The Tasman Limited was a passenger train operated by Tasmanian Government Railways (TGR) on the Main and Western lines between Hobart, Launceston and Wynyard from April 1954 to July 1978.
The service has the distinction of being the last regularly scheduled passenger train in Tasmania. Stokes, H.J.W. (1978) The Rise and Fall of the Tasman Limited, ARHS Bulletin, vol XXIX, number 493 November 1978, pp.237 - 244.
Commencement of service
With the introduction of the X Class diesel locomotives in 1950, Tasmania became the first state in Australia to operate diesel locomotives on a mainline rail network. Their delivery heralded the modernisation of the system by the Tasmanian Transport Commission, operator of the TGR. Other initiatives were the introduction of diesel-mechanical shunting locomotives (from 1948) and the redevelopment of Hobart's railway station in 1953. The decision of the TGR to introduce a new intrastate passenger service however, was courageous. The Philips Report of 1953 had recommended the withdrawal of all country passenger services due to steadily decreasing patronage as more people turned to the private motor car as their primary means of travel.
In 1949 and 1950, the TGR took delivery of six 153hp articulated DP class railcars built by Commonwealth Engineering in Clyde, New South Wales. With seating for 58 passengers, they were initially rostered on the Hobart - Launceston Evening Service. In September 1950, they were used on a new limited-stops morning service between the two cities, working in pairs (DP + DP). Three railcars (DP27, DP28, DP29) were upgraded with carpeting, curtains and hot meal facilities.
The journey was extended through to the North West Coast in April 1953 when the Evening Service was converted to a locomotive-hauled train, thus making all articulated railcars available for the morning service. It operated three days per week (South-bound: Monday, Wednesday, Friday; and Northbound: Tuesday, Thursday, Saturday). On 5 April 1954, the TGR decided to maximise the train’s popularity by giving it a name (Tasman Limited) and promotion of the service was increased. The TGR described the train as “cheapest & best in travel comfort.”
Destination name boards
The railcars carried a destination name-board on their front sides, depending on the direction of travel: Hobart to Launceston was The Tamar Launceston to Wynyard was Table Cape Wynyard to Launceston was The Launcestonian Launceston to Hobart was The Derwent
Timetable
The north-bound Tasman Limited ('Tamar': Tuesday, Thursday, Saturday) departed Hobart at 08:36, and arrived in Launceston at 13:08, stopping for passengers only at Derwent Park Junction and Western Junction. The east-bound train ('Launcestonian': Monday, Wednesday, Friday) departed Wynyard at 08:30 and arrived in Launceston at 13:19. The south-bound service ('The Derwent': Monday, Wednesday, Friday) departed Launceston at 12:30 and arrived in the capital at 17:03. The west-bound service ('Table Cape': Tuesday, Thursday, Saturday) departed Launceston at 12:22 and terminated at Wynyard at 17:10. Both trains on each day crossed at Western Junction, and passengers could change trains for their journey towards either Wynyard or Hobart. A meal service and light refreshments were available only on the Main Line leg between Hobart and Launceston.
On 6 December 1954, the TGR expanded the frequency to a daily service (Monday to Saturday), except Sunday. The route operation was changed slightly and 'The Tamar' section was dropped. Hobart to Wynyard became one long section named 'Table Cape', whilst the 'Launcestonian' and 'The Derwent' sections remained unchanged. The train crossing point at Western Junction remained in place.
Conversion to locomotive-hauled train With patronage increasing, the TGR decided to upgrade the service to a locomotive-hauled train. Two unique articulated carriages were built at the Launceston Railway Workshops. With seating for 76 passengers, they featured large panoramic windows, a central buffet/kitchen and luxurious passenger fittings such as fully-upholstered seating with head and foot rests (including ‘antimacassars’), fluorescent lighting, curtains, and pressure ventilation/heating. Fold-out dinner trays slotted into the sides of each seat. They had a toilet and small guard’s compartment at each end. Each pair of seats could be rotated to face the direction of travel. The new cars were classed 'ACS' ('Articulated Country Saloon'). Their low profile appearance was modelled on a prototype carriage constructed in 1954 (ABL1), which was sold to the Emu Bay Railway (EBR). The EEP ‘express freight’ bogie vans were also built to the same streamlined body design.STYLE IN NEW RAIL CARS The Mercury, Tasmania, Australia. 13 December 1955 p5.
The timetable was kept the same as the previous railcar service but there was a further slight change in routing. The train now bypassed Launceston all together. The north-bound train ran direct from Hobart to Wynyard ('Table Cape') whilst the south-bound train ran direct from Wynyard to Hobart ('Launcestonian' to Western Junction, then 'Derwent' to Hobart). At Western Junction a connecting service was provided for passengers travelling to and from Launceston.
