An example of one of the early paint schemes used on the rail motors is shown by green and cream rail motor CPH 33 coupled to trailer CTH 53 outside Eveleigh Carriage workshops in the early 1940s. SRA

Introduction Rail Motor CPH 18 is one of a number of survivors of a class of 37 rail motors originally built for the NSW Railways in the 1920s. The first of the type (CPH 3) entered service in 1923 and by 1930, all 37 had been built and placed in service.

Rail Motor CPH 18 was built, along with batches of others in the class, during this period. The concept of the self-propelled rail passenger vehicle in Australia can be traced back to the 1870s and 1880s when vehicles of this type were first placed in service in South Australia. There followed vehicles for the Victorian Railways, further vehicles for the South Australian Railways and the NSW Government Tramways in 1882.

In the years leading up to World War I, experiments were carried out with various types of self-propelled rail vehicles on a number of the railway systems of the various states, but the New South Wales Railways did not participate in these attempts.

During 1919, under the Commissioner's direction, a five-ton truck body was converted into an experimental rail motor by Eveleigh Carriage Works. The rail motor (known as Rail Motor No.1) successfully completed its trial on the Illawarra line in 1919 and was then shipped to the isolated Tweed Railway, to work the Lismore to Grafton section.

This vehicle was originally powered by a Waukesha, four-cylinder engine, later replaced by a Thorneycroft engine. It provided seating for 33 passengers. However, after six years of continuous service, the vehicle was withdrawn and converted for other use.

In 1922, a second attempt at providing a self-propelled rail passenger vehicle saw a suburban passenger car enter Eveleigh Workshops for conversion to a rail motor.

Rail Motor CPH 2 was rebuilt in the early 1980s from the parts of previously damaged rail motors CPH 20 and the original CPH 2. The rebuilt motor re-entered service in early 1982, being rostered for the Harden-Cowra-Blayney run. It was timetabled to meet the Riverina Express at Harden, travel across country through Cowra to Blayney, there to meet the Central West XPT service. On 25 June 1982, CPH 2 stands in Blayney station after arriving from Cowra. Ray Love

Rail Motor No.2 entered service in October 1922 with seating for 53 passengers. In a remarkable demonstration of the engineering capability of the NSW Railways, it was powered by a six-cylinder petrol engine, completely designed and built by Eveleigh Workshops. The engine drove the vehicle via a gearbox and drive shaft to the rear bogie, both axles being driven by a worm gear/differential arrangement.

The car entered service on the Tamworth-Barraba branch, but in 1925, Rail Motor No.2 was sent to the Narrabri area where it provided service on the Pokataroo branch line. The car proved to be not as reliable as was hoped and it was withdrawn from service later in 1925. The car then reverted to service as a locomotive-hauled passenger vehicle.

The experiments with Rail Motors No.1 and No.2 provided valuable design information, with the result that a new rail motor entered service on 17 December 1923, after completing trials earlier that same month.

Rail Motor No.3 was the first of the new standard type, to be eventually followed by 36 more of the class, - 37 in total entering revenue service. The rail motors were known at various times as '42-foot rail motors', '42-footers' or 'Tin Hares'.

The two former names were a result of their imperial length, while the third name is said to be due to their introduction coinciding with the first use of mechanical 'tin-hares' into greyhound racing, though it has also been speculated that their speed and form of propulsion were the main reasons; early rail motors in some other states were similarly known.

The two experimental rail motors (Nos.1 & 2) were withdrawn about this time and their numbers (1 and 2) were later re-used by two new '42-footers'. The rail motors were later allocated a vehicle classification - CPH - and most references in official documents, timetables and other publications refer to this classification.

These rail motors served the NSW Railways, (especially on the extensive country branch line system) for 60 years and could lay claim to being one of the most successful design of rail vehicles to operate in the state.

