RosiesBoss

GWR 1331 (ex-Whitland & Cardigan) 0-6-0ST ProjectIntroduction I’ve been gathering bits for my scrapbox for many years. When “1846marion” was disposing of his large inventory of Triang/Hornby spares on eBay, I bought quite a few lots that “might come in handy some day”. Among them were two motorised chassis for the Hornby “Toby” toy. This is a short wheelbase 0-6-0 with scale 4ft wheels. Some years ago, one the members of my model railway club gave me a couple of discarded Hornby 0-4-0 bodies, as he had used the two chassis to make an 0 scale narrow gauge Garratt. One of the bodies was from “Smokey Joe”, which has a nice saddle tank, detailed backhead and a heavy diecast footplate – handy for small tank engines. I was looking for a suitable new project recently and checked the abovementioned chassis and saddle tank body against sketches and photos in Russell, finding a near match with ex-BP&GVR Nos 2194-5. I began modifying the chassis and footplate, narrowing motor mounts and opening up the footplate so they could be bolted together securely, then disaster struck! The front motor mounts disintegrated to powder – a real problem, as they function as top bearings to the gear train. The project paused while I fabricated a replacement part from “Austlon” engineering nylon (an old sample in my scrapbox). (I did attempt to use the mount from the other chassis, but this chassis was even worse, as both front and rear mounts collapsed in this one.) I fabricated a brass replacement cab, using the drawing in Russell, as well as the Ian Beattie drawing in the May 1989 Railway Modeller. I had to trim the width of the diecast cab rear wall and the dummy “coal”, so they would fit into the new cab. I cut the cab from the saddle tank of “Smokey Joe” and adjusted it so that it would fit. It didn’t look too bad, but I slept on the issue and went back to it a few days later. When I reviewed what I had to hand, I realised that I still had to fabricate and fit new cylinders, slidebars, crossheads, connecting rods, injectors – none of which were easily available to me here in Sydney. While researching 2194-5 I came across several references to GWR 1331. I checked its dimensions and then realised it was a better fit than 2194-5. I could avoid having to make all those difficult components listed above. It is a better choice also for my Cambrian/Mid Wales group of locos, as it was based for many years at Oswestry. The new cab was put into storage in the scrapbox. Construction In the absence of readily available drawings, I have used photos downloaded from the Internet. It seems that 1331 must have been a favourite for photographers, as there are many images from just about every angle. Both Green and Casserley & Johnson include useful photos in their books also. I fabricated a new cab, which fits even better than the first one. The front spectacle plate sits beautifully behind the motor mounts and just in front of the (trimmed) dummy coal on the footplate. The saddle tank is fractionally too short, which I will fix by filling with 5-minute epoxy when the body is fully assembled. I made new wheel splashers from sheet brass. The current group of body parts looks like this: Footplate and chassis: Loosely assembled, the model has reached this stage: There is still a lot of work to go to remove redundant bits from the footplate and then add missing details, but the project is well under way! I’ll post updates when I have made more progress. References Anon.: “The Locomotives of the Great Western Railway – Part Three – Absorbed Engines, 1854-1921” (RCTS, 1956) Anon.: “The Locomotives of the Great Western Railway – Part Ten– Absorbed Engines,1922-1947” (RCTS, 1966) C.C.Green: “Cambrian Railways Album – 2” (Ian Allan, 1981) J.H.Russell: A Pictorial Record of Great Western Absorbed Engines” (OPC,1978) Casserley & Johnson: “ Locomotives at the Grouping – No.4 – Great Western Railway” (Ian Allan, 1966) Railway Modeller, May 1989 Regards, Rob

Thank you, Mike for your suggestion. However, I have made a start on the model, using photos. If drawings become available, I may use them to upgrade the model. Regards, Rob

G'day, 81C, Thank you for the tip. I have checked the OPC lists of drawings held by the NRM. Here is the link to the relevant one: http://www.nrm.org.uk/~/media/Files/NRM/PDF/archiveslists2012/railwaycompanyworks/Oxford%20Publishing%20Company%20drawing%20list.pdf They do have a microfilmed copy of weight diagram B46, which, according to the RCTS, is relevant to the model I wish to make. As I live in Sydney (Oz), it's not practical for me to just drop in to the NRM to verify whether this drawing has enough detail to be helpful. I do suspect that it is not much more than a sketch, similar in style to those illustrated in Russell's tome on the locos absorbed at Grouping. I'm not happy to simply take the risk of sending my credit card details to the NRM through the post to order something that is of no more help than the photos I have already located. Has anyone else reviewed this drawing? Regards, Rob

