HSA / HWA Wagons

 Between 1965 and 1981, 550 general traffic open goods/freight wagons entered service on the QR Network. The wagons were much the same size as the previous HJS wagons that entered service in the early 1950’s. The wagons entered service manufactured over five separate contracts with modifications being made to four of five contracts. The years that followed also saw various modification and changes in the classification.     

The wagons were a steel construction, the underframe was 32’ (9 750 mm) long, and 7’ 6” (2286 mm) wide. The outside frame of the wagon was 32’ 4¾” (9 875 mm) and 8’ 6¼’ (2 598 mm) wide. For loading, the width of the wagon across the floor was 8’ (2 438 mm) between the doors, and 7’ 6¼” (2 292 mm) between the stanchions. The inside length was 31’ 11¾’ (9 748 mm). The average tare was 10 Ton 2 Cwt (11 t), carrying capacity 25 Ton 18 Cwt (26.5 t) with a Gross weight of 36 Ton (37.7 tonnes). Capacity 672 cubic feet (19 m3). When built in 1965, the unit length was 2, changing to 2.1 when metric measure was introduced in 1973.  Estimated height of centre of gravity of the tare mass is 25.6” above rail when fully loaded.  

All wagons were Express Freight rated for 50 mph/80 Kmph running and carried a red circle. On the job the wagons were referred to red spot H’s.

Contract # 1.  HSA Class # 33119 - 33268, built by Scott’s of Ipswich in 1965. Fitted with QR 20 cast steel bogies.  This contract differed from the following contracts. Painted black, Premium hook drawgear, later known at D2. Stamping on the doors and ends were donut shape that finish just short of the top and bottom sills.    

HSA 33122 painted freight grey.

Contract # 2.  HSAT Class # 34667 - 34799, built by Scott’s of Ipswich in 1971. Fitted with QR 20 A cast steel bogies. This contract the stamping in the door and ends was U channel shaped, the wagons were painted freight grey. Automatic and transition couplings were fitted to the wagon increasing the wagon tare. Drawgear classification was D1. 

Contract # 3.  HWA Class # 35820 - 35969, built by Scott’s of Ipswich in 1972. Fitted with QR 20 A cast steel bogies. The contact had the same outside features as the previous contact except the wagon had a wooden floor. Wooden floors have a few advantages over steel, it was easier to secure loads. Wooden chocks could be nailed to the floor to stop loads from moving in transit. This method was used with the wooden wagons. Steel floor wagons required a frame to be constructed between the load and the end of the wagon. Friction plays are part in securing freight, wooden floors provide greater friction to steel.  Plus, during wet weather, water flowed out between the floor boards, instead of pooling across the floor to flow out under the doors. Tarpaulins often had holes in them and during rain water could blow in onto the load where the two tarpaulins jointed to cover the load. There was less damage to freight with water running out through the floor boards.    

HWA 35936 Wacol. 

Note the logo on the centre door. I think this was mainly on wagons coming from the manufacture. 

HWA wooden floor. At the time the photo was taken, the wagon was being used for conveying concrete sleepers. 

Contract # 4.  HWA Class # 36726 - 36775, built by Scott’s of Ipswich in 1972. Fitted with QR 20 A cast steel bogies. The wagons were identical was the previous contract. 

HWA 36732 Coopers Plains. 

Contract # 5.  HWA Class # 41036 - 41135, built by Vickers Ruwolt (a division of Scott’s) of Ipswich in 1980/81. Fitted with QR 24 A, 20 A , 17 and 17A cast steel bogies. The wagons were identical was the previous contract except the wagon was fitted with internal retractable securing rings for attaching chain.

Securing rings can be seen hanging down below the doors. Wool Load.

The wagons were used on all lines across the network and could be found on most goods/mixed/express freights trains carrying all sorts of loads, many covered with tarpaulins in various outline.

 The wagons were fitted with a “W” type freight brake equipment. 

It didn’t take long for other uses to be found for the class, many HSA wagons were used in Central Queensland Highlands grain traffic. Pipe supports for tarpaulin were added and the wagon were reclassified to HSAG. Custom made tarpaulins were used to protect the load.

 Around 1988 first contract HSA were fitted with auto couplings, then classed HSAT.

 Approximately 45 HSA were modified for magnetite traffic and classified HSM and HSAM in 1990 replacing HJS wagons used in this traffic. 

