T Class
By Alex Thorn
2nd series T Class T356 stabled on an SSR works train at Somerton. 10/6/22
Phot By: Alex Thorn
Phot By: Alex Thorn
1st Series
The Victorian Railways were looking to withdraw their steam locomotives from branchline service during the 1950s. VR would call tenders for 25 small diesel locomotives to fulfil the task in 1951, however a weak economy would prevent any orders from being placed. In 1954, the contract was eventually awarded to Clyde Engineering when funding was available. The decision was made that 27 G8 type locomotives would be constructed in Clyde’s Granville facility, with T320 being completed in July 1955. Locos were to be numbered from T320 to T346.
The G8 was a small hood design with a Bo-Bo wheel arrangement. They had a flat roofline which would differ from T class units in later series. This design feature would result in the nickname ‘flat-tops’. The EMD 8-567C was the chosen engine for the locomotives.
After testing in NSW, T320 was delivered to Victoria via Bandiana to be converted to broad gauge in August 1955. Once in Melbourne, the unit was examined before entering service as a shunting unit at Port Melbourne and Flinders Street. After more units were delivered, VR gave the go ahead for the fleet to enter regular service. They would often work freight trains on the north east mainline, and could also be found at many of the larger cities in Victoria like Traralgon, Bendigo and Geelong. The Ts would also find themselves working their intended purpose of hauling trains on branchlines around Victoria. A number of these branches had to be upgraded to handle the higher axle load of the Ts compared to the steam locomotives they were replacing.
In December 1956, the final 1st series T class was delivered, however the fleet were proving unpopular with many crews as their cabs were cramped and noisy. Despite this, they were considered a success and helped VR withdraw older D3 and K class steam locomotives. It wasn’t uncommon for these diesels to work together with steam locomotives until the steam era ended. From 1959, the VR introduced the modified 2nd series T class units, further assisting VR to dieselise the Victorian rail system.
In 1969, an extra ‘flat-top’ was added to the fleet, with former narrow gauge G8 numbered D1, being sold to VR from Australian Portland Cement Works. This loco was used at the Geelong Cement Works since entering service in 1955 until the isolated private railway at Fyansford was replaced by a conveyor belt making the unit obsolete. Once on broad gauge, it went to Newport Workshops for modifications which included VR signage, vigilance control and renumbering to T413. As it was fitted with dynamic braking, it proved itself highly useful on the Cudgewa branchline with its steep grades.
During the 1970s, work was still being provided to the fleet. The units were still unpopular with crews with 1st series Ts being eliminated from the eastern lines due to crews in that region disliking the locos so much. Towards the end of the 1970s, branchlines were dwindling with constant closures forcing the fleet into mainline use. Newer series of Ts were much preferred over the ‘flat-tops’ with better visibility and more spacious cabs for use on the remaining branchlines.
As the 1980s began, VR had changed their name to VicRail, and began to devise plans to upgrade the aging fleet of locomotives and rollingstock that had served them for decades. A number of the 1st series T class were chosen to be rebuilt and refurbished into P class (see P Class). Brand new locomotives such as the N and G classes were also entering service under V/line at this time too, with none of the ‘flat-tops’ receiving V/line orange and grey livery. They continued getting work into the 1980s however until the first units began to be withdrawn in 1985.
In 1986, locomotive T334 was painted in an all-over pink ‘Ozride’ livery along with 3 Harris cars to take part in a rail safety video. After filming had finished, the loco was stored.
In 1987, T322, T323, T324 and T343 were sold to a private buyer for use as stationary generators in Geelong. The units currently reside there to this today wearing a grey scheme on concrete blocks.
A number of units entered preservation with SRHC restoring T320. T333 and T345 went to what would become the Victorian Goldfields Railway and T341 went to the Yarra Valley Railway. Unique unit T413 was also preserved and is currently with 707 Operations. T334 would eventually find itself at the Mornington Railway in 1991. T342 ended up with the South Gippsland Railway, eventually being returned to mainline service under El Zorro. T345 which had previously been at SGR also, returned to the mainline under Great Northern and was painted into their livery. In 2004, it passed on to SCT for use as a shunter in tehir yards located in Adelaide, Laverton and Barnwartha. The units in preservation continued in freight service with El Zorro. They have since been returned to their owners after El Zorro ceased operations in 2013. Various other units were not so lucky, being scrapped during the 1990s.