Hello everyone, I've begun another kitbash project on an obscure GWR saddle tank engine: No 1331, built by Fox Walker for the Whitland & Cardigan Railway. It's a good fit for the Cambrian/Mid-Wales part of my 00 scale model loco collection, as this loco was sent to Oswestry around 1940 and stayed there until withdrawn around 1950. I know I can purchase a brass kit from Agenoria, but can't justify the expense. I've had a good look at the chassis from Hornby's "Toby" toy and the body of their "Smokey Joe" (both sleeping in my scrapbox) and it seems that they are not too far from what I need. Examination of some images downloaded from various on-line sources, as well as the dimensions quoted in Part 3 of the RCTS monograph on GWR locos, has been very encouraging. I've spent quite a lot of time trawling the net to try to find some general arrangement drawings, but with no luck so far. I know I can just use the photos, as I did for 1376 (http://www.rmweb.co.uk/community/index.php?/topic/67786-gwr-1376-ex-bristol-exeter-0-6-0t-project/), but I would prefer to start with drawings and use photos to confirm them. Can anyone point me in the right direction (or - even better - supply a copy of them)? Regards, Rob

Hello all, 6023's air pipe is a much neater installation than that applied to 4079 when she briefly visited Sydney. For her transfer from the docks to Redfern and subsequent movement in light steam to Newcastle, the PTC of NSW simply tied an air hose to the front buffer beam, along the driver's side footplate, through the cab, across the gap to the tender, over the coal space and down the back of the tender to its buffer beam. Here are some images: We did things a little differently here in 1977! Regards, Rob

Hello everyone, Hayfield has asked for some pictures of the small motors I have been using in some of my models. I'm happy to do so, but these close-up shots do show that these are not models that live in glass cases. They see a lot of use! First, though, I have had to update the text describing my model of "Comet". I did use a small Hornby open frame motor in the K's gearbox frame, but it was not up to the job. I subsequently replaced it with a small Mashima motor on a brass frame (probably from Finecast). Here are two images of the chassis, as it is today: The little Hornby motor is still in use in many of my models, though. Here are two shots of the installation in ROD 3040. The brass motor mount is adapted from a FInecast kit. I found the motor just what was needed also when using a Crownline kit to convert a Hornby 2MT to a BR standard 2MT, as the original X04 motor was too tall to fit inside the modified body. Here are images of the completed model and of its chassis: The motor is in use in several of my H0 scale Australian trams. Here is an image of Hawthorn Tram No.8, converted from a Mehanotechnica unpowered trailer tram, with a brass channel chassis, home-made gearbox and the Hornby motor, which one can see through the tram's windows. The trolley pole does pick up power from the overhead and was made from modellers' brass, with a spring recovered from and old VCR. I hope these images are of some interest. Regards, Rob

Hello everyone, Castle has (sort of) asked what would have been in wartime green paint. This retired, former NSWGR chemist may be able to help here. Chromium is a wonderful element. It is one of the main alloying elements in stainless steel, can be used as a decorative and protective coating ("chrome plating") and its compounds are coloured. Chromium compounds fall into 2 groups, of valency 3 and valency 6 (depending on the oxidation state of the compound). Valency 3 compounds, such as chromium oxide are green and valency 6 compounds, such as sodium (and other) chromates are yellow. "Middle chrome green" paint, as used by the GWR and others, would have largely depended on a supply of chromium oxide. Yellow pigments used to make use of lead chromate. In each case, these would have been imported and in short supply during WW2. Lead chromate was also not just a decorative finish, but one that prevented corrosion, due to its passivation abilities. Barium chromate acted as a barrier coat between aluminium and other metals, such as steel, to inhibit galvanic corrosion that could otherwise commence once the joint became wet. Chromate compounds are now known to be carcenogenic, so their use has largely disappeared. Today's paints now make more use of synthetic pigments and are now able to be applied and cure much more easily and quickly than they used to be. But I wonder whether they last as well? Regards, Rob

K’s Kits on Carmarthen Junction Like many other “baby boomers”, I was dissatisfied with limited range of RTR models available in the 1960s and 1970s. I began to assemble whatever relevant kits I could afford to buy (and found that this aspect of the hobby was very satisfying). My first whitemetal loco kit was a Wills 1854 class 0-6-0PT, completed in 1967. It’s still going strong, as is its original X04 motor. My next one was a K’s “Terrier”, which one of my workmates sold me in 1968. I completed it as GWR 5 “Portishead”. This is also still working well. In 1975, I made an 8-week visit to the UK and purchased a large number of kits, including several K’s locos and autocoach. I assembled these over the next few years. From time to time, I have supplemented these with other K’s models – some bought as kits, others fully assembled, requiring some restoration. 1. Locomotives 0-4-2T 4833. Seen here with an Airfix autocoach, this model has plastic–centred wheels on D axles. I modifed the trailing wheel assembly with a simple spring suspension, to ensure that the front driving wheels continue to maintain contact with the rails. It still uses its original K’s Mk.2 motor. 0-6-0T 5 “Portishead”. This has Romford wheels on solid (not squared) axles. It still uses its original K’s Mk.2 motor. 