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ROBILT SPIRIT of PROGRESS STEAM LOCOMOTIVES by Stuart Mangleson

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ROBILT SPIRIT of PROGRESS STEAM LOCOMOTIVES by Stuart Mangleson ROBILT SPIRIT OF PROGRESS STEAM LOCOMOTIVES by Stuart Mangleson Electric Robilt Spirit of Progress Locomotive (circ. 1955) Background The Australian made Robilt Spirit of Progress O-gauge steam outline locomotive, although just a relatively simple toy train to most modern day observers, helps connect us with our past to a time when a mode of transport for the fortunate traveller turned a journey into an experience that was something very special. First, let’s go back to 1920 when Harold Clapp (later to be knighted Sir Harold for his services to Australian industry) returned to Australia on being appointed Chairman of Commissioners of the Australian state government run Victorian Railways. Although born in Australia in 1875, Clapp had American born parents and after commencing his working life in Australia migrated to the United States of America in 1900 and embarked on what became a very successful railway career, working for several American railroads. After returning to Australia he rapidly established himself as a man of action introducing numerous operational and technical reforms. Clapp extended the network further, regraded and improved tracks, replaced outdated locomotives and rolling stock, introduced welded rails for smooth running, speeded up timetables and transformed railway storekeeping methods. He also actively promoted the railways as the best way to travel. In 1934, Clapp embarked on an overseas tour to study railway developments abroad. On his return, and armed with knowledge of the latest railway technology, he set about further transforming the Victorian Railways. Three years later, Clapp oversaw the introduction of Australia’s first world-class train, modelled after the best of the long distance passenger trains in the United States, England and Europe during the mid-1930s. On 23 November 1937, Victorian Railways inaugurated its evocatively named ‘ Spirit of Progress ’ broad gauge interstate express passenger train. The service operated in both directions, at speeds up to 70mph, between the Melbourne, Spencer Street terminus station and the New South Wales border town of Albury, where it connected daily with the New South Wales Government Railways standard gauge service conveying through passengers on to Sydney. Motive power for the new service was provided by four existing powerful 4-6-2 'S' class steam locomotives that had been fitted with streamlined cowling and paired with large capacity specially constructed tenders that carried sufficient water and coal to enable non-stop running on the high-speed 191 mile journey. Each locomotive was given its own name in bold lettering on the valance panels: S300 after Matthew Flinders, an explorer and navigator; S301 after Sir Thomas Mitchell, an inland explorer; S302 after Edward Henty, who was one of the first settlers in John Batman’s settlement and S303 after C.J. LaTrobe who was Victoria’s first Lieutenant-Governor. The respective class numbers were carried on the tender sides. Complementing the motive power, brand new, all-steel, luxuriously appointed air-conditioned passenger coaches were constructed in the VR Newport Workshops. The entire consist was finished in a distinctive royal blue and gold lined livery. Each train was made up of four first class coaches (seating 48 per car), four second class coaches (seating 64 per car), a dining car, a guard’s van and a parlour car with a rear observation section. It was a booked only service and usually required an advanced reservation to be assured of travel. The train rapidly gained popularity with patrons, in part due to clever marketing and promotion by VR, but also due to the reliable, high-speed service afforded those lucky enough to travel behind the sleek streamliner in world-class, air- conditioned comfort. As a prelude to the launch of the first service the train was given a trial run with selected dignitaries to Geelong on 17 November 1937 where it achieved an Australian speed record of 80 mph. Only the most capable and experienced drivers and fireman worked the service between Melbourne and Albury to ensure the tight timetable over the demanding run, under very arduous operating and working conditions, was consistently maintained. The locomotive was manually fired requiring the fireman to shovel up to 7 tons of coal during the 3 hours 40 minute timetabled run. The train’s reputation grew with feats of on-time running that would make present day railway administrators envious where time lost due the late arrival of the connecting NSW service at Albury was frequently made up long before reaching the Spencer Street terminus. Although a Flaman paper tape speed recorder was used on every run, authorities never disclosed maximum speeds that were attained, however, anecdotal evidence suggest speeds as high as 86 mph were achieved in regular service. The Spirit