleet in 1974, also built in Bendigo.[259] The KABs were withdrawn during the early 1980s, and some converted to KMQ container wagons.

FPX / VFMX

In 1978, around the time the Pyneboard factory shifted to Mount Gambier, six randomly selected SFX flat wagons were recoded to FPX and renumbered 101 to 106.[260] Bau notes that the major change was the fitting of a lashing bar, in addition to the lashing rings, along the wagon side frames, while Vincent writes that the lashing rail was only fitted on one side, and the other side had webbing winches fitted.[261][259] The latter view is supported by McGrath's photo of VFMX 110 circa 1908.[262] Vincent further mentions that the new origin required gauge-exchangeable bogies, but as the whole route was still broad gauge at the time it is not clear why.[263][264] In the 1979 recoding the vehicles were recoded VFMX. A further seven were added to the fleet in 1980, converted from SFX/VFLX wagons and numbered 107 to 114. In 1987 VFMX 101 returned to VFLX 54 (recovering its original SFX number). The remainder were converted to VQLX container wagons around 1988, numbers 120 to 132.[265]

Steel traffic

In 1967, a new steel rolling plant opened at Xastings, Viktoriya.[266] Po'latdan yasalgan plitalar Stony Point liniyasidagi novcha chizig'iga tushgan va asosan Janubiy Avstraliyada avtoulovlarni qurish uchun ingichka choyshab metallga o'ralgan. Maxsus poezdlar zavod va Melburn hovli o'rtasida harakatlanardi; u erda va Janubiy Avstraliya o'rtasida vagonlar muntazam ravishda ishlaydigan davlatlararo poezdlarga biriktirilgan.[267]

SLX

Tegishli transport vositalari tashkil etilgunga qadar to'xtash oralig'i o'lchovi sifatida tirbandliklarni boshqarish uchun o'zgartirilgan o'nta ELX vagonlari bilan harakatlanish amalga oshirildi. ELX 43, 2, 46, 9, 44, 40, 31, 3 va 45 vagonlari 1965 yil oxiri va 1966 yil boshlari orasida SLX 1–10 raqamiga o'zgartirildi.[268] CSX vagonlarining to'liq poezdi xizmatga kirgandan so'ng, taxminan bir yildan so'ng vagonlar asl ELX konfiguratsiyasi va raqamlariga qaytishdi.[269]

CSX, VFSX, VCSX, RCSF

1966 yildan 1969 yilgacha bo'lgan vaqt oralig'ida 1 dan 30 gacha CSX vagonlaridan iborat partiya ishlab chiqarilgan Newport ustaxonalari, qoldiqlardan qayta ishlangan tender ramkalari yordamida R sinf bug 'lokomotivlari va qo'l tormoz tizimlari mavjud.[270][266][267] CSX1 pastki ramka bo'ylab beshta beshik bilan ishlangan, ularning har biri diametri 2'6 "va 4'6" gacha bo'lgan po'latdan yasalgan burama va beshiklarning har ikki uchida teng uzunlikdagi platformalar bilan tortib olingan chiziqlar bo'ylab umumiy uzunlikka ega. 35'8.75 ". Quyidagi to'qqizta vagon to'rt dyuymga qisqartirildi, qo'lning tormoz qilinmaydigan uchida platforma chuqurligi pasaytirildi. 11 dan 30 gacha bo'lgan vagonlarning barchasi boglar orasiga qo'shilgan 4'11" qo'shimchasi bilan qurilgan va birinchisi. o'nga shu uzunlik bir vaqtning o'zida qo'shilgan edi. Keyinchalik 4 dyuym uzunroq bo'lgan sinf o'quvchisini hisobga olmaganda, flot 40'3.75 "da tortish chiziqlari bo'ylab bir xil edi.[271][272] Kengaytirilgan pastki ramka o'rta uchta beshikka diametri 6'0 "gacha bo'lgan po'latdan yasalgan rulonlarni olishga imkon berdi.[271][273]