On 15 December 1955, the new train entered service. It was hauled by X Class 660hp diesel-electric locomotives, and a headboard with ‘The Tasman Limited’ painted on it was attached to the front of the locomotive for easy identification from a distance.
Livery The ACS cars were painted in a bright livery which was commonly referred to as 'blood and custard'; deep red on the lower body half and cream on the top body half. This colour scheme was soon adopted as the standard livery for all TGR passenger rolling stock. When introduced, the X Class diesel locomotives were painted in a dark green but by 1955 the fleet had been repainted to red with a cream stripe that ended in a chevron at each end. In 1971 a new locomotive livery was introduced, which was all-over yellow with black tiger stripes at both ends.
Feeder service
Both trains were timetabled to meet at Western Junction and a feeder service was provided to and from Launceston. This connector train was operated by the same DP Class railcars as before (Nos. 25-30), but would also be frequently operated by a locomotive-hauled train, depending on what rolling stock was available. Typically an X Class diesel locomotive with Clyde Engineering-built cars (BBL, AAR), or a Sentinel Cammell former steam-powered railcar converted to composite carriage (SP Class), would be used. On mail days an EEP van would be transferred from the Tasman Limited trains to the feeder service, for delivery into Launceston.
In 1971, in an attempt to lift the standard of the feeder service to that of the main service, the run between Launceston and Western Junction was upgraded to provide a tea and coffee service complete with its own onboard hostess. A typist was sent from the TGR office pool for the short return journey, then returned to her main work back in Launceston. Carriages AAR4, BBL10, BBL11 were renovated especially for the revamped service.
In 1973 and again in 1974, steam locomotive H2 was occasionally rostered on the Feeder Service. For a period between 1976 and 1977, the Feeder Service was replaced by a bus whilst the railway formation between Western Junction and Relbia was upgraded.
Additional rolling stock In 1955, three of the EEP Class 'express freight' vans were converted to brake vans for use on the Tasman Limited and reclassified as 'DZ' Class. The typical Tasman Limited passenger set makeup was: ACS + DZ, in each direction. In October 1956 a third ACS car (ACS3) was constructed and in December 1958 a fourth ACS car (ACS4) entered service. This increased capacity and enabled it each train to utilise two ACS cars in its consist on a regular basis. Its extended length required the use of two X Class diesel locomotives but on some occasions a more powerful 825hp Y Class diesel locomotive was used as an alternative.Cooper, Adrian (1999) The Post-war Rehabilitation of the TGR 1946 to the 1950s ARHS (Tas Div) Tasmanian Rail News. Issue 206. August 1999.
By 1958, two additional freight vans were converted to 'DA' Class, which featured accommodation for 16 passengers at one end, guard's compartment and parcels/luggage storage. The typical passenger set now consisted of: ACS + ACS + DA + DZ. In addition to the ACS cars, older Clyde Engineering-built cars were pressed into service when passenger demand required. These included the AAR and BBL Class cars, and the more modern SS Class and SSS Class ('Suburban Saloon') carriages were also used from time to time. A spare SS Class carriage was often kept on standby in a siding at Devonport for when bookings were high.
Buffet service The Tasman Limited was staffed by a crew of hostesses who prepared meals and served refreshments to passengers. Hot meals were served in winter and cold meals served during the warmer months. Beer, soft drinks and ice creams were also available. Scones with jam and cream were served for morning tea. The hostesses attended to passenger needs and managed the train manifest. They offered passengers cushions for increased comfort and attended to babies’ needs by warming milk bottles. They collected requests for connecting taxis which were passed on to station staff and phoned through to the larger stations. They ensured passengers alighted and boarded the correct train when changing at Western Junction. At Hobart and Wynyard, hostesses stocked the buffets, and walked through the train swivelling the seats to face the correct direction. Regular passengers got to know the hostess staff personally.Stokes, H.J.W. (1990) Passenger Cars of the Tasmanian Government Railways, ARHS Bulletin, vol XVI, number 629 March 1990, pp.58-68.
The friendly hospitality and relaxed onboard atmosphere helped to underpin the train’s reputation. The Tasman Limited became an institution with a generation of Tasmanians, particularly those who lived in remote and regional areas who heavily relied on the service. The train was the pride of the TGR and it ensured the carriages’ external appearance was kept in excellent condition. It was given priority where possible when crossing with other trains on the network. Railway staff were often issued general notices reminding them of the importance of keeping the Tasman Limited on time and in top condition.
The Tasman Limited’s name evoked strong imagery of luxury and service, as well as an emotional connection with people who either rode on it or who were rostered to work on it. Locomotive crew who drove the Tasman Limited (driver and fireman) or who were guards were senior crew who had earned their position to work the ‘Tasman’. They were held in high esteem by their colleagues.
In later years, there was an experiment playing specially-recorded music from the Tasmanian Symphony Orchestra over the carriage public-address system.
Cartage of mail