NZR FM guards van

An AG guards van directly behind the EF class electric locomotive on the Overlander service in 2003.

The New Zealand FM guards van is a rail vehicle in New Zealand originally used on freight trains but now used primarily on passenger trains, reclassified AG.

First batch, 1977

In the mid-1970s NZR had a need for new guards vans for new vans for both freight and moderately fast passenger and express freight services, to replace old and increasingly decrepit vans, most of the existing vans were built before 1946, including passenger express vans, post war construction being only two batches of 35/30 in 1955 and 1963-67.Cabinet works approval for made for the Van order on on 15/5/73 and NZR GM T M Small made a second request for Cabinet Works Committee approval on 15/8/74, but no work was made on design until 1975 due to the fact the NZR design staff were preoccupied with design of the Wagons and the reconstruction of the Northerner express.[1] The first order for 56 FM vans was approved in the last Cabinet meeting of the Rowling, Labour Government on 18/11/1975 for 4.32 million, officially on Treasury report 1624, 3.4 million being applied to the overseas constructed basic van imported from Japan They were built by Mitsubishi, and were the first all-steel vans. The body was composed of three modules that could be detached from the underframe: a central module, classed GM (guard's module), which contained the guard's office,five first class seats [2] and facilities; and two outer modules, classed LM (luggage module), for freight and luggage. The idea was that should a module become damaged in service it can be removed for repairs and replaced with another, allowing the van to return to service sooner than otherwise would have been the case. It was because of these modules that the vans were given the FM classification, as opposed to the traditional F designation given to all previous NZR guards vans. The FM also pioneered the X28020 bogie, now used under New Zealand's long-distance passenger fleet. The first batch was very well received by guards. Fifty-six were built, and in 1976 an order was placed for an additional 17. The vans were not however entirely appreciated as the passenger train crews on the large crewed prestige trains preferred the old 56 ft passenger vans and the luggage and van space on the Fm vans was not adequate for carriage and fast transfer of mail at parcels from express freight trains at intermediate stations requiring extra ZA vans having to be used for highly profitable mail and parcels on many North Island express freigths and the Northerner.

Experimenting

For a time, New Zealand Railways toyed with the idea of smaller vans at the ends of freight trains. This was achieved by positioning an FM G M (Guards' Module) onto an NH-class high speed four-wheeled flat deck wagon, classified FX. FX 399 was the first of these, and was later reclassified FH 16. The end result, however, was an uncomfortable ride for Guards and only three FH were commissioned, and were taken out of service within a year. FH 16 is now part of the Ferrymead Railway fleet of rolling stock as a support vehicle for W 192 as non-revenue E 8362.

Second batch, 1981

In 1981, another batch of 50 vans were introduced, built by Daewoo in Korea. Consideration was even given to using stainless steel bodies on the second batch, but the cost was considered impossible after the acceptance of treated anti corrosion lower grade steel for the new Wellington EMUs ordered from Hungary. In April 1983 the newly formed New Zealand Railways Corporation commissioned consultants Booz Allen Hamilton to review operations with a view of making the Corporation's services more efficient, they reported back in May 1984.There conclusion was that the extra train weight, crewing and loss of revenue space on trains induced by the vans made the continued use of the guards vans, ridiculous [3] and they should be withdrawn from freight trains. Among the more drastic of the recommendations was reducing locomotive crews from two to one, and the replacement of guards and vans with Train End Monitors (TEMs). Similar views on the obsolescence and extra cost of NZR use and order of guards van was made in a International Railway Gazette editorial at the time of the order. The editorial actually expressed the view it was an outrage these extravagant vans were being ordered so one man, could ride around the country at the time secondary passenger services were being eliminated in NZ on a scale virtually unparalleled in the western world.[4] It was of course even worse, in that each of the vans were built with five first class seats stripped out of the first class carriages of the old Auckland-Wellington express which last ran in September 1975 and would have been the best immediately available stock to maintain, full Hawkes Bay and Taranaki passenger servies. This latter recommendation led to the elimination of guards vans from all freight trains by 1987, meaning the second batch of FM vans was redundant after only five years in service.

AG class vans

NZR began overhauling a small number of FM vans for use with 56ft carriages on the Blue Fern, Northerner and Overlander, Bay Express and Lynx Express, many rebuilt with air conditioning. These vans were fitted with either a small platform-mounted generator to supply 240 V power, or a larger generator in one of the LM modules to supply the 240 V and also power for the air conditioning. On newer higher-powered vans one of the end platforms was given more substantial railings and gates for passenger use, and to separate the modified vans from the other FMs they were given the classification AG. Further conversions were performed with most getting the larger generator, and they soon became the new standard luggage van. There was some variation between vans, in the type, size and position of the generator.

