Victorian Railways X class (diesel)

Clyde Engineering
Industry	Locomotive manufacturing
Headquarters	Granville and Rosewater, Australia
Products	Diesel-electric locomotives (including X class for Victorian Railways)

The X class represents a fleet of mainline diesel-electric locomotives constructed by Clyde Engineering at their Granville and Rosewater plants for the Victorian Railways during the period from 1966 to 1976. Comprising 24 units produced in three distinct series, these locomotives were equipped with EMD prime movers and generators specifically designed to accommodate both freight and passenger service requirements. Over time, the class has been operated by various organizations including Victorian Railways, Public Transport Corporation, Freight Australia, and Pacific National. In the early 2000s, multiple units underwent refurbishment at South Dynon Locomotive Depot to prolong operational lifespan. Presently, some locomotives continue to serve in freight roles while others are preserved by heritage groups.

History

Prior to the inauguration of the standard gauge route linking Melbourne and Albury, Victorian Railways had supplemented its roster with eight extra S class locomotives, the final one entering service in 1961. By mid-1965, an increase of approximately 20% in train mileage had placed significant pressure on the existing fleet capacity.

Standard gauge operations generally utilized a single S class locomotive delivering about 1,800 hp; when unavailable, two T class locomotives, each rated around 950 hp, were substituted. However, T class units were originally engineered for branch line duties, limited to a maximum speed of 60 mph compared to the S class’s 70 mph capability. Additionally, a pair of T classes weighed 24 tonnes more than one S class unit, resulting in decreased efficiency. On 23 July 1965, Chief Mechanical Engineer Mr Galletly proposed acquiring six additional 1,800 hp locomotives to allow the T classes to return to their intended branch line roles. The plan designated two of these new engines for standard gauge use and four for broad gauge.

The tender process for contract 62902 closed on 1 September 1965, attracting bids from English Electric, Goninan, and Clyde Engineering. Clyde Engineering’s bid was selected due to its promise of faster delivery and reduced total ownership costs through component commonality with the S and B class locomotives—both also Clyde designs.

First Series - X31 to X36

Clyde Engineering’s design adapted the fourth-generation "low-nose" body style initially introduced on the T class in 1964, built upon the mechanical foundation of the S class. After three rounds of revisions—including relocating the battery box—the finalized design was approved under drawing number 2409983C.

While visually similar to earlier models, the driver’s cab featured controls oriented toward the long hood end (Number 1 end). Although operation with the Number 2 (short) end leading was feasible, it was generally discouraged due to signal placement along the track and cab control ergonomics.

The initial six locomotives were manufactured in 1966 at Clyde’s Granville facility in New South Wales, designated model G16C and powered by GM EMD 16-567C engines producing 1,810 horsepower. The hood-style body facilitated easier engine maintenance compared to the streamlined designs of B and S classes. Following assembly and testing phases, each unit conducted trial runs on the Main North line extending to Broadmeadow before being delivered to Albury. All six entered operational service by late 1966.

As intended, four of these units were cycled into broad gauge service. Locomotive X31 encountered ongoing production-related difficulties with its pneumatically operated Automatic Staff Exchange system and was withheld from rotation until these issues were addressed at Newport Workshops in the mid-1980s; however, by that time automatic exchange usage was diminishing.

These locomotives fulfilled both passenger and freight roles throughout Victoria. On broad gauge lines, they operated alongside ten broad gauge S Class units, managing freight routes toward Adelaide as well as passenger services such as The Overland and The Vinelander. Their presence on the Gippsland line was infrequent prior to the late 1970s; meanwhile, services on the Bendigo line were primarily handled by B class locomotives for operational ease.

In January 1967, X33 sustained major damage following a head-on collision near the loop at Broadford, necessitating rebuilding work by Clyde Engineering in Sydney. Later in 1971, X35 suffered extensive harm after derailing from a bridge near Glenorchy during a high-speed impact with a gravel truck; this accident distorted its frame beyond acceptable engine-generator alignment standards. Subsequently, X35 also incurred side damage caused by a side-swipe collision.

Second Series - X37 to X44

After the delivery of X36, the surge in rail traffic necessitated additional locomotives. By 30 April 1969, Clyde Engineering stood as the sole bidder for contract 63420. This tender called for an enhanced X Class model delivering a minimum of 2,000 horsepower and introduced a maximum noise limit aimed at improving crew comfort. Each new engine was priced just below $300,000.

Following the Violet Town rail disaster, which resulted in the loss of two S class units, Victorian Railways evaluated the option of rebuilding them. However, rebuild costs were estimated at around $377,000 per unit—exceeding the price of new locomotives. As a result, the order was increased from six to eight locomotives. Although documentation recorded X37 and X38 as rebuilds for financial accounting purposes, all eight were constructed entirely new without reusing parts.