The Victorian Railways were looking to withdraw their steam locomotives from branchline service during the 1950s. VR would call tenders for 25 small diesel locomotives to fulfil the task in 1951, however a weak economy would prevent any orders from being placed. In 1954, the contract was eventually awarded to Clyde Engineering when funding was available. The decision was made that 27 G8 type locomotives would be constructed in Clyde’s Granville facility, with T320 being completed in July 1955. Locos were to be numbered from T320 to T346.
The G8 was a small hood design with a Bo-Bo wheel arrangement. They had a flat roofline which would differ from T class units in later series. This design feature would result in the nickname ‘flat-tops’. The EMD 8-567C was the chosen engine for the locomotives.
After testing in NSW, T320 was delivered to Victoria via Bandiana to be converted to broad gauge in August 1955. Once in Melbourne, the unit was examined before entering service as a shunting unit at Port Melbourne and Flinders Street. After more units were delivered, VR gave the go ahead for the fleet to enter regular service. They would often work freight trains on the north east mainline, and could also be found at many of the larger cities in Victoria like Traralgon, Bendigo and Geelong. The Ts would also find themselves working their intended purpose of hauling trains on branchlines around Victoria. A number of these branches had to be upgraded to handle the higher axle load of the Ts compared to the steam locomotives they were replacing.
In December 1956, the final 1st series T class was delivered, however the fleet were proving unpopular with many crews as their cabs were cramped and noisy. Despite this, they were considered a success and helped VR withdraw older D3 and K class steam locomotives. It wasn’t uncommon for these diesels to work together with steam locomotives until the steam era ended. From 1959, the VR introduced the modified 2nd series T class units, further assisting VR to dieselise the Victorian rail system.
In 1969, an extra ‘flat-top’ was added to the fleet, with former narrow gauge G8 numbered D1, being sold to VR from Australian Portland Cement Works. This loco was used at the Geelong Cement Works since entering service in 1955 until the isolated private railway at Fyansford was replaced by a conveyor belt making the unit obsolete. Once on broad gauge, it went to Newport Workshops for modifications which included VR signage, vigilance control and renumbering to T413. As it was fitted with dynamic braking, it proved itself highly useful on the Cudgewa branchline with its steep grades.
During the 1970s, work was still being provided to the fleet. The units were still unpopular with crews with 1st series Ts being eliminated from the eastern lines due to crews in that region disliking the locos so much. Towards the end of the 1970s, branchlines were dwindling with constant closures forcing the fleet into mainline use. Newer series of Ts were much preferred over the ‘flat-tops’ with better visibility and more spacious cabs for use on the remaining branchlines.
As the 1980s began, VR had changed their name to VicRail, and began to devise plans to upgrade the aging fleet of locomotives and rollingstock that had served them for decades. A number of the 1st series T class were chosen to be rebuilt and refurbished into P class (see P Class). Brand new locomotives such as the N and G classes were also entering service under V/line at this time too, with none of the ‘flat-tops’ receiving V/line orange and grey livery. They continued getting work into the 1980s however until the first units began to be withdrawn in 1985.
In 1986, locomotive T334 was painted in an all-over pink ‘Ozride’ livery along with 3 Harris cars to take part in a rail safety video. After filming had finished, the loco was stored.
In 1987, T322, T323, T324 and T343 were sold to a private buyer for use as stationary generators in Geelong. The units currently reside there to this today wearing a grey scheme on concrete blocks.