Three coupled rail motors (CPHs 19+13+36) split the lower quadrant signals at Otford on 12 January 1982 with an up passenger service. Brett Fitzpatrick

Description and History of the Rail Motors

The rail motor is a small self-propelled rail vehicle approximately 42-feet long, carried on two four- wheeled bogies. It provided passenger and small parcel services to remote communities on numerous branch lines in the state.

It is built on a modified Warren truss steel underframe, fabricated entirely by electric open-rod welding, claimed to be the first such use of this technique on a railway vehicle in Australia. Two trusses are used longitudinally, with transverse members, cantilever arms, solid sills and headstocks welded into position.

The body of the car is of timber construction, using mostly Queensland yellow-wood, pines and cedars. Originally, the cars were finished externally with tongue and grooved timber below the window line.

In the mid-1960s, the external tongue and grooved timber sides (sometimes referred to as 'matchwood sides') were replaced by plywood or Masonite sheet panelling, giving an overall smooth appearance.

The vehicle was originally powered by a petrol engine driving one axle of one bogie through a gearbox and a differential. A number of manufacturers and various power units were tried over the years, and changes in design, coupled with the need to tow a trailer and the successful use of larger petrol engines in the later 400 Class rail motors, led to re-powering of the class with larger petrol engines and ultimately, diesel engines.

The final propulsion arrangement to be used became standard from 1945, and is the type currently fitted to CPH 18. This consists of a General Motors 6-71 series, six-cylinder diesel engine of 165 hp, coupled to a Twin Disc torque converter, driving the inside axle of the bogie at the Second Class-end, via a Cardan shaft and final drive.

The year is 1959 and the overhead catenary shows that within a couple of weeks, the days of rail motors working the Hornsby-Cowan shuttle services will be over. Passing Hornsby Car Sheds, CPH 16 and Tuscan and Russet painted CPH 1 roll down the grade towards Hornsby with an up service. Late Bill Jackson/Ray Love collection

The cars were originally fitted with two passenger compartments - one First Class and one Second Class compartment. The First Class compartment could seat 21 passengers, and 24 passengers could be accommodated in Second Class. In addition, two passengers could be accommodated in seats adjacent to each driver's cab (one seat each side of each cab, i.e. a total of four passengers). A guard's compartment separated the First Class passenger compartment from the Second Class compartment, the guard's compartment being placed in the centre of the car and extending right across the full width of the vehicle.

Apart from accommodating the guard, parcels and mail and other small items of goods, nine Second Class passengers could be seated on fold-down wooden seats. The accommodation of a standard '42-footer' was 48 passengers, a driver, a guard and a quantity of parcels and mail.

Original seats were a fixed-type and grouped as facing pairs, with three-person seating on one side of the aisle and two-person seating on the other. A dry-hopper type toilet was originally provided at the Second Class-end of the vehicle, this small compartment also containing a wash basin. No running water was provided, and a large watering can, filled by the guard from the tank in his compartment, was used for necessary flushing.

Three access doors were provided in each side. Standard sized passenger entry doors were provided at each corner in the sides (four doors), with a larger, single sliding door on each side in the centre allowing entry to the guard's compartment. As built, side windows were provided in the outside body adjacent to all seats, in all doors and in the front and rear of the car. The driver's window was in the centre of the front (and rear) of the car and each of the adjacent passenger seats, either side of the cab, had a smaller front window.

Much of the description above applies to the class as built. During the 40 years between the 1940s and their removal from regular service in the early 1980s, a number of improvements were carried out to these versatile vehicles and these changes substantially reflect the current configuration and arrangement of CPH 18.

Coupled rail motors were commonly found on local services on the Illawarra line and the Richmond line, especially during the late 1970s and early 1980s. On 9 January 1982, a down local passenger leaves Otford with five CPHs (35+19+22+11+13) heading for Wollongong. Brett Fitzpatrick

Throughout its service life, CPH 18 received most of the various modifications common to the class. As built, the '42-footers' (as they became known very early in their life) also incorporated a number of other important features including:

• two four-wheel bogies with one being the driving bogie (these were originally plate framed bogies with inside axleboxes and fabricated disc wheels - though Nos. 33-37 had fabricated frame, outside axle box Type 2QR; interior of the cars comprising fixed passenger seats, tongue and grooved timber ceilings and colonial pine panelling on the side walls.