0-6-0PT 4658. Bought as a body kit only, I fitted it with a spare Bachmann chassis. 2-6-0 2620 (Aberdare” class). This has plastic–centred wheels on D axles. From “day 1”, the pony truck derailed continuously. I eventually discovered that the axle was not aligned square to the rails. Once this was corrected, the loco ran beautifully. It still uses its original K’s Mk.2 motor. 2-6-0 6326. This came as a “basket case” via eBay. It had (loose) plastic–centred wheels on D axles which I replaced with old (new, old stock) Romfords on solid (not squared) axles. 2-8-0 3026 (“ROD” class). This was supplied with plastic–centred wheels on D axles which quickly worked loose under load. These were replaced by Romfords. It still uses its original K’s Mk.2 motor. 2-8-0 3040 (“ROD” class) This was a “new, old stock” purchase via a Hornby Collectors’ Club auction. It came with Romford wheels on solid (not squared) axles. During construction, I replaced the K’s motor and gears with a new Hornby mini-open-frame motor and proprietry nylon gears, so I could fit a commercial (spare part) backhead in the cab. 2-8-0 2818. Assembled in 1977, this loco still has its original plastic–centred wheels on D axles. It still uses its original K’s Mk.2 motor. 4-4-0 3283 “Comet”. This model was another “dog” from new. Its original plastic–centred wheels on D axles have been replaced by Romfords. The integral motor-gearbox was replaced with small Hornby motor in the K’s gearbox frame. This was later replaced by a small Mashima motor in a brass gearbox frame, but still using the K's gears. 2. Coaching stock Dean PBVs. I have two of these, which look and run well. 6-wheeled low Siphon. I think I bought this whitemetal kit in Sydney’s Hobbyco hobby store around 1965. It took quite a while to tune the chassis to run well, but it still earns its keep in a string of GWR “brown vehicles”. Siphon F. This plastic kit looked good from completion, but was let down by flimsy bogies. Re-equipped with whitemetal ones, it now runs well. Autocoach. This whitemetal model does not bear comparison with the Airfix/Hornby plastic one and awaits rebuilding and detailing. 6-wheeled clerestory family saloon. This old whitemetal kit was bought at a model show’s “bring and buy” stall in 2000. It has been finished as illustrated on page 79 of C.C.Green “Cambrian Railways Album – 2” (Ian Allan, 1981). B-set. These coaches were acquired second-hand and are still as originally finished. 3. Freight Stock Grano & NE roofed open. These two whitemetal models were bought as kits at “bring and buy” stalls. They are quite heavy, but still look and run well. GW 4-plank open. 39527 is a K’s whitemetal kit. 75708 is a plastic Coopercraft kit. The K’s model still looks good. Banana vans. I still have two unmade whitemetal kits of these vans, awaiting a “rainy day”. 4. Reflections Many of the whitemetal models have become available as RTR ones – something undreamed of when I built most of them. Nevetheless, the experience of building them has taught me so many skills that have subsequently used in kitbashing and scratchbuilding to create models that were otherwise unavailable or unaffordable. I still enjoy using all of the old models described above. I built them to last!

Other British-built Locomotives, DMUs and EMUs Used in NSW As noted by others, many classes of self-propelled units were built in the UK for export. This paper supplements my earlier blog, so as to include designs that may not have had a closely similar design operating in Britain. It does not pretend to be a comprehensive list of all such locos imported into NSW, but just a taste of a once great export industry. More detailed information, including locos from other states, may be found at: http://www.australiansteam.com/index.htm 1. NSW Government Railways R(285)/Z18 Class 0-6-0T In 1882, Vulcan Foundry delivered six domeless 0-6-0 suburban tank engines. Outclassed by later locos, these engines found further use around loco depots and yards and were reboilered with domed boilers. Some were sold for use in private collieries, such as at Catherine Hill Bay. 1076 saw out its days as a washout loco at Eveleigh Railway Workshops. L(436)/Z22 Class These 2-6-0 passenger locos were ordered from Dubs & Co as near-equivalent engines to the Baldwin L(334) class. Delivered with domeless boilers, they later received domed boilers. They were known as “Scotch Yankees”. The last one was scrapped about 1937. http://www.flickr.com/photos/uon/8177631918/ Breakdown Cranes Like most railways, the NSWGR used numerous steam breakdown cranes, many of which were eventually converted to diesel power. Most of them were built in Britain. Here are two examples. 