A number of units entered preservation with SRHC restoring T320. T333 and T345 went to what would become the Victorian Goldfields Railway and T341 went to the Yarra Valley Railway. Unique unit T413 was also preserved and is currently with 707 Operations. T334 would eventually find itself at the Mornington Railway in 1991. T342 ended up with the South Gippsland Railway, eventually being returned to mainline service under El Zorro. T345 which had previously been at SGR also, returned to the mainline under Great Northern and was painted into their livery. In 2004, it passed on to SCT for use as a shunter in tehir yards located in Adelaide, Laverton and Barnwartha. The units in preservation continued in freight service with El Zorro. They have since been returned to their owners after El Zorro ceased operations in 2013. Various other units were not so lucky, being scrapped during the 1990s.
Data Table
Loco |
In Service |
Owner |
Livery |
Status |
T320 |
08/55 |
SRHC |
VR |
Preserved |
T321 |
08/55 |
V/line |
VR |
Scrapped |
T322 |
09/55 |
Bob White Electrix |
Grey |
Stationary Generator |
T323 |
09/55 |
Bob White Electrix |
Grey |
Stationary Generator |
T324 |
11/55 |
Bob White Electrix |
Grey |
Stationary Generator |
T325 |
12/55 |
V/line |
VR |
Scrapped |
T326 |
05/56 |
V/line |
VR |
Rebuilt as P23 |
T327 |
05/56 |
V/line |
VR |
Rebuilt as P17 |
T328 |
06/56 |
V/line |
VR |
Rebuilt as P22 |
T329 |
06/56 |
V/line |
VR |
Rebuilt as P12 |
T330 |
07/56 |
V/line |
VR |
Rebuilt as P14 |
T331 |
07/56 |
V/line |
VR |
Rebuilt as P19 |
T332 |
07/56 |
V/line |
VR |
Rebuilt as P16 |
T333 |
07/56 |
VGR |
VR |
Preserved Operational |
T334 |
08/56 |
MPRS |
VR |
Preserved Operational |
T335 |
08/56 |
V/line |
VR |
Scrapped |
T336 |
05/56 |
V/line |
VR |
Rebuilt as P11 |
T337 |
09/56 |
V/line |
VR |
Rebuilt as P20 |
T338 |
09/56 |
V/line |
VR |
Rebuilt as P21 |
T339 |
10/56 |
V/line |
VR |
Rebuilt as P18 |
T340 |
10/56 |
V/line |
VR |
Rebuilt as P13 |
T341 |
11/56 |
YVR |
VR |
Stored |
T342 |
11/56 |
SRHC/Private |
ELZ/Primer |
Preserved Operational |
T343 |
12/56 |
Bob White Electrix |
Grey |
Stationary Generator |
T344 |
12/56 |
V/line |
VR |
Rebuilt as P15 |
T345 |
12/56 |
SCT |
SCT |
In Service |
T346 |
12/56 |
V/line |
VR |
Scrapped |
T333 stored at Maldon. 14/5/22
Photo By: Alex Thorn
Photo By: Alex Thorn
2nd series
As the 1st series T class had proved a success, the Victorian Railways decided to purchase further locomotives to oust the remaining steam power. Due to the complaints about the confined cabs of the earlier Ts, VR and Clyde would together design a custom improved design providing better crew comfort.
The design settled on was a similar GL8/G8B model. Not much mechanically was changed, as VR wanted parts to be interchangeable between T class series, however an improved EMD 8-567CR engine was selected. The main design difference was the cab, as the cab roof was raised above the body height. This allowed crews a more spacious cab and better visibility. The short end remained raised, giving the nickname ‘high-noses’ or ‘high-hoods’. In 1958, 10 of these new locomotives were ordered by VR, to be constructed at Clyde’s Granville plant.
After the first unit, T347 conducted testing in NSW, it was delivered to Melbourne via Bandiana to be placed on broad gauge bogies. Like the previous T class units, it was first used as a shunting loco at Flinders Street and Port Melbourne. As more units entered service, they entered regular service on both goods and passenger trains around the state on branch and mainlines.
