VicRail N type carriage
The N type carriages are an intercity passenger carriage used on the railways of Victoria, Australia. They were introduced between 1981 and 1984 as part of the 'New Deal' reforms of country passenger rail services. Today there are seen on both V/Line long distance InterCity services.
|N type carriage|
N class locomotive hauling a five-car N type carriage set
|Built at||Newport Workshops|
|Replaced||E type carriages|
|Number in service||56|
|Formation||Originally BN-BN-ACN then BN-BRN-ACN, some sets with additional BZN & BTN cars. On standard gauge only, BN-BN-BDN-BRN-ACN.|
|Diagram||B-14 (BN), B-15 (BRN), A-9 (ACN)|
|Fleet numbers||BN 1-2, 4-5, 7-8, 10-11, 13-14, 16-17, 19, 22-23, 25-26, 28 & 55
BRN 20, 29, 31-32, 34-35, 37-38, 40-41, 43-44, 46-47, 49-50, 52-53 & 56 ACN 3, 6, 9, 12, 15, 18, 21, 24, 27, 30, 33, 36, 39, 42, 45, 48, 51, 54 & 57BDN 6, 21 & 50
|Capacity||88 economy passengers (BN), 67 economy passengers (BRN), 52 1st class passengers (ACN)|
|Operator(s)||V/Line Passenger; previously V/Line. Also operated by V/Line on behalf of Hoys Roadlines|
|Line(s) served||Geelong, Warrnambool, Swan Hill, Shepparton, Albury (standard gauge from 2011) & Bairnsdale (previously also Ballarat, Horsham, Dimboola, Bendigo, Cobram & Numurkah)|
|Car body construction||22458 mm|
|Car length||22860 mm|
|Articulated sections||Rubber corridor connectors|
|Wheelbase||20046 mm total; 4890 mm per bogie|
|Maximum speed||115 km/h|
|Weight||44 tonnes (BRN), 43 tonnes (BN & ACN)|
|Axle load||11 tonnes (BRN), 10.75 tonnes (BN & ACN)|
|Power supply||415 V AC diesel alternators, later head-end power|
|Bogies||16156 mm centres|
|Track gauge||1,600 mm (5 ft 3 in) & 1,435 mm (4 ft 8 1⁄2 in)|
The carriage sets have both first class 2+2 seating, and 2+3 economy seating. Snack bar facilities are also provided on board. Originally delivered as 3-car sets, some sets were extended in length with S and Z type carriages.
Today the carriages are normally hauled by N class diesel locomotives. The carriages can use an external head end power supply for lighting and air conditioning operation. Each carriage has two swing doors per side, which were originally manually opened by passengers, but have since been converted to powered operation, and they are locked or unlocked by the conductor. Toilets, drinking fountains and luggage areas are provided throughout each carriage set.
The order for the N type carriages was placed in 1977 for 30 carriages (10 sets) for use on the Geelong line, with 6 cars added to the order in 1978 for the Ballarat line, due to a by-election in the city. Under the New Deal of 1981 the order was extended to 54 carriages, and then to 57 due to cost savings during construction. They were built between 1981 and 1984, based upon the structural design of the Victorian Z type carriages built between 1956 and 1960.
In 2007 V/Line commenced a refurbishment program for their existing H type carriages and Sprinter railcars, this program later being extended to the N type carriages. In October 2007 the first refurbished N type carriage was released into traffic with the new V/Line grey exterior livery, as well as updated interior curtains and seat fabrics.
As part of the Albury line upgrade some N carriages were converted to standard gauge. Three sets (consisting of 5 carriages and one power/luggage van) have already been formed, and they are named SN1, SN15 and SN16.
N sets are used on lines including:
The design of the N-class carriages was based on the earlier Z-class ones, but with the benefit of thirty years of construction and design experience.
The first-class carriages were fitted with blue-wool seating and blue/grey carpets. The second-class carriages were furnished with orange seats and a russet (tan/brown) carpet. All materials were fire-retardant, and non-skid Pirelli flooring was fitted at the entrances and service areas; in blue to match the carpets in the first class areas, and in maroon for the second class areas. Following customer feedback, the seating arrangements in the economy cars were reorganised to place the centres of back-to-back seats in line with pillars between windows.
Two-stage air-conditioning was fitted for summer, and heating elements placed underneath the carpet for winter. Those systems, along with those for lighting and announcements, were powered by three-phase alternators, fixed to the underframe of each carriage. These required refuelling, but were cheaper and more reliable than the axle-driven generators used most earlier vehicles.
One unisex toilet was provided at the west end of each carriage, along with hot water for each wash basin, fed from a 635-litre pressurised tank. The system met the Environmental Protection Agency's requirements as they existed in 1981.
Inter-carriage access diaphragms are constructed with rubber tubing, in place of the earlier method using canvas attached to steel frames. The doors for inter-carriage links were 3 ft (914mm) wide.
The bogies for the new cars were a new design, specifically prepared by Vickers Ruwolt. The suspension was based on coil springs, with a secondary cast bolster with spring plank, supported on swing links and coil springs. Each bogie weighed 7000 kg, with a wheelbase of 2,445mm and a maximum axle load of 14 tonnes, and were designed for operation at up to 130 km/h. Tread brakes were fitted, operated by Westinghouse model 250WF brake cylinders. The axle boxes utilised spherical roller bearings, and all parts of the bogie, except the wheels and axles themselves, were designed for conversion to standard gauge. This latter function was finally used in 2009 when the Mangalore to Albury line was converted to standard gauge.