30 ton accident crane 1048 (Cowans Sheldon 2012/1908), still in service at Goulburn Loco Depot in 1971: 70 ton brakedown crane 1073 (Craven Brothers, 1929) seen here after being converted to diesel power and in use at Broadmeadow Locomotive Depot in 1988. Hawthorn Leslie Luffing Cranes From 1914 until 1950, the NSWGR purchased several batches of 0-4-0T locos equipped with “luffing cranes”, so-named because loads were lifted through the movement of the jib. Precision movement to both rotate and lift/lower the jib was achieved with a couple of small donkey engines. Some were also equipped with a turbogenerator for the electromagnet used to lift scrap iron. These little machines worked in such workshops as Eveleigh, Clyde and Cardiff and remained in service until the early 1980s. Builder’s plate from 1051: 1082, hard at work at Eveleigh Locomotive Workshops foundry in 1981: I(17)/Z26 Class In 1892, Dubs & Co delivered this 20-strong class of 2-6-2 mineral saddle tanks. Many components (eg boiler, wheels, valve gear, wheels) were interchangeable with B(55) class 2-6-0s. They worked as bankers, coal haulers and shunters. Water capacity limited their use on main lines. G(1204)/Z27 class These locos were ordered from the Hunslet Engine Co by the NSW Public Works Department for use in the construction of new railway lines. When that task was handed over to the NSWGR, the locos were transferred also, being used on branch lines alongside Z24 and Z25 classes. The Z27s differed from the other 2-6-0s in having Walschaert’s valve gear. They were eventually fitted with boilers standard across all three classes. T(524)/D50 class In 1896, Beyer Peacock delivered the first of many 2-8-0s to the design of William Thow. Beginning as saturated engines, most were eventually superheated. 280 locos were eventually built, not just by BP, but also by Dubs & Co, Neilson & Co, North British Locomotive Company and Clyde Engineering (NSW). Some remained hauling coal until the end of steam haulage in the early 1970s. During the Great War, a batch of 10 under construction at North British were taken over by the British War Office and operated by the ROD. After the war, they were taken over by the Belgo-Nord Railway and worked coal trains in the Meusse Valley. The NSWGR Chief Mechanical Engineer’s Library, which was located within the Mechanical Branch Laboratory complex at Redfern, held a copy of C.H.Lake “The World’s Locomotives” (Percival Marshall, 1906). On pages168-9 is a feature on Churchward’s GWR 28XX class 2-8-0. In the margin of their copy is a handwritten note signed by (ex-GWR) E.E.Lucy, Thow’s successor: “W.Thow esq. Your T class”. (The 28XX main dimensions are very similar to the T class which had entered service about ten years earlier.) The T class was further developed locally by Lucy into the TF and K classes, all of which were built in NSW (see below), but which still display their British heritage. Here is a couple of images of 5069, which remained largely unaltered from delivery to retirement – still hauling coal in the Hunter Valley. 5139, seen here shunting at Lithgow, displays a superheated boiler, turbogenerator, electric lights and high capacity turret tender. S(636)/C30 class William Thow’s third brilliant standard design for the NSWGR was this 4-6-4 tank loco. The first batch was delivered by Beyer Peacock in 1903. Further engines were supplied by BP and also from the NSWGR’s Eveleigh Workshops. The design was so significant that it featured on pages 194 and 195 of “The World’s Locomotives” (op. cit.). These locos continued in suburban passenger train service until the late 1960s and some were still active as shunters in Sydney Yard into the 1970s. Here is an image of 3046 at work on those duties on Christmas Eve, 1970. C30T class Sydney’s suburban passenger network was progressively electrified from 1926, making many of the C30s redundant. At the time, many obsolete old locos (especially a strange assortment of Baldwin types and the L classes described above) were still serving on light country branch lines. The opportunity was taken to convert some of the tank engines to tender locos, which retained their old numbers, but with a “T” suffix (for tender). The work was done at both Clyde Engineering (NSW) and at Eveleigh Workshops. Older tenders from scrapped locos or from others that had been re-equipped with larger capacity ones were fitted to them. They continued to serve well in their new duties until the early 1970s. Here is an image of 3028T on a special train on the NSW South Coast in early 1971: TF(939)/D53 class William Thow’s designs (P, T and S) had all passed through the “teething trouble” stage and were all working very well by the time he retired in 1911. He was succeeded by E.E. Lucy, who had been Assistant CME from 1906. Lucy had come from the GWR and was the uncle of Harold Holcroft – the inventor of the so-called Gresley conjugated valve gear – who had worked under him when Lucy was managing the GWR’s Wolverhampton Works. When it became necessary to build further 2-8-0s (similar to the T class), Lucy modified the design to include a domed version of the GWR taper boiler, together with a few other changes, including superheating. They were introduced in 1912. Some of these “improvements” to Thow’s design did not meet expectations, resulting in ultimate replacement of the tapered boiler with a parallel Belpaire boiler standard across T, TF and K class 2-8-0s, as well as reversion to flangeless 2nd and 3rd driving wheels. All 190 locos were built locally. Examples remained in coal haulage until scrapped in the early 1970s. Here are three images of late survivors at work on the Newcastle (NSW) coalfields: K(1353)/D55 Class For completeness, I include some information about the K class 2-8-0s. These 120 locos, a further development of the T and TF 2-8-0s, abandoned their Allan straight link motion in favour of US Southern valve gear. Introduced in 1918, the last one was retired in July 1967. Here is an image of 5597, taken during one of her last runs to Newcastle (NSW) before withdrawal: AD60 class These locos were ordered from Beyer Peacock just before a decision was made to change from steam to diesel traction. The original order of 50 was amended to 42 