CSX 31 dan 90 gacha bo'lgan yana oltmishta vagon qurildi Ballarat shimoliy ustaxonalari 1972 yildan 1973 yilgacha g'ildirak tipidagi qo'l tormoz tizimidan foydalangan holda.[270][266][267] Yangi vagonlar ikkala uchida ham ekipaj platformalari bilan qurilgan bo'lib, ular tortib olingan chiziqlar bo'yicha dizaynni 39'6,75 ", kengaytirilgan CSX2-30 turidan to'qqiz dyuymga qisqartirgan.[271] Tranzit paytida po'latni ob-havo ta'siridan himoya qilish va zangni kamaytirish uchun ular branda tayoqchalari va uchlari bilan xizmatga kirishdilar; keyinchalik ular dastlabki o'ttizta mashinada qayta jihozlandi.

Bray va Vinsentning ta'kidlashicha, vagonlarning har biri taxminan 15,570 dollarni tashkil qiladi, ammo bu avvalgi yoki keyingi partiyalarga tegishli ekanligi aniq emas.[52]

Po'latdan yasalgan g'altaklar juda og'ir edi, shuning uchun temir javhari vagonlari kabi transport vositalari nisbatan qisqa edi. Bu umumiy og'irlikni yoyib, poezdga ko'proq o'q berdi. Kichik g'altaklar o'n tonnaga, katta bobinlar esa o'n oltiga baholandi, ammo bu raqamlar 2'6 ", 4'6" yoki 6'0 "ga mos keladimi-yo'qligi aniq emas.[271]

1979 yilda vagonlarni qayta hisoblash VFSX bo'ldi. 1980-yillarning oxirida standart kodlarning modifikatsiyasi "spiral po'lat" trafikni boshqa tekis vagonlardan farqlash uchun ikkinchi "C" harfini bo'shatdi va kod VCSX bo'ldi. Shunday qilib, 1982 yilda zarar ko'rgan va hisobdan chiqarilgan 81 va 86 dan tashqari barcha vagonlar qayta hisoblangan.[274] Vagonlarning aksariyati 1994 yilda V / Line-dan Milliy temir yo'l kooperatsiyasiga o'tkazildi va ko'p o'tmay RCSX-ni qayta ro'yxatdan o'tkazdi. 1995 yilda Melburn va Adelaida o'rtasida ochilgan standart o'lchov bilan vagonlar 50 tonnalik quvvatdan 70 tonna sig'imlarga ko'tarildi va branda va halqa olib tashlandi; tarplar shunchaki yuk ustiga tortilib, o'rniga bog'lab qo'yilgan. O'zgarish amalga oshirildi, chunki vaqt o'tishi bilan trekning sifati oshdi va og'irroq yuklarni yuklashga imkon berdi. Ushbu o'zgarishlar bilan kod RCSF-ga o'zgartirildi va flot Yangi Janubiy Uelsdagi Port Kembla-ga joylashtirildi. Hamma vagonlar qayta bo'yalgan emas.

2003 yilga kelib, kichikroq rulonlarni yaxshiroq himoya qilish uchun 20 futlik konteynerlarga joylashtirildi, ammo ular RCSF parkiga mos kelmadi. Natijada, konteynerlarni olish uchun tekis vagonlar RCAFga aylantirildi va RCSF parkining bir qismi o'zgartirilib, faqat "jumbo" rulonlarini oldi.[270]

Auscision modellari HO tarozida CSX vagonlarining ikkinchi avlodining to'rtta paketini turli xil tirikchilik va shakllarda, shuningdek, alohida sotib olinishi mumkin bo'lgan tarpalar va po'lat spiral yuklarni ishlab chiqardi.[270]

VKKX

Taxminan 1990 yil, o'n bitta VFKX 75 fut yassi vagonda dubkalar o'rnatildi va po'lat tirgaklar uchun qayta taqsimlandi. VKKX 4, 10, 16, 27, 36, 40, 42, 62, 66, 69 va 72 raqamlari VKKX 1 dan 11 gacha o'zgartirildi.[275] Vagonlar o'z raqamlarini saqlab qolishdi.[276]

