Below is a list of locomotives that are housed at the National Railway Museum.
Locomotive 304 and Locomotive 306
Locomotive 504 - Tom Barr Smith
Locomotive 523 - Essington Lewis
Locomotive W25 - H.F. (Gerry) Walsh
Boomerang Miniature Railway
10 inch gauge
Class operators: Boomerang Miniature Railway
Condition: Excellent
Entered service: 1935
Entered the museum: 1989
Ownership: National Railway Museum
This steam 254mm (10inch) gauge locomotive, was built for the Boomerang Miniature Railway (so named because it ran on an oval track and always came back) by Alfred Thomas Daniels over a period of seven years.
It first ran in 1935 hauling three carriages round a track laid in the playground adjacent to the Thebarton Oval. It was taken to the Wayville showgrounds in 1936 as part of the Centenary of South Australia Exhibition.
It last ran under steam during World War II at Attunga Hospital, Kensington Road, raising money for charity. The owner, Alfred, sold it to a showman after the war and he converted it to run with a petrol motor. It ran at various Adelaide beaches.
The museum received Boomerang in 1989 and it was restored by volunteers in 2004.
Broken Hill Associated Smelters
Narrow Gauge
Class operators: Broken Hill Associated Smelters
Condition: Excellent
Entered service: 1919
Entered the museum: 10.2.1966
Length (over coupling points): 21’ 0’’
Number in class: 3
Ownership: Port Dock Station Railway Trust
Provenance: Broken Hill Proprietary Ltd
Total Weight: 18
Tractive Effort: 6,800 lbs
Wheel Arrangement: 0-6-0
Withdrawn: November 1965
The establishment of silver-lead-zinc smelting facilities at Port Pirie in 1889 by the British Broken Hill Company commenced the flow through South Australia of ores from the fabulously rich Line of Lode of Broken Hill. It was intensified in 1892 when the Broken Hill Proprietary Company bought out the smelters and transferred its own smelting operations.
The Company owned just over two miles of sidings at Port Pirie, but shunting was carried out by South Australian Railways locomotives. When the smelters were taken over by Broken Hill Associated Smelters Ltd. in 1915 efforts were made to acquire their own locomotives but, because of the First World War, they were unable to do so until 1919. Andrew Barclay & Sons of Kilmarnock, Scotland, had a series of 3’ 6’’ gauge 0-6-0 tank locomotives which were purchased by Broken Hill Associated Smelters.
Carrying builder’s numbers 1543 to 1546 of 1918 they were named Pozieres, Polygon, Peronne and Passchendaele. Pozieres was slightly larger than the other three. Polygon was sold to New Guinea Copper Mines Ltd. in 1927, and was scrapped in 1961. Its place was taken in 1928 by a locomotive named Port Pirie which was similar in size to Pozieres. All but Polygon have survived for preservation.
Peronne was purchased from Broken Hill Associated Smelters in November 1965 by Mr. F. B. Andrews and presented to the Mile End Railway Museum. In 1984 a project to restore it to working order commenced, and was completed in 1988. Trials were successfully conducted over the Pichi Richi Railway at Quorn and, on its return to Adelaide, it was sent directly to the Museum. Here it figured in the official opening of the Museum, being driven on that occasion by Premier John Bannon. It has since been regularly steamed to haul passenger trains over a section of track especially laid for it.
Ruston Hornsby Diesel Locomotives No. 304 and 306
Waratah Gypsum Co
2 Foot Gauge
Class operators: Waratah Gypsum Co
Condition: Good
Entered service: 1937-49
Entered the museum: 25.11.1971
Ownership: Port Dock Station Railway Trust
Withdrawn: 1971
Nowadays it is largely forgotten that there used to exist, in South Australia, a number of small privately owned railways, built for particular purposes, usually but not always to provide access to deep sea ports. Equally, it is not always remembered that what are now small seaside towns were once flourishing ports in their own right. Usually such ports had their own large jetties, and nearly always such jetties had a railway line that ran their entire length.
Such a port was Marion Bay on the southern tip of Yorke Peninsula, while another, operated until quite recently, was Stenhouse Bay. Both existed mainly for the removal of gypsum, which was found locally in large quantities. The Hassell Marion Bay Gypsum Company used two tiny steam engines on its line to Marion Bay until 1921; while another line used horses to haul gypsum from Inneston to Stenhouse Bay until 1920.
In 1926 the Waratah Gypsum Company started business with a 2’ mile line from Marion Lake to Stenhouse Bay, and was unusual in that it operated all petrol/diesel engines, which it distinguished by letters rather than numbers. Thus, F and G were built by Vulcan Iron Works in the United States of America and were powered by a Deutz 50 horsepower engine, while H, another Vulcan product, had a Caterpillar diesel engine. J, K and M were built by Malcolm Moore of Melbourne and were based on Fordson tractors. After these, the Company decided that it would be more rational to use numbers instead of letters, and two engines were numbered 304 and 306. These two were both Ruston Hornsby engines, but different sizes. The older and smaller engine was originally known as Ruston, but the other engine was referred to directly by its number identification, 306.
To carry the gypsum the Company had a fleet of 32 bogie trucks, each weighing 4 tons and capable of carrying 8 tons of gypsum. The trains survived into the 1960s, when the task of transporting the gypsum was transferred to motor lorries. This little tramway operated on two foot gauge, and was one of several around the state. Unfortunately, none now survive.
These two locomotives are currently on loan to other organisations.
South Australian Railways
Narrow Gauge
Class operators: South Australian Railways
Condition: Excellent
Entered service: 1954
Entered the museum: 17.11.1970
Length (over coupling points): 87’ 5’’ (26.64 metres)
Class: 400
Class builders: Beyer-Peacock, Manchester; Societe Franco-belge de Materiel des Chemins-de-Fer, Raismes, France
Number in class: 10
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Tractive Effort: 43,520 lbs
Wheel Arrangement: 4-8-2+2-8-4
Withdrawn: 1970
Total Weight: 148.955 tons (148,955 tons)
After the Second World War there was a need for more and bigger motive power for the heavy ore trains between Broken Hill and Port Pirie. The Ts were doing a sterling job, but there was too much traffic for them to handle on their own. In 1951 an order was given to Beyer-Peacock of Manchester for 10 large articulated engines of the Beyer-Garratt 4-8-2+2-8-4 type. This order was subsequently sublet to their European associate, Societe Franco-Belge de Materiel des Chemins-de-Fer, of Raismes in France.
It took two years until the first of these engines arrived in South Australia, and so to fill the gap the South Australian Railways took over six of the Australian designed Australian Standard Garratts from the Western Australian Government Railways. Given South Australian numbers 300 to 305, they only lasted 18 months in service, before the arrival of the 400 class.
These arrived in 1953, and by 1955 had taken over most of the working of the Broken Hill line. Identical in main specifications to the world-famous 60th class of the East African Railways, the 400s were oil-burners, but with provision for the installation of a mechanical stoker if converted to burn coal. They were also designed to be easily converted for service on either the broad or standard gauge if required.
Less than 10 years after these engines were fully in service the diesel appeared on the scene and in 1963 they were all placed in storage at Peterborough. Here they were to remain until 1969 when a few of them were returned to service while the diesels were being converted ready for service on the new standard gauge line. Apart from trips to Terowie, it was only during this period when they were seen off the main Broken Hill line. During this time they worked on both Wilmington and Quorn lines.
Locomotive 409 was the second-last steam engine to have been placed in service on the South Australian Railways, the last being 406, which began work one week later. The boiler now in 409 was originally 408, having accomplished 20536 miles (33049 kilometres) before the change.
Locomotive 504 - Tom Barr Smith
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Class: 500
Class Builders: Sir W. G. Armstrong-Whitworth & Co., Newcastle-on-Tyne, England
Number in class: 10
Number series: 500-509
Designer: F. J. Shea
Entered service: 18th October 1926
Condemned: 9th July 1962
Entered the museum: 23rd July 1965
Length (over coupling points): 84’2’’ (25.603m)
Total weight: 222 tons 6 cwt (225,856 kilograms)
Tractive effort: 59,000lbs
Wheel arrangement: 4-8-4 (4-8-2 original)
Driving wheels diameter: 63'' (1600mm)
Maximum axle load: 22 tons 3 cwt (22,504 kilograms)
Boiler pressure: 200 lbs psi
Cylinders: 2x outside 26
Valve gear: Walschaert
Water capacity: 7000 gallons (31,822 litres)
Coal capacity: 11 tons (11,176 kilograms)
Grate area: 66.6 square feet (6.18 square metres)
Mileage: 855,029 miles (1,376,035 kilometres)
Maximum speed: 50 mph (80 km/h)
Built by: Sir W. G. Armstrong-Whitworth & Co., Newcastle-on-Tyne, England
From the mid-1880s, when the South Australian Railways Nairne Railway (later to become the first section of the Main South Line) began its push southward from Adelaide, the Mt. Lofty Ranges posed immediate problems for the construction and mechanical engineers of the day. The rails had to climb 1534 feet (468 metres) in 19.4 miles (31.2 kilometres) and pass through eight tunnels to reach the summit at Mt. Lofty. Therefore, locomotives of sufficient power to conquer the 1 in 45 grades had to be designed and built.
The four Baldwin-built locomotives ordered for this purpose were soon found to be unsuited, and the small K-class 0-6-4Ts, usually working in pairs, were forced to handle the traffic for a while. The first of the R-class arrived in 1886 and, later re-built to become the more powerful Rx-class, they worked all major south line trains until the 1920s. As traffic increased these engines had also to be worked in pairs with, sometimes, a third pushing in the rear. Around 1920 a half-hearted attempt was made at designing a more powerful locomotive, but it was left to the Webb administration to solve the problem.
W. A. (Bill) Webb had come from the Missouri-Kansas-Texas Railroad to rehabilitate an ailing SAR, and one of his first tasks was to upgrade its motive power. This job was given to his Chief Mechanical Engineer, Fred Shea, who set about designing three classes of very powerful locomotives, the likes of which had not before been seen in South Australia. They were the 500, 600 and 700 classes.
The 500-class 4-8-2 was a machine of magnificent size and power and was to immediately capture the imaginations of South Australians. At 225,304kg and exerting a tractive effort of 51,000 lbs, it was almost two-and-a-half times more powerful than the Rx-class. Whereas an Rx unaided could haul 190,000kg over Mt. Lofty, the 500s could lift 400,000kg - later increased to 450,000kg.