VR decided that further locos would be necessary, contacting Clyde Engineering again for a further 10 locos. These units would be visually very similar, however a number of changes would be made to the mechanical design. The GL8 mechanics would be opted over the G8 model as mechanical issues had been mildly problematic for VR. This resulted in the shape of the radiator on the locomotives long hood to be altered. A slight shape difference can also be seen on the long hood which can distinguish the first and second orders of the 2nd series T class. In 1961, the first unit being T357 was delivered via Bandiana, with later Ts travelling on the new standard gauge line all the way to Melbourne. While most were later converted to broad gauge, a couple were left on standard gauge for work on the north-east mainline. From 1966, a further redesigned 3rd series T class was produced.
As the ‘high-noses’ work continued, many steam locomotives were withdrawn and scrapped. In March 1970, T396 and T360 collided head on in Portland, causing damage to both units. T360, which was a 2nd series T was completely rebuilt with a low nose which would be a standard feature of the 3rd series T class.
During the 1970s, the T class were working just about any train, however with the closure of many of Victoria’s branchlines in the late 70s and early 80s, many members were placed into more constant mainline use. The fleet was aging by this time, however despite newer G, N and rebuilt P and A classes entering service, they would continue to see work. They would often work selected passenger services and grain trains, with some locos receiving V/line orange and grey livery.
In the late 1980s, the ‘high-noses’ began to see withdrawals from service as further G class were introduced. Units were stored in Melbourne Yard, before most of the fleet began to be scrapped from the early 1990s.
T356 and T364 had been saved from scrap by Steamrail, and were both restored into original VR livery by 1994. They were sometimes hired to freight operators such as SSR, El Zorro and Qube into the 2000s and 2010s. T357 had also entered preservation with SRHC, being restored and hired to other mainline operators as required. It is currently used on SG.
T363 is the only other 2nd series T in existence, and the only one to not be in preservation. After a period of storage and avoiding scrap, it was purchased by West Coast Railway for shunting and hire use. After WCR ceased operations during 2004, it was sold to CFCLA/SSR and repainted into the latter’s yellow and black livery. After a period on standard gauge in NSW with works trains, it was transferred back to Victoria for BG operations. It remains in service with SSR.
As the 1st series T class had proved a success, the Victorian Railways decided to purchase further locomotives to oust the remaining steam power. Due to the complaints about the confined cabs of the earlier Ts, VR and Clyde would together design a custom improved design providing better crew comfort.
The design settled on was a similar GL8/G8B model. Not much mechanically was changed, as VR wanted parts to be interchangeable between T class series, however an improved EMD 8-567CR engine was selected. The main design difference was the cab, as the cab roof was raised above the body height. This allowed crews a more spacious cab and better visibility. The short end remained raised, giving the nickname ‘high-noses’ or ‘high-hoods’. In 1958, 10 of these new locomotives were ordered by VR, to be constructed at Clyde’s Granville plant.
After the first unit, T347 conducted testing in NSW, it was delivered to Melbourne via Bandiana to be placed on broad gauge bogies. Like the previous T class units, it was first used as a shunting loco at Flinders Street and Port Melbourne. As more units entered service, they entered regular service on both goods and passenger trains around the state on branch and mainlines.
VR decided that further locos would be necessary, contacting Clyde Engineering again for a further 10 locos. These units would be visually very similar, however a number of changes would be made to the mechanical design. The GL8 mechanics would be opted over the G8 model as mechanical issues had been mildly problematic for VR. This resulted in the shape of the radiator on the locomotives long hood to be altered. A slight shape difference can also be seen on the long hood which can distinguish the first and second orders of the 2nd series T class. In 1961, the first unit being T357 was delivered via Bandiana, with later Ts travelling on the new standard gauge line all the way to Melbourne. While most were later converted to broad gauge, a couple were left on standard gauge for work on the north-east mainline. From 1966, a further redesigned 3rd series T class was produced.
As the ‘high-noses’ work continued, many steam locomotives were withdrawn and scrapped. In March 1970, T396 and T360 collided head on in Portland, causing damage to both units. T360, which was a 2nd series T was completely rebuilt with a low nose which would be a standard feature of the 3rd series T class.
During the 1970s, the T class were working just about any train, however with the closure of many of Victoria’s branchlines in the late 70s and early 80s, many members were placed into more constant mainline use. The fleet was aging by this time, however despite newer G, N and rebuilt P and A classes entering service, they would continue to see work. They would often work selected passenger services and grain trains, with some locos receiving V/line orange and grey livery.