• engines of various makes and power outputs were used and tested over a 25-year period, as follows: Thorneycroft Model Z6 6 cyl. 72 hp, petrol - fitted to Nos. 3-6 and 1 & 2 as built; Leyland 6 cyl. 100 hp, petrol - fitted to Nos. 7-37 as built; AEC 6 cyl. 150 hp, petrol - fitted to No. 35 in 1933; Leyland 6 cyl. 150 hp, petrol - fitted to Nos. 23, 36, 30, 35, 6, 21, 15, 2 & 3 between 1935 and 1946; Winton 6 cyl. 185 hp, petrol - fitted to Nos. 30 & 25 in 1934 & 1935; Leyland 6 cyl. 120 hp, diesel - fitted to No. 18 in 1939 • four-speed gearboxes driving through a crown wheel and pinion final drive, mounted on the driving axle of the driving bogie

• underfloor radiators

• weight: 18 tons 15 cwt.

Modifications in service

Leyland, AEC and Winton petrol engines of 100 hp/185 hp were fitted to specific rail motors during the late 1930s, some driving the vehicle through hydraulic torque converters. Various diesel engines were then tested in the rail motors.

In 1945, the final propulsion arrangement to be used first entered service and was fitted to rail motor No.12. A General Motors 6-71 series, six-cylinder diesel engine of 165 hp was fitted to rail motor No.12 which was coupled to a Twin Disc torque converter, driving the inside axle of the bogie at the Second Class-end, via a Cardan shaft and final drive. This arrangement became the 'standard', and from 1945 until the withdrawal of the class in the early 1980s, all of the remaining '42-footers' in service were so fitted.

Wollongong and Sutherland based rail motors worked local Illawarra passenger services for many years. On 29 December 1976, CPH 25+trailer 551+CPH 27 stand at Waterfall ready for the trip to Wollongong. Trailer FT 551 was the trailer originally built to accompany unique Rail Motor CHP 38. Graham Attenborough

Later modifications included the replacement of the single steam locomotive-type headlamp at each end of the car with twin sealed-beam headlamps on most members of the class (at each end) and the removal of the crown light windows above the main side windows in the sides of the car.

Rail Motor CPH 18 however, did not receive either of these modifications. Gas producers were also used in some rail motors during the Second World War to conserve fuel, but of the six fitted, five were destroyed by fire.

Major alterations and improvements which were carried out to the CPH class rail motors between 1930 and the 1960s included:

• 1934, seating altered to include turn-over type seats,

• 1935, first use of torque converters fitted to specific rail motors,

• 1936, first rail motor to be written off after a fire at Griffith (CPH 29),

• 1939, first use of a diesel engine to be fitted to a rail motor, No.18 (Leyland),

• 1945, first use of a General Motors diesel engine in a rail motor (CPH 12),

• 1945, multiple unit controls first fitted (allowing operation of coupled rail motors under control of one driver). Multiple unit controls and torque converters were progressively fitted to all cars, when, in 1956, the last (CPH 27) was fitted,

• 1964, bogies standardised using type 2QG type, fitted to all rail motors, replacing some variations.

With a train load of commuters returning home, the Guard hurries across the island platform at Mulgrave on the Richmond branch carrying the staff for the next section on 19 February 1982. Rail motor CPH 18 leads trailer 54 and CPH 1 heading for Richmond. Ray Love

Final form

The '42-footer' rail motors served the state of NSW for more than 60 years. Improvements and modifications were carried out (mostly at Eveleigh Carriage Workshops) to all members of the class over the years. By the mid-1960s, the CPH class rail motors incorporated the following standard modifications:

• Type 2QG type bogies with 321/2 inch dia. wheels,

• plywood sheeting on sides,

• Hale & Kilburn turn-over seating in the main passenger saloons. Seating in the rail motors ranged between 23 passengers (one CPH rail motor) and 45 passengers (five members of the class), depending on the size of the driver's compartment, capacity of the luggage compartment or combination of these features

• General Motors 6-71 series, six-cylinder, 165 hp diesel engine,

• Twin Disc type torque converter

• fitted for multiple-unit operation.