complete units, plus parts of another 5 as spares. They entered service in 1952 and the last was withdrawn in February 1973. They were the world’s largest (but not the most powerful) garratts. Originally intended for use on lightly laid branch lines, they were soon displaced from these duties by new 48 class diesel electrics. Many were then modified to have increased axle loading on the driving wheels and therefore a higher tractive effort. They then saw many years’ work on main lines, hauling heavy mineral trains, some of which required double heading. The sight, smell, sound and feel of such workings – once experienced – is never to be forgotten, especially on such challenging places as the 1 in 42 hills known as Hawkmount or Fassifern Bank. Long before the train became visible, the noise of the twin engine units stammering into and out of synchronisation could be clearly heard. The volcanic exhaust would then be seen, going hundreds of feet into the air. As the engines came near, the earth would shake and the roar would be almost painfully loud. As they passed, cinders would rain down and would seem to do so for a minute or two after they had moved on. The locos would remain audible for about another ten minutes, while we shook the cinders from our hair and clothes. Such work produced spectacular images, such as these: 41 class This class of ten bo-bo diesel electric locos was one of several small classes purchased to evaluate diesel traction in the early 1950s. (The remainder were US designs.) These locos were plagued with problems, resulting in no more UK diesel purchases until the advent of the XPTs. The design was from BTH, the engines from Paxman and the bodies from Metro-Cammel. They began service in 1953 and the last was retired in 1975. Here is a step-plate of one of the locos. The last survivor is 4102, shown here near 3137 at the NSW Rail Transport Museum, Thirlmere: 46 Class In 1956, the first of forty 46-class Co+Co electric locomotives began service on the NSWGR’s main western line across the Blue Mountains, west of Sydney. These 3400 hp units soon displaced steam traction on this route – and others, as electrification spread north and south of Sydney. They remained in front-line service until freight services were privatised in the early 1990s and the private operators found that the charges levied by Railcorp for use of the overhead electric wires were uneconomic compared with diesel traction. The locos were built by Metropolitan Vickers and Beyer Peacock & Co. Here is the builder’s plate from 4601: Here is an image of triple-headed 46 class locos hauling a heavy goods train through Flemington (NSW) in 1991. The middle loco is still in largely original colours. The first and third locos are in the SRA’s “candy” colour scheme then in vogue. SD EMU (“Red Rattlers”) Sydney’s suburban rail network was progressively electrified from 1926. Some timber-bodied cars were built locally for this new service and 50 all-steel coaches were ordered from Leeds Forge Company in England. C3102 is one of a couple of survivors and entered electric service with the very first such train in 1926. It was retired around 1990. It displays the twin entrance vestibules that remained a feature of all suburban electric coaches built subsequently. XPT The NSWGR was re-organised and restructured in the 1970s and 1980s, becoming the Public Transport Commission of NSW and then State Rail Authority of NSW (SRA). There have been further restructures since then. In 1982, the first XPTs began service with the SRA. These had a long development from the UK-designed HSTs. A great deal of research and practical trial work was carried out by the SRA Laboratories in consultation with the Mechanical Branch Design Office before the design was settled with Commonwealth Engineering who assembled the vehicles, using “a blend of local and imported components”. Differences included: Larger aluminium cooling groups (to cope with higher temperatures) De-rated Paxman diesel engines (to cope with higher temperatures) Higher capacity air conditioning systems No guard’s compartment in the power car Welded construction of bogies instead of bolted or riveted Fluted stainless steel bodies on trailer coaches – consistent with other long-distance loco hauled coaches Increased vertical travel of axleboxes in bogies Different spring rates in all bogies Lower maximum speed The units have been a great success and are still in service. On test, they set a new Southern Hemisphere speed record (183 kph) in 1983. Here is an image of one of the units entering Hornsby (northern Sydney), wearing its original livery: Here is an image of one of the sets in the second livery on Maldon Curve on the main south line in 1993: 2. Silverton Tramway Broken Hill, in western NSW, is closer to South Australian ports than those in NSW. For many years it remained isolated from the main part of the NSWGR. The rich silver-lead-zinc mines needed rail transport and the nearest system was the 3ft 6in gauge South Australian system. However the NSW government would not permit the SAR to run their rails into Broken Hill. The privately-owned Silverton Tramway filled that gap, running narrow-gauge trains from the border to and from Broken Hill. Even after the standard gauge reached Broken Hill, it remained more economic to rail the ore out via South Australia. Most of the designs of Silverton locos were copies of others already running in other states. Here are some examples. Y-class 