Boshqa sinflar

1964 yildan boshlab, 26 ta vagondan iborat kichik guruh ELX tipidagi ochiq vagonlar singari umumiy printsiplar asosida qurilgan bo'lib, ular o'zlari yuqorida ko'rsatilgan S tipli tekis vagonlar bilan qismlarini birlashtirgan E seriyali ochiq vagonlarning kengaytirilgan variantlari edi. Vagonlarning yangi partiyasi mustahkamlangan uchlari bilan qurilgan, ammo eshik va yon tomonlari o'rniga stanoklar va ularga taglik bo'ylab yog'och taxtalar o'rnatilgan. Ular temir trafikda ishlatilishi kerak edi, shuning uchun ESX kodi, ammo bu hech qachon sodir bo'lmagan. Buning o'rniga kanalizatsiya, gaz va suv ta'minoti tizimlari shtat bo'ylab kengaytirilganligi sababli vagonlar quvurlar harakati uchun qayta taqsimlandi.[277][278] 1971 yilda sinfga uzunroq bog'ichlar o'rnatildi.[279] Vagonlarning yuk tashish og'irligi 21 tonnadan sal ko'proq, yuk ko'tarish qobiliyati esa 50 tonnani tashkil etdi.[280]

1976 yilda ESX15-da, ayniqsa, katta quvurlar uchun mo'ljallangan balandroq stanchionlar mavjud edi.[279][281]

1970-yillarning oxirlarida NSW va Viktoriya temir yo'llari nihoyat Sidneyning janubidagi Port Kembla'dan, Melburnning janubidagi Xastingsga plita po'latini tashish bo'yicha shartnoma tuzdilar va qirg'oq bo'ylab harakatlanadigan kemalarni almashtirdilar.[282] ESX vagonlari Albury-Xastings yo'nalishidagi ushbu yo'lning katta qismida ishlatilgan, ammo nima uchun yuklar Albury yoki Melburnda boji bilan almashinish o'rniga trans-jo'natilganligi aniq emas.

1979 yildan boshlab sinf VODX, 1984-85 yillarda yana VOEX sifatida qayta yozilgan. Ushbu so'nggi o'zgarish ELX vagonlaridan o'zgartirilgan boshqa VOEX 1-12 vagonlariga mos ravishda amalga oshirildi. VODX 13-26 birliklari o'z raqamlarini saqlab qolishdi, 1-12 raqamlari 27-38 gacha raqamlangan. 1986 yilda yana 12 ta sobiq ELX vagonlari konvertatsiya qilindi va 1987 yilda butun park yana VKEX sinfiga o'tkazildi. 1994 yilda ular Milliy temir yo'l korporatsiyasi nazorati ostiga o'tgach, kod RKEX ga o'zgartirildi.[282]

ELX tipidagi boshqa ochiq vagonlar ham po'latdan yasalgan rulonlarni tashish uchun beshiklarda (VOSX / VCCX) qayta qurilgan,[283][284] yoki vertikal (VOVX / VCVX).[285]

Yog'och trafigi

Ruxsat etilgan g'ildirak

Yog'och odatda umumiy tekis yoki ochiq vagonlar yordamida tashilgan. Biroq, 1950-yillarning oxiridan boshlab transport vositalarining individual to'plamlari talablari asosida ko'proq ixtisoslashgan transport vositalari ishlab chiqarila boshlandi.

KT, KS, IS & IT

1956-1957 yillarda Sharqiy Gippslend mintaqasida yog'och trafigi ko'paygan va qarag'ay daraxtlari ignabarglari Bairnsdale va Heyfield-dan Maryvale shahridagi qog'oz ishlab chiqarish zavodiga temiratilishi kerak edi.[286] Buning uchun 45 YO'Q vagonlarning uchlari uzaytirildi, yon tomonlari esa olib tashlandi va ularning o'rniga stanjonlar va ichki ajratgichlar joylashtirildi, ular vagonni har biri taxminan 7 fut bo'lgan uchta koyga bo'lishdi. Uchlari va ichki bo'linmalari mustahkamlandi. Vagonlar K tekislik va KR temir yo'l transporti vagonlari orasidagi bo'shliqda KT 320 dan 634 gacha raqamlangan.[287] Taxminan 10'5 "balandlikdagi balandliklar 22 tonna yog'ochni yuklashga imkon berdi, bu esa 9,85 tonna dara vaznidan ikki baravar ko'pdir.[288]