The rail motors which worked the Richmond, Carlingford, Abattoirs and Picton services in the Sydney area were usually based at Clyde depot. On 19 March 1982, CPH 18 and CPH 1 stand at Clyde depot between suburban running duties. Peter Maskill

Livery

During their regular service life (1923-1985), the '42-footers' (or CPH rail motors) are known to have carried seven different external colour schemes or finishes. Those paint schemes and the approximate dates applied are shown:

1. Varnish over natural timber, early 1920s,

2. Khaki and Red, 1927,

3. Khaki, 1927 period,

4. Blue and Silver, 1937,

5. Green and Cream, early post World War II,

6. Tuscan and Russet, late 1940s,

7. Tuscan or Indian Red and Yellow line work, mid- 1950s.

Not all rail motors carried all these colours, and in addition, some variations to shades and application of detail applied. Rail Motor CPH 18 was known to have been painted in some, but not all, of the colours noted above.

By the mid-1950s, CPH 18 was painted in the-then standard paint scheme of Tuscan or Indian Red with Yellow line work. The rail motor carried these colours up until its withdrawal in the early 1980s.

The final in-service livery for rail motors was thought to have first been applied in the mid-1950s, when the Indian Red livery became the NSWGR standard for the new 42 class mainline diesel-electric locomotives then being introduced during 1955.

With trailer CTH 51 marshalled between CPH 18 and CPH 7, an up passenger train drops down the grade near Vineyard, heading for a connection with the electric train at Riverstone on 29 October 1983. Ray Love

In Service

When introduced in 1923, the new '42-footers' were intended to replace slow and costly locomotive- hauled branchline trains, and provide a faster and more economical passenger service.

The first of the '42-footers' (Rail Motor No.3) entered service at Culcairn, south of Wagga Wagga. It was timetabled to run from Culcairn to Holbrook and Culcairn to Rand, three times per week. (Rand was a branch from the mainline station of Henty, but trains on the Rand branch line usually commenced their journeys from Culcairn).

By 1925, twelve '42-footer' rail motors were in service and were providing branch line services as follows:

• Narrandera-Hillston,

• Narrandera-Tocumwal,

• Narromine-Cootamundra (via Stockinbingal),

• Dubbo-Wellington-Stuart Town,

• Werris Creek-Tamworth,

• Burren Junction-Pokataroo,

• Burren Junction-Walgett,

• Binnaway-Werris Creek,

• Dubbo-Gwabegar,

• Muswellbrook-Merriwa,

• Kyogle-Lismore.

The rail motors and two-car diesels which called Cootamundra depot 'home' provided passenger services to Tumut, Griffith, Temora and nearby branch lines. Rail Motor CPH 6 takes a well earned rest at Cootamundra, sharing the depot with a two-car diesel set. Brett Fitzpatrick

All thirty-seven rail motors of this type (numbered 1-37) were in service by 1930. During the next 50 years, these versatile self-propelled passenger cars worked over almost every branch line in the state.

It should be pointed out that some branch lines received a rail motor service in one timetable, only to have the rail motor replaced by a locomotive-hauled 'mixed' or 'goods with passenger accommodation' in the next timetable. These changes were often necessary to better suit the availability of the rail motor or as an indication that the passengers travelling over that particular line did not warrant provision of a rail motor service.

In any event, the rail motors (later to be classified as CPH) worked over main lines, the cross-country lines and branch lines, as well as performing emergency services in times of flooding.

By the 1950s, apart from working the branch lines, the rail motors were working on the outer Sydney suburban network such as Hornsby-Cowan and Clyde, Blacktown-Richmond. The Illawarra line was served by these rail motors, working over the entire length of the line south from Sutherland. Other services included the Clyde-Carlingford, Abattoirs and Brickworks branch lines and some services between Campbelltown and Picton.