Early 1990’s the buffer were removed, all wagons were classified HSA.

Like the HJS wagons, workshops manufactured replacement doors when the original ones became damaged. Check photos as there were was a couple different types. Not uncommon to find a wagons with various door types as time went on.  

 Three HWA wagons became part of the weighbridge test in 1991, MHWA classification.

Mid 1990’s some wagon were modified for track maintenance work and to carry concrete sleepers HSAC / HWAC.   

Around the same time, the class was given Business Group Identification.  

HSAB / HWAB (Business Service. T.L.M)

HSAF / HWAF (Freight)

HSAI / HWAI (Freight Infrastructure)

HSAH (Heritage for coal, some of these wagon carried a red diamond and at times were part of country heritage excursions). 

HSAM / HWAM (Coal Infrastructure).

HSAG Primary Industries.

HWAO (Freight Operations tutor train).

HWAC / HSAC (Freight Operations).

HSAN (Citytrain Infrastructure)

HWAW (Workshops)

ITS timber sleepers. (Freight Infrastructure)

Wagon that have not been re-stencilled remain for Express Freight and Q-Link traffic only. 

HSAH

HWAI (note; replacement door stop unpainted)

HSAT 34753 with a mix of door types, replacement door stops. 

HWAC 36741 

This wagon was taken off a train due to flat springs (In other words the wagon over loaded).

I wonder who did that ??

Warwick. Oct 1996 with Workshop replacement ends.

 By 2010 less than 100 were left in service, most being used on the SEQ spoil trains in a poor condition. Around 2015 these wagons were replaced with containers on PCUY wagons bring the life of the class to an end.  

 Models on the Layout:- Being a 32’ wagon, they are a great size for most layout.

All wagons are mounted on Wuiske Models QR 20 bogies. After reading Joe Fegates book “Make it run like a Dream – Rollingstock” I have developed a standard for my rollingstock that suits my track. These days, all wheelsets are bench tested on the workshop test track. Wheelsets not meeting this standard are refined before going to the layout. Having a good wheel/track interface is important to having a trouble free operating layout. Having trouble free operations makes a layout so much more enjoyable. On the weighbridge, all wagons were weighted to 50 grams. Coupling are Kadee # 158, on the scratch build wagons the coupler box was built into the underframe during construction, another feature I have come up with to improve operations. 

Far North Hobbies Kit. Grain bins are scratch build.

Wuiske Models Kit. Bricks and pallets are scratch build. The securing web straps are plastic shopping bags painted yellow and cut into strips.

 The following wagons fitted with tarps were all scratch build, just a simple styrene box with below floor detail only. Tarps were made from used tea bags. 

The standard QR tarpaulins were made so one size fits all applications, for lower loads the sides could folded up to keep the tarps away from the running equipment on the wagon.   

Modelling the early 1970’s there was a mix of tarpaulins in use. The green canvas were being replaced by yellow PVC type. Late 1960’s there was a few trial orange PVC traps.

Vallejo acrylic # 70.915 Deep Yellow, and # 70.922 Uniform Green was used to paint the tarps. 

Each wagon could be made different by altering the colour of the tarps by added a drop or two white paint to the base colour being used to produces various shades of fading.  

Wagons fitted with tarps in this manner could be conveying general freight, grain and other products.

Where loads were below the sides, portable tarpaulins supports (one each end) was used to make a water shed. Otherwise in wet weather water would pool in the tarps between the sides and at some stage, water would enter the covered area damaging the freight.  

The HSAG used in the Central Queensland grain traffic had pipe tarp support fitted and a custom one piece tarp manufacture to suit the wagons much the same as the WH and WHE wagons. Due to the smaller size tarps, door ribs were added. 

The tarpaulins signage is homemade decals made up using “Word”. Thanks Ken E-W.   

Another plus for modelling the early 1970’s, is that both black and freight grey coloured wagons were running on the network for a few years. 

Now the wagons have decals added, it’s just finding time to lightly weather them next time the air brush is out. Talking of weathering, if you model a later era around 2000, boy, I think you could have lots of fun with a few different shades of rust.

All the covered wagons can be found at work on my Central Queensland Grain Train, check out my YouTube channel 

Trust you find the information helpful and assists in making a prototypical railway. 

Happy modelling.                                