2-6-0 These were also used in Queensland, Tasmania, South Australia, Northern Territory, and Western Australia. Most seem to have been built by Beyer Peacock, but some also were built locally. The Silverton locos entered service in 1888. A Class 4-6-0 These locos were copies of the TGR E class and all 4 were built by Beyer Peacock around 1915. W Class 4-8-2 This class of four locos was simply a streamlined version of the WAGR W class. They were built by Beyer Peacock and operated from 1951 to the early 1960s. 3. Locos Built for Other Private Railways Many British manufacturers exported their products around the Empire/Commonwealth. Here are some images of just a few of them that came to NSW. Andrew Barclay Associated Portland Cement Co No.3 (Barclay 1234/1911), Portland “Alison” (Barclay 1738/1923) Here are details of her varied career: http://www.australiansteam.com/Alison.htm Avonside Richmond Vale Railway 0-6-0ST No.2 (Avonside 1916/1922). This loco worked for Abermain Seaham Collieries (which was taken over by the Richmond Vale Railway) from 1922 until 1969. South Bulli No. 4 (Avonside 1574/1909) worked at South Bulli Colliery from 1909 until 1967. “Marjorie” (Clyde Engineering 462/1938) was a copy of an Avonside design. Here is her biography: http://www.australiansteam.com/Marjorie.htm Beyer Peacock South Maitland Railway 2-8-2T These large locos were essentially a tank version of the NSWGR T(524)/D50 class, also built by BP. The entire class of 14 locos survived into preservation, having worked from their introduction in 1912 until the closure of the Richmond Vale Railway in 1986. Here are some images of them in regular service: Hudswell Clarke Hudswell Clarke 2ft gauge cane locos were used in many canefields around NSW and Queensland to haul newly harvested sugar cane to nearby sugar mills. Several of them found a new career on tourist tramways. Here are two of them: Hudswell Clarke (1862/1953), Timbertown (near Wauchope), NSW This loco once worked at the Macknade Mill, near Ingham (Qld.). Hudswell Clarke 1098/1915, Goulburn Steam Museum. This loco used to work at the Gin Gin Mill, Wallaville (Qld). Kitson Richmond Vale Railway Kitson 0-6-0ST RVR No.3 (Kitson 2263/1878) was a copy of NSWGR No. 20N (a favourite of the owner, John Brown). It survived to be preserved in the 1970s. RVR No.4 (Kitson 1620/1870) was originally NSWGR No. 20N (a favourite of the owner, John Brown). It survived to be preserved in the 1970s. Richmond Vale Railway 2-8-2T RVR Nos 9 & 10 (Kitson 4567/1908 and 4798/1911) were typical British industrial export tank engines. Locos of similar style, exported to South Africa, can be found in Colin Garratt “Steam Safari” (Blandford, 1974) in plates 11, 12, 18, 29, 34 and 44. These locos remained in service until about 1976 when they were replaced by South Maitland Railway 2-8-2Ts (described above). Manning Wardle “Possum” (Manning Wardle 1802/ 1912) was a steelworks engine that worked in both Lithgow and Port Kembla. Her career is described here: http://www.australiansteam.com/Possum.htm 4. Visitors Stephenson’s Rocket Replica This interesting replica drew many curious crowds when exhibited in Sydney during 1982 as part of an overseas promotional tour for the National Railway Museum (York). References: C.H.Lake “The World’s Locomotives” (Percival Marshall, 1906) J.H.Forsyth: “Steam Locomotive Data” (Public Transport Commission of NSW, 1974) Colin Garratt “Steam Safari” (Blandford, 1974) Leon Oberg: “Locomotives of Australia” (A.H. & A.W.Reed, 1975) – ISBN 0 589 07173 4 J.W.P.Rowledge: “Heavy Goods Engines of the War Department, Volume 1, The ROD 2-8-0” (Springmead Railway Books, 1977) Alex Grunbach: “A Compendium of NSW Steam Locomotives (ARHS, 1989) – ISBN 0 909650 27 6 R.G.Preston ”The Richmond Vale Railway (Shepp Books, 1990) – ISBN 0 909862 26 http://www.australiansteam.com/nswgrframe.htm http://en.wikipedia.org/wiki/Harold_Holcroft

G'day, all, Thank you, EddieB, for reminding me about the Z27s. I deliberately left them out, as they were bought by the Public Works Dept and I am not aware of any similar class of 2-6-0 with Walscheart's valve gear operating in the UK. If you include non-steam designs, don't forget the XPTs. When I was seconded to the Mechanical Branch Design office to help prepare maintenance instructions for them, I learned how similar and how different they were from British HSTs. They are close cousins, but not brothers. It was an exciting time - especially when they set a new Southern Hemisphere rail speed record. The adaptation of the British HST design to NSW conditions was one of the great achievements of the (now disbanded) Mechanical Branch Testing Laboratories and Design Office. Regards, Rob