The diesel alternator sets for the carriages provided 3-phase 415-volt alternating current power. Only 1 phase was required for operation, so the other two phases were available for backup or for load-sharing across other carriages - useful because the ACN and BN cars required 28 kW to operate and the BRN, with its additional functions, 40 kW. To accommodate the extra load, the ACN and BN were upgraded midway through construction to a 35kVA supply, and the programming reworked so that the BRN would not power adjacent cars. If all alternators were off, then the cars was able to take power from an external 240vAC power supply. Around the same time as these modifications were made, the alternator set supports were modified to reduce vibration, and the radiator fan motors' thermal overload switches were moved to reduce unnecessary tripping. At the end of the modifications, the system was organised so that in event of a power failure, the batteries mounted under the carriages would automatically reroute all power to the lights at the ends of the train to protect from oncoming traffic. Those lights could function for over ten hours, at the expense of air-conditioning and other functions. The first six cars had plastic fuel pipes near the alternator units, but that was changed from car 7 onwards.
The N type carriages were the first cars to be built at Newport Workshops in over 20 years. Each carriage took over 20 weeks to construct, with a rolling production line to give one new carriage off the assembly line every fortnight. Weeks 1 to 7 involved the general structure - welding the shell and the underframe together and attaching the ends. Following that, the electrical fitout took four weeks, and the bogies were fitted after Week 11. A mineral fibre insulation was sprayed on internal surfaces between weeks 12-14, and then the final six weeks the internal fibreglass ceiling and wall sheets were fitted, along with carpet, seats, lighting, doors and other components, with a one-week trial at the end. The cost was roughly $500,000 per carriage. The total build time added to 16,500 man-hours per carriage, against 32,000 for the earlier Z type carriages. Additionally, the carriages are between five and eight tonnes heavier than comparable designs overseas, partially due to their being a compromise between regional and commuter type vehicles. On the other hand, they cost a mere $13,000 per seat, against $47,000 per seat for the XPT carriages being built for New South Wales Railways around the same time.
The shells of the carriages were constructed with Lyten Steel, selected for its high strength and anti-corrosion properties. The paint used externally is identical to aircraft mixes, both in domestic and overseas application. It has been suggested that the orange scheme for VicRail was selected due to spare lots of paint available cheaply when Ansett Australia changed from its orange scheme, but this has not been proven.
The initial plan called for three-carriage sets of ACN-BN-BN, where the latter two cars in each set would be identical with second-class seating. By the time the New Deal was properly fleshed out other new carriages were deemed impractical, so after sets 1 through 6 had entered service, set 7 had the experimental BRN20 included in its consist with a modular buffet section. During the tests sets 8 and 9 entered service in the original configuration, then set 10 as ACN-BRN-BN, and sets 11 through 18 were constructed with two buffet cars; as they were released to service the most-recent of the ACN-BN-BN sets was recalled to Newport Workshops for a carriage swap, so that eventually all sets were of the ACN-BRN-BN configuration. (Set 19, added at the end of the project, was released as ACN-BRN-BN, just like set N10.)
Most carriages were fitted with automatic couplers with an implicit agreement that sets would not be separated; one of the sets in the mid-1930s had drawbars fitted between its three carriages experimentally. The automatic couplers were expected to be temporary, with scharfenberg couplers expected in June 1983 to replace them and the hard-wired electrical and pneumatic links between carriages. However, a derailment in late 2011 revealed that set SN1 on the standard gauge still had autocouplers between the carriages.
A snapshot of the production line timeline is available in Newsrail, September 1982, p. 197. It lists sets N1 through N9 complete, with the carriages forming N10 through N14 at various stages of construction and fit-out, and the frames of the 43rd carriage being welded together as of 28 July 1982.
Carriage shell number 19 was delayed in construction as it was selected for the trial buffet module equipment. As a result, car 20 became BN19, and car 19 entered service as BRN20. The car was also used to test alternative carriage side materials, such as corrugated stainless steel sheeting; this was eventually rejected and normal carriage side material was fitted in its place. A sketch of the proposal is provided in Newsrail, June 1982, p. 113.
The buffet modules, developed by Smallwood & Leibert, were intended to fit through the carriage doorways and then be assembled in situ. The new carriage design was tested on daily return trips from Melbourne to Bendigo, with additional runs to Albury and Gippsland before it officially entered service. In practice the module was too heavy for the carriage design and had to be modified, as the offset weight gave the body a lean of "almost three inches" - this was rectified by temporarily modifying the bogie spring layout. BRN29, the next of the type to enter service, was reorganised with the buffet on the north side of the car (following east and west end convention), and at the end of the project BRN20 was modified to match the standard of the rest of the fleet.
N type carriages are individually numbered in the 1 to 57 series. Sets were issued to traffic with three types of carriage:
- ACN first class (2+2 seating, recline and rotate) with conductors van, 52 seats
- BRN economy class (2+3 seating, fixed) with snack bar, 67 seats
- BN economy class (2+3 seating, fixed), 88 seats
The BRN cars were a late addition to the concept, and the majority had their final two windows on the buffet side merely painted over. BRN cars 20, 47 and 52 are the only ones known to have been built without those two windows.
From 1995 surplus Z type carriages were upgraded to N type interiors, with the following codes but with their original Z type numbers:
- BZN economy class (2+3 seating, fixed) with disabled access and toilet, 72 seats
- BTN economy class (2+3 seating, fixed), 88 seats
In 2009 a new code was introduced in conjunction with the formation of 'pure' 5-car N sets for standard gauge use:
VicRail & V/Line Orange Era (1981-1995)
The first N sets introduced, N1 and N2, entered service on the Melbourne-bound train from South Geelong, at 6:50am on Monday October 5, 1981. The train split at Spencer Street station, with set N1 running to then from Horsham before forming an evening Geelong run, and set N2 running to Ballarat and return, then to South Geelong in the evening and shunting back to Geelong yard. On Saturday 10th one set ran to Spencer Street then formed a return Horsham (same as weekdays, excluding South Geelong), while the other set ran four return Geelong trips. On Sunday 11th both sets were coupled, for a Geelong to Spencer St run, then a return Bendigo and Swan Hill run, then back to Geelong. Set N3 entered service on one of the five Warrnambool/Ballarat/Shepparton rosters, replacing a set of cars CE-AS-BEa/c-BW; those cars were split, with the AS to a Gippsland set and the BEac to a Numurkah set. Set N4 then became the first "spare" N roster, available for service form 19 May 1982 if one of the other three was unable to run for any reason. The fifth set entered service on 19 June, running Tuesdays to Friday on the 7am from Ballarat to Spencer Street with the return departure at 5:58pm. The set also ran a Horsham 9:30am outbound, 4:15pm inbound on Saturdays, and joined the existing Horsham train for extra capacity on Sundays.