KT 324 sinfning qolgan qismiga biroz boshqacha dizayndan foydalangan; diagonal burchakli temir mahkamlash o'rniga, kesimlari kesilgan vertikal plitalar ishlatilgan.[289][290]

Trafik 1960-yillarning boshlarida yanada o'sib borgan sari, kam miqdordagi yog'och transportiga o'tish uchun tasodifiy tanlangan 270 I va IA 15 fut g'ildirakli vagonlar. Taxta fabrikalari yog'ochni jo'natib yuborishni uyushtirganligi sababli, vagonlar o'ziga xos xususiyatlar bilan ishlab chiqilishi kerak edi, shu jumladan uzunroq uzunlik uchun faqat bitta uchida devor, ikkinchisida esa o'qi g'ildiraklari bilan almashtirilishi kerak 2 " konsentratsiyalangan massaga qarshi turish uchun diametri kattaroq.[291] Yuklarni mahkamlash uchun zanjirlarni saqlash uchun vagonlar tagida cho'ntaklar kesilgan.[292]

I 11835 ochiq vagon rasman 1957 yilda bekor qilingan edi, ammo 1962 yil oxirida u qayta tiklandi va IT-ga o'tkazildi. Bir necha oylik sinovlardan so'ng konversiyalar jiddiy ravishda boshlandi va 1973 yil martgacha jami 273 vagon konvertatsiya qilindi.[293] Ba'zi farqlar mavjud edi; IT 2 dan 7 gacha bo'lgan qismga qo'l tormozi o'rnatilgan bo'lishi kerak edi va IT 252 KT 320 dan yuqorida aytib o'tilganidek eksperimental konversiya edi; u yana bir oz vaqt davom etdi va yana KS 7 ga o'zgartirildi.[294]

Bairnsdale stantsiyasida yog'ochni yuklaydigan qoplamalar odatda 10-15 kT vagonlar bilan band edi, ularni yuk ko'taruvchi kran yuklaydi.[287][295]

Birinchi KS, 320 faqat taxminan bir yil davomida xizmat qildi va KS 1 ga aylantirildi, uning uchlari normal o'lchamga qisqartirildi va umumiy kesilgan yog'och plitalari uchun markaziy devorlar olib tashlandi. Yana beshta noma'lum transport vositasi xuddi shu dizayndagi KS 2-5 ga va yon tomonlari kengaytirilgan KS 6 ga aylantirildi. 4, 5 va 7 1977 yilda relsdan chiqib ketgandan so'ng bekor qilingan.[296]

KT vagonlari 1972 yilgacha, Maryvale qog'oz fabrikasi avtomobil yo'llari bilan etkazib beriladigan to'liq uzunlikdagi qarag'ay jurnallariga o'tguncha xizmat qildi.[287] O'sha yili KT 357 ramkasi o'rtada kesilib, to'rt metrga uzaytirildi va IT 252 klassifikatsiyasi o'tkazildi. Ushbu sinov muvaffaqiyatli o'tganidan so'ng, parkning yana 21 qismi uzunlikdagi yog'ochni yo'q qilish uchun 2-22 IS yuk mashinalariga aylantirildi. uzunligi 25 metrgacha. Ular avvalgi konvertatsiyaga qo'shildilar, IA 11869 1971 yilda IS 1 ga, garchi bu vagon normal balandlikda bo'lgan va yon va eshiklarini saqlab qolgan.[297][298][299] IT 252 1973 yilda KS 7 deb tasniflangan.[300] Shundan so'ng, qolgan KT vagonlarining ichki bo'linmalari olib tashlandi va ular IT vagonlari bilan aralashtirib, kesilgan yog'och trafigiga qayta taqsimlandi. Ular 1974 yildan boshlab, 1981 yildagi so'nggi xizmatdan asta-sekin tortib olindi.[289][287]

KM, KPW va KW

Yog'och bilan bog'liq transport uchun yana uchta eksperimental to'rt g'ildirakli vagonlar qurilgan.