British Designed Locos Used in NSW As others have noted, Great Britain exported thousands of locomotives, especially within the Empire/Commonwealth. This paper presents a very brief overview of just part of the obvious British connection in either origin or design for locos that operated in NSW. Similar stories could be written for locos that operated in other states. I have been interested in (and modelled) both NSWGR locos and British designs (particularly the GWR) for many years. I have partly illustrated this paper with images from my own collection. In Australia, there was a government policy to purchase either locally or from within the Empire. Products manufactured in the USA attracted a financial penalty. Therefore, for much of the 19th century, British locomotive designs dominated the various Australian state railways. (This policy persisted well into the 20th century, resulting in the purchase by the NSWGR of some Alco 40-class diesel electric locos assembled in Canada to avoid the penalty charges.) Nevertheless, some American-designed locos were purchased, chiefly from Baldwin, but these were not as successful as the British designs of the time. In NSW, Beyer Peacock provided many of the staple designs. From the late 19th century, US practice and local design expertise resulted in the adoption of locally developed designs which blended the best of both British and US practice. In NSW, this led to the introduction of the C32, C34, D50, D53, D55, D57, D58, C36, C38 and AD60 designs. Many of these were built locally, supplemented by batches made by Beyer Peacock (UK) and Baldwin (USA). However, the NSWGR began with purely British designs, as their initial consulting engineer was James McConnell of the LNWR. Several later senior engineers came from the GWR, bringing with them the use of Churchward-inspired taper boilers and GWR workshop practice. 1. NSW Government Railways 1 Class: These 0-4-2 locos were built by Robert Stephenson & Co to the designs of James McConnell of the LNWR, consulting engineer to the NSWGR. They were adapted from his 1854 design of Wolverton express goods 0-6-0 locos for the LNWR. 6-Class: These little 2-2-2s were built by William Fairbairn & Sons and were, in essence, a small-wheeled version of LNWR “Problem” class. They entered service in 1857. 13 class: This group of 2-4-0s were built by Manning Wardle & Co, to the general design of a LNWR Crewe Goods and entered service in 1863. http://commons.wikimedia.org/wiki/File:Locomotive_c.1878_(2901449950).jpg S(29) & 9N: This group of small box 0-6-0 saddle-tank locos was built by Manning Wardle & Co and entered service in 1863. “Pioneer” was used as a contractor’s engine, later entering service as 9N. The design seems to be a standard Manning Wardle one, with a UK example having operated on the Hook Norton Ironstone Partnership, which was absorbed into the GWR. It became GWR 1337. This image of Pioneer, later NSWGR 9N, came with the following information: “Pioneer, 1860s - Driver - Thomas Newport; Fireman - unknown; On footplate - William Sixsmith -- Loco imported to NSW by Sixsmith & Newport” G(23)/Cg(23): In the 1860s, John Fowler was consulting engineer to the NSWGR and, when asked to recommend a design of new express engines, proposed a version of his designs for the Metropolitan Railway and the Isle of Man Railway. They were built by Beyer Peacock & Co and entered service in 1865. They were later converted from 2-4-0s to 4-4-0s by the substitution of a Bissel truck. Related UK locos were the Metropolitan Railway 4-4-0T and Cambrian Railway 4-4-0 No.13. http://investigator.records.nsw.gov.au/asp/photosearch/search.asp?subject=locomotives%20(NSW,%20class%20Z14)&B1=Search T(14): When fast, light passenger engines were needed in the 1860s, a “Jenny Lind” 2-2-2 design was commissioned from Beyer Peacock & Co. They were introduced in 1862. A similar UK design ran on the West Midland Railway, eg No 100 (later GWR 245). In NSW, John Heron (known as “the big fish”) regularly drove No.15 on the express train from Penrith to Sydney which became known as “The Fish”, in recognition of its regular driver. http://www.mosi.org.uk/collections/explore-the-collections/images-online/display.aspx?irn=30796&row=4 E17: When powerful goods engines were needed to haul trains over the Great Zig-Zag (west of Sydney), a class of Stephenson “long boiler” 0-6-0s was commissioned from Robert Stephenson & Co, entering service in 1865. They resembled West Cornwall Railway “St Just”, later GWR 1385. Here is the last survivor, as restored to original condition. N(67): When new suburban passenger engines were needed in the 1870s, the NSWGR acquired the working drawings of Stroudley’s famous “Terrier” locos on the LBSCR. They were built locally by Mort & Co and were introduced in 1875. http://www.flickr.com/photos/state-records-nsw/6474986565/ C(79)/Z12: When further passenger engines were need in the 1870s, an improved version of the G(23) class was ordered from Beyer Peacock & Co, entering service in 1877. These were 4-4-0s, having a Bissel truck instead of a single leading axle. These also are related to the Metropolitan Railway 4-4-0T and Cambrian Railway 4-4-0 No.13. A(93)/Z19: In the mid 1870s, with increasing goods traffic, an improved “long boiler” 0-6-0 design was ordered from Beyer Peacock & Co. These locos lasted from their introduction in 1877 to the end of steam in the 1970s. Here’s a link to an “as built” image: http://emu.msim.org.uk/web/objects/common/webmedia.php?irn=12942 This is how they looked at the end of their long careers: Crane locomotive Most NSWGR workshops employed one or more small crane tank locomotives. This example was built by Dubs & Co and entered service in 1879. A similar example from 1901 is at the Foxfield Railway. http://www.australiansteam.com/1034.htm Q(158): In the late 1870s, much suburban passenger traffic was being handled by unsuitable old locos. This class was built by Beyer Peacock & Co, using a design similar to that used for some IoWR 2-4-0Ts. Here are some images – when new and in service: http://emu.msim.org.uk/web/objects/common/webmedia.php?irn=13191 http://investigator.records.nsw.gov.au/asp/photosearch/search.asp?subject=locomotives%20(NSW,%20class%20Q158)&B1=Search