In a constant quest for more power it was decided to equip the 500s with boosters (small auxiliary steam engines). This necessitated the replacement of the two-wheel trailing truck with one of four wheels. The booster contributed an extra 8,000 lbs to the tractive effort and permitted an increase in the engine load over Mt. Lofty to 540,000kg. The 500s were now 4-8-4s and were reclassified 500B. No.504 was modified and reissued to traffic on 23rd August 1929.
During the 1930s the 500s underwent yet another change in appearance when they were semi-streamlined after the style of the Southern Pacific’s (USA) GS-2 class "Daylights", and with their silvered smokebox doors they soon became known as "Palefaces". They provided the head-end power for The Overland between Adelaide and Tailem Bend for 30 years. They were permitted a maximum load of 11 E-class Joint Stock cars, and the sight and sound of them blasting upgrade presented a truly magnificent spectacle. In addition, together with the 720B-class 2-8-4s, they hauled most south line freight trains with occasional turns on the Terowie and Port Pirie lines.
With the introduction of the 900-class diesel electrics in the early 1950s, the 500Bs began to relinquish their exalted status and by the early 1960s only Nos.500 and 504 remained available for traffic. Both were used for a time on ARHS excursions, but 504 was earmarked for preservation. It was written off and placed in the Mile End Railway Museum on 23 July 1965.
South Australian Railways
Standard Gauge
Diesel-Electric
Class operators: South Australian Railways; Australian National Railways
Condition: Excellent
Provenance: South Australian Railways
Ownership: Port Dock Station Railway Trust
Class Builders: S.A.R. Islington Workshops
Number in class: 33
Number series: 500 - 533
Entered service: 29th December 1966
Entered the museum: 2nd June 1992
Total Weight: 56 tons (56,000 kilograms)
Length (over coupling points): 41’ 4’’ (12.6 metres)
Engine type: EE 4SRKT
Horsepower: 500 hp
Gear Ratio: 72:15
Wheel Arrangement: Bo-Bo
Traction Motors: 4x
Fuel capacity: 700 gallons (3,182 litres)
Bogie centres: 6.25
Built by: S.A.R. Islington Railway Workshops
Cylinders: 4 in line
Designer: SAR Islington
Height: 3.98 meters
Maximum Axle Load: 14.2t (14200 kilograms)
Maximum Speed: 64 km/h
Model: 500 Class
Tractive Effort (continuous): 133 kn at 6 km/h
Tractive Effort (starting): 139 kn
Width: 2.84 meters
Withdrawn: 2nd June 1992
Condemned: 2nd June 1992
The 500-class locomotives became the South Australian Railways shunting locomotives. Thirty-four were built at the Islington Workshops between 1964 and 1969 using English Electric engines and electricals, and could be found working over virtually all of the broad and standard-gauge systems.
Rated at 500 horsepower they proved ideal for use at smaller depots and over the lighter rail found on many branch lines. As their allocation to various depots proceeded they displaced more and more of the older steam locomotives, particularly the F and Rx-classes resulting in their extinction from the SAR roster.
The 500s were quite distinctive machines, their most outstanding features being their roof-mounted bells, and cabs, reminiscent of those on some steam locomotives.
Engine 515 is in full working order. It arrived at the museum on broad-gauge (5’ 3’’), but was placed on standard-gauge bogies on 3 October 2001.
Genesee and Wyoming Australia
Broad Gauge
Class operators: South Australian Railways/Australian National Railways/Genesee and Wyoming Australia
Bogie centres: 6.25
Built by: SAR Islington Railway Workshops
Condition: Good
Cylinders: 4 in line
Designer: SAR Islington
Engine type: English Electric Model 4 SRKT
Entered service: 23.02.1967
Entered the museum: 2013
Fuel capacity: 3180 Litres
Gear Ratio: 72:15
Height: 3.98 meters
Class Builders: SAR Islington Railway Workshops
Horsepower: 500hp
Length (over coupling points): 12.6 meters
Maximum Axle Load: 14.2t
Maximum Speed: 64 kmph
Model: 500 Class
Number in class: 34
Number series: 500 - 533
Ownership: Port Dock Station Railway Trust
Provenance: Genesee and Wyoming Australia
Total Weight: 56.8t
Traction Motors: 4
Tractive Effort (continuous): 133 kn at 6 km /h
Tractive Effort (starting): 139 kn
Wheel Arrangement: Bo-Bo
Width: 2.84 meters
Condemmed: 19 December 2013
Withdrawn: 19 December 2013
Mileage: 203,312 KM
The 500-class locomotives became the South Australian Railways shunting locomotives. Thirty-four were built at the Islington Workshops between 1964 and 1969 using English Electric engines and electrical components, and could be found working over virtually all of the broad and standard gauge systems.
Rated at 500 horsepower they proved ideal for use at smaller depots and over the lighter plant found on many branch lines. As their allocation to various depots proceeded they displaced more and more of the older steam locomotives, particularly the F and Rx classes, resulting in their removal from the SAR roster.
The 500s were quite distinctive machines, their most outstanding features being their roof-mounted bells and distinctive cabs, reminiscent of those on some steam locomotives.
Locomotive 517 was donated to the Museum by Genesee & Wyoming Australia in 2013, and will take over the role as broad gauge shunter at the Museum.
Locomotive 523 - Essington Lewis
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Class: 520
Class builders: S.A.R. Islington Workshops
Number in class: 12
Number series: 520-531
Designe: F. H. Harrison
Entered service: 14th August 1944
Condemned: 21st August 1969
Entered the museum: 28th November 1968
Length (over coupling points): 87’ 4.375’’ (26.628 metres)
Total weight: 200.675 Tons (203,885 kilograms)
Wheel arrangement: 4-8-4
Driving wheels diameter: 66’’ (1676mm)
Maximum axle load: 15 tons 16 cwt (16,052 kilograms)
Boiler pressure: 215 lbs psi
Cylinders: 2x outside 20.5’’ x 28’’ (520mm x 711mm)
Valve gear: Walschaert
Tractive effort: 32,600 lbs
Coal capacity: 9.5 tons (9,906 kilograms)
Grate area: 45 square feet (4.18 square metres)
Water capacity: 9100 gallons (41369 litres)
Maximum speed: 70 mph (112 km/h)
Mileage: 551,955 miles (888,285 kilometres)
Locomotive 523 is representative of a class of locomotives which has come to be among the best known of the South Australian big power engines. This was partly because of their versatility which caused them to be the last of the big engines to survive (at least partially) into the era of the diesel.
The 520 class consisted of 12 very large engines, which were built during the Second World War as a result of a shortage of motive power suitable for serving the heavily-trafficked broad gauge line from Adelaide to Port Pirie. At that time this line was a vital link in the flow of supplies and troops to the threatened northern shores of Australia.
The class was designed and built by the South Australian Railways Chief Mechanical Engineer, Mr F.H. Harrison, at the Islington Workshops. They were very versatile engines: although they weighed over 200 tons, the weight was spread over 28 wheels, on engine and tender, thus allowing them to run on light 60 lb track.
They were fitted with 5’ 6’’ diameter driving wheels, which were specially balanced for 70m/h running. This meant that they were especially useful on the fast passenger expresses on the Port Pirie line, but were also invaluable on fast passenger and goods trains on all the main lines. Indeed for many years they were rostered to work the famous Broken Hill produce train. However, they were equally at home on the lightly laid branch lines, and were to be found as far afield as Pinnaroo, Moonta, Gladstone and Morgan.
523 was the first of the class to be built with a slightly modified front end, which hid the short chimney (visible on 520, 521 and 522) by the inclusion of a small built up piece fronted by a louvred opening. Also, the slope on the chisel nose was considerably reduced in 523 and later engines. Like the others in the class, 523 was designed for a service maximum speed of 70 m/h, and in fact frequently attained this speed. Easy running at this speed was helped by the fact that the class was fitted with Timken roller bearings on all wheels - the first engines in Australia to be so fitted.
523 was named Essington Lewis after the then General Manager of the Broken Hill Proprietary Company – Australia’s largest privately owned company. Built in 1944, the engine was converted on 1st July 1949 to burn a combination of coal and oil. This was partly because of problems in getting coal to slide forward in the tender, and partly because of difficulties acquiring sufficient coal. 523 was later modified externally by the removing the front cowling, which simplified maintenance.
Although built as late as 1944, it was to be only seven years before the first main line diesels appeared, to operate on the very routes that the big engines were most at home on. Like the rest of the class the big 4-8-4 continued to operate on the fast Port Pirie and Terowie trains for some time, but the amount of work for it dwindled until by the mid-1960’s it was considered to be redundant. 524 worked the last broad gauge regular steam train when it handled the Port Pirie Passenger on 24th October 1966.
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Class: 620
Class Builders: S.A.R. Islington Workshops
Number in class: 10
Number series: 620 - 629
Designer: F. J. Shea
Entered service: 17th July 1937
Condemned: 7th September 1967
Entered the museum: 14th April 1967
Length (over coupling points): 69’ 8’’ (21.234 metres)
Total Weight:140 tons 15 cwt (143,002 kilograms)
Tractive Effort: 25,000 lbs
Wheel Arrangement: 4-6-2
Driving Wheels Diameter: 66" (1676mm)
Maximum Axle Load: 15 tons 18 cwt (16,154 kilograms)
Boiler Pressure: 200 lbs psi
Cylinders: 2x outside - 18.5" x 28" (470mm x 711mm)
Valve Gear: Baker
Coal Capacity: 9 tons (9144 kilograms)
Grate Area: 33.4 square feet (3.102 square metres)
Water Capacity: 5,200 gallons (23,639 litres)
Mileage: 704,164 miles (1,133,242 kilometres)
Maximum Speed: 70 mph (112 km/h)
Two classes of ‘Pacific’ locomotives, both designed by Fred Shea, saw service on the South Australian Railways. The first, the powerful 600-class, built under the Webb administration revolutionized the working of heavy express trains, such as the Overland. The second was the 620-class, 10 of which were built at the Islington Workshops between 1936 and 1938, for use over secondary lines laid with 60 lb rail.