KM 1, masonitli vagon, ochiq vagondan aylantirildi Men 15125 1958 yilda. Yon tomonlari asosan olib tashlanib, o'rtasiga yangi panel o'rnatildi va yo'qolgan kuchni qoplash uchun uchlariga mustahkamlovchi qovurg'alar o'rnatildi. Maxsus trafik haqida mavjud ma'lumot yo'q. U 1960 yilda saqlangan va 1965 yilda u KCC 170 vagonli tsementga o'zgartirilgan.[301][302]

KPW 1, pulpwood vagon, ochiq vagondan aylantirildi IA 11350 1967 yilda. Uning baland uchlari bor edi, lekin yon tomonlari yo'q edi, buning o'rniga har ikki tomonda uchta olinadigan panjara paneli bor edi. Taxminlarga ko'ra, asosiy trafik Colacdan bo'lgan. Vagon 1974 yildan beri Newport ustaxonalarida saqlanib, 1977 yilda vayron qilingan.[303][304]

KW 1, yog'och vagon, ochiq vagondan aylantirildi IA 10632 1967 yilda. Uning baland uchlari bor edi, lekin yon tomonlari har biriga to'rtta tashqariga burilgan mesh eshiklarini qo'llab-quvvatlovchi mahkamlangan ramka bilan almashtirildi. Birlamchi tirbandliklar Colacdan stantsiya hovlisida o'rnatilgan logper va saqlash bunkeri bilan olib borilishi kerak edi, ammo "biron bir narsa noto'g'ri bo'lib ketdi" va buning o'rniga loglar arra fabrikasida yonib yuborildi, keyin to'g'ridan-to'g'ri Melburnga yuk mashinalari bilan olib ketildi. Vagon butun o'n yil davomida ishlatilmadi, 1977 yilgacha uning yon tomonlari va uchlari olib tashlanib, standart o'lchagichga aylantirildi, sariq rangga bo'yaldi va qismlarni South Dynon Lokomotiv Deposi atrofida tashishda foydalanildi.[305][306][307]

Bogi aktsiyasi

1979 yilda Viktoriya temir yo'llari yog'ochni tashish uchun kichik bogi vagonlari parkini qurishga qaror qildi.

VFTY / F / X

001 dan 030 gacha bo'lgan raqamlar bilan to'rt harfli VFTY kodi bilan xizmatga kirgan birinchi sinf bo'ldi. Nol prefiksi kelajakdagi kompyuterlashtirilgan harakatlanuvchi tarkibni boshqarish tizimini kutmoqda edi. Ular Ballarat ustaxonalarida VFNX tekis vagonlari bilan bir vaqtda qurilgan va dizaynning katta qismini ushbu park bilan bo'lishgan.[308]

Dizayn taxminan 20 metr uzunlikdagi tekis vagon bo'lib, uning har ikki uchida 3,167 mm balandlikgacha sobit bo'laklar mavjud edi. Qo'rg'oshinlar o'rtasida o'n juft stanchion bor edi, ikkala tomonning o'rtasi to'rtta olinadigan edi. Bir uchida "A" yorlig'i bilan miner tipidagi qo'l tormozi g'ildiragi, boshqa uchida "B" belgisi va olinadigan stanchkalar bilan markaziy qismiga "C" belgisi qo'yilgan.[308] Har bir transport vositasini qurish uchun taxminan 50,820 dollar baholangan.[52]

Birlamchi transport vositasi IT-vagonlarni almashtiradigan Orbost liniyasi edi, ammo parvarishlashning kamayishi tufayli yog'och ko'priklar qo'shni ikkita to'liq yuklangan VTFY vagonlarining og'irligini ko'tarolmadi. Buni hal qilish uchun tasodifiy to'rt g'ildirakli vagonlarni juftlar orasida birlashtirish kerak edi, ammo bu poezdning maksimal tezligini chekladi.[309]