Arthur H. 

SM & M Car Wagons

 SM wagons were converted from S wagons in 1963 to carry cars and other wheeled vehicles. 

This was around the same time as many branch lines were closing. A number of S wagons were also converted to SP and SS class wagons.    

Prior to 1963, wheeled vehicles/cars etc. were conveyed mostly in open wagons from the “H” & “F” family of wagons. The wagon was placed beside a high level bank, most stations had a bank somewhere in the yard. The doors were dropped onto the bank, generally this was done with the assistance of a # 10 boot from inside to get the door off the stanchion pin. The door made a ramp to drive the vehicle into the wagon. To get the second car into an “H” wagon, one needed to be good at reverse parking. There was a number of four wheeled open wagons specially modified for end loading of vehicles. FM (15’), FJM (17’ 6”), and FGM (20’) had ends that could be folded down over the buffer to provide access for an end ramp. To secure the vehicle from movement during travel an old sleeper was place in front of the front wheel and a second sleeper was placed at the rear of the rear wheel. For wooden floor wagons the sleeper was nailed to the floor, sometime a pine chock was nail in front of the sleeper to stop it from moving.  For steel floored wagons (FJS/HJS) the sleeper was braced to the end of the wagon. Two extra sleepers were placed into the wagon, one hard up at each end of the wagon, sawn mill offcuts were nailed to the sleeper under the car wheel and the sleeper at the end of the wagon. This stopped the sleepers from moving and prevented the vehicle hitting the end of the wagon during travel. Having said that, a large number of vehicles coming from the bush arrived in Brisbane without being secured. Most times the vehicle was damaged from coming in contact with the end of the wagon during shunting. During this era, all shunting was done by kicking wagons and let them go, generally they stopped when running into another wagon or the stop blocks.

This new type motor vehicle wagon brings another class of platform wagons onto the QR network. In 1963, fifty 30 foot “S” wagons were converted to carry motor cars, they were classified “SM” wagons. The wagon had four securing bars that could move along the wagon across the floor, plus each bar had two brackets (one for each side) that could move across the bar. Bar and brackets were secured with bolts and nuts, loosen off the nut and the bar/bracket was free to move to any locations. The bars were placed under the wheels (one each end) and the brackets slid into beside the wheels. Tighten up the nut and the job is finished, no need to cart old sleepers to the wagon. To get the cars on and off the wagon, six portable ramp were provide, brackets on each side at the end of the wagon carried two ramps down beside the bogies. The ramps could be used for both side and end loading.  It didn’t take to long before wagons were arriving without ramps, stations loading cars didn’t return the ramps to the wagons after loading. Or maybe they were just collected their own supply of ramps. After time the brackets were removed from the wagons, they would have been a pain in the butt for Train Examiner’s testing trains and changing brake blocks. 

It was long before the medium size car got bigger, the 30’ wagon were to short for two cars resulting in a number of 32’ “H” wagons being converted, these were classed as “SML” wagons. Likewise a number of 26’ wagons were converted and classed “SMS” wagons. Weekly Notice 34/75 (21.08.75) advised that motor car carrying wagon class SMW had entered service which was 12 192 (40’) over headstocks on the 30^th July 1975. Wagon diagram 197 showed the number as 39010 and was carriage 960 underframe. The bogies had 8 x 4 journals, 1524 wheel centres and 851 mm wheels.  

Weekly Notice 39/75 (25.09.75) advised entry into traffic of SMC wagons for motor cars which are 7315 (22’) over headstocks. Numbers 39011, 39012, 39013. Later 39075 was added. These wagons were cut down “Dinky Vans”. The W/N indicated the wagons were fitted with 7 x 3 bar frame bodies with 660 mm wheels. These wagons only had 2 securing bars. I’m aware of one keeping it original bogies. 

                          Larger, heavier tractors had chains as well for extra securing

Prior to 1969, the wagons were painted black with white lettering. After 1969 the wagons were painted grey with black lettering. 

In 1978 motor vehicles wagons were reclassified. W/N 48/78 (07.12.78) stated:-

The attention of all concerned is drawn to a new system of classification of motor vehicle carrying wagons. The new classification are being introduced to simplify identification of the wagons in accordance with their length. The following classes apply:-

Class MS – Wagons up to 9.5 metres over headstock.

Class M – Wagons exceeding 9.5 metres but less than 12 metres.