The plan as at early 1982 was for all 54 carriages (not yet 57) to be in service by the end of 1983, running services to Warrnambool, Horsham, Shepparton, Geelong and some Bendigo services. All other services were to be provided by the existing S, Z and airconditioned E carriages, plus interurban Comeng type trains running to Traralgon. All carriages were to be formed into semi-fixed 3 or 4-car sets, with schedules built around standard consists to keep runs fast and simple. Additionally, all sets were to include only one conductor/guard van, rather than one each end, to maximise capacity for length and weight of each train set. The roster at the time worked with fourteen interurban trains (plus four on the electrified eastern region), so that would allow enough N sets spare and in rostered maintenance.
As of June 1982, the roster included four N sets in service, N3 through N6, with one spare and one undergoing modifications. At the time, set N7 was due to be introduced on the Gippslander run to Bairnsdale on the week beginning 31 May; N8 and N9 had already entered service, and were stabled at Ballarat and Bendigo respectively, and had replaced CE-AS-BEac-BWL sets. The AS cars went to Ballarat Workshops for rebuilding, and the airconditioned BE cars replaced non-airconditioned cars in other sets. Further rebalancing of stock allowed the N sets to run on Dimboola trains, as accelerated schedules made return trips practical. The fleet roster at the time was expected to last at least until the end of October, at which point half of the N cars would have been delivered.
An excerpt of the roster "N9" (i.e. the 9th roster post New Deal) as printed in the September 1982 Newsrail is provided below (amended November 1982 p. 283), showing the N car runs. Aside from these seven entries, a further 30 runs were scheduled, most including at least one airconditioned carriage. "SSS" is shorthand for Spencer Street station, meaning the platforms and not indicating the shunt in or out of yards.
|Run||Monday to Friday||Saturday||Sunday|
|Dep. SSS||To/From||Arr. SSS||Dep. SSS||To/From||Arr. SSS||Dep. SSS||To/From||Arr. SSS|
|01||South Geelong||0800||0800||Geelong||1040||0935||Swan Hill||2120|
|form #11||form #01||form #11|
|02||South Geelong||0800||0835||Horsham||1855||0935||Swan Hill||2120|
|Geelong (Friday only, empty)||2135|
|form #01||form #02||form #13|
|forms #14||forms #10||forms #02|
|form #10||form #11||form #10|
|South Geelong (Friday only, empty)||2135|
|Form #02||Form #13||Form #01|
|13||South Geelong (Monday only)||0900||Ballarat||0945||Albury||1848|
|Ballarat (Monday excluded)||0940||1800||Ballarat||1915||Bendigo|
|2030||Ballarat (Friday excluded)|
|2040||Albury (Friday only)|
|Form #12||Form #14||Form #14|
|Form #13||Form #12||Form #12|
Roster N10 started 31 October 1982 with ten N sets in service, two with BRN buffet cars and eight all-sitting sets; of the latter, two were rostered as spares and six were in service. The buffet sets (N7 and N10) were rostered on the Warrnambool (1255 ex Spencer Street, returning 1600 in lieu of 1700 as above) and Horsham day return schedules, plus the 0835 and 1825 Saturday Warrnambool runs.
The additional ACN-BN-BN set ran the 0615 (formerly 0620) from South Geelong, going on to form the 0755 to Horsham; after returning to Melbourne it replaced the former 1315 railcar and trailer to Shepparton, as the new 1255 departure running parallel to the outbound Warrnambool. On Saturdays it ran the 0700 city to South Geelong, and on Sunday it ran to Numurkah. The 1740 to Geelong was downgraded to a non-airconditioned timber set, but the 1645 to South Geelong was increased to the 1605 from Bendigo (as above), plus the 1600 N set arrival from Warrnambool. While previously the 0824 double N set formed the Warrnambool and Shepparton services, these were retimed to 0835 and 0855 respectively and formed by the 0800 (retimed to 0758) arrival. Instead, the 0824 double set arrival from Geelong was shunted to Spencer Street yard until the afternoon, leaving other sets to take the Ballarat and Horsham services.
Around the same time, the proposals for Comeng interurban trains for the Traralgon line were dropped, as they would not have been available until 1986; and so concepts for further carriages following the delivery of the 54 N cars were being prepared. In practice the further order never developed.
By late 1983, roster N18 had fifteen of the eighteen N sets in service and the remaining three under rostered maintenance. This included regularly running on the Gippsland line in lieu of the proposed interurban services. Under that roster, N sets ran return trips:
- 1 per week to Albury (Friday night outbound, Sunday morning return)
- 34 per week to Ballarat
- 9 per week to Bendigo
- 7 per week to Cobram
- 6 per week to Dimboola (Sunday excluded)
- 38 per week to Geelong (including one double set, Sunday to Thursday)
- 7 per week to Horsham (including one double set on Sunday)
- 10 per week to Kyneton
- 6 per week to Shepparton (Sunday excluded)
- 17 per week to South Geelong (including one double set, Monday to Friday)
- 1 per week to Swan Hill (double set, Sunday only)
- 26 per week to Traralgon (including one double set on Sunday)
- 17 per week to Warrnambool (including one double set on Saturday)
V/Line Passenger Red Era (1995-2007)
All N type carriages were transferred across to V/Line Passenger when the country rail operator was split between freight and passenger divisions in 1995.