The Campbelltown to Picton passenger service gave the rail motors a chance to stretch their legs on the main line. On 14 November 1980, CPH 12 speeds past the upper quadrant signal near Menangle bridge, heading for Picton. Ray Love

Again, like earlier years, the provision of rail motors on country branch lines varied with successive timetables. In November 1983, everything changed. The new timetable saw the withdrawal of most country branchline trains, including those worked by the CPH class rail motors. A few were retained on the Illawarra line for service between Waterfall, Wollongong, Port Kembla, Kiama and Moss Vale. These rail motors were based at Wollongong and were the last in regular service.

At the end of December 1984, most of the rail motors based at Wollongong were removed from service leaving CPH 36 and CPH 37 to provide for passengers on the Wollongong to Moss Vale cross-country line, and in December 1985, these two rail motors were also withdrawn from service.

The '42-footers' had served the NSW railways for more than 60 years.

Withdrawals

The first CPH Rail Motor to be withdrawn was seven years old when removed from service. The fate of all 37 members of the class is summarised:

• CPH 29 - burnt at Griffith, 22 January 1936, condemned

• CPH numbers 36, 30, 23, 21 and 15 - burnt out as a result of being fitted with gas producers during World War II (CPH 36 was subsequently rebuilt and returned to service)

• CPH 9 - collision damaged, converted for other use

• CPH 10 - collision damage at Heathcote, 28 October 1970, condemned

• CPH 17 - collision damage at Waterfall, 23 March 1973, condemned

• CPH 26 - collision damage, 23 February 1976, condemned

• CPH 28 - collision damage, 21 February 1978, condemned

• CPH 2 - collision damage in 1978; CPH 20 - collision damage, condemned. (These two cars were taken into workshops and a new rail motor was constructed out of the remaining parts. The new, rebuilt rail motor was numbered CPH 2. • CPH 33 & CPH 35 - damaged at Waterfall, 23 March 1982, both condemned but not scrapped,

• CPH 5 was in the possession of the Steam Tram Railway Preservation Society to be preserved but was destroyed by fire at Parramatta Park in 1993.

The last rail motors in regular service (CPHs 36 and 37) were based at Wollongong and worked the cross country run between Wollongong and Moss Vale until final withdrawal in December 1985. Showing its age, CPH 36 drops down through Farmborough Heights towards Unanderra with the Moss Vale-Wollongong passenger in September 1985, a few months before rail motors were withdrawn from railway service. Graham Attenborough

From the above, it can be seen that of the 37 originally built, 14 had been withdrawn for various reasons. This left 23 rail motors in serviceable condition by the early 1983-period (including CPH 2 - the rail motor rebuilt from CPH 2 and CPH 20), the time when major cutbacks in branchline rail passenger services saw the termination of the regular service life of these versatile machines. The destruction of CPH 5 at Parramatta in 1993, meant that 22 rail motors were available for preservation.

Remaining vehicles At the time of writing, CPH class rail motors are in the possession of a number of preservation groups including:

• The Rail Motor Society at Paterson (1, 3, 7, 16 and 19) •The Australian Railway Historical Society-ACT Division, Canberra (13, 27 and 37)

• The Dorrigo Steam Railway & Museum Ltd. at Dorrigo (32, 34, 35 and 36)

• Lachlan Valley Railway at Cowra (12, 14 and 24)

• Cooma-Monaro Railway Inc. at Cooma (6, 8 and 22)

• Regional Heritage Transport Association, Junee Roundhouse (2 and 25)

• Glenreagh Mountain Railway at Glenreagh (11)

• NSW Rail Transport Museum at Thirlmere (18).

Of these, nine rail motors are in running service, including 1, 6, 7, 12, 18, 22, 24, 25, and 37.