of Progress express passenger service continued to operate with steam haulage throughout the War years. In 1952, the four locomotives were converted to burn oil in response to problems associated with poor quality coal that was available at the time. Sadly, all were withdrawn and cut up for scrap in 1954. The Spirit service, as it became colloquially known, continued on with diesel haulage but progressively lost patronage before being merged with the later Southern Aurora service. Introduction It is uncertain when the Australian made Robilt clockwork powered O-gauge Spirit of Progress toy locomotives, loosely modelled on the original prototype, first went on sale, however, there is an advertisement dated 1948 showing the locomotive, tender and associated coaching stock. In this advertisement, Robert Haddow, the boy seen holding the locomotive, was 10 years old at the time, recalls being given a Robilt train set for his assistance. The Robilt Spirit of Progress locomotive, whether purchased in a train set or individually boxed, and in clockwork or (later) electric form, was always an expensive purchase. For example, in 1954 an individually boxed electric Robilt Spirit of Progress locomotive and matching tender cost ₤11-17-9. The electric locomotive and tender were also available in the number 5 Train Sets with an oval of clip- together 3-rail tinplate track and two matching bogie passenger coaches. Complementary transformers were sold separately costing ₤4-17-6 in 1954. By comparison, the clockwork locomotive (with tender) was priced at ₤6-15-6 and were also sold in number 4 Train Sets at ₤10-12-6 complete with 2-rail track and two matching bogie passenger coaches. Putting these prices into perspective, the basic weekly wage for an adult male in Victoria (the Australian State where Robilt Products were made) in 1954 was ₤11-14-0. As a consequence, neither the clockwork or electric versions were very good sellers. Even so, they remained in production until around 1960, some six years after the four original prototypes had been broken up and scrapped. Both EDWARD HENTY and MATTHEW FLINDERS liveried versions were produced in clockwork and electric form. Whether the product was ever profitable is not known, but it was most definitely the Company’s signature offering. Clockwork version (c. 1948 - 60) The first model released was clockwork powered using a non-reversing, six-coupled mechanism designed by Ron Titchener, the founder of Robilt Products. The overall length of the locomotive and tender is 430mm. Clockwork Robilt Spirit of Progress Locomotive (circ. 1948) The locomotive body is constructed via spot welding using a combination of tinplate and pickled sheet steel in a style that is a very reasonable representation of the streamlined prototype even though it is only approximately 60% scale length in deference to the design requirement to negotiate 610mm radius tinplate track. Light gauge tinplate sheet steel is used for the side valance panels and cabin with pickled sheet steel being used for the boiler housing. A rearward sloping diecast zinc alloy nose section is fixed into the body by four small brass, round head, friction fit pins. This casting is well detailed; including central raised winged VR crest, shrouded headlight housing, and rectangular lower grills. Two small circular impressions on each side of the front body casting representing marker lights add to the detail. Round brass handrails are fitted to each side of the locomotive body, attached via six steel split pins with the brass rod inserted through the eyes of each split pin. A separate diecast zinc alloy cylinder casting is mounted at the front of the locomotive between the valance panels and attached to a body cross support via two round head machine screws. This casting provides a mounting attachment for the front bogie assembly as well as a guide for the piston rods on each side of the locomotive. The rectangular diecast alloy front bogie frame is suspended under the cylinder casting via a specially machined brass screw, with a small steel coil spring and two flat washers. The rear pony truck assembly is constructed in a U-shape from sheet steel with diecast zinc alloy axle boxes and is attached to a steel bracket that is fitted between the clockwork mechanism side plates. The construction of the four front bogie wheels, two rear pony truck wheels and eight tender wheels were changed over the production life of the model. When first introduced, 20mm diameter diecast zinc alloy wheels with six open spokes were used. These wheels were installed via an interference fit onto bright steel axle rods. At a later date these wheels were superseded by similar sized solid centre sintered iron wheels with raised spoke representation. Interestingly, some locomotives have been observed with a combination of both types of wheels, having the solid type wheels on the front bogie and open spoked wheels on the trailing pony truck, mostly probably the result of what was in the parts-bin during assembly.
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