The first of these, No.620, was Australia’s first streamlined locomotive, the smokebox being covered with a chromed steel grille similar to those fitted to motor cars of the period, and painted Hawthorn green with yellow stripes. Upon completion it was placed on display at the Wayville Showgrounds for the duration of the Centenary Exhibition. It entered service on 26th June 1936 hauling the ‘Centenary Limited’, a train made up of refurbished end-loading cars in a livery of green and cream. The remainder of the class were built un-streamlined. All were fitted with Baker´s valve gear, the only South Australian locomotives to be so equipped.
No.624 was placed in service on 17th July 1937 and for the next 30 years performed those duties for which the class had been constructed, working to Gladstone, Morgan, Moonta, Port Pirie, Pinnaroo, Renmark and Victor Harbor. In later years, after the onset of dieselisation, 620s were relegated to working Bridgewater and Willunga locals, mixed trains out of Tailem Bend and occasionally even freight trains. 624 entered the Mile End Railway Museum on 14th April 1967 but was not officially written off until 7th September. It moved to the National Railway Museum on 2nd October 1988.
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Class: 700
Class Builders: Sir W. G. Armstrong-Whitworth & Co., Newcastle-on-Tyne, England
Number in class: 10
Number series: 700 - 709
Designer: F. J. Shea
Entered service: 20th September 1926
Condemned: 9th July 1964
Entered the museum: 1st June 1965
Length (over coupling points): 73’ 2’’ (22.3 metres)
Total Weight: 171 tons 3 cwt (171,152 kilograms)
Wheel Arrangement: 2-8-2
Driving Wheels Diameter: 57’’ (1448mm)
Maximum Axle Load: 18 tons 18 cwt (18,914 kilograms)
Boiler Pressure: 200 lbs psi
Cylinders: 2x outside – 22’’ x 28’’ (559mm x 711mm)
Valve Gear: Walschaert
Tractive Effort: 40,400 lbs
Coal Capacity: 17 tons (17,000 kilograms)
Grate Area: 47 square feet (4.36 square metres)
Water Capacity: 5,900 gallons (26,821 litres)
Mileage: 775,526 miles (1,248,088 kilometres)
Maximum Speed: 45 mph (72 km/h)
Historically No.702 is one of the most important locomotives in the museum’s collection, for it represents the third of Fred Shea’s most successful designs for the rehabilitation of the motive power of the South Australian Railways in the 1920s.
Besides the 700-class 2-8-2s, he also produced designs for the 500-class 4-8-2s and the 600-class 4-6-2s. All types were of the same general configuration and, though built in Great Britain by the Armstrong-Whitworth Company, were of classic North American style. No.702 was given builder’s number 645 of 1926 and was placed in service on 20th September 1926.
The 700s were main line freight locomotives and released many Rx-class 4-6-0s, until then the largest engines available for this traffic, for shunting and branch line services. The difference in power between the these two classes can be gauged by the fact that a 700 could lift 390,000kg over Mt Lofty while an Rx could manage only 190,000kg.
The 700-class proved so successful that another 10 were ordered, this time from the SAR’s own Islington Workshops. Though dimensionally similar to the original engines they differed in some minor details and so were classified 710. Unlike the 500 and 600 classes, which were substantially rebuilt, the 700s (with the exception of No.706) retained their classic ‘Webb’ lines throughout their lives. No.702 was the only member of the class to be equipped with a coal pusher in 1951. It was condemned 9th July 1964 and placed in the Mile End Railway Museum on 1st June 1965.
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: History Trust of South Australia
Provenance: Victorian Railways. Transferred to SAR as N477 on 16th February 1951
Class: 750
Number in class: 10
Condemned: 750 - 759
Designer: A. E. Smith
Built by: North British Locomotive Co., Glasgow, Scotland
Entered service: 2nd March 1951 (S.A.R. service)
Withdrawn: 21st August 1967
Entered the museum: 14th April 1967
Length (over coupling points): 67’ 5’’ (20.5486 metres)
Total Weight: 124 tons 13 cwt (124,660 kilograms)
Wheel Arrangement: 2-8-2
Driving Wheels Diameter: 55.75’’ (1416mm)
Maximum Axle Load: 13 tons 17 cwt (13,863 kilograms)
Cylinders: 2x outside - 20" x 26" (508mm x 660mm)
Valve Gear: Walschaert
Boiler Pressure: 175 lbs psi
Tractive Effort: 28,650 lbs
Coal Capacity: 6 tons (6000 kilograms)
Grate Area: 31 square feet (2.87 square metres)
Water Capacity: 4,600 gallons (20,912 litres)
Mileage: 262,593 miles (422,602 kilometres)
Maximum Speed: 60 mph (96 km/h)
The years immediately following World War Two saw an acute shortage of motive power on the South Australian Railways. Increasing traffic coupled with a backlog of maintenance due to the demands of the war effort were taking their toll, forcing management to look for a quick solution to the problem.
Two sources presented themselves: the Victorian Railways found themselves with a surplus of N-class 2-8-2 locomotives and the Clyde Engineering Company, Granville, NSW had begun building 40 2-8-2s for China, the order having then been cancelled due to the communist incursion. The SAR purchased 10 of each type which became their 750 and 740 classes respectively. Unfortunately no 740-class was saved for preservation, but their design was based on Fred Shea’s 700-class of 1926, represented in the museum’s collection by locomotive No.702.
The Victorian Railways N-class were built to the design of A. E. Smith and had been introduced in 1925, 83 having been built before production ceased in 1951. The 10 purchased by the SAR were from a batch of 50 then being supplied by the North British Locomotive Co., and were given road numbers 750-759. No.752 had been VR’s No.477, carrying builder’s number 26787 of 1950, and entering service on 16th February 1951. It was delivered to the SAR eight days later on the 24th.
The 750s immediately displaced the ageing Rx-class engines from branch-line service, particularly over the light lines of the Mallee radiating from Tailem Bend. Two were retained at Mile End for service on the Port line.
Though efficient and free-steaming they were unpopular with engine crews because of their cramped cabs in comparison to the South Australian locomotives. Just 10 years after entering service only two, Nos.752 and 755 remained. No.752 still saw occasional service and, in November 1963, was used to haul the Myer ‘Santa Specials’, which brought children and their parents to the city, at discounted fares, to do their Christmas shopping. It was last steamed in November 1964, placed in the Mile End Museum on 14th April 1967 and formally written off on 21st August 1967.
South Australian Railways
Broad Gauge
Diesel-Electric
Class operators: South Australian Railways; Australian National Railways
Condition: Excellent
Provenance: South Australian Railways; Australian National Railways
Ownership: Port Dock Station Railway Trust
Class Builders: English Electric, Rocklea, Queensland
Number in class: 10
Entered service: 9th June 1956.
Withdrawn: 1992
Entered the museum: 1992
Total Weight: 72 tons (72,000 kilograms)
Length (over coupling points): 44’ 10’’ (13.67m)
Engine type: EE 6SRKT
Horsepower: 750 hp
Wheel Arrangement: Bo-Bo
Traction Motors: 4x
Gear Ratio: 56:15
Fuel capacity: 700 gallons (3,182 litres)
Bogie centres: 6.80
Built by: English Electric, Rocklea, Queensland
Mileage: 721,420 KM
Condemned: 1992
Cylinders: 6 in line
Designer: English Electric, Rocklea, Queensland
Height: 4.19m
Maximum Axle Load: 18.3t (18,300 kilograms)
Maximum Speed: 97 km/h
Model: 800 class
Number series: 800 to 809
Tractive Effort (continuous): 102 kN at 14 km/h
Tractive Effort (starting): 179 kN
Width: 2.90m
The first orders for broad-gauge diesel-electric motive power placed by the SAR in the early 1950s were for main line locomotives - the 900 and 930-classes. However, ageing steam locomotives were still used for shunting and it was increasingly evident that their replacement was overdue. Therefore, in 1955, an order was placed with English Electric, Rocklea, Queensland, for ten 750 horsepower Bo-Bo machines. These were delivered in 1956-57 and became the 800-class No.800-809.
No.801 was the second of the order, carrying works number A-002, and was placed in service on 9th June 1956.
Most were allocated to the Port Adelaide depot where they replaced the small P-class 2-4-0 tank engines (No.117 is preserved in this museum), and provided shunting power for the area for the next 30 years. They were not restricted exclusively to these duties, but regularly hauled transfer freight trains around suburban Adelaide, and occasionally worked local passenger trains.
All were taken into Australian National ownership on 1st March 1978, but began to be withdrawn from service and cut up in the early 1990s. No.801 was withdrawn and sold to the railway museum in 1992. It is in full working order and is occasionally used for shunting.
South Australian Railways
Broad Gauge
Diesel-Electric
Class operators: South Australian Railways; Australian National Railways
Condition: Excellent
Provenance: South Australian Railways
Ownership: Port Dock Station Railway Trust
Class Builders: S.A.R. Islington Workshops
Number in class: 10
Entered service: 12th September 1951
Withdrawn: 1st July 1985
Entered the museum: 18th August 1985
Length (over coupling points): 66’ 2’’ (20.17m)
Total Weigh: 126 tons (126,000 kilograms)
Traction Motors: 4
Wheel Arrangement: A1A-A1A
Maximum Axle Load: 21.3 tons (21,300 kilograms)
Gear Ratio: 70:19
Tractive Effort (starting): 47,000 lbs (279 kN)
Tractive Effort (continuous): 34,000 lbs at 14.7 mph (151 kN at 23.6 km/h)
Engine type: English Electric 16 SVT
Cylinders: V16
Horsepower: 1,760 hp at 750 rpm
Maximum Speed: 74 mph (119 km/h)
Fuel capacity: 1000 gallons (4,546 litres)
Bogie centres: 10.97
Built by: S.A.R. Islington Workshops
Designer: S.A.R. Islington Workshops
Height: 4.19m
Condemned: 27th of July 1985
Model: 900 Class
Number series: 900 to 909
Width: 2.97m
The first main line diesel-electric locomotive to be placed in service on the Australian mainland was South Australian Railways’ No. 900, Lady Norrie, which entered traffic on 10th September 1951. Of conventional design, with a body similar to contemporary Alco (USA) practise, it was built at the Islington Workshops, using English Electric engines and electricals, and was the first of 10 1580 horsepower machines which would change the face of railways in South Australia forever.