The day of the 2007 trial run to Macarthur and Glenlee. Rail Motor Society rail motors CPH 1 and CPH 7 are shown coupled to the restored CPH 18. Lettering is yet to be applied to CPH 18. Richard Davis

CPH 18

Rail Motor CPH 18 is part of the RailCorp Rail Heritage Rolling Stock collection assembled and maintained for RailCorp by the NSW Rail Transport Museum. It is representative of the rail motors in their earliest form as it retains some of the original features, notably tongue and groove timber external cladding, crown lights, tongue and grooved timber ceiling, narrow type driver's cabs at each end with side seats for passengers and original steam locomotive type headlights.

It is owned by RailCorp, is part of the Heritage Rolling Stock collection, and is formally in the custody of the NSW Rail Transport Museum. In common with the rest of the class, CPH 18 was built by the NSW Railway's Eveleigh Workshops, being completed on 15 March 1926.

Rail Motor CPH 3 was the first 'Tin Hare' built, and was identified as a desirable exhibit from the earliest days of the Rail Transport Museum. It was listed in the formal Deed of Gift for exhibits drawn up in the 1970s.

Most CPH Rail Motors continued in service into the 1980s and some were partly modernised. Rail Motor CPH 3 received a new ceiling and some others received full-width cabs. As a result, the Museum purchased condemned CPH 16, which was at Cootamundra with no engine or transmission, for $500 in May 1984. This was to be a kit of body parts for CPH 3 but, in the end, it was never delivered to Thirlmere.

The axe fell on the CPH Rail Motors in November 1983, when most rural branchline services were replaced by buses. The 600 class two-car diesels from these services in turn replaced CPHs on the Richmond Line and around Wollongong during 1984.

Rail Motor CPH 3 became available to the Museum and CPH 18, in substantially original condition (original ceiling and small cabs, crown lights) was purchased by the Museum for $1,100 in November 1984.

The Museum wished to move its CPHs to secure storage, but space at Thirlmere was at a premium. We reached an arrangement with The Rail Motor Society, then in an early stage of formation, to send three CPHs to Paterson for storage on the basis that one was our donation to the new society, one would eventually return to Thirlmere as a restored exhibit and one (CPH 16) was to be for spare parts.

The Museum's New Year's Eve Mystery Tour on 31 December 1984 ran from Sydney to Newcastle with CPH 3, CPH 19, CTC 51, CPH 1, CPH 7 and CPH 18. The Museum's return journey was in a Double Deck Interurban train and The Rail Motor Society's first tour took the rail motors from Newcastle to Paterson.

Restoration and re- building of CPH 18 involved dozens of people with many crafts and extended over some years. These views illustrate some of the work carried out at Wetherill Park TAFE college, Ultimo TAFE college, MainTrain at Clyde and the Apprentice Training Centre at Eveleigh. Photos courtesy of Ray Byrnes

Early in 1985, we were advised that CPH 16 could not be moved by rail from Cootamundra to Thirlmere. Rail Motor CPH 7 had been requested by another society and transported to Paterson by the Museum but the first purchaser decided not to proceed.

State Rail agreed that the Museum could take CPH 7 at Paterson in lieu of CPH 16 at Cootamundra (with no change in the $500 price). The Museum then agreed with State Rail that, notwithstanding the $1,100 purchase, CPH 18 would become the 'Deed of Gift' exhibit and CPH 3 would become the Museum's property. However, it was later agreed that CPH 3 and CPH 7 be given to the RMS.

Rail Motor CPH 7 has been restored and operated by The Rail Motor Society for over twenty years and the restoration of CPH 3 by The Rail Motor Society is at an advanced stage.

Rail Motor 18 spent the last few years of revenue service working in the Sydney area, mostly from Clyde rail motor depot and included regular running on the Brickworks-Abattoirs branch line as well as the Blacktown-Riverstone-Richmond branch line. It has been very well cared for at its temporary home, where it was stored for almost 20 years. It was transferred from Paterson in 2003 with a view to restoration, display and eventually, light operation at the New South Wales Rail Transport Museum at Thirlmere.