Class ML – Wagons exceeding 12 metres.

To comply with the new system, the following wagons will be re-classified.

“SMC” and “SMS” to “MS”, “SML” to “M”, “SMW” to “ML”. (Going on that. “SM” (30’ or 9.144) wagons became “MS” wagons)

Wagon Diagrams P 358, P 359 and P360 were issued. 

Conversion continued, in 1978, M 40211 entered service being converted from a CMIS 30912, 9755mm long by 2440 mm wide, Plan P359A shows the wagon was fitted with C.L.T.B. bogies (MTW style), 1525 wheel centres, 8 x 4 journals with 660 dia. wheels.

Plan 360 A shows 1978 M 40212 converted from carriage 949 underframe, 15 240 long by 2590 wide. Bogies were pressed steel 1750 wheel centres, 8 x 4 journals with 915 dia. wheels. I guess there may have been many more, finally in 1984 QR caught up with their southern mates with the introduction of the “Six Pack” double deck DDM 43579 wagon. 

The “M” wagons lasted until the disposal of wooden wagons in the later 80’s. HO/HOF wagons with damaged side/ends were cut down to platform wagons. Securing bars were added much the same as the “M” wagons and classed PHO wagons. These wagons could carry much heavier loads (42 t) and could run on express freight service, more with the requirement of the day as most trains were Express Freight trains. Later, PHO were reclassified to PHOA and PHOB to identify ownership.   

A number of MTW were also converted to carry vehicles 

MTSF Bundaberg

Operations:-Once again I will go back “Mayne Yard Orders” for Tuesday 13^th of March 1984 to give some idea on the movement of these wagons.

7483 Tues. Nambour 1 M (must be M)

7491 Tues. Pomona 1 MS.

7495 Wed. Caboolture 1 M.

7F02 Wed. Rocklea 1 M (must be M). G.M.H. (Acacia Ridge) All “M” class after orders.

7506 Wed. Wacol MS.

7105 Wed. Strathpine 1 M. 

These wagons were also used for other traffic, loading of machinery, plant, tractor, rain water tanks etc.  They were used a runners/cover wagons for long loads as well. 

SM, M and other flat top platform wagon were used as runner/cover for long loads that extended beyond the loading wagon. 

Here we have 80’ piles loaded at Traveston for Melbourne. A PHO and a M wagon has been used as cover/runner and will travel with the QFC to Clapham.  

Conveying vehicles was big business for QR during the 60’ and the 70’s. Monday to Friday there was the GMH shunt to Acacia Ridge. A Night Office (6^th class ASM) would travel on the shunt from Rocklea to work the cabin. The train would stop short of Boundary Road, the Night Officer would walk to the cabin and cut the cabin in and admit the train to the yard. Much the same in the reverse when the train left the yard. The narrow gauge section of the yard consisted of a loop and a dead end siding into GMH. The standard gauge section of the yard was not much different. The loaded wagons were pulled out and a reset of empty wagons were pushed up into the loading ramp for next day’s loading. 

From the orders list about you can see other stations loaded vehicles. Rocklea loaded tractors, cars, trucks and machinery for three government departments, (Rural Fires, Forestry, Irrigation and Water Supply), Kubota Tractor, caravans from two companies on Ipswich Road and trailers.    

Westgate:-Over the years I have built a number of these wagons. All were built from Evergreen styrene sheet and strip. All are fitted with Caintode Flats bogies, some have the 4’ bar frame, others have the 5’ bar frame bogie. Most have 2’ 2” wheels. Archer rivet decals were used for the solebar detail. I only have one packet of double row for tankers. I was able to cut down the centre of the row and then cut off a pair for adding the wagon. Maybe a bit small, but very easy to do and effective. The wagons were painted black, to try something new I used “Tru –Color” weathered black (Austral Modelcraft) thinned with acetone.  

 Loads:-

Wagon 1.  SML is loaded with 2 Holdens, they are Road Ragers Cooee Classic EH Panel Van and EJ Ute. Not that much different between the two cars to hold my era, the EJ was loaded as the second vehicle to hide the front of the grill ?? The wagon has the ramps in the brackets. The vehicles are secured to the wagon using the securing bars fitted to the wagon.  

                   As more vehicles were added to the range, more wagons were built. 