The last locomotive in this series incorporated the advanced EMD 16-645E engine (G26C model), rated at 2,200 horsepower, replacing the earlier 16-567 engine. While outwardly similar, this engine operated at a higher speed (900 rpm compared to 835 rpm), necessitating larger radiator grilles for adequate cooling. These eight units were produced between 1969 and 1970 at Clyde Engineering’s facility and underwent testing near Sydney before being delivered to Melbourne. In 2017, the Seymour Railway Heritage Centre acquired the class leader, X31.

Third Series - X45 to X54

The third tender closed on 20 February 1974, seeking eight to ten locomotives rated at 2,200 horsepower with improved braking systems. This order responded to increasing traffic volumes—13.5 million train miles annually—and an aging diesel fleet requiring extensive overhauls.

Two proposals were submitted: Commonwealth Engineering (Comeng) offered ALCO locomotives featuring imported US engine blocks, while Clyde Engineering proposed an updated iteration of their earlier design manufactured at their new Rosewater plant. Both bids included options for outright purchase or leasing over 25 years; however, leasing was found to be more expensive.

Comeng’s bid of $3.75 million was declined due to projected higher maintenance and operational expenses—estimated at two to three times greater per locomotive mile—and an additional $400,000 required for spare parts. Clyde’s successful contract was just under $4 million for ten locomotives plus $50,000 allocated for spare components.

During contract discussions, the Australian Federated Union of Locomotive Enginemen (AFULE) persuaded Victorian Railways to implement a single-end cab design to alleviate driver discomfort experienced during bidirectional operation attempts. The new cabs featured a shortened nose on the short end for enhanced visibility, resembling late-model T class locomotives. These units were equipped with upgraded AR10 alternators.

Delivered mainly on broad gauge via the Main Western line in 1975, these locomotives often operated in back-to-back pairs to overcome limitations imposed by their single-end cabs. Approximately half served extensively on standard gauge tracks and became the first Victorian Railways class authorized for revenue service between Albury and Sydney starting in December 1982. The lead unit, X45, carried the name Edgar H Brownbill.

Modifications to the class

In response to the 1969 Violet Town rail accident, vigilance control systems were installed across the class; these are identifiable by small dimples on the cab roof. Around this period, modifications were also made to the engine exhaust configuration. Beginning in the early 1980s, these locomotives commenced interstate operations extending to Adelaide and Sydney. Units assigned to interstate duties were fitted with radios, had their builder’s plates removed, and displayed “radio equipped” decals on the cab sides.

By 20 July 1988, locomotives numbered 33, 36-37, 39, 44, 46, 48-49, and 51-54 had been retrofitted with cab air conditioning.

In preservation efforts, X31’s engine block was upgraded by the Seymour Rail Heritage Centre in late 2022 to accommodate 645E power assemblies. This modification improved parts availability and altered its engine classification from 16-567C to 16-567E.

V/Line period

Starting in 1983, the locomotives were progressively repainted to display the V/Line branding and color palette. Over the subsequent decade, certain units were equipped with air-conditioning systems mounted above the long-end nose section near the driver’s cab.

In August 1994, X35 was taken out of service following a significant engine breakdown and was stored at South Dynon Locomotive Depot. The following year, V/Line underwent a division into V/Line Passenger and V/Line Freight; responsibility for the entire X class fleet was transferred to the freight segment.

V/Line Freight, Freight Victoria, and Freight Australia

From 1995 until May 1999, V/Line Freight managed operations efficiently until its acquisition by the private company Freight Victoria. At that time, only locomotives 33, 34, 36, 38, 43, 45, and 49 had been repainted in the V/Line Freight colors—a slight variation of the original scheme—while X47 became the first to don Freight Victoria’s green and yellow livery. Within twelve months, the company rebranded as Freight Australia, updating locomotive logos accordingly.

In 1998, X35 was bought by the Seymour Railway Heritage Centre for preservation purposes but was subsequently returned to Freight Australia for refurbishment as XR551. The agreement included a clause that upon withdrawal of X31 from service, it would be preserved at Seymour.

Between 1997 and 1999, locomotives X47 and X49 underwent modifications to their short-end hoods to support driver-only operation, incorporating larger windscreen windows.

From 2001 through 2005, six locomotives were rebuilt by Freight Australia—and later Pacific National—featuring overhauled engines sourced from G class units, expanded radiator assemblies, and redesigned cabs. These upgraded units were reclassified as the XR class.