V/Line Passenger Grey Era (2007-Current)
Since then various complete sets have been released from refurbishment (VN4, FN6, VN12, FN13, FN14, VN17).
The N cars appear in fixed sets not altered in ordinary service. The sets are numbered between 1 and 19. Initially issued to service as 3-car sets, from 1995 additional cars of the BCZ, ACZ, BS, BZN or BTN type were attached to give longer sets. Additional cars may also be temporarily attached or detached to a set without the set code being altered.
- N: 3-car set ACN-BRN-BN
- FN: 4-car set ACN-BRN-(mix of 2x N/Z cars); while Z cars out of service, 1x temporary 4N set ACN-BRN-BN-BN.
- VN: 5-car set ACN-BRN-(mix of 3x N/Z cars); while Z cars out of service, 2x temporary 5N set ACN-BRN-ACN-BRN-BN.
- SN: 5-car set ACN-BRN-BDN-BN-BN on standard gauge. Usually includes a PCJ power van, but this is not counted in the set definition.
The original plan was for 10, then 18 three car sets each of BN-BN-ACN; but when the cars needed on-board food supplies, set N07 had car BRN20 fitted with a buffet module in place of about 20 seats at the east end. Sets N08 and N09 were released as normal BN-BN-ACN sets while N07 was trialled, and when it was deemed a success and followed by N10 as BN-BRN-ACN, sets N11 through N18 were built as BRN-BRN-ACN. Then, as each set was made ready for service, the newest BN-BN-ACN set was recalled to the workshops for mixing cars, so that all sets ended up as BN-BRN-ACN. Set N19, built at the end of the program, was released as BN-BRN-ACN from the start, and at the end of the program BRN20 returned to the workshops for modifications to match the rest of the fleet.
Note: Colours are representative only, and do not directly correlate to liveries worn in the era. Also, the zero prefix in sets 1-9 below are incorrect but useful for sorting and searching purposes.
|Code||Set No.||From||To||Car F||Car E||Car D||Car C||Car B||Car A (East end)||Capacity||Weight||Length||Changes to achieve||Notes|
|N||01||1983-09-20||n/a||n/a||n/a||BN02||BRN53||ACN03||207||130t||69m||Swap between Sets N01 & N18 - gain BRN53, lose BN01|
|FN||01||n/a||n/a||B??2??||BN02||BRN53||ACN03||180t||91m||Power-operated doors fitted 2006-12-16. Operating as FN by 2001-02-17.|
|SN||01||2016-09-03||n/a||BN19||BN02||BDN50||BRN53||ACN03||366+1W||215t||114m||Add BN19 ex N07, add BDN50 ex N05||Standard gauge from 2011-mm-dd|
|SN||01||2016-09-21||Current||n/a||n/a||BN19||BDN50||BRN53||ACN03||283+1W||172t||91m||Lose BN02 to future set SN08|
|N||02||1983-08-03||During/after 2005||n/a||n/a||n/a||BN05||BRN50||ACN06||207||130t||69m||Swap between Sets N02 & N17 - gain BRN50, lose BN04||Operating as N set until 2005.|
|FN||02||Converted to FN sometime during/after 2005.||Before 2009-12-11.||n/a||n/a||B??2??||BN05||BRN50||ACN06||180t||91m||Power-operated doors fitted 2007-02-01. BN05 to SN15, BRN50 converted to BDN50 to SN1 and ACN6 converted to BDN6 to SN16|
|N||03||1983-07-16||2007-10-16||n/a||n/a||n/a||BN08||BRN47||ACN09||207||130t||69m||Swap between Sets N03 & N16 - gain BRN47, lose BN07||May have been operating as 3-car set as late as 2005.|
|FN||03||2007-10-17||2008-11-04||n/a||n/a||BTN254||BN08||BRN47||ACN09||295||180t||91m||Gain BTN254 ex VN18|
|FN||03||2008-11-05||n/a||n/a||BZN262||BN08||BRN47||ACN09||283+1W||180t||91m||BTN254 removed, BZN262 attached but possibly not formal part of consist.|
|"FN"||03||2016-10-16||n/a||n/a||n/a||BN08||BRN47||ACN09||207||130t||69m||Z cars withdrawn account bogie cracking issues.|
|FN||03||2016-10-17||2016-10-24||n/a||n/a||BZN261||BN08||BRN47||ACN09||283+1W||180t||91m||BZN261 returned to service.|
|FN||03||2016-10-24||2017-04-24||n/a||n/a||BZN256||BN08||BRN47||ACN09||283+1W||180t||91m||BZN256 returned to service; replaced BZN261.|
|VN||03||2017-04-24||n/a||BTN264||BZN256||BN08||BRN47||ACN09||371+1W||230t||114m||Gain BTN264 ex FN14.|
|N||04||1983-04-19||Before 2003-06-16||n/a||n/a||n/a||BN11||BRN44||ACN12||207||130t||69m||Swap between Sets N04 & N15 - gain BRN44, lose BN10|
|FN||04||Before 2003-06-16||n/a||n/a||B??2?||BN11||BRN44||ACN12||180t||92m||Gain Z car.|
|N||04||2009-01-12||n/a||n/a||n/a||BN11||BRN44||ACN12||207||130t||69m||Repainted. Z car removed.|
|VN||04||2009-01-12||n/a||BTN2??||BZN267||BN11||BRN44||ACN12||371+1W||230t||114m||Refurbished, repainted, BTN2?? and BZN267 added.|