Wagon 2. SML is loaded with 2 Land Rovers, these were “Herpa” desert units which were repainted grey to give that Aussie look. Maybe a little later in era. The vehicles are secured to the wagon using the securing bars fitted to the wagon.

Wagon 3. SM with caravan load. When I worked at Rocklea, loading caravan occurred just about every day, there were two caravan sale yards on Ipswich Road. A lot of their sales were to country areas and the vans were railed west and north. The van is a “Viking” model some years old which was repainted to reflect the 60/70’s era. Securing bars are used each side of the tandem wheels like a car, the other two bars hold a sleeper on its side to support the tow bar with some additional sawn mill off cuts for packing. The tow bar is chained to the securing bars, scale chain was used. The rear end of the van was secured with galvanised round wire (good old # 8 has another use), cotton for the ECO’s sewing cabinet was used. (Bugger, it still sitting on the bench, I better return it before to long).    

Caravans with A/C unit or a little higher than standard were loaded with their wheels removed. The axles would sit on sleepers and chained to the wagon. At times these vans were also loaded onto well wagons. The PJW was often used for this traffic.  

Wagon 4. SML is loaded with 2 small caravans, I think they are “Viking”, been in the box for a long time, like about were repainted and loaded in the same manner. 

Wagon 5. SM wagon with grain auger. The auger was scratch built with Evergreen styrene and brass round wire. 

Materials used for building the auger are as follows.

Auger:-  Evergreen ” Tube x 80mm long.End shoot and electric motor :-    Evergreen 3/32”  Tube. Drive shaft:- Evergreen .040 Rod.

Drive shaft supports:- .Evergreen 030 Rod. Top Driver cover:- .040 Styrene sheet form into teardrop.

Frame:- Formed from .020 brass rod and soldered.

Electrical Box:- Evergreen .125 x .125 moulted on piece of .020 styrene sheet which sat on the wheel axles and frame, also gave a mounting place for the lifting ram.  

Lifting ram:- 1mm K&S brass with .020 rod inserted for piston.

Wheels/Axle:- Ripped of a car from the Corn Flake packet.  Wheels off any vehicle would be OK. (Cheap cars from a Buy & Sell etc.).

Hopper:- .015  styrene sheet, a few balls of lead shot was added to keep the thing upright if required for yard operation. 

Paint to colour of choice, I have Blue, Red, Green & Yellow.  (Different manufactures ???)  

This load may look to be to high and be “Out of Gauge”. Most rail networks have various gauges which allow trains to operate without running into trouble, Structure, Rollingstock and Loading gauges.  The 1962 General Appendix shows the loading gauge upper limit at 12’ 6” (from rail level) provided the load is within 10” of the track centres. At sounds great, but when out in the sticks and going to pick up this load, you don’t have a tape in our back pocket. If you pick up the wagon and the next bridge remodels/shapes the auger, it’s done come Monday. Out in the field, high/wide loads were sized up with other rollingstock. Most DEL cabs were 12’ 6” high, some a just a little higher. Most were also on the limit for width at around 9’. QLX/ALY’s were just over 12’ high and were on the limit over the door runner at 9’ 4”.  If you considered the load to be to high, leave it behind and report the matter to the Station Master or Train Controller.   

 Operations:-

I was always thinking about what load I can put on this wagon. Yes, loads give your railway a reason to be there moving goods/freight. But, do all wagons have a load, and the short answer is No. In a number of my blogs I been referring to “Wagon Orders”, empty wagons being supplied to stations to convey customer’s goods/freight. A wagon loaded with a new car from a manufacture heading out west will not have a return load, thus the wagon is returned empty to the big smoke for its next load. When you look at the QR network, in the general goods/freight business, trains leave the capital or major coastal centre with most wagons loaded. There is very little business in these western centres that can offer a returned load for most of the wagons going west.

When it comes to operations on our layouts we look for wagons that you can’t tell if they are loaded or empty, box wagons, tankers, covered hoppers etc. Empty platform wagons can be used very well in operations, as above in supplying orders, being moved around the yard from siding to another and then returning empty to the big smoke. Having a few in selected locations as “hold back” wagons also makes the operator think about their moves. 

These wagons can be viewed on a train operating on the layout Flat Cars / Platform Wagons on Westgate - YouTube

Trust you found the information helpfully, enjoy your railway.

 Arthur H.