In the late 1980s, the ‘high-noses’ began to see withdrawals from service as further G class were introduced. Units were stored in Melbourne Yard, before most of the fleet began to be scrapped from the early 1990s.
T356 and T364 had been saved from scrap by Steamrail, and were both restored into original VR livery by 1994. They were sometimes hired to freight operators such as SSR, El Zorro and Qube into the 2000s and 2010s. T357 had also entered preservation with SRHC, being restored and hired to other mainline operators as required. It is currently used on SG.
T363 is the only other 2nd series T in existence, and the only one to not be in preservation. After a period of storage and avoiding scrap, it was purchased by West Coast Railway for shunting and hire use. After WCR ceased operations during 2004, it was sold to CFCLA/SSR and repainted into the latter’s yellow and black livery. After a period on standard gauge in NSW with works trains, it was transferred back to Victoria for BG operations. It remains in service with SSR.
Data Table
Loco |
In Service |
Owner |
Livery |
Status |
T347 |
06/59 |
V/line |
VR |
Scrapped |
T348 |
07/59 |
V/line |
VR |
Scrapped |
T349 |
08/59 |
V/line |
VR |
Scrapped |
T350 |
08/59 |
V/line |
V/line |
Scrapped |
T351 |
09/59 |
V/line |
V/line |
Scrapped |
T352 |
09/59 |
V/line |
V/line |
Scrapped |
T353 |
10/59 |
V/line |
V/line |
Scrapped |
T354 |
11/59 |
V/line |
V/line |
Scrapped |
T355 |
11/59 |
V/line |
VR |
Scrapped |
T356 |
12/59 |
Steamrail |
VR |
Preserved In Service |
T357 |
12/61 |
SRHC |
VR |
Preserved In Service |
T358 |
12/61 |
V/line |
VR |
Scrapped |
T359 |
02/62 |
V/line |
VR |
Scrapped |
T360 |
02/62 |
V/line |
V/line |
Scrapped |
T361 |
03/62 |
V/line |
V/line |
Scrapped |
T362 |
03/62 |
V/line |
V/line |
Scrapped |
T363 |
04/62 |
SSR |
SSR |
In Service |
T364 |
04/62 |
Steamrail |
VR |
Preserved In Service |
T365 |
05/62 |
V/line |
VR |
Scrapped |
T366 |
05/62 |
V/line |
VR |
Scrapped |
3rd series
As the 1st and 2nd series T classes had been serving Victorian Railways well, it was decided that further units were required. Tenders for 10 new branchline units were called for in 1962, eventually going to Clyde Engineering with the popular G8B model again being chosen.
The main design difference in the new units would be the cab design which would include a lowered short end which further improved crew visibility. Mechanical specifications were kept the same as the later 2nd series Ts. From 1963, construction began at Clyde’s Granville plant and VR decided to extend the order to 20 locos.
T367 was the first to be finished in early 1964, and after testing in NSW, it was forwarded to Melbourne on standard gauge. As further units were delivered and utilised in Victoria, VR was so happy with the design that another further 10 units were requested. Further orders and deliveries took places from 1964 to 1968, with a grand total of 45 low nose units being constructed. Further units designated as H class locos were also produced for hump yard shunting. From T399, a more powerful EMD 8-645E engine was installed which meant units featured double exhaust stacks, however this was reduced to the standard single stack in 1968.
The 3rd series units were favoured over earlier T class, in some instances taking over from the older series on certain duties. T400 was used as the Commissioners’ loco and received various upgrades. The rest of the fleet saw standard duties on branchline, mainline goods and passenger trains. This continued through the 1960s and 1970s.