No. 900 made a dynamometer test run with a Port Pirie goods run on 10th September 1951 and its first revenue run hauling the down the East-West Express between Adelaide and Port Pirie on 12th September. It continued to work this train until No. 901 entered service on 2nd November and multiple unit trials were run on goods trains through the hills. On the 20th November both engines hauled the ‘Overland’ between Adelaide and Tailem Bend and as more units became available they began working through to Serviceton. Thus were the 500B, 700 and 720B-classes displaced from the Adelaide to Tailem Bend line and the 600C-class from the section to Serviceton.
The 900s were soon working over all main lines hauling both goods and passenger trains, and were to enjoy a long life beyond that normally allotted to diesel locomotives. They also generated amongst railway enthusiasts an affection akin to that enjoyed by the steam locomotives they had displaced.
After Australian National took over the country lines in South Australia in March 1978 the 900s began to be withdrawn as they became due for major overhauls, but those remaining enjoyed a moment of glory in the early 1980s. For a brief period, triple-heading, they returned to working the ‘Overland’. 900 and 909 worked to Coonalpyn on a Steamranger ‘Last passenger run’ on 29th July 1984 but, on 1st July 1985 the axe finally fell and the five left in service were condemned.
No.900 was placed in the Mile End Railway Museum on 18th August 1985 and Nos.907 and 909 were acquired by Steamranger. Before being placed in the museum, however, No.900 made one final journey when it was towed by goods train to Melbourne and placed on display at the Austeam88 celebrations on 23rd October 1988.
South Australian Railways
Broad Gauge
Diesel-Electric
Class operators: South Australian Railways; Australian National Railways
Condition: Fair
Provenance: South Australian Railways
Ownership: Port Dock Station Railway Trust
Class Builders: A E Goodwin, Sydney, NSW
Class: 930
Number in class: 37
Number series: 930 - 966
Model: DL 500 B
Entered service: 20th December 1955
Entered the museum: 4th May 1990
Total Weight: 104 tons (104,000 kilograms)
Length (over coupling points): 58’ 10-3/8’’ (17.94m)
Engine type: ALCO 251B
Horsepower: 1750 (1305 kW)
Gear Ratio: 93:18
Wheel Arrangement: Co-Co
Maximum Axle Load: 17.3 tons (17,300 kilograms)
Traction Motors: 6x A.G.E. Co. 761
Tractive Effort (starting): 56,000 lbs (249 kN)
Tractive Effort (continuous): 42,900 lbs at 11.3 mph (191 kN at 17.7 km/
Maximum Speed: 70 mph (112.6 km/h)
Fuel capacity: 1,334 gallons (6,065 litres)
Bogie centres: 9.29
Built by: A E Goodwin, Sydney, NSW
Withdrawn: 03.07.1989
Condemned: 16.09.89
Mileage: 508,883 KM
Cylinders: V12
Designer: American Locomotive Company
Height: 4.01m
No.930 was the first ALCO diesel-electric locomotive built in Australia under licence by A. E. Goodwin Ltd, and was the first of an order of six placed by the former South Australian Railways. Placed in service on 20th December 1955, it had been given ALCO’s builder’s number 81885 (Goodwin did not issue their own) and was one of their model FD-6 units (Goodwin’s model DL500G). The FD series of locomotives formed ALCO’s ‘World Model’ and could be found working in Spain, India, Pakistan, Iraq and Peru. This first batch of South Australian locomotives were standard machines in that they were single cab units, but subsequent orders were for double-cab units.
The 930-class was to amount to 37 members, the last, No.966, being placed in service in June 1967. They were to become the workhorses of the South Australian Railways’ broad-gauge lines, and it was not until 1978, when Australian National took over South Australia’s country lines, that some of them were placed on the standard-gauge. Their duties varied from shunting and working wayside goods trains to hauling the ‘Overland’ between Adelaide and Serviceton. Under AN ownership they were to work right through to Melbourne and beyond.
Australian National also modified the 930s to allow them to work in multiple-unit with Clyde-GM units so that, as well as working with the GM, AL, BL and CL-classes, they could work in multiple with various Victorian classes. For some time the head-end power for the ‘Overland’ consisted of a V/Line X-class and a 930. Also in later years, though most were double-enders, AN adopted the policy of working them from the A-end only. During 1988 No.930 was renumbered 967.
The arrival of AN’s DL-class Clyde-GMs in 1987-88 meant that some of the earlier GMs and 930s were rendered surplus and were subsequently withdrawn from service. At the request of the museum 930 (alias 967) was earmarked for preservation and was placed in the museum on 4/5/90.
Silverton Tramway Company
Narrow Gauge
Class operators: Silverton Tramway Company
Condition: Excellent
Entered service: 1915
Entered the museum: 2.10.1965
Length (over coupling points): 44’ 6’’
Number in class: 4
Ownership: Port Dock Station Railway Trust
Provenance: Silverton Tramways Company
Total Weight: 59.10 tons
Tractive Effort: 18,467 lbs
Wheel Arrangement: 4-6-0
Withdrawn: 28.10.1960
Before the First World War, the Silverton Tramway needed new locomotives for the increasing work on the main line. The South Australian Railways had replaced its Y’s with the larger T’s, but the Silverton Tramway still operated its section of the line with the popular little Y’s. To take over the task, a pair of 4-6-0 tender engines were delivered by Beyer-Peacock of Manchester. Numbered 18 and 19, these two engines were designated as belonging to class A. In 1915 another pair were delivered to complete the class.
Like their T-class counterparts, these engines were to be long lived on the strenuous ore runs, pulling their heavy trains for nearly 40 years. All the engines of the class were built with small tenders so as to keep them within the limits imposed by the 50 foot turntables, but the two later engines did have slightly larger tenders than the earlier pair.
In their turn the A’s were to be replaced by the larger Mountain type W’s in 1951, but instead of being scrapped they were put on the shunting turns, and two were hired by the South Australian Railways for shunting duties at Peterborough. For the last few years they saw only limited service at Broken Hill, and A18 was the last A to work on 20th January 1961.
These engines had large boilers, and have been compared with some of the famous engines of the British Great Western Railway. Although not as powerful as the T’s to whom they would hand over their loads at Cockburn, they were every bit as impressive.
On the 35 route miles of the Silverton Tramway these engines could haul loaded ore trains weighing up to 830 tons. On the other hand they were equally at home on the Broken Hill Express. Officially, they were designated as being mixed traffic engines, and indeed they could handle anything required of them. They had a fairly small diameter driving wheel (4’ 3‘’) and were only allowed to travel at up to 35 miles an hour.
At various times during the Second World War and during the early 1950s all were loaned to the South Australian Railways. No. 21 was loaned in 1944 and between 29.11.1951 and 28.2.1953.
No. 21 was written off on 28.10.1960 and placed in the Mile End Railway Museum on 2.10.1965. It was transferred to the museum on 1.9.1988 and became the first locomotive to be pushed into the rolling stock pavilion on 19.11.1988.
Broken Hill Proprietary Company
Narrow Gauge
Class operators: Broken Hill Proprietary Company
Condition: Excellent
Entered service: August 1914
Entered the museum: 19.6.1969
Number in class: 2
Ownership: Port Dock Station Railway Trust
Provenance: Broken Hill Proprietary Ltd
Tractive Effort: 16,300 lbs
Wheel Arrangement: 4-6-0
In 1914 the Baldwin Locomotive Works, Philadelphia, USA, built two 4-6-0 locomotives for use on the Broken Hill Proprietary’s Tramway which ran between Whyalla and Iron Knob. They were to take over the haulage of iron ore from the small British-built tank locomotives then in use.
Delivered in August 1914 and given road numbers 4 and 5, they were typical North American products, being supplied with engine bells, but without those typically American appendages, Cow-catchers. The bells were removed shortly after their arrival.
They accounted for all main line haulage and could lift 850 tons away from Iron Knob. Their reign was short lived, however, as increasing ore production placed ever increasing demands on them, and the Company placed orders with Baldwin for two additional locomotives - 2-8-2s with almost twice the power. These latter locomotives, which were placed in service in 1920, were then the most powerful in use in Australia and, though only 3’ 6’’ gauge, could haul 2,000 ton trains unaided from Iron Knob.
No. 4 and 5 were relegated to secondary duties, shunting, work trains, and banking empty ore trains up the 1 in 95 grade out of Whyalla. No. 5 was written off and scrapped in 1956, but No. 4 survived, having been fitted with special steam pipes to enable it to drive the Company’s pile driver. It performed this duty from time to time until the mid-1960s when it was laid aside. In 1969 it was donated, minus its tender, to the Mile End Railway Museum. At first it was feared that the tender had been scrapped but it was later discovered that the underframes were still in use as a flat car. This was obtained by the Museum who built a new tender on it. On arrival at Mile End on 19th June 1969, No. 4 was found to be in very poor condition. It has since been refurbished to display standard. It was placed at the museum on 11th November 1988.
Visitors will note that No. 4 once more has its engine bell. When removed it had been given to the Iron Knob school who subsequently donated it to the museum.
Mile End Railway Museum
18 Inch Gauge
Class operators: Mile End Railway Museum
Condition: Excellent
Entered service: Barry’s Brick yard (unknown), Mile End Railway Museum September 1968
Entered the museum: September 1968
Ownership: National Railway Museum
Withdrawn: 1988
This locomotive was operated originally on 610mm gauge at Barry’s Brickyard Torrensville until acquired by the museum in September 1968, when it was regauged by Hercus Engineering to 457mm gauge for use on its miniature railway.
Chitty gained its name from the sound it would make, but also in homage to the movie Chitty Chitty Bang Bang.
Chitty has been on static display since 1988.
Commonwealth Railways
Standard Gauge
Class operators: Commonwealth Railways/Australian National Railways
Condition: Good - missing some mechanical parts
Ownership: Port Dock Station Railway Trust
Provenance: New South Wales Government Railways; Commonwealth Railways; Australian National
Built by: General Electric Company, USA
Number in class: 2
Number series: DE90 - DE91
Model: B-B-88/88-4GE733
Entered service: 1945
Entered the museum: 1988
Engine type: 2x Caterpillar D17000
Cylinders: V8 (4 stroke)
Bore & stroke: 5.75
Horsepower: 380/350
Traction Motors: 4x GE-733
Gear Ratio: 11.25:1
Fuel capacity: 210 gallons (954 litres)
Length (over coupling points): 33’ 5’’
Total Weight: 44 tons (44,704 kilograms)
Maximum Axle Load: 11 tons (11,176 kilograms)
Wheel Arrangement: Bo-Bo
Tractive Effort (continuous): 13,000 lbs at 7.2 mph
Tractive Effort (starting): 26,300 lbs
Maximum Speed: 35 mph (56 km/h)
Class Builders: General Electric Company, USA
Bogie centres: 5.7
Designer: General Electric Company, USA
Height: 3.7
Width: 2.9
During World War II the Commonwealth Government purchased four diesel-electric shunting locomotives from the United States Army Transportation Corps for use at their munitions plant at St Mary’s, NSW. Built by the General Electric Company, Erie, USA, they were that company’s model GE44 Standard 44-ton Switchers, and were powered by two Caterpillar 190 hp. V8 engines which delivered 350 hp. to the traction motors.