|"VN"||04||2016-10-01||n/a||n/a||n/a||BN11||BRN44||ACN12||206||130t||69m||BTN and BZN removed account bogie issues.|
|FN||04||2016-11-01||2016-12-23||n/a||n/a||n/a||BN11||BRN44||ACN12||207||130t||69m||BZN267 to set FN14. Set to Newport Workshops for exams.|
|FN||04||2016-12-23||Current||n/a||n/a||BZN267||BN11||BRN44||ACN12||274+1W||180t||91m||Return BZN267 ex set FN14.|
|N||05||1983-03-18||After 2005-03-20||n/a||n/a||n/a||BN13||BRN40||ACN15||207||130t||69m||Swap between Sets N05 & N14 - gain BRN40, lose BN14|
|FN||05||After 2005-03-20||n/a||n/a||n/a||BN13||BRN40||ACN15||207||130t||69m||Fitted with composite brake blocks late 2005.|
|FN||05||Before 2010-11-02||n/a||n/a||BZN262||BN13||BRN40||ACN15||283+1W||180t||91m||Gain Z car.|
|VN||05||Soon||n/a||BZN273||BZN266||BN13||BRN40||ACN15||359+2W||230t||114m||BZN273 ex set FN10|
|N||06||1983-02-25||Before 2003-03-23||n/a||n/a||n/a||BN17||BRN38||ACN18||207||130t||69m||Swap between Sets N06 & N13 - gain BRN38, lose BN16||BRN38 under maintenance as at 10 October 1988, removed from set and BRS230 attached at west end.|
|FN||06||Before 2003-03-23||Before 2007-09-23||n/a||n/a||B??2??||BN17||BRN38||ACN18||180t||91m||Circa 2007, often ran with BCZ259|
|"FN"||06||Before 2013-02-14||n/a||BN14||BRN41||ACN42||BRN38||ACN18||326||217t||114m||BN17 to set FN09. Z cars withdrawn account bogie cracking issues. Absorbed set N14. Was officially referred to as a 5N set, to distinguish from sets with Z carriages.|
|FN||06||n/a||n/a||BN14||BRN41||BRN38||ACN18||274||174t||91m||ACN42 withdrawn account damaged spring|
|"FN"||06||2016-09-25||n/a||n/a||n/a||BN17||BRN38||ACN18||207||130t||69m||BRN41-BN14 to Set N08. Recover BN17 ex set FN09.|
|FN||06||2016-09-25||n/a||BTN259||BZN274||BN17||BRN38||ACN18||367+1W||230t||114m||Gain BTN259 ex VN12.|
|N||07||1982-05-14||n/a||n/a||n/a||BN19||BRN20||ACN21||207||130t||69m||As Built||First set with buffet. BRN20 originally had buffet module on reverse side, later swapped. Ran as ACN21-BN11-BRS224 (BN11 ex N4) 1987-03-12 until 1987-04-16.|
|N||07||2007-06-05||n/a||n/a||n/a||BN19||BRN20||ACN21||207||130t||69m||Repainted.||Set dissolved following Kerang crash 5 June 2007, BRN20 extensively damaged now awaiting scrap, BN19 and ACN21 spare. BN19 reallocated; ACN21 used in new set SN07, recycling old BS carriages. By 2010-01-27, both cars properly redeployed.|
|SN||07||2007-09-21||2008-12-28||BS217||BS219||BS216||BS218||BS215||ACN21||372||280t||137m||Created new.||Temporary set to replace lost set N7 following Kerang crash, using S type carriages. Carriages BS215 and BS216 were not fitted with retention toilets, and were sealed off. Shortly after introduction to service BS218 was removed due to faulty air conditioning, but it rejoined the set soon after. Set became SZ7 for the 2009-2010 period, after ACN21 was converted to BDN21 on standard gauge and ACZ257 was converted to BCZ257.|
|N||08||1982-12-17||n/a||n/a||n/a||BN22||BRN34||ACN24||207||130t||69m||Swap between Sets N08 & N12 - gain BRN34, lose BN23|
|N||08||After February 2005||n/a||PH453||BN22||BRN34||ACN24||D322||207 + 25 tonnes||206t||85m||Regular roster 12:40pm Spencer Street to Warrnambool, return 5:45pm, run behind S302. PH van for head-end power, and D van for noise.|
|FN||08||After February 2005||Before 2010-01-24.||n/a||n/a||B??2??||BN22||BRN34||ACN24||180t||91m||Z car ex-AZ per windows|
|FN||08||Before 2010-01-24.||n/a||n/a||B??2??||B??2??||BRN34||ACN24||187t||91m||BN22 to set SN16|
|"FN"||08||Before 2013-02-14||n/a||BN55||BRN56||ACN57||BRN34||ACN24||326||217t||114m||Z cars withdrawn due to bogie cracking issues. Absorbed set N19. Was officially referred to as a 5N set, to distinguish from sets with Z carriages.|
|FN||08||n/a||n/a||BN14||BRN41||BRN34||ACN24||274||174t||92m||Gain BN14, BRN41 from set N14|
|"FN"||08||End of 2016||n/a||n/a||n/a||n/a||BRN34||ACN24||119||087t||46m||Under conversion to standard gauge|
|SN||08||End of 2016||Current||n/a||n/a||BN10||BDN02||BRN34||ACN24||283+1W||172t||91m||Gain BDN02 ex SN01 (was BN02) and BN10 ex SN15. Repainted into livery based on VLocity scheme.|
|N||09||1982-07-02||1982-11-26||n/a||n/a||n/a||BN25||BN26||ACN27||228||129t||69m||As Built||ACN available for service on 1982-06-30|
|N||09||1982-11-26||Before 2004-05-13||n/a||n/a||n/a||BN26||BRN32||ACN27||207||130t||69m||Swap between Sets N09 & N11 - gain BRN32, lose BN25|