By the 1980s, many Victorian branchlines had closed, which affected what work the T class were used for. As more powerful locomotives such as the N and G class entered service, and the remaining branchlines were upgraded for heavier locos, more and more work was lost from the fleet. V/line still valued the ‘low-nose’ Ts though, and it was older classes such as the B, S, Y and earlier T class that were first to be withdrawn. The majority of the 3rd series Ts would receive V/line’s orange and grey livery at some point. By 1989, withdrawals were in affect for the 3rd series however, with a handful of locos being stored. T class would still be regulars on oil and sand trains from Gippsland, local goods trains and various passenger services during the late 1980s and into the 90s.
In the 1990s, some of the fleet had been scrapped, however in 1993, Australian National contacted V/line about purchasing 5 stored 3rd series T class, with sixth unit following later to be used as spare parts. AN classed these locomotives as CK class and were painted into the yellow and green AN livery. Most were converted to narrow gauge for use on the BHP Whyalla ore system. CK5 was used on broad gauge. In 2006, CK2 was sold to SCT for shunting use and was numbered back to its original classification of T404. The remaining CKs are still used.
As more of the ‘low-nose’ Ts were not needed, V/line continued selling off the units to other companies. T387 was sold to the York Peninsular Railway and was painted in a colourful YPR livery. It would later return to Victoria and come under CFCLA ownership. T375 is located on a property at Torrumbarry after being purchased by a private buyer. A number of units went to Great Northern Rail for further freight use whilst T386 would later find itself with El Zorro, before coming under SSR ownership. T383 was purchased by Coote Industrial and sees little use today.
West Coast Railway purchased T369 and T385 who used them as shunting units as well as hiring to freight companies. They could also occasionally be seen on WCR services to and from Warrnambool. WCR and GNR units would find themselves with CFCLA or SSR from 2004 after the two private companies went under. These locos were used on infrastructure trains around Victoria initially and later ventured into NSW on standard gauge, painted in either CFCLA or SSR livery.
V/line Freight was handed to Freight Victoria in 1999, and a number of units were repainted and returned to service. Some of these locos were converted to SG for log, cement and grain use in NSW and were particularly useful on NSW branchlines. The Victorian based locos were being used on services such as Bairnsdale log traffic, grain and short-haul goods that were still in operation. In 2005, Freight Australia (formerly FV) was subsequently taken over by Pacific National, who continued to use a handful of T class units sporadically on both BG and SG. In 2019, T392 was taken out of service and is now occasionally operated by 707 Operations (still under PN ownership) on BG heritage tours. T371 is currently the only PN T class in regular operation and is used as a shunting unit in North Geelong.
A handful of locomotives survived scrap and entered preservation including T395 which went to Steamrail and was painted in a ‘Santa-Fe’ style livery in which it remains today. T378 was restored and repainted back into VR livery by SRHC being hired out to El Zorro and Qube for freight use. T382 was also eventually restored by SRHC. T411 was purchased by the Mornington Peninsular Railway where it is currently located. T367 is on static display at the ARHS museum in North Williamstown.
Today, a number of T class can still be found in commercial operation. CFCLA (later RailFirst) units T369, T373, T376 and T377 were operated by Qube for Victorian BG operations before being sold to Watco Australia for WA and Port Kemba steel operations. SG unit T387 was transferred out of storage in 2022 and has seen use with SSR on works trains. It is currently based at SRHC under private ownership. SSR units T381, T385 and T386 now operate in BG operation too, particularly infrastructure trains. Former PN locos T388, T399 and T402 are now with Ettamogah Rail Hub in storage. The remaining PN units except T371 are stored, with T400 being scrapped in 2019.
As the 1st and 2nd series T classes had been serving Victorian Railways well, it was decided that further units were required. Tenders for 10 new branchline units were called for in 1962, eventually going to Clyde Engineering with the popular G8B model again being chosen.
The main design difference in the new units would be the cab design which would include a lowered short end which further improved crew visibility. Mechanical specifications were kept the same as the later 2nd series Ts. From 1963, construction began at Clyde’s Granville plant and VR decided to extend the order to 20 locos.