In Australia they retained their USATC numbers 7920-7923 and when, at the end of the war, they were handed over to the New South Wales Railways they continued to carry these numbers and became the 79-class. They were employed as coaching shunters in Sydney yard and at the Eveleigh workshops.
In September 1948 the Commonwealth Government, through the Department of Supply, resumed ownership of Nos. 7921 and 7922 for use at the Woomera Rocket Range. In 1950 they were sold to the Commonwealth Railways, where they were classified DE, numbered 90 and 91, and put to work shunting at Port Augusta and Port Pirie. Both engines performed these duties until heavier loads required the use of MDH and GM class locomotives. In the 1970s No. 91 regularly worked construction trains for the building of the Port Augusta- Whyalla railway after which both were placed in store at Port Augusta and rarely saw service.
No. 91 was acquired by the Museum in 1986, but was held at Port Augusta until it could be accommodated at Port Adelaide. No. 90 was purchased by the New South Wales Rail Transport Museum at Thirlmere. During 2014 locomotive DE91 was cosmetically restored to its original Commonwealth Railways Blue Black livery.
Broken Hill Proprietary Company
Narrow Gauge
Class operators: Broken Hill Proprietary Company
Condition: Fair
Entered service: October 1928
Entered the museum: 1999
Length (over coupling points): 28’ (8.53m)
Number in class: 8
Ownership: Port Dock Station Railway Trust
Provenance: Broken Hill Proprietary Ltd
Total Weight: 25 tons (25.50 tonnes)
Wheel Arrangement: Bo-Bo
Withdrawn: 12 July 1968
This electric locomotive was the first of eight operated by the Broken Hill Proprietary Company Limited on two little known quarry railways, at Iron Knob and Iron Monarch in the north of South Australia and at Rapid Bay, south of Adelaide.
All of these locomotives were 3’6’’ gauge (1067mm), weighed 25 tons, and operated from 600 volts direct current.
Introduced at the iron stone quarries at Iron Knob in 1928, the three original locomotives E1-E3 built by Metropolitan Vickers Electrical Co. Ltd. of Manchester and Sheffield, England were joined by a fourth locomotive, E4, from the same manufacturer in 1935. These locomotives were used at Iron Knob to haul ore wagons from the quarry face to the crusher at the Iron Monarch quarries.
During the Second World War, the company commenced quarrying for limestone at Rapid Bay and two similar locomotives, E5 and E6, were subsequently supplied to the original design by Perry Engineering Co. Ltd. of Mile End, South Australia in 1942. This company built another two locomotives, E7 and E8, to work at Iron Knob and Iron Monarch in 1954.
Two methods of current collection were used on these vehicles. In the quarries where the wagons were loaded by overhead shovels, side bow collectors were used whilst a conventional pantograph was used on the main line to the crusher.
The locomotives were usually operated in pairs and hauled ten 25 ton ore wagons between them. They were powered by four 35 horsepower motors and geared down to a maximum speed of 11 miles per hour.
After the company replaced the railway systems in its quarries with road transport most of the locomotives were cut up for scrap. No. E1 was withdrawn from service on 12 July 1968 and donated to the Tramway Museum at St. Kilda, South Australia by BHP.
It was transferred to the National Railway Museum in 1999.
Electricity Trust of South Australia
Standard Gauge
Class operators: Electricity Trust of South Australia
Condition: Good
Entered service: 1958
Entered the museum: 1988
Length (over coupling points): 27’ 6’’
Number in class: 2
Ownership: Port Dock Station Railway Trust
Provenance: Electricity Trust of South Australia Port Augusta
Total Weight: 53.00 tons
Tractive Effort: 545HP
Withdrawn: 1988
In 1956 the Commonwealth Railways called tenders for four suitable Bo-Bo diesel locomotives with sufficient power to perform an occasional main line haul, and replace all steam on routine transfer and shunting operations. The resulting contract was subsequently altered to six locomotives with a Co wheel arrangement which were classified as the ‘MDH’ class.
Clyde Engineering Co. Ltd manufactured the locomotives, with the engines and final drives being provided by Maybach Motorenbau of Friedrichshafen, West Germany. Hydraulic transmission equipment was supplied by Mekydro. The six shunters all entered service by May 1959 and were used at Parkeston (Kalgoorlie), Port Augusta and Port Pirie, although there were occasions when they hauled trains across the Nullarbor.
At the same time as the Commonwealth contract was being called the Electricity Trust of South Australia (ETSA) decided to obtain an engine for use at the Thomas Playford Power-House, Port Augusta. They chose to go with an almost identical unit to that ordered by the Commonwealth Railways. This had the advantage that the Commonwealth Railways could be contracted to maintain the locomotive at the Port Augusta workshops, which were not far from the power station.
The unit was unclassified by ETSA, instead only being given the road number of ‘1’. After being withdrawn from service it spent a number of years stored at Port Augusta before being obtained by the museum.
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Class: F
Class Builders: S.A.R. Islington Workshops (21), James Martin & Co. Gawler (12), Perry Engineering Mile End (10)
Number in class: 43
Number series: 167 - 189, 236 - 255
Designer: T. S. Roberts
Built by: Perry Engineering Mile End
Entered service: 6th October 1922
Condemned: 21st August 1969
Entered the museum: 19th April 1967
Length (over coupling points): 40’ 7.25’’ (12.376 metres)
Total Weight: 59 Tons (59,000 kilograms)
Maximum Speed: 60 mph (96 km/h)
Wheel Arrangement: 4-6-2
Driving Wheels Diamete: 63’’ (1600mm)
Maximum Axle Load: 12 tons 6 cwt (12,304 kilograms)
Boiler Pressure: 185 lbs psi
Cylinders: 2x outside - 17.5’’ x 24’’ (444mm x 609mm)
Valve Gear: Stephenson
Tractive Effort: 18,335 lbs
Coal Capacity: 2.25 Tons (2250 kilograms)
Grate Area: 18 square feet (1.67 square metres)
Water Capaci: 1,160 gallons (5273 litres)
Mileage: 905,627 miles (1,457,465 kilometres)
For over 50 years the majority of Adelaide’s suburban trains were hauled by the F-class 4-6-2 tank locomotives and though in later years they became an anachronism, quaintly old-fashioned in appearance in the diesel age, they were still quite capable of a good turn of speed on express run.
At the beginning of the 20th Century the P-class 2-4-0 tanks were the standard suburban passenger engine, but were underpowered for the increasing loads then offered. A more powerful locomotive was necessary. The Chief Mechanical Engineer, Thomas Roberts, who had recently begun the rebuilding of the R-class into the more powerful Rx-class, produced a design for a 4-6-2 tank locomotive, to be known as the F-class.
The first, No.167 was constructed by the Islington Works and placed in service in April 1902. Eventually, 43 were built, the last being No.255, built by the Perry Engineering Company and placed in service 6th October 1922. Known as Dolly Grays (after a song popular at the time of their introduction), later shortened do Dolly, the nickname stayed with them all of their lives.
The F-class worked all suburban lines from Gawler to Noarlunga and from Outer Harbor to Belair. One even worked the old South Terrace to Glenelg railway for a short time in the 1920s, but was found to be unsuited because of the sharp curves existing at Miller’s Corner and St Leonards.
Though somewhat slow in accelerating away from stations they were capable of speeds in excess of 60 miles per hour, even with quite heavy loads. The only serious restriction placed on them was on the Belair line where they were limited to three cars. The late 1940s saw 25 of them converted to oil-burning, with the appendage of an ugly square tank on top of the coal bunker. No.255 was one of those converted, but had been returned to coal burning before it was written off.
During the 1930s and 1940s lighter patronised services were worked increasingly by the 55 and 75 class railcars and in the mid-1950s the Red Hen railcars began making further inroads into steam-hauled services. By the early 1960s the remaining F-class had been reduced to shunting duties at Mile End and Port Adelaide. No.255 was written off on 21st August 1969, after being placed in the Mile End Railway Museum on 19th April 1967. It was placed at the Port Dock Museum on 2nd October 1988.
Commonwealth Railways
Standard Gauge
Class operators: Commonwealth Railways
Condition: Excellent
Entered service: 2.3.1914
Entered the museum: 17.12.1969
Ownership: Port Dock Station Railway Trust
Number in class: 26
Provenance: Commonwealth Railways
Tractive Effort: 22,200 lbs
Wheel Arrangement: 4-6-0
Total Weight: 106.20 tons
Withdrawn: 8.1946
The Commonwealth Railways, precursor of the present day Australian National, was unique among Australian government railways in that it relied upon other railways, namely the New South Wales and Queensland Railways for its steam locomotive designs. The G-class were built to William Thow’s highly successful design for the NSWR’s P6 (later C32) class, introduced in 1892, and were the first passenger locomotives built for the Transcontinental Railway. Twenty-six were constructed between 1914 and 1917: four by Clyde Engineering, 12 by the Baldwin Locomotive Works and 10 by the Toowoomba Foundry. No. 1 was built by Clyde Works as No.126 of 1914, and was placed in service in March of that year.
The G-class spent 20 years hauling the ‘Transcontinental Express’ between Port Augusta and Kalgoorlie until displaced in 1936 by the larger and more powerful C-class. Thereafter they were relegated to working the ‘Mixed’ between Port Pirie and Port Augusta, hauling occasional goods trains, shunting and, during the Second World War, working troop trains.
Withdrawn from service in August 1946, No. 1 was not sent to the scrap roads at Siberia, Port Augusta, but because of its historical significance, was stored pending a preservation site. By the late 1960s this had still not eventuated and it was offered to the Mile End Railway Museum by the then Commissioner Mr. K. R. Smith. It was gratefully accepted and placed on display on 17th December 1969. On 14th July 1988 it made yet another journey when it was transported by road to the Museum.