Having been stored under cover at Paterson, the vehicle was in relatively good condition, and was complete with most fittings.

During 2005 and 2006, RailCorp apprentices, under the leadership of Ray Byrnes carried out the necessary restoration work aimed at providing an attractive and valuable exhibit for the NSW Rail Transport Museum.

A credit to those involved in the restoration project. Rail Motor CPH 18 stands at the buffer stops at Central Station, on show for all to admire. Richard Davis

It was decided however that the timber body would be rebuilt into its original configuration by students at the Wetherill Park TAFE College. Components and equipment not fitted to the vehicle were provided and were made available to be re-fitted.

After the body rebuilding was completed, it was transported to the Eveleigh Apprentice School for fitting out and completion by State Rail apprentices.

Some new components were manufactured, whilst others were overhauled and repaired. The diesel engine was fully overhauled by RailCorp apprentices at Sydney TAFE with some support by Detroit Diesel in Sydney. The transmission was finally overhauled by RailCorp apprentices, Graham Ball and Ray Byrnes (RailCorp Apprentice Skills Development Manager) during the restoration program. It was intended that the rail motor will be operated to a modest degree on the Thirlmere Heritage Railway or on short mainline trips.

In late July 2005, CPH 18 was prepared for a trial trip and accordingly, CPH 7+CPH 1 travelled to Sydney from the Rail Motor Society's Paterson base, to be part of the testing.

On 20 July 2006, coupled rail motors CPH 18+CPH 7+CPH 1 successfully travelled to Campbelltown. At Campbelltown, CPH 18 was uncoupled and was worked on a solo return run to Glenlee. The trio then returned to Eveleigh, all part of the trial running for CPH 18.

At the ceremony at Central Station on Friday 4 August, the controller, brake handle and keys of CPH 18, all contained within a timber glass-fronted case were handed over to RTM President Peter Berriman, by Alan Cavanagh, former RailCorp GM, Passenger Fleet Maintenance.

Rail Motor CPH 18 worked to Thirlmere on Saturday 2 September 2006 and has carried out limited passenger services on the Thirlmere Heritage Railway on a number of occasions since that date.

Finally made it. Brand-new CPH 18 settles into its new home at Thirlmere on Sunday 3 September 2006, the day after its delivery run. Congratulations are extended to RailCorp, the entire restoration team including RailCorp apprentices and all associated with the rebuilding of this fine exhibit. Tom Pall

Conclusion

Rail Motor CPH 18 is unique. Of the 37 rail motors originally placed in service by 1930, thirty-one members of the class survived into the late 1970s. From those survivors, seven rail motors were later destroyed by accident during the 1970s period, leaving the remainder to continue in regular, state-wide service until withdrawal commenced in the early 1980s period.

As noted above, a number of modifications (some quite substantial) were carried out during their 60-year service life. Those modifications included replacement of the original interior ceiling material (tongue and grooved timber) with pressed hardboard. This replacement altered the interior appearance of the car.

Another major modification was the replacement of the small windows in the sides (known as 'crown lights') located above the main side windows. This alteration altered the external appearance of the car.

Rail Motor CPH 18 remains fitted with a tongue and grooved timber ceiling and crown lights. (One other rail motor, CPH 3, in the care and custody of the Rail Motor Society at Paterson is also fitted with crown lights, but has a plain ceiling).

It is indeed fortunate that CPH 18 has escaped these major modifications, thus making it the nearest to original example extant.

Acknowledgments and References

These notes were extracted from the Conservation Management Plan for CPH 18 prepared by Peter Berriman. The text for this article was edited by Allan Leaver. Bill McNiven, Brett Fitzpatrick and Ray Love added additional information. The NSWRTM acknowledges the assistance of The Rail Motor Society at Paterson, Graham Ball, Mick DeLaMotte, Ray Byrnes and RailCorp apprentices during the restoration project.

Restored Rail Motor CPH18 at Central, September 2005. Photo courtesy © NSWRTM

Peter Berriman, Allan Leaver and Ray Love