T367 was the first to be finished in early 1964, and after testing in NSW, it was forwarded to Melbourne on standard gauge. As further units were delivered and utilised in Victoria, VR was so happy with the design that another further 10 units were requested. Further orders and deliveries took places from 1964 to 1968, with a grand total of 45 low nose units being constructed. Further units designated as H class locos were also produced for hump yard shunting. From T399, a more powerful EMD 8-645E engine was installed which meant units featured double exhaust stacks, however this was reduced to the standard single stack in 1968.
The 3rd series units were favoured over earlier T class, in some instances taking over from the older series on certain duties. T400 was used as the Commissioners’ loco and received various upgrades. The rest of the fleet saw standard duties on branchline, mainline goods and passenger trains. This continued through the 1960s and 1970s.
By the 1980s, many Victorian branchlines had closed, which affected what work the T class were used for. As more powerful locomotives such as the N and G class entered service, and the remaining branchlines were upgraded for heavier locos, more and more work was lost from the fleet. V/line still valued the ‘low-nose’ Ts though, and it was older classes such as the B, S, Y and earlier T class that were first to be withdrawn. The majority of the 3rd series Ts would receive V/line’s orange and grey livery at some point. By 1989, withdrawals were in affect for the 3rd series however, with a handful of locos being stored. T class would still be regulars on oil and sand trains from Gippsland, local goods trains and various passenger services during the late 1980s and into the 90s.
In the 1990s, some of the fleet had been scrapped, however in 1993, Australian National contacted V/line about purchasing 5 stored 3rd series T class, with sixth unit following later to be used as spare parts. AN classed these locomotives as CK class and were painted into the yellow and green AN livery. Most were converted to narrow gauge for use on the BHP Whyalla ore system. CK5 was used on broad gauge. In 2006, CK2 was sold to SCT for shunting use and was numbered back to its original classification of T404. The remaining CKs are still used.
As more of the ‘low-nose’ Ts were not needed, V/line continued selling off the units to other companies. T387 was sold to the York Peninsular Railway and was painted in a colourful YPR livery. It would later return to Victoria and come under CFCLA ownership. T375 is located on a property at Torrumbarry after being purchased by a private buyer. A number of units went to Great Northern Rail for further freight use whilst T386 would later find itself with El Zorro, before coming under SSR ownership. T383 was purchased by Coote Industrial and sees little use today.
West Coast Railway purchased T369 and T385 who used them as shunting units as well as hiring to freight companies. They could also occasionally be seen on WCR services to and from Warrnambool. WCR and GNR units would find themselves with CFCLA or SSR from 2004 after the two private companies went under. These locos were used on infrastructure trains around Victoria initially and later ventured into NSW on standard gauge, painted in either CFCLA or SSR livery.
V/line Freight was handed to Freight Victoria in 1999, and a number of units were repainted and returned to service. Some of these locos were converted to SG for log, cement and grain use in NSW and were particularly useful on NSW branchlines. The Victorian based locos were being used on services such as Bairnsdale log traffic, grain and short-haul goods that were still in operation. In 2005, Freight Australia (formerly FV) was subsequently taken over by Pacific National, who continued to use a handful of T class units sporadically on both BG and SG. In 2019, T392 was taken out of service and is now occasionally operated by 707 Operations (still under PN ownership) on BG heritage tours. T371 is currently the only PN T class in regular operation and is used as a shunting unit in North Geelong.
A handful of locomotives survived scrap and entered preservation including T395 which went to Steamrail and was painted in a ‘Santa-Fe’ style livery in which it remains today. T378 was restored and repainted back into VR livery by SRHC being hired out to El Zorro and Qube for freight use. T382 was also eventually restored by SRHC. T411 was purchased by the Mornington Peninsular Railway where it is currently located. T367 is on static display at the ARHS museum in North Williamstown.
Today, a number of T class can still be found in commercial operation. CFCLA (later RailFirst) units T369, T373, T376 and T377 were operated by Qube for Victorian BG operations before being sold to Watco Australia for WA and Port Kemba steel operations. SG unit T387 was transferred out of storage in 2022 and has seen use with SSR on works trains. It is currently based at SRHC under private ownership. SSR units T381, T385 and T386 now operate in BG operation too, particularly infrastructure trains. Former PN locos T388, T399 and T402 are now with Ettamogah Rail Hub in storage. The remaining PN units except T371 are stored, with T400 being scrapped in 2019.