Commonwealth Railways
Standard Gauge
Class operators: Commonwealth Railways/Australian National Railways
Condition: Good
Provenance: Commonwealth Railways & Australian National
Ownership: Port Dock Station Railway Trust
Built by: Clyde Engineering, Granville, NSW
Model: ML-1 (F class)
Number in class: 11
Number series: GM1 - GM11
Entered service: 17th November 1951
Withdrawn: 6th March 1990
Entered the museum: 2nd August 1991
Total Weight: 106 tons (107,696 kilograms)
Length (over coupling points): 60’ 10’’
Wheel Arrangement: A1A-A1A
Engine type: GM EMD 567B
Cylinders: V16 (two stroke)
Bore & stroke: 8.5
Horsepower: 1625/1500 (1212/1120kW)
Traction Motors: 4x GM EMD-D 27
Gear Ratio: 58:19
Tractive Effort (starting): 41,440 lbs (184kN)
Tractive Effort (continuous): 29,600 lbs at 15 mph (132kN at 24 km/h)
Fuel capacity: 1,500 gallons (6819 litres)
Maximum Speed: 89 mph (143 km/h)
Maximum Axle Load: 18.5 tons (18,796 kilograms)
Bogie centres: 10.36
Condemned: 31.03.1990
Class Builders: Clyde Engineering, Granville, NSW
Designer: Clyde Engineering, Granville, NSW
Height: 4.26
Mileage: 722,828 KM
Width: 2.97
Dieselisation of Australia’s major railway systems got off to a slow start because of a lack of local builders capable of manufacturing this type of locomotive. As a result, initial orders were placed overseas, and it wasn’t until 1951, when the Clyde Engineering Co., of Granville, NSW, gained the licence to build General Motors EMD locomotives for the Australian market. Thereafter dieselisation proceeded at a rapid rate, checked only by the funds available. Other diesel builders emerged but Clyde retained the largest share of the market.
Clyde had built steam locomotives since 1907 and was fortunate in being one of the few steam locomotive builders to successfully make the transition from steam to diesel production. The eleven GM-class locomotives ordered by the Commonwealth Railways (Australian National’s Predecessor) were the first diesel-electrics to leave the Granville plant and the forerunners of almost 1300 units built to date.
Based on General Motors-EMD’s F-7 model, the design for the local product required considerable modification to conform to Australian loading gauges and axle load restrictions. This job fell to Fred Shea who produced a machine with a car body both lower and longer than its US counterpart. The resulting A-7 (ML1) model was highly successful. Also, whereas the North American units were carried on four-wheel bogies, the GMs required six-wheel bogies to distribute the weight for the lighter track then in use, the traction motors being mounted on the outer axles. They were given road numbers 1 to 11.
GM1 underwent its road trials over New South Wales Railways’ tracks on 24th August 1951 and on its delivery run ran as far as Albury. At Bandiana it was transferred to broad-gauge bogies and hauled the rest of the way to Port Pirie where it was once more lifted onto its own bogies. It was placed in service on 20th September. GM2, the museum’s engine, entered traffic almost a month later on 17th November. All 11 were working by 8th July 1952.
Forty-seven GMs were built, though 12-47 were more powerful locomotives rated at 1750 h.p. and equipped with six traction motors. To identify each type, Nos. 1-11 became the GM1-class and Nos. 12-47 the GM12-class. The CR also identified them as F-class (four motor) and S-class (six motor) in their Working Timetables.
Originally they were restricted to the ‘Transcontinental’ route between Port Pirie and Kalgoorlie but, as the standard-gauge network expanded, they ranged farther afield. Eventually they were to work in all mainland states except Queensland.
The success of Fred Shea’s modifications to the original design can be gauged from the fact that variations of it were ordered by the Victorian Railways, New South Wales Railways and the North-Western Railway of Pakistan. All the GMs passed to the control of Australian National on 1st March 1978, and the first were not condemned until 1988. Most have had a lifespan well in excess of 30 years and only now are they being displaced by the more powerful DL and EL classes.
GM2 was set aside for the Museum and was placed there on 2.8.1991
ICI / Penrice Soda Products
Broad Gauge
Class operators: ICI / Penrice Soda Products
Condition: Good
Entered service: 1951
Entered the museum: 5.12.1991
Number in class: 1
Ownership: Port Dock Station Railway Trust
Provenance: ICI / Penrice Soda Products
Wheel Arrangement: 0-4-0
Withdrawn: 1991
Model: 0-4-0 hydraulic Ruston Hornsby shunt locomotive
Total Weight: 27 Ton
This 0-4-0 industrial locomotive is an example of a standard Ruston Hornsby design that was used not only in the United Kingdom and Australia, but all over the world on various railway gauges.
The locomotive was ordered by Imperial Chemical Industries (ICI) for use at its South Australian plant at Osbourne. This locomotive is unique amongst the Australian orders, as it was built to broad gauge so it would be compatible with the South Australian Railways (SAR). Other locomotives of this type delivered to Australia were set to standard gauge. Before delivery to ICI Australia, this locomotive was selected by Ruston Hornsby for display at the 1951 Festival of Britain, and was painted in a blue livery, with yellow lining.
In late 1951 the locomotive arrived at Port Adelaide and was transferred to Osbourne by rail. Its task at Osbourne was to shunt wagons throughout the many sidings which once made up the complex ICI plant. These wagons were mainly carrying limestone from Penrice or soda ash bound for locations throughout Australia. Not long after delivery this locomotive was named W. L. Raws after the first Managing Director of ICI Australia and New Zealand, Sir William Lennon Raws.
The locomotive was overhauled at least twice by the SAR at their Islington Workshops in 1968 and 1977. In 1988 ICI sold the South Australian assets of its business including the locomotive to Penrice Soda Products (PSP). By this time the locomotive was in need of another major overhaul and upgrading, and in 1988 this was undertaken by private contractor at Gepps Cross. Unfortunately due to changed operating practices the engine became unsuitable for the task at hand and was stored with its engine removed. During this time Australian National 500 class diesel shunt locomotives were hired to Penrice Soda Products, taking over the Ruston’s duties.
In 1991 the locomotive was cosmetically restored by Penrice Soda Products into its later orange livery, and donated to the Museum, with it entering the Museum on the 5th of December 1991.
Mile End Railway Museum
18 Inch Gauge
Class operators: Mile End Railway Museum
Condition: Excellent
Entered the museum: May 2005
Ownership: National Railway Museum
Entered service: 1951
Withdrawn: 1983
This little locomotive was operated at the Mile End Railway Museum from October 1966 to September 1983. The locomotive was originally named by A.R.H.S and Museum Secretary J. A. Norris.
Juliet was donated to the NRM in May 2005 by J. A. Norris and E. Wolverson.
Commonwealth Railways
Narrow Gauge
Class operators: Commonwealth Railways
Entered service: 2.7.1927
Withdrawn: 8.10.1967
Entered the museum: 30.10.1967
Condition: Excellent
Number in class: 22
Ownership: Port Dock Station Railway Trust
Provenance: Commonwealth Railways
Tractive Effort: 19,200 lbs
Wheel Arrangement: 4-8-0
Total Weight: 3000 gallons
Nearly every Australian railway system designed and built its own steam locomotives. However, there was one major exception among the Government railways, and that was the Commonwealth Railways. Every class that they operated was one based on engines with proven experience in one or other of the States, or else were bought second-hand.
The NM class was no exception, being virtually a direct copy of the Cl7 class 4-8-0 of the Queensland Railways, which in itself was a development of the Cl6 class which had appeared back in 1903. The 22 NM’s were ordered as two batches from Thompson and Company of Castlemaine, Victoria, and all were built between 1925 and 1927. NM15 to 28 and NM31 to 37 were to become the mainstay of operations on the narrow gauge Central Australia line from Port Augusta to Alice Springs for nearly 30 years, although at times the volume of traffic was such that they had to receive assistance from the borrowed South Australian T’s. NM38 spent part of its life on the North Australia Railway, in and out of service. The NM’s were the locomotives which hauled The Ghan in steam days.
Designed to burn Newcastle coal, various fuel shortages caused these engines to be adapted to burn various mixtures on different occasions. One experiment involved a 50-50 mixture of Leigh Creek and Newcastle coals, which permitted free steaming but caused an increased number of sparks to be emitted. In 1949 for a short time all engines in the class were converted to burn oil and Leigh Creek coal, and were fitted with 800 gallon tanks, but all were soon reconverted to burn Newcastle coal.
By the time the NSU diesels arrived in 1954, most of the NM’s were in poor condition and few survived for any length of time after that. One that did was NM34, which was retained at Quorn for use as a standby shunter, and during the 1960s made a few trips through the Pichi Richi Pass. After a handing over ceremony to the Museum by Mr K. A. Smith at Stirling North on 8th October 1967, NM34 became the last Commonwealth Railways steam engine to be used in traffic when, en route to the Museum, it hauled a special train through the Pichi Richi Pass to Quorn and Peterborough, double-heading with South Australian Railways T class No.199.
Commonwealth Railways
Narrow Gauge
Class operators: Commonwealth Railways/Australian National Railways
Entered service: 20.3.1955
Condition: Good - missing some mechanical parts
Provenance: Commonwealth Railways & Australian National
Ownership: Port Dock Station Railway Trust
Horsepower: 925
Engine type: Sulzer 6LDA28
Traction Motors: 4
Gear Ratio: 65:14
Fuel capacity: 750 gallons
Total Weight: 60 tons
Length (over coupling points: 46 ft. 4 in
Number in clas: 14
Bore & stroke: 11 in. x 14.2 in.
Entered the museum: 1985
Maximum Axle Load: 10 tons
Maximum Speed: 50 mph
Tractive Effort (continuous): 15,300 lbs @ 15.25 mph
Tractive Effort (starting): 22,400 lbs
Bogie centres: 7.3
Wheel Arrangement: A1A-A1A
Withdrawn: Pre 1980
Built by: Birmingham Railway Carriage and Wagon Company, United Kingdom
Class Builders: Birmingham Railway Carriage and Wagon Company, United Kingdom
Condemned: 24.09.81
Cylinders: 6 in line
Designer: Birmingham Railway Carriage and Wagon Company, United Kingdom
Height: 3.7
Mileage: 1,509,948 Km
Model: NSU Class
Number series: 51 to 64
Width: 2.8
The NSU class was purchased by the Commonwealth Railways to replace steam locomotives on the narrow gauge Central Australian Railway, with some of the class serving also on the North Australia Railway narrow gauge system.