In 1991, AG 124 was modified with one of the LM modules converted to provide greater outdoor accommodation for passengers, and both ends fitted with better railings. This van was for use on the TranzAlpine, where it proved extremely popular and a few years later AG 239, with a 110 kVA generator for air-conditioned cars, incorporated the same feature. In 1995 AG 239 had the other LM module modified to match, at the expense of any luggage carrying capacity, and a larger 175 kVA generator to reflect the increased work needed for the larger consist.

In 1998, AG 90, out of service since its involvement in the 25 August 1993 level crossing collision between the Southerner and a concrete mixer truck at Rolleston, was repaired and had a new 175 kVA generator installed, for duty on the TranzAlpine. This van is used in the middle of the train, to separate the increasingly lengthy TranzAlpine into two self-contained sections. In 1999, AG 199 was modified in a similar manner for the TranzCoastal, with one LM and the GM hollowed out for outdoor viewing and the other LM retained solely for luggage, with no generator. In 2008, AG 239 was modified to match AG 90 to provide a spare viewing car. No further vans have been modified in this manner.

21st century

Dunedin Railways FM class observation van at Dunedin Railway Station, 20 May 2016.

AG 130 was modified for use with the S class carriages rebuilt from ex-British Rail Mark II carriages for the Capital Connection. Changes included fitting a wheelchair hoist in one of the LM modules and the covering-in of one of the balcony ends to replace luggage capacity lost by fitting the hoist.

Other vans were used with the first SA suburban sets for Auckland, to supply power before the arrival of SD carriages fitted with a generator and a driving cab, in Auckland Transport Blue with a gold stripe. After the arrival of the SD cars they were released back into the general pool, with two exceptions: AG 222 was further overhauled and painted as a spare generator and extra luggage capacity for Metlink's Wairarapa Connection trains; AG 118 moved to Dunedin with 13 ex-Wairarapa 56 ft carriages, leased to the Dunedin Railways minus bogies. It has been fitted with X25330 bogies and is used to supply head-end power to the cars.

Seven vans have been rebuilt at Hillside Workshops for use with new AK Class carriages: AG 55, AG 61, AG 101 and AG 216 as AKV viewing/generator vans AKV 39, AKV 26, AKV 13 and AKV 41, with a 220 kVA generator, a viewing deck and an interconnecting corridor past the generator compartment; AG 78, AG 124 and AG 245 (ex FM 186) as AKL luggage vans AKL 34, AKL 21 and AKL 19, retaining their X28020 bogies (not upgraded to the newer P13 bogies).

In preservation

A considerable number of FM vans were bought by heritage railways. At least three FMs have been returned to main-line use in largely original form, with more expected in the near future. In addition, the Gisborne City Vintage Railway has two vans substantially modified to passenger carriages for main line use. The three modules have been welded together to form a single body with passenger windows. Two similar vans were similarly converted for the Wairoa YMCA for envisaged passenger trains to their Opoutama camp.[5] This project did not come to fruition. One of these vans has ended up with Gisborne City Vintage Railway and the other with Mainline Steam, where it has been fitted with a servery.[6]

Mainline Steam also has a number of other FM vans, to be used with its carriage fleet. One of these vans, at Plimmerton, has been modified with one of the LM modules converted to a viewing platform similar to the Tranz Scenic conversions. The GM module has been partitioned to accommodate a generator and a loco crew compartment, and the other LM left for luggage. Unlike the Tranz Scenic conversions, a corridor is provided for so that the van can be marshalled anywhere in the consist and allow passenger access through the train (an idea which has been borrowed for the new vans to go with the AK Class cars). This van is to be paired with Mainline Steam's British Rail Mark II carriage set.

Other uses

FM, GM and LM modules have found many non-rail uses both inside and outside of the rail sphere. Due to their compartmentalized nature, the modules have become handy garden or tool sheds, ticket booths or motel accommodation.

See also

Sources

  1. ↑ T.M Small NZR GM. Archive Files 24/565rre FM van
  2. ↑ Observation of FM vans late 1970s. In May 1975 it was planned to fit two 2 x 2 recycled twin set seats and one new type DA driver seat NZR, CME 26/5/75 NZ Nat Archive files 24/565 NZR Order 450 FM railcars 1973-75. But better seats were used, usually from scrapped 50/56ft ex Express first class carriages. Voluminous Material on every fitting to the FM vans, can be found in the National archives, but no material on the seat fittings, other the fact/drawing they wer fitted can be found
  3. ↑ Booz Allen Report on NZR, 5/1984, cited, Uni Cant,NZ, Eng Lib, 2006-7
  4. ↑ Railway Gazettte international (monthly) 1976 UK
  5. ↑ Rails Magazine
  6. ↑ Mainline Steam Heritage Trust http://www.mainlinesteam.co.nz. Missing or empty |title= (help)
This article is issued from Wikipedia - version of the 10/3/2016. The text is available under the Creative Commons Attribution/Share Alike but additional terms may apply for the media files.