Freight & passenger cars Goods wagons
The above photo shows a number of the early FCCC four-wheeled wagons, still lying derelict at Río Gallegos on the RFIRT in 1996. It will be noted that these ones are side door hoppers rather ordinary five plank open wagons. Whilst they are in an advanced state of disrepair the wooden frames can be distinguished, and also the slightly higher vertical members at the ends allowing for the curved top to the planking which shows up in older photos. The earliest figures for rolling stock suggest that in 1896 there were 6 coaches (totalling 199 seats), 2 furgons, 10 plataforma wagons, 14 boxcars ('cubiertos'), and 29 high-sided 'cajones'. ,On the lease of the line to the government in 1922 an inventory was taken (1). This reports that the railway possessed:
The low-sided bogie wagon illustrated below with a load of hay or straw is one of the ten-tonners listed above. These were built by Ashbury's in 1888.
On the other hand, the flatcars loaded with wool bales below, appear to be a good deal larger. These may well have been twenty-tonners from the list above. This photo illustrates a train of wool bales from a Señor Digiorgio's estancia on their way to be shipped north in 1917.
The most comprehensive stocklist comes from the 1940 working timetable. This lists a number of metre gauge vehicles despite them being in store by then, including twenty-five platform wagons built by Metropolitan Amalgamated Railway Carriage & Wagon Co. in 1904. Sylvester Damus suggests that these may have been purchased second-hand from the state railways. The book 'Metro-Cammell - 150 Years of Craftsmanship' (2) confirms that the FCCC was one of the customers of the Metropolitan ARCW, which was a constituent of Met-Cam existing from 1903 to 1918, however, this may be on account of the passenger vehicles listed further down the page. A photo from the 1920s. Whilst the train approaching from the right is on the new 75cm. gauge, the boxcars to the left are on the metre gauge. These appear to be relatively modern vans with pressed steel sides. They are probably of the 1908 G. R. Turner series, nos. 30-9.
A postcard of the new 1909 Puerto Madryn station is interesting as it shows several different vehicles (3). The nearer plataforma is 108, built 1908 by G. R. Turner and Co. The next plataforma is 112, built 1911 by Stableford and Co. The nearer coach is second class no. 4, built 1886 by Brown Marshalls. (identifiable as it was the only non-clerestory coach with only two compartments and therefore two lamp tops.) The further coach is more difficult. I have still not managed to identify the FCCC's clerestory coaches fully. They bought a couple second hand from the Central Norte which complicates the issue.
Stock list 1934-40
Passenger cars The first photo shows one of the short coaches with end balconies and shallow curved roofs. There were two of these for 1st class passengers (Nos. 2 & 3) and the one shown here for 2nd class passengers (No. 4), divided into two compartments each with an oil lamp in the roof.
The second picture shows a similar coach, though with three lamps and with a different window and ventilator pattern. This is one of the two first-class cars with three compartments. There is also one of a pair of four-wheeled 'furgons' or brake-vans, with a 'bird-cage' roof.
At the opening there was also a clerestory-roofed 1st class saloon (probably car no. 1). This is probably one of the vehicles in the third photo below. This picture was enlarged from a postcard, kindly provided by Christopher Walker from his collection. The photo shows another clerestory coach (almost certainly a later arrival and possibly second-hand - No. 191 from the FC Central Norte?) and a birdcage brakevan as mentioned above. The latter is probably 'furgon' (brake van) No. 1 or 2 from Ashbury's, listed in the tables below.
At the opening of the Gaiman - Dolavon section in 1915, one 1st class vehicle is supposed to have jammed in Gaiman Tunnel. The score marks in the brickwork were pointed out to me in 1975! Mr. S. Jones stated that two 1st class saloons were purchased from the FC Central (Norte?) as a result of this, and that the original vehicle was restricted to use below Gaiman. However this story is not compatible with the picture below having been taken on the opening day as is commonly believed. The carriage below has a relatively flat roof end, similar to the smaller one of the two above. If that is so, then it would not have been that vehicle which stuck in Gaiman tunnel. It is more likely that the larger of the two shown above was the original (No. 1), and the smaller (shown also below), will have been one of the two FC Central Norte vehicles (Nos 191 and 394) purchased later. The last photo is supposed to have been taken on the opening day, and shows the one clerestory-roofed coach that had arrived at that point. If so this is probably coach no. 1, that being a good deal heavier than the other original coaches. However it has flat ends to the roof line, not like the large coach pictured above.
The 1922 inventory (2) lists 2 first class coaches, 2 second class coaches and 2 mixed (composite) coaches. Back in 1895 there had been a similar number in total but one of the second class coaches appears to have started life as a 'salon'. Passenger stock list 1940, including 'furgon' brake vans.
It seems logical that vehicles numbered 1-4 were the first passenger cars on the line. Nos 2, 3 & 4 (the 5.5 tonners in the table above) were probably those with low almost flat roofs, as seen in the top photos above. The following picture, from Rawson Museum, shows the provincial governor arriving at Rawson by train. This dates the picture after the 1924 opening of the branch. The two coaches visible are both original metre gauge cars from 1886, converted to to 75cm gauge as suggested in the table above. The left hand one is clearly car no. 3 and is a first class carriage. The other has the two air vents identifying it as 2nd class car no. 4. This is not the only photo showing ex metre gauge cars on the Rawson branch, but whether they were specifically allocated to Rawson trains is not known.
Couplings
After 1924 there must have been less and less use made of the metre gauge stock until by 1931 the metre gauge ceased altogether. As the tables show a few vehicles were converted to the new gauge and others were put into store. Some vehicles, however, must have been scrapped. References: 25-5-08 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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