Data Table
Loco |
In Service |
Owner |
Livery |
Status |
T367 |
02/64 |
ARHS |
V/line |
Static Display |
T368 |
02/64 |
V/line |
V/line |
Scrapped |
T369 |
03/64 |
Watco |
Watco |
In Service |
T370 |
03/64 |
V/line |
V/line |
Scrapped |
T371 |
04/64 |
PN |
PN |
In Service |
T372 |
05/64 |
V/line |
V/line |
Scrapped |
T373 |
05/64 |
Watco |
CFCLA |
Stored |
T374 |
06/64 |
PN |
FA/PN |
Scrapped |
T375 |
06/64 |
Private Ownership |
V/line |
Static Display |
T376 |
07/64 |
Watco |
Watco |
In Service |
T377 |
07/64 |
Watco |
Watco |
In Service |
T378 |
08/64 |
SRHC |
VR |
Preserved In Service |
T379 |
08/64 |
PN |
PN |
Scrapped |
T380 |
09/64 |
V/line |
V/line |
Scrapped |
T381 |
09/64 |
SSR |
SSR |
In Service |
T382 |
10/64 |
SRHC/Private |
VR |
Preserved In Service |
T383 |
10/64 |
Greentrains |
Coote Industrial |
In Service |
T384 |
10/64 |
V/line |
V/line |
Scrapped |
T385 |
11/64 |
SSR |
SSR |
In Service |
T386 |
11/64 |
SSR |
SSR |
In Service |
T387 |
09/65 |
SRHC/Private |
CFCLA |
In Service |
T388 |
09/65 |
ERH |
FA/PN |
Stored |
T389 |
10/65 |
V/line |
V/line |
Scrapped |
T390 |
10/65 |
PN |
FA/PN |
Stored |
T391 |
11/65 |
V/line |
V/line |
Scrapped |
T392 |
11/65 |
PN/707 Operations |
PN |
In Service |
T393 |
11/65 |
V/line |
V/line |
Scrapped |
T394 |
12/65 |
V/line |
V/line |
Scrapped |
T395 |
12/65 |
Steamrail |
Steamrail |
Preserved In Service |
T396 |
12/65 |
PN |
FA/PN |
Scrapped |
T397 |
12/66 |
V/line |
VR |
Scrapped |
T398 |
12/66 |
V/line |
VR |
Scrapped |
T399 |
04/67 |
ERH |
FA/PN |
Stored |
T400 |
04/67 |
PN |
PN |
Scrapped |
T401 |
04/67 |
V/line |
V/line |
Renumbered CK1 |
T402 |
05/67 |
ERH |
FA/PN |
Stored |
T403 |
06/67 |
V/line |
V/line |
Sold to AN (for parts) |
T404 |
06/67 |
SCT |
SCT |
Stored |
T405 |
07/67 |
V/line |
V/line |
Renumbered CK3 |
T406 |
07/67 |
V/line |
V/line |
Renumbered CK4 |
T407 |
09/67 |
V/line |
V/line |
Renumbered CK5 |
T408 |
10/68 |
ERH |
FA/PN |
Stored |
T409 |
10/68 |
ERH |
FA/PN |
Stored |
T410 |
11/68 |
V/line |
V/line |
Scrapped |
T411 |
11/68 |
MRPS |
VR |
Preserved In Service |
T412 |
11/68 |
V/line |
V/line |
Scrapped |
Data Table
Loco |
In Service |
Owner |
Livery |
Status |
T413 (Formerly D1) |
07/69 |
707 Operations |
VR |
Under Overhaul |
707 Operations T413 with a private charter for Caroline Springs shuttles runs through Spotswood. 3/11/19
Photo By: Alex Thorn
Photo By: Alex Thorn
Credits:
Power to the Rails - John Scott
WIkipedia
Vicsig
Updated: 13/10/22
Power to the Rails - John Scott
WIkipedia
Vicsig
Updated: 13/10/22