The Commonwealth Railways placed a contract for 14 locomotives in early 1951 with the Birmingham Carriage and Wagon Company, England. Each unit would use a Sulzer engine, have a Crompton Parkinson main generator and traction motors, be capable of operating on both narrow and standard gauge and be delivered by the end of 1952.
All 14 NSU’s entered service on the Central Australian Railway, and suffered some minor problems with air and oil filtration equipment, in addition to some voltage regulator repairs done by the component manufactures, but generally they worked well. As work on the standard gauge line progressed to the stage where trains could work over it to Brachina, mainline steam working was almost discontinued, with the majority of services being handled by the NSU’s.
Following the opening of various sections of the Marree standard gauge line, traffic requirements permitted the transfer of two units to the North Australia Railway. These two NSU’s were able to handle all traffic on the North Australia Railway for almost the next 10 years. Traffic levels dropped dramatically after the closure of the Frances Creek iron ore mine in 1974, allowing both units to be returned to the Central Australian Railway.
All 14 locomotives were transferred to Australian National Railways in 1975 and were gradually withdrawn from service, following the closure of the Central Australian Railway in 1980.
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: Port Dock Station Railway Trust
Provenance: South Australian Railways
Class: P
Class Builders: Beyer-Peacock & Co Manchester England (6), James Martin & Co. Gawler (14)
Number in class: 20
Number series: 21, 22, 70 - 75, 115 - 126
Built by: James Martin & Co. Gawler
Entered service: 12th June 1893
Withdrawn: 17th December 1956
Entered the museum: 24th August 1964
Length (over coupling points): 28’ 5’’ (8.66 metres)
Total Weight: 33.70 tons (33,700 kilograms)
Wheel Arrangement: 2-4-0
Driving Wheels Diameter: 60’’ (1524mm)
Maximum Axle Load: 12 tons 7 cwt (12,609 kilograms)
Boiler Pressure: 145 lbs psi
Cylinders: 2x inside – 16’’ (406mm)
Valve Gear: Stephenson
Tractive Effort: 10,517 lbs
Water Capacity: 600 gallons (2727 litres)
Coal Capacity: 1.5 Tons (1500 kilograms)
Grate Area: 14.67 square feet (1.36 square metres)
Mileage: 1,305,876 miles (2,101,603 kilometres)
Maximum Speed: 60 mph (96 km/h)
In 1861 Beyer Peacock & Co., Manchester, England, built for the West Midland railway a 2-4-0 tank locomotive that was to be the forerunner of many of this type built, with few modifications, over the next 25 years. It was a most successful design, represented in Australia by the P-class of the South Australian Railways and the F351-class of the New South Wales Railways.
Suburban trains over Adelaide’s Port and North lines had been hauled by the small and underpowered E and M class tank locomotives before the advent of the P-class in 1884. Twenty were built, the first six coming from Beyer Peacock and the remainder from James Martin & Co., of Gawler. No.117 belongs to the latter series then known as the ‘Colonial Ps’. It carried builder’s number 57, and was placed in service on 12th June 1893. Along with the rest of the class it would have hauled suburban passenger trains until displaced by the F-class 4-6-2s in the early 1900s.
An unusual service worked by the P-class was over the old Clapham branch, then the southern suburban terminus. Consisting of two to four carriages and a four-wheel brake-van, these trains were known as Clapham Dodgers. They ceased running when the suburban service was extended to Eden Hills and the branch-line closed, in 1919.
When the South Australian Railways took over the Glenelg Railway Company’s two lines in 1899 the Ps displaced the Company’s small 4-4-0 and 0-4-4 tanks and, along with the K-class 0-6-4Ts, hauled all trains until these lines were closed in 1929. Thereafter most were used for shunting at Port Adelaide, and hauling Port Line goods trains, with occasional runs on Semaphore passenger trains. A couple were also stabled at Mile End and one at Tailem Bend as roundhouse shunters. With the arrival of the 800-class diesel electrics in 1956, all of the P-class were withdrawn.
No.117 is the sole survivor of the class and the only locomotive in the Museum’s collection with inside cylinders. It was the first locomotive to enter the Mile End Railway Museum on 24th August 1964, and was placed at the Port Dock Museum on 29th October 1988.
South Australian Railways
Broad Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Designer: W. Thow (R class), T. S. Roberts (Rx class)
Class: Rx
Class Builders: Dubs & Co. Glasgow Scotland (6), James Martin & Co. Gawler (24), S.A.R. Islington Workshops (14), North British Locomotive Co. Glasgow Scotland (15), Walkers Maryborough Queensland (25)
Number in class: 84
Number series: 5, 9, 10, 15, 20*, 25*, 48, 55, 56, 91* - 96*, 102* - 107*, 138* - 153*, 155, 158, 160, 190 - 203, 206 - 235 (* originally built as R class)
Built by: Dubs & Co., Glasgow, Scotland
Entered service: 29th March 1886
Condemned: 28th October 1966
Entered the museum: 28th September 1966
Length (over coupling points): 58’ 12’’ (17.98 metres)
Total Weight: 88 tons 12 cwt (88,609 kilograms)
Maximum Speed: 60 mph (96.54 km/h)
Wheel Arrangement: 4-6-0
Driving Wheels Diameter: 54’’ (1371mm)
Maximum Axle Load: 11 tons 8 cwt (11,406 kilograms)
Boiler Pressure: 175 lbs psi
Cylinders: 2x outside – 18’’ x 24’’ (457mm x 609mm)
Tractive Effort: 21,420 lbs
Coal Capacity: 7 tons 15 cwt (7,762 kilograms)
Grate Area: 20.27 square feet (1.88 square metres)
Water Capacity: 4120 gallons (18,729 litres)
Mileage: 1,312,446 miles (2,112,177 kilometres)
In 1886 the South Australian Railways placed in service six 4-6-0 locomotives built by the Scottish builder Dubs & Co. These were the first members of the R-class and later, after rebuilding, the Rx-class which eventually amounted to 84 engines, the most numerous class on the broad gauge. No.93, which had been given builder’s number 2142 of 1885, was one of them and entered service on 29th March 1886.
Used primarily for goods haulage over the steeply graded main south line they were soon also hauling the Intercolonial Express between Adelaide and Murray Bridge after the South Australian and Victorian Railways had been joined at Serviceton in January 1887.
Thirty Rs were built between 1885 and 1895 but, between 1899 and 1913, all were rebuilt with larger Belpaire boilers and were reclassified Rx. No.93 was reissued to traffic after rebuilding on 4th November 1910. As built all were equipped with six-wheel tenders but, with the introduction of the first of the Islington built Rx-class engines in 1909, eight-wheel tenders were fitted. No.93 retained its six-wheel tender until the early 1950s when it received a bogie replacement from an engine previously written off. In this form it ran until 1966 when, on 28th September, it was placed in the Mile End Railway Museum. It was formally written off on 28th October of that year.
The Rx-class was a most successful design, and handled all main line traffic until displaced by Fred Shea’s Big Power engines under the Webb administration of the 1920s. Thereafter they were relegated to secondary duties over branch lines, shunting in freight yards and occasionally hauling local passenger trains.
Millaquin Mill
2 foot gauge
Class operators: Millaquin Mill
Condition: Excellent
Entered service: 1946
Entered the museum: 25th May 1981
Length (over coupling points): 21’ 3.5’’
Number in class: 13
Ownership: Port Dock Station Railway Trust
Provenance: Millaquin Mill, Queensland
Total Weight: 16.00 tons
Tractive Effort: 7,200 lbs
Wheel Arrangement: 0-6-2
Withdrawn: 1978
The sugar mills of Queensland are served by extensive networks of 2’ 0’’ gauge ‘Tramways’ which are now operated by diesel locomotives which, for the most part, have been built in Australia. However, they were once worked by a large number of diminutive steam locomotives, most of which came from the British builders John Fowler and Hudswell Clarke. The only Australian company to seriously attempt to enter this field in the years between the Wars was Perry Engineering of Mile End who supplied tank locomotives of the 0-4-2 and 0-6-2 types.
Skipper belongs to a group of thirteen 0-6-2Ts built between 1934 and 1952, and was manufactured by Perry in 1946, carrying works number 289. It was built for the Millaquin Mill at Bundaberg and was given road number 3. When displaced by diesel traction it was sent to the Qunaba Mill where it was given the name Skipper and renumbered 2. Written off in 1978 it remained in storage at the mill. Meanwhile the Mile End Railway Museum launched a project to acquire a Perry-built cane locomotive for its collection. The necessary funds were raised and Skipper was purchased, arriving at Mile End on 25th May 1981.
It was moved to the Museum on the former SAR locomotive transporter wagon WL8200, on 24th January 1989. It is also interesting to note that, of the 13 locomotives of this type built by Perry, only two have been broken up. The rest have been preserved around Australia and seven are in working order.
South Australian Railways
Narrow Gauge
Steam
Class operators: South Australian Railways
Condition: Excellent
Entered service: 1917
Entered the museum: 24.11.1970
Length (over coupling points): 54’ 0’’ (16.46 metres)
Class: T
Class builders: Islington Works; James Martin and Company, Gawler; Walkers of Maryborough, Queensland
Number in class: 72
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Total Weight: 74.70 tons (74,700 kilograms)
Tractive Effort: 21,904 lbs
Wheel Arrangement: 4-8-0
Withdrawn: 18th May 1970
By 1903 the ore traffic on the line from Broken Hill was rapidly expanding and the diminutive Y-class locomotives were proving to be far too small for the heavy hauls. So a larger engine of the 4-8-0 wheel arrangement was designed, and four were ordered. T44, 45, 46 and 180 were built at Islington. The first, 180, appeared in 1903 and the other three later in 1907. Nicknamed Big Ben, these engines proved to be most successful, and a further 34 were ordered from James Martin and Company of Gawler and 40 from Walkers of Maryborough in Queensland.
The class remained dominant on the line for some half a century until the advent of the large Beyer-Garratts, which were to supplement rather than to displace the Ts. In all that time they remained the biggest power on all the South Australian narrow-gauge lines.