|FN||09||Before 2004-05-13||Before 2013-01-15||n/a||n/a||B??2??||BN26||BRN32||ACN27||180t||91m||Power operated doors fitted 2006-11-08. Z car range 264-276.|
|"FN"||09||Before 2013-01-15||Before 2013-02-14||n/a||n/a||n/a||BN26||BRN32||ACN27||207||130t||69m||Z cars withdrawn due to bogie cracking issues.|
|FN||09||Before 2013-02-14||After 2013-06-11||n/a||n/a||BN17||BN26||BRN32||ACN27||295||173t||91m||BN17 ex set FN06.|
|"FN"||09||After 2013-06-11||2016-01-xx||n/a||n/a||n/a||BN26||BRN32||ACN27||207||129t||69m||BN17 returned to set FN06.|
|FN||09||2016-01-xx||n/a||n/a||BCZ257||BN26||BRN32||ACN27||255+1W||179t||91m||Gain BCZ257; not always, but usually attached.|
|FN||09||Current||n/a||n/a||BZN265||BN26||BRN32||ACN27||283+1W||180t||91m||Lose BCZ257 to FN19, gain BZN265.|
|N||10||1982-10-29||Sometime before February 2007.||n/a||n/a||n/a||BN28||BRN29||ACN30||207||130t||69m||As Built|
|FN||10||Sometime before February 2007.||n/a||n/a||BZN276||BN28||BRN29||ACN30||283+1W||180t||91m|
|"FN"||10||2016-08-xx||n/a||n/a||n/a||BN28||BRN29||ACN30||207||130t||69m||Assumed during Z car withdrawals|
|FN||10||2016-09-24||n/a||n/a||BZN252||BN28||BRN29||ACN30||283+1W||180t||91m||Gain BZN252; BTN268 to FN13|
|FN||10||Current||n/a||BTN251||BZN273||BN28||BRN29||ACN30||371+1W||230t||114m||Lose BZN252 to set FN13; gain BZN273 ex FN19 and BTN251 ex workshops|
|FN||10||Soon||n/a||BTN251||BZN262||BN28||BRN29||ACN30||371+1W||230t||114m||Lose BZN273 to set FN13; gain BZN262 ex workshops|
|N||11||1982-11-29||1982-11-29||n/a||n/a||n/a||BRN31||BRN32||ACN33||186||131t||69m||As Built||Did not enter service.|
|N||11||1982-11-29||After 2005-04-11, before 2006-01-16.||n/a||n/a||n/a||BN25||BRN31||ACN33||207||130t||69m||Swap between Sets N09 & N11 - gain BN25, lose BRN32|
|FN||11||After 2005-04-11, before 2006-01-16.||n/a||n/a||B??2??||BN25||BRN31||ACN33||180t||91m|
|"FN"||11||2013-11-01||n/a||n/a||n/a||BN25||BRN31||ACN33||207||130t||69m||Z cars withdrawn account bogie cracking issues.|
|FN||11||2013-11-01||n/a||n/a||BZN271||BN25||BRN31||ACN33||271+1W||179t||91m||Add BZN271, except from 2016-09-05 to 2016-09-22.|
|FN||11||Current||n/a||n/a||BZN276||BN25||BRN31||ACN33||271+1W||179t||91m||Lose BZN271 to VN19; gain BZN276 ex Workshops|
|FN||11||Soon||n/a||BTN268||BZN276||BN25||BRN31||ACN33||371+1W||230t||114m||Gain BTN268 ex Workshops|
|N||12||1982-12-17||1982-12-17||n/a||n/a||n/a||BRN34||BRN35||ACN36||186||131t||69m||As built.||Did not enter service.|
|N||12||1982-12-17||n/a||n/a||n/a||BN23||BRN35||ACN36||207||130t||69m||Swap between Sets N08 & N12 - gain BN23, lose BRN34|
|VN||12||2008-01-23||n/a||B??2??||B??2??||BN23||BRN35||ACN36||230t||114m||Z cars added, both ex-BZ range 264-276.|
|VN||12||2008-01-23||n/a||B??2??||B??2??||BN23||BRN35||ACN36||230t||114m||Repainted. Both Z cars ex-BZ range 264-276.|
|"VN"||12||n/a||n/a||n/a||BN23||BRN35||ACN36||207||130t||69m||Z cars withdrawn account bogie cracking issues.|
|VN||12||n/a||BTN259||BZN272||BN23||BRN35||ACN36||371+1W||230t||114m||Gain BZN272 and BTN259.|
|VN||12||Current||n/a||n/a||BZN272||BN23||BRN35||ACN36||283+1W||180t||91m||Lose BTN259 to VN06|
|N||13||1983-02-14||1983-02-14||n/a||n/a||n/a||BRN37||n/a||ACN39||118||77t||46m||As Built.||Did not enter service. BRN38 entered service 1983-02-25 in set N06.|
|N||13||1983-02-14||Before 2005-03-19||n/a||n/a||n/a||BN16||BRN37||ACN39||207||130t||69m||Swap between Sets N06 & N13 - gain BN16, lose BRN38|
|N||13||Before 2005-03-19||After 2007-09-23||n/a||n/a||n/a||BN16||BRN37||ACN39||207||130t||69m||Repainted|
|FN||13||After 2007-09-23||n/a||n/a||B??2??||BN16||BRN37||ACN39||180t||91m||Z car added. Red or grey?|
|"FN"||13||2016-09-23||n/a||n/a||n/a||BN16||BRN37||ACN39||207||130t||69m||Repainted; Z car removed|
|FN||13||Current||n/a||n/a||BZN252||BN16||BRN37||ACN39||283+1W||180t||91m||Lose BTN268 to VN11, gain BTN252|
|N||14||1983-03-25||1983-03-25||n/a||n/a||n/a||BRN40||BRN41||ACN42||186||131t||69m||As Built||Did not enter service.|
|N||14||1983-03-25||1997-04-xx||n/a||n/a||n/a||BN14||BRN41||ACN42||207||130t||69m||Swap between Sets N05 & N14 - gain BN14, lose BRN40|
|FN||14||2013-01-13||n/a||n/a||BZN261||BN14||BRN41||ACN42||275+1W||180t||91m||Repainted. Various stripe patterns applied.|