Pacific National ownership

In 2004, Pacific National acquired Freight Australia, including nearly all of the X class locomotives; two exceptions were transferred to CRT Group. In May 2018, X53 was dismantled following a dynamic brake fire incident on an Aurizon Intermodal train in 2016.

X36 was initially slated for conversion into XR556; however, this plan was abandoned when it became evident that rebuilding costs matched those of purchasing new locomotives—similar to prior experiences with A class rebuilds. As a result, many first- and second-series X class units experienced reduced utilization and were stored at Dynon.

By mid-2008, several third-series engines were relocated to New South Wales to support grain transport. Based at Parkes, X36 served as a trailing locomotive on Manildra Group grain shuttle services to Manildra Mill, frequently operating alongside 48 Class units. It was scrapped in May 2015.

X31 was retired from revenue service in 2009 and moved to the Seymour Railway Heritage Centre in January 2010. Since then, it has been restored and leased to Pacific National competitors such as El Zorro and Qube, where it has hauled both touristic and freight trains across New South Wales and Victoria.

In 2015, locomotives X45, X46, and X52 were sold to Ettamogah Rail Hub; meanwhile, X47 and X51 were acquired by SCT Logistics.

X54 entered the possession of East Coast Heritage Rail in May 2021 and was repainted in 2024 with the VicRail "teacup" orange and silver livery—a color scheme never originally applied to any X class or other Victorian Railways hooded units. Alongside B72 at Steamrail Victoria, it remains among the few preserved locomotives showcasing this unique paint design.

Status Overview

Legend:	Currently Active	In Storage	Preserved	Modified	Undergoing Overhaul	Decommissioned

Initial Batch

Unit	Service Entry Date	Present Condition	Paint Scheme	Ownership	Remarks
X31	15 August 1966	Preserved and operational	VR Blue & Gold	VicTrack Heritage	Assigned to SRHC
X32	8 September 1966	Converted to XR555	FA Green & Yellow	Pacific National
X33	24 September 1966	Transformed into XR553	FA Green & Yellow	Pacific National
X34	5 October 1966	Upgraded to XR554	FA Green & Yellow	Pacific National
X35	4 November 1966	Rebuilt as XR551	FA Green & Yellow	Pacific National
X36	15 November 1966	Decommissioned - 22 May 2015	FA Green and Yellow		Dismantled at Werris Creek

Second Batch

Unit	Service Entry Date	Present Condition	Paint Scheme	Ownership	Remarks
X37	9 April 1970	Currently under overhaul	FA Green & Yellow with PN logos	Watco Australia
X38	8 May 1970	Converted to XR550	FA Green & Yellow	Pacific National
X39	28 May 1970	Decommissioned - 11 May 2019	FA Green & Yellow		Scrapped at South Dynon
X40	26 June 1970	Rebuilt as XR552	FA Green & Yellow	Pacific National
X41	9 July 1970	Decommissioned - 4 May 2019	PN Blue and Yellow		Scrapped at South Dynon
X42	7 August 1970	Decommissioned - 4 May 2019
X43	20 August 1970	Decommissioned - 10 June 2019	FA Green & Yellow		Scrapped at South Dynon
X44	11 September 1970	Decommissioned - 10 June 2019	FA Green & Yellow		Scrapped at South Dynon

Third Batch

Unit	Entry into Service	Designation	Retirement Date	Paint Scheme	Current Status	Ownership
X45	11 November 1975	'Edgar H Brownbill'		FA Green & Yellow	Stored at Werris Creek	Pacific National
X46	4 December 1975		FA Green & Yellow with PN Logos	Stored at Werris Creek	Pacific National
X47	24 December 1975		SCT Red, White & Black	Active service	SCT Logistics	Used exclusively for shunting operations
X48	24 January 1976		Pacific National Blue & yellow	Operational	Pacific National
X49	18 February 1976		FA Green & Yellow with PN Logos	Stored at Lithgow	Pacific National
X50	12 March 1976		Pacific National Blue & yellow	In operation	Pacific National
X51	1 April 1976		SCT Red, White & Black	Active service	SCT Logistics	Shunting duties only
X52	22 April 1976		FA Green & Yellow with PN Logos	Stored at Werris Creek	Pacific National
"X53"	"19 May 1976"	"May 2019"	"QRN - Maroon, Yellow & Black"	"Scrapped - May 2019"	"CFCL Australia"	"Dismantled at Islington Workshops, SA"
"X54"	"10 June 1976"	" "	"VR Orange & Silver ("Teacup")"	"Preserved and operational"	"East Coast Heritage Rail"	" "

External links

Railpage - Transfer of Locomotive X37 to Seymour Railway Heritage Centre for Conservation