1980-yillarning oxiriga kelib ko'pchilik VFTF-ga qayta yozilib, asl noto'g'ri kodni o'rnatdi. Yog'och trafigi kamayganligi sababli, ba'zi birlari VTFX deb nomlangan va quvurlar harakati uchun standart o'lchov vositasiga joylashtirilgan. Ammo 1987-1991 yillarda avtoparkning aksariyati konteyner vagonlariga o'tkazildi. Ular sobiq VFLX seriyasida VQLX sifatida to'plangan, ammo 20716 mm dan 19,488 mm ga nisbatan bir metrdan ko'proq vaqt bo'lgan.

VFHX

1995 yil oxirlarida jurnal trafigi yana o'sdi, shuning uchun to'rtta VFNX vagonlari - 4, 18, 122 va 144 - tortib olinadigan tarp mexanizmlari olib tashlandi va oltita polni tirgak va stanjonlar o'rnatildi. Avtotransport vositalari VFHX-ni navbatdagi mavjud kod sifatida qayta yozishdi, ammo ularning raqamlarini saqlab qolishdi va ular Warragul-dagi yuklash punkti bilan Geelong-dagi eksport punkti o'rtasida ishladilar.[310] VFHX122 devorlarining biridagi egri tepalikni ancha oldin yo'qotib qo'ydi va taxminan bir yil o'tib qo'l tormozining uchi kvadratga aylantirildi.[311]

VFTX

Konteynerlash temir yo'llarda umumiy yuklarning aksariyat qismini tashkil etar ekan, VLEX luvrli mikroavtobuslarning aksariyati omborga joylashtirilgan edi. 1990-yillarning oxiriga kelib, Viktoriya Gippslend mintaqasidan Shimoliy Geelonggacha kesilgan log trafigini sotib olish va ushbu 44 ta VLEX furgonini joylashtirish uchun kuchli marketing kampaniyasini olib bordi va tirbandlik uchun stendion va vintlar bilan almashtirildi. Keyin ular VFTX-ni qayta yozib, 1 dan 44 gacha raqamlashdi.[312] Shu paytgacha VFTX rusumidagi barcha vagonlar ziddiyatlardan qochib olib qo'yildi yoki boshqa turlarga o'tkazildi.

Yuk tashish transporti

G va GH yuk mashinalari asosan ot aravalarini tashish uchun ishlatilgan, ammo qishloq xo'jaligi texnikasi va boshqa transport vositalari uchun ham mavjud bo'lishi mumkin. Ular ikki yoki uch o'qning qattiq g'ildiraklar bazasida yassi vagon bo'lib, juda qisqa yon to'siqlari asosan transport vositalarining uchlarida o'rnatish va olib tashlanishi uchun qo'llanma vazifasini bajaradi.[313]

To'rt g'ildirakli vagonning quvvati 10 tonna, uchta o'qi esa 15 tonnani tashkil etdi.[314][315]

Piter Vinsent ushbu trafik trafik bilan birgalikda ishlaydi deb taxmin qildi ot qutisi transport vositalari, oldindan muvofiqlashtirishni talab qiladi, chunki ikkinchisi ko'pincha poyga harakati uchun alohida ishlatilishi mumkin. Fotosuratlar shuni ko'rsatadiki, yuk mashinalari tez joylashish uchun yirik stantsiyalarda turar edi.[313]

Dastlab 185 dona 1858 dan 1890 yilgacha to'rtta g'ildirak bilan qurilgan. Birinchi ikkitasini 1858 yilda Braun va Marshal, shuningdek G3 dan G6 gacha bo'lgan Wright & Sons (Angliya) 1858-1859 yillarda kelgan. 1862 yilda G7 temir yo'llarning o'z Uilyamstaun ustaxonalari tomonidan qurilgan, G8 va G24 Bray va Vaddingtondan (Lids ) va G9 orqali G23 dan Miller & McQuiston. G25 dan G39 gacha 1879 yilda Scott & Young (Melburn), 1884 yilda G40 va G49 tomonidan Harkness & Co. (Sandxerst ) va G50-59 1890 yilda Newport ustaxonalari.[316]