|"FN"||14||2013-01-13||2016-09-25 (tbc)||n/a||n/a||n/a||BN14||BRN41||ACN42||207||130t||69m||Z cars withdrawn account bogie cracking issues. May not have operated for long, if at all. Cars quickly absorbed into set "FN"06 as temporary measure. Later, ACN42 pulled from set account spring issue; BRN41-BN14 shifted to set 4N08.|
|FN||14||2016-09-25 (tbc)||2016-10-03||n/a||n/a||n/a||BTN264||BRN41||ACN42||206||137t||91m||Set reassembled, but BN14 not available account level crossing damage. Gain BTN264 in lieu.|
|FN||14||2016-10-03||2016-11-01||n/a||n/a||n/a||n/a||BRN41||ACN42||206||137t||46m||BTN264 removed for "G" exam.||BN14 under maintenance following level crossing damage. BRN41/ACN42 stored during Bendigo line shut October 2016.|
|FN||14||2016-11-01||2016-12-22||n/a||n/a||BZN267||BTN263||BRN41||ACN42||274+1W||186t||91m||Gain BTN263 and BZN267.||BN14 under maintenance following level crossing damage.|
|"FN"||14||2016-12-23||Current||n/a||n/a||n/a||BTN263||BRN41||ACN42||274||187t||69m||Lose BZN267 to FN4.||BN14 under maintenance following level crossing damage.|
|VN||14||Soon||n/a||BTN254||BZN258||BN14||BRN41||ACN42||371+1W||230t||114m||May enter service as "VN"14 without Z cars temporarily.|
|N||15||1983-04-19||1983-03-30||n/a||n/a||n/a||BRN43||n/a||ACN45||118||77t||46m||As Built||Did not enter service. BRN44 entered service 1983-04-19 in set N04.|
|N||15||1983-03-30||Before 2009-12-11||n/a||n/a||n/a||BN10||BRN43||ACN45||207||130t||69m||Swap between Sets N04 & N15 - gain BN10, lose BRN44|
|VN||15||2009-12-11||Before 2011-04-01||n/a||BN05||BN10||BDN21||BRN43||ACN45||336+1W||215t||114m||BDN21 ex Set #07 as ACN21; BN05 ex Set #02|
|SN||15||2011-04-01||Soon||n/a||BN05||BN10||BDN21||BRN43||ACN45||336+1W||215t||114m||Convert to Standard Gauge|
|SN||15||Soon||n/a||n/a||BN05||BDN21||BRN43||ACN45||283+1W||172t||91m||BN10 to SN08|
|N||16||1983-06-03||1983-06-03||n/a||n/a||n/a||BRN46||n/a||ACN48||118||77t||46m||As Built||Did not enter service. BRN47 entered service 1983-07-16 in set N03.|
|N||16||1983-06-03||before 2007-11-16||n/a||n/a||n/a||BN07||BRN46||ACN48||207||130t||69m||Swap between Sets N03 & N16 - gain BN07, lose BRN47|
|SN||16||2010-01-24||2011-04-28||n/a||BN22||BN07||BDN06||BRN46||ACN48||336+1W||215t||114m||BDN06 ex Set #02 as ACN06; BN22 ex Set #08|
|SN||16||2011-04-28||Current||n/a||BN22||BN07||BDN06||BRN46||ACN48||336+1W||215t||114m||Convert to Standard Gauge|
|N||17||1983-07-21||1983-07-21||n/a||n/a||n/a||BRN49||n/a||ACN51||118||77t||46m||As Built||Did not enter service. BRN50 entered service 1983-08-03 in set N02.|
|N||17||1983-07-21||Before 2001-02-18||n/a||n/a||n/a||BN04||BRN49||ACN51||207||130t||69m||Swap between Sets N02 & N17 - gain BN04, lose BRN50|
|VN||17||Before 2001-02-18||2006-07-23||n/a||BS217||BZN258||BN04||BRN49||ACN51||269+1W||227t||92m||Gain 1x S, 1x Z cars. Repainted. Ran with BZ267 in place of BZN258 during 2005.|
|VN||17||2006-07-23||Before 2015-04-06||n/a||BTN2??||BZN258||BN04||BRN49||ACN51||371+1W||230t||92m||Swap BS217 for a Z car. Operated without BZN for a time in 2005, possibly longer.|
|"VN"||17||Before 2015-02-18||n/a||n/a||B??2??||BN04||BRN49||ACN51||180t||92m||Repainted. Four-car set.|
|VN||17||2016-10-20||2016-10-24||n/a||BTN253||BN04||BRN49||ACN51||295||180t||91m||BZN276 temporarily withdrawn.|
|VN||17||2016-10-24||Current||n/a||BTN253||BZN261||BN04||BRN49||ACN51||371+1W||230t||114m||BZN261 added ex FN03. Will be moved to FN14 around end of October 2016, same time as BN14 re-enters service on that set.|
|VN||17||Soon||n/a||BTN263||BZN261||BN04||BRN49||ACN51||371+1W||230t||114m||Lose BTN253 to VN18; gain BTN263 ex FN14|
|N||18||1983-09-09||1983-09-09||n/a||n/a||n/a||BRN52||n/a||ACN54||118||77t||46m||As Built||Did not enter service. BRN53 entered service 1983-09-20 in set N01.|
|N||18||1983-09-09||n/a||n/a||n/a||BN01||BRN52||ACN54||207||130t||69m||Swap between Sets N01 & N18 - gain BN01, lose BRN53|
|VN||18||n/a||BS2??||BS2??||BN01||BRN52||ACN54||305||224t||91m||Repainted. Gain 2x S cars. Ran without BS217 2006-01-03 to 2006-01-31.|
|FN||18||Before 2008-02-24||Before 2012-05-14||n/a||n/a||BTN254||BN01||BRN52||ACN54||295||180t||91m||Lose 2x S cars. Gain BTN254.|
|VN||18||Before 2012-05-14||Before 2016-06-09||n/a||BTN254||BZN258||BN01||BRN52||ACN54||371+1W||230t||114m||Gain BZN258.|