They did not remain solely on the Broken Hill line, but saw service also on the Port Lincoln Division, the South-Eastern narrow gauge lines and even the narrow gauge Commonwealth Railways line to Alice Springs during the Second World War. Between 1923 and 1949 five members of the class were converted to run on broad gauge Murray River lines, during which time they were designated as being the Tx class. The only narrow gauge lines on which they did not run were the branches to Glencoe, Beachport and Kingston.
By the 1950s the engines were looking very different from those that had emerged from the builders in the first two decades of the 20th Century. Large headlights had been added, the smokebox had been twice extended - the second time to incorporate a Cyclone spark arrestor - and the tender enlarged. By the end of their lives the tenders had become rather ungainly and towered above the engines, particularly on those engines which had been converted to burn oil, and an additional tank installed.
In the 1920s six of the Ts were sold to the Tasmanian Railways, but the bulk survived in South Australia right up to the 1960s. Indeed it was to be a T-class engine that was to haul the last regularly scheduled steam train to operate in South Australia on 9th January 1970.
The conversion from narrow to standard gauge of the main line from Port Pirie to Broken Hill was the death-knell of the class, although paradoxically it also gave them a last moment of glory. Right at the end of the narrow gauge days all the diesels were withdrawn from service to allow them to be converted to run on the new standard gauge line, and during this period the Ts and the Beyer-Garratts again reigned supreme on the line. However, on 18th May 1970 no fewer than 24 members of the class were condemned, and the final six followed a month later.
Locomotive W25 - H.F. (Gerry) Walsh
Silverton Tramway Company
Narrow Gauge
Class operators: Silverton Tramway Company
Condition: Excellent
Entered service: 4th October 1951
Entered the museum: 12.3.1970
Length (over coupling points): 61’ 11’’
Number in class: 4
Ownership: Port Dock Station Railway Trust
Provenance: Silverton Tramways Company
Total Weight: 97 tons
Tractive Effort: 21,760 lbs
Wheel Arrangement: 4-8-2
Withdrawn: July 1961
The third of the three Silverton Tramway engines to be preserved in the Museum is the large 4-8-2, number 25 of the Tramway’s class W. This design had originally been conceived by the Western Australian Government Railways, which had had 60 of their class W engines placed in service in 1951-2. The Silverton engines, of which four were built, varied from the Western Australian originals in the tender details and by the addition of a streamlined easing which covered the funnel and dome. All four engines were painted out in Cotswold green and were named after Directors of the Company.
Built by the Manchester company, Beyer-Peacock, these engines followed a tradition set by the Y’s and the A’s. In fact their building meant that every steam engine built for the Company was a product of Beyer-Peacock’s. All four engines arrived at Port Pirie on 4th October 1951, and were then railed to Broken Hill. For this trip W24 and W25 were steamed and these hauled the other two - W22 and W23.
In service these engines could haul 1,200 tons of ore, in contrast to the 800 tons that the A’s could manage, and this meant that they matched up well with the 400 class Garratts which were very shortly to be their counterparts on the South Australian Railways. In regular service they took over all roles from the A’s and were to be seen on both passenger and freight trains. They performed well for the next nine years until the 1960s, but by then some of the older engines were presenting problems and the mining companies were expanding their activities. These factors combined were sufficient to persuade the company that they should be looking to diesel power, and in 1960 they placed in service the first of the three diesel electric units.
This immediately rendered the W’s redundant, and between December 1960 and July 1961 all four were placed in store. After that time W25 was only steamed up again when it operated on special occasions. W25 is named H.F. (Gerry) Walsh.
South Australian Railways
Broad Gauge
Class operators: South Australian Railways
Condition: Excellent
Entered service: 1856
Entered the museum: 1977
Ownership: National Railway Museum
Withdrawn: 1977
The first exhibit encountered by visitors entering the Museum consists of two pairs of steam locomotive driving wheels mounted on a length of track laid with Brunel´s patent bridge rail and placed in front of the main door to the pavilion. This is historically the most important exhibit in the Museum’s collection for it dates from the very beginning of steam railway operation in South Australia, in 1856.
The wheels belong to one of the first three locomotives built for the Adelaide and Port Railway by William Fairbairn & Co., Manchester, England. Ordered by the famous Isambard Kingdom Brunel, then Consulting Engineer for the railway, they were built to the 2-4-0T wheel arrangement and arrived at Port Adelaide in November 1855. Here they were erected and named Adelaide, Victoria and Albert. Later they were to be numbered 1, 2 and 3 respectively.
Adelaide was the first to be assembled and ran a trial between Port Adelaide and Alberton at the end of January 1856. On 8th February an additional trial was run, this time to Adelaide, but the locomotive derailed twice at Morphett Street before successfully entering the station. After further trials the line was opened with due pomp and ceremony on 19th April. Thereafter all three engines saw regular service, venturing further afield as a new line was pushed north from Adelaide to Gawler and Kapunda.
In 1869 they were rebuilt as tender engines but, by 1871, No. 1 had been taken out of service, and the other two followed in 1874. At this time the South Australian Railways had begun the construction of narrow (3’ 6’’) gauge lines throughout the colony. There subsequently arose the necessity of transporting narrow-gauge locomotives and rolling stock over the broad-gauge to and from the workshops in Adelaide. Plans were drawn up for an ‘Engine Carriage Bogie Truck’, and the vehicle, which was given the number 1272, was manufactured by the Adelaide Locomotive Works in 1884. Of traditional Well Wagon pattern it was unusual in that, instead of normal bogies, the driving wheels and portions of the frames from two of the locomotives were used. It is possible that they came from Nos. 2 and 3, however no records have been found to support or disprove this supposition.
When classification letters were allocated to rolling stock in 1888, No. 1272 was classified WL. At some time during its career it also acquired the nickname The Crocodile, which eventually gained official recognition. It found considerable employment, the conversion to broad-gauge of the old Western System during the 1920s notwithstanding. In 1931 Islington Works created a similar vehicle, this time equipped with conventional bogies, which became WL8200, and 1272 was renumbered 8202. However, with the conversion to broad-gauge of the South Eastern System in the 1950s and the standardisation of the Port Pirie to Broken Hill line in the late 1960s, both vehicles were used less and less. No. 8202 was condemned on 2nd May 1977 and broken up, one bogie going to the Mile End Railway Museum and the other to Steamranger.
Silverton Tramway Company
Narrow Gauge
Class operators: Silverton Tramway Company
Condition: Excellent
Entered service: 1893
Entered the museum: 2.10.1965
Length (over coupling points): 39’ 3’’
Maximum Axle Load: 8 tons 6 cwt
Maximum Speed: 35 mph
Number in class: 19
Ownership: Port Dock Station Railway Trust
Provenance: Silverton Tramways Company
Total Weight: 47 tons 14 cwt
Tractive Effort: 16,500 lbs
Wheel Arrangement: 2-6-0
Withdrawn: 13th September 1964
To enable ore to be shipped from the fabulously rich line of lode at Broken Hill to the smelters then being established at Port Pirie, a company was formed to construct and operate a narrow gauge line between Broken Hill and the SAR’s railhead at Cockburn, via Silverton - a distance of 35 miles (56.35 km). Known as the Silverton Tramway Company (only colonial governments were permitted to operate railways) it became a highly successful venture surviving until 1970. At this time, as part of the project for completion of a standard gauge Transcontinental line between Sydney and Perth, a more direct route was built by the SAR between Cockburn and Broken Hill, bypassing Silverton.
When in 1888 the Company considered the purchase of its first locomotives, it made the logical choice of emulating the SAR’s preference for main line power and ordered from Beyer Peacock & Co. four 2-6-0’s identical to their Y-class. These also were classified Y and were the first of 19 units built by Beyer Peacock and placed in service between 1888 and 1907.
Y 12 was built in 1893 carrying builder’s number 3536, and saw just over 70 years of service. However, its major claim to fame was that it is believed to be the locomotive which was involved in the infamous Battle of Broken Hill, on New Year’s Day 1915. Y12 was hauling a picnic train to Silverton, when it was ambushed by two gentlemen who fired into the open trucks which were being used to carry the passengers. The ambush was related to First World War agitation. A number of passengers were killed.
Although the Silverton Tramway’s Y’s looked identical to those of the South Australian Railways when they were built, they were to end their days looking quite different. This was mainly because during their life they received very few alterations while the South Australian engines, on the other hand, were quite extensively modified.
The Y’s were superseded on the main line by the A class 4-6-0’s, but they were to continue to shunt for many years. They were popular engines and several lasted into the 1950s, still being preferred for shunting work, even after the advent of the large W-class engines. The last use of a Y on the Tramway was Y12 on 17th July 1961, the year that the diesels were introduced, but so popular were the engines that no less than three have been preserved - Y12, Y11 at Silverton and Y1 at Broken Hill. The last of the class to run was Y12, with a special train, on 13th September 1964. It was moved to the Mile End Railway Museum on 2 October 1965.
South Australian Railways
Narrow Gauge
Steam
Class operators: South Australian Railways
Entered service: 27th February 1890
Condition: Excellent
Entered the museum: 23rd September 1970
Length (over coupling points): 39’ 3.125’’ (11.97 metres)
Class: Y
Class builders: Beyer Peacock & Co., Manchester; Islington Works; James Martin & Co., Gawler
Number in class: 129
Ownership: History Trust of South Australia
Provenance: South Australian Railways
Total Weight: 47.75 tons (47,750 kilograms)
Tractive Effort: 13,289 lbs
Wheel Arrangement: 2-6-0
Withdrawn: 14.5.1970
The Y-class 2-6-0s constituted the largest class of locomotives on the South Australian Railways, 129 having been built between 1885 and 1898. The last of the series to go into service, No.179, was also the first locomotive to be built at the Islington Workshops.
The initial order was placed with Beyer Peacock & Co. of Manchester, England but, besides the two constructed at Islington, a large number were also built at Gawler by James Martin & Co. No.97 is a Beyer Peacock locomotive and carries builder’s number 3147 of 1889. It was placed in service on 27th February 1890.
The Y-class were a development of Beyer Peacock’s ‘Narrow-gauge Mogul’, and this type saw service in every colony in Australia with the exception of Victoria. In South Australia it became the standard narrow-gauge locomotive, serving on the Northern, Western and Southern Systems, and Eyre Peninsula.
Y97 was withdrawn on 14.5.1970, only a day after it had completed a special trip for the Australian Railway Historical Society to Eurelia & return. It was moved to the Mile End Museum on 23rd September 1970 and eventually to the Port Dock museum on 11th November 1988.