1888 yilda G18 hurdadan chiqarildi va qayta tiklandi, ehtimol bir xil o'lchamlarga ega. G3, 4, 5, 10 va 38-lar 1899 yilda 18 metrli pastki ramkalar bilan vayron qilingan va qayta qurilgan, ammo bu to'rt yoki oltita g'ildirak bilan jihozlanganligi qayd etilmagan; va 1900 yilda G1 o'rnini bosuvchi Newport Workshop-da xizmatga kirdi va yana uning konfiguratsiyasi haqida ma'lumot topilmadi. Avtotransport vositalarida 1889 yilga qadar Westinghouse tormoz quvurlari o'rnatilgan edi, ammo ba'zilari ilgari boshqa tormoz tizimlari bilan tajribalarda qatnashgan.[316]

1891 yilda beshta birlik (shu jumladan G1 va G2), so'ngra 1892 yilda o'ntasi bekor qilingan. 1893 yilda G24 konvertatsiya qilingan murdani vagon C3. Yana ikkitasi 1986-1897 yillarda, to'qqiztasi 1898 yilda va ikkitasi 1902 yilda olib tashlangan. 1903 yilda uchta plyus C3 va undan keyin 1907 yilda to'qqiz kishining yakuniy partiyasi olib tashlangan.

Ikkita almashtiriladigan oltita g'ildirak, G60 va 61, 1915 yilda qurilgan.

1923-1925 yillarda qolgan 20 ta asl birlik (60 va 61 dan tashqari, lekin ikkinchi G1 ni hisobga olmaganda) 413-429 oralig'idagi umumiy maqsadli K tekis vagonlarga aylantirildi, ilgari G1, 3-5, 10, 37-38 va 50-59. Ehtimol, G1 va G37, hech bo'lmaganda, bir vaqtning o'zida K413-K419 ketma-ketligi uzoq vaqt ramka guruhi bo'lishi uchun qurilgan pastki kvadratlarni kengaytirgan bo'lishi mumkin, ammo buni qo'llab-quvvatlovchi dalillar yo'q.

1937 yilda "G" harfi donli vagonlarga qayta taqsimlandi, shuning uchun G60 va G61 GH sifatida qayta hisoblandi.

K415–417 1924 yildan 1933 yilgacha vayron qilingan; undan keyin 1940-yillarda K414, 419, 420 va 424, qolgan to'qqizinchi asrning 50-yillarida. GH60 1953 yilda, GH61 esa 1963 yilda bekor qilingan.[316]

Idoradan foydalanish

Seminarlarda va atrofida, shuningdek balast, temir yo'l va shpal poezdlarida bir qator tekis vagonlardan foydalanilgan. Bular yopiq Departament vagonlari sahifa.

Tor vagonlar

Asosiy maqola: NQR vagonlari

Xuddi shunday keng o'lchovli temir yo'llar, 2 fut 6 dyuym (762 mm) tor kalibrli umumiy tovarlar uchun ochiq va tekis vagonlarni talab qiladigan chiziqlar. Ikki yuzdan oshiq NQR vagonlari 1898-1914 yillarda ishlab chiqarilgan bo'lib, ular kerak bo'lganda tekis vagonlar sifatida foydalanish uchun olinadigan yon va uchlari bo'lgan ochiq vagonlar sifatida ishlab chiqilgan. Ta'kidlash joizki, 1920-yillarda Colac to Crowes liniyasida uchta to'plam mavjud NQR vagonlari 75-78 fut oralig'idagi kesilgan yog'och ustunlarni tashish uchun birlashtiriladi.

Liveries

Umuman olganda, yassi vagonlar Buyuk Britaniyaning BS381C 445 Venetsiyalik qizil rangiga teng bo'lgan Viktoriya temir yo'llari vagonli qizil rangida bo'yalgan.

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