|N||18||Before 2016-06-09||2016-09-09||n/a||n/a||n/a||BN01||BRN52||ACN54||207||130t||69m||Z cars withdrawn account bogie cracking issues.|
|FN||18||2016-09-09||Current||n/a||n/a||BZN275||BN01||BRN52||ACN54||283+1W||180t||91m||BZN275 returned to service|
|VN||18||Soon||n/a||BTN253||BZN275||BN01||BRN52||ACN54||371+1W||230t||114m||Gain BTN253 ex VN17|
|N||19||1984-04-06||Before 2005-mm-dd||n/a||n/a||n/a||BN55||BRN56||ACN57||207||130t||69m||As Built.|
|N||19||Before 2005-mm-dd||n/a||n/a||n/a||BN55||BRN56||ACN57||207||130t||69m||Repainted. Fitted with power doors in 2005.|
|FN||19||Before 2007-12-27||After 2007-12-27||n/a||n/a||B??2??||BN55||BRN56||ACN57||180t||91m||Z car added, number 264-276 range.|
|"FN"||19||After 2007-12-27||Before 2016-09-23.||n/a||n/a||n/a||BN55||BRN56||ACN57||207||130t||69m||Z cars withdrawn account bogie cracking issues. Cars absorbed into set "FN"08 as temporary measure.|
|FN||19||Before 2016-09-23.||Before 2016-10-11.||n/a||n/a||BZN273||BN55||BRN56||ACN57||283+1W||180t||91m|
|FN||19||Before 2016-10-11.||n/a||n/a||BZN265||BN55||BRN56||ACN57||283+1W||180t||91m||Swap BZN273 for BZN265.|
|VN||19||Soon||n/a||BCZ257||BZN271||BN55||BRN56||ACN57||335+1W||230t||114m||Gain BZN271 ex FN11 and BCZ257 ex FN09.|
As of July 2013, only HO scale plastic models of the N-series carriages are available produced by Auscision Models (although there have been brass models released in the past). Each set contains one each of the ACN, BRN and BN cars, plus a D boxvan van thought to have run on occasion with that consist. No Z type cars, spare N cars or PCJ power vans have been made available in ready-to-run plastic. The same sets were rerun in 2016.
|VPS-05 (2013)||VicRail orange/silver||D305||N04||ACN12||BRN44||BN11|
|VPS-06 (2013)||VicRail orange/silver||D306||N06||ACN18||BRN38||BN17|
|VPS-07 (2013)||V/Line orange/silver||D316||N12||ACN36||BRN35||BN23|
|VPS-08 (2013)||V/Line orange/silver||D347||N19||ACN57||BRN56||BN55|
|VPS-09 (2013)||V/Line orange, green, white, grey||D325||N08||ACN24||BRN34||BN22|
|VPS-10 (2013)||V/Line orange, green, white, grey||D348||N16||ACN48||BRN46||BN07|
|VPS-11 (2013)||V/LINE Passenger Mk1 red/blue/white||D324||N05||ACN15||BRN40||BN13|
|VPS-12 (2013)||V/LINE Passenger Mk1 red/blue/white||D335||N13||ACN39||BRN37||BN16|
|VPS-13 (2013)||V/LINE Passenger Mk1 red/blue/white, no bottom stripe||D339||N14||ACN42||BRN41||BN14|
|VPS-14 (2013)||V/Line Passenger Mk2 red/blue/white||D302||N02||ACN06||BRN50||BN05|
|VPS-15 (2013)||V/Line Passenger Mk2 red/blue/white||D322||N11||ACN33||BRN31||BN25|
|VPS-16 (2013)||V/Line Passenger Mk3 grey/red/purple/white (excl. D324)||D324||N15||ACN45||BRN43||BN10|
As at 2019, no ready-to-run N scale models of the N type carriages are available.
- Bray, Vincent & Gregory, Steel & Special Coaching Stock of Victoria, 2009, ISBN 978-0-9775056-8-5, p.106
- Bray, Vincent & Gregory, Steel & Special Coaching Stock of Victoria, 2009, ISBN 978-0-9775056-8-5, p.57 & p.104
- "Discussion on FSH21". Railpage Australia Forums. www.railpage.com.au. Retrieved 12 June 2008.
- Newsrail April 1981 p.73
- Scott Martin and Chris Banger (October 2006). "'New Deal' for County Passengers - 25 years on". Newsrail. Australian Railway Historical Society (Victorian Division). p. 319.
- "Level Crossing Collision V/Line Passenger Train 8042 and a Truck Near Kerang, Victoria 5 June 2007" (PDF). Chief Investigator, Transport and Marine Safety Investigations. Retrieved 16 March 2008.
- "Media Release: NEW LOOK V/LINE FLEET TAKES TO THE TRACKS". www.dpc.vic.gov.au. Retrieved 16 March 2008.
- Newsrail, February 1982, p.4
- Newsrail June 1982 p.112
- Newsrail September 1982 p.216
- Newsrail June 1982 p.127
- Newsrail August 1982, p.190
- Newsrail April 1982 p.76
- Newsrail September 1982, p.196
- Newsrail June 1982 p.126
- Newsrail May 1983 p.102
- Bray, Vincent & Gregory, Steel & Special Coaching Stock of Victoria, 2009, ISBN 978-0-9775056-8-5, p.107
- "Wongm's Rail Gallery - BDN carriages". wongm.railgeelong.com. Retrieved 16 November 2009.
- Newsrail August 1982, p.176
- Newsrail, February 1982, p.7
- Newsrail September 1982 p.201
- Newsrail December 1982 p.293
- Newsrail December 1982 p. 293
- Newsrail October 1983 pp.262-267
- Newsrail January 1989 p.29
- Newsrail January 1988 p.24
- Newsrail July 1997 p.225
|Wikimedia Commons has media related to N type carriage.|