B(205)/Z25: Because of ever-increasing goods traffic, a batch of 2-6-0s was ordered from Beyer Peacock & Co, entering service in 1882. These seem to have been built to a fairly standard design also used for MSWJR Nos 14 & 16 (later GWR 24). D(255)/Z15 Class: These typically English inside-cylinder 4-4-0s were built by Beyer Peacock & Co, entering service in 1882. Here’s a link to BP’s photo: http://emu.msim.org.uk/web/objects/common/webmedia.php?irn=12883 D(261)/Z16 Class: Dubs & Co built variants to the BP design, which began service in 1883. http://www.flickr.com/photos/uon/7731142862/ http://www.flickr.com/photos/uon/7731140772/in/photostream F(351)/X10: Built to a design used also for the Isle of Wight Railway in 1864, these engines were constructed by Beyer Peacock & Co and entered service in 1885. They also resemble Barry Railway C class (eg GWR 1322). H(373)/Z17: These express engines were built by Vulcan Foundry and entered service in 1887. Their styling is similar to the Adams 4-4-0 of LSWR (eg No 563 in NRM). B(55)/Z24: When further 2-6-0 goods engines similar to the B(205) class were needed, the order was won by Dubs & Co. They entered service in 1891. Like the B(205)s, they are very similar to MSWJR Nos 14 & 16 (later GWR 24). M(40)/Z11: From 1891, a small class of Beyer Peacock 4-4-2Ts began hauling passenger trains around suburban Sydney. They were generally similar to the Taff Vale Railway C class. http://investigator.records.nsw.gov.au/asp/photosearch/search.asp?subject=locomotives%20(NSW,%20class%20Z11)&B1=Search P(6)/C32: In 1892, one of the most useful passenger locos ever used by the NSWGR began service and examples remained in front-line use until the 1970s. They were designed by the NSWGR in consultation with Beyer Peacock & Co and the first batch was made by them in Manchester, just across the road from the works which delivered the very similar Highland Railway Jones Goods in 1894. CC(79)/Z13: In the late 1890s, due to a shortage of suburban tank engines and the availability of C(79) class 4-4-0s displaced by new P(6) locos, some of the 4-4-0s were converted to tank engines, reinforcing the ancestral Metropolitan Railway tank engine looks of the class. They began service in 1896. NN(1027)/C35: As passenger trains became heavier in the early 20th century, it became necessary to design and introduce more powerful locomotives. The then CME was E.E.Lucy, who had served under G.J.Churchward in the GWR. His design appears to be closely related to Churchward’s “Saint” class, but with smaller wheels better suited to the steep grades in NSW. They entered service in 1914. The locos were subsequently rebuilt with stronger frames, larger cabs and valences along the footplate, losing their GWR look. Original condition: http://en.wikipedia.org/wiki/File:Arhs_3506_caves_express.jpg As rebuilt: F(1212)/X10: These little engines, originally built by Manning Wardle for the NSW Public Works Department, entered service with the NSWGR in 1917. They saw many years’ service, mainly around loco depots and workshops. They were a typical British industrial tank engine. C36: In the 1920s, further powerful 4-6-0s were needed, so the NSWGR designed an improved version of the C35 class, with Walschaert’s valve gear and larger capacity tenders. As reboilered with units built by North British Locomotive Company in the 1950s, they bear a remarkable resemblance to LMS Class 5 4-6-0s. 2. Private Railways Mersey Tank: When the Mersey Railway was electrified in 1904, its steam locos were disposed for further use elsewhere. Four were purchased for use on the Richmond Vale Railway, which served collieries in the Newcastle (NSW) coalfield. They entered service in 1907. ROD: The Richmond Vale Railway also bought 13 ex-ROD 2-8-0s in the 1920s, the first three entering service in 1924. Some of these had not only worked for the British Army, but also for the GWR and GCR. Hunslet 4-6-0T: After the end of the Great War, several narrow gauge Hunslet 4-6-0s that had operated on the Western Front were refurbished for sale and at least one came out to Queensland to work at the Gin Gin Sugar Mill. This loco is now on display at the Australian War Memorial, Canberra. http://www.awm.gov.au/collection/REL29508/ Hebburn Ltd (colliery) 2-6-2T No.1 Hebburn Colliery, on the Newcastle (NSW) coalfields, operated its own small fleet of locos. In 1955 it took delivery of a brand new 2-6-2 tank engine, built by Robert Stephenson & Co. to the drawings used for Alexander Docks Nos 36 & 37 (GWR 1205 & 1206). As it entered service, the last of its “brothers” was being cut up for scrap! http://www.flickr.com/photos/raymcd2/5150575729/ 3. Visitors GWR 4079 Pendennis Castle In 1977, GWR 4079 “Pendennis Castle” visited NSW briefly. She was landed in Darling Harbour (Sydney, NSW) and towed to Eveleigh Carriage Works where she was stored inside a purpose-built cage. A few months later, she proceeded in “light steam” behind a NSWGR diesel loco to Newcastle, where she was loaded onto the ship that took her to the Hammersley Iron Railway in Western Australia. LNER 4472 “Flying Scotsman” In 1988, LNER 4472 “Flying Scotsman” toured Australia as part of the Bicentennial celebrations. She visited many capital cities and starred in several tour trains. References: RCTS: “The Locomotives of the Great Western Railway”, Parts 3, 4 & 10. Leon Oberg: “Locomotives of Australia” (A.H. & A.W.Reed, 1975) – ISBN 0 589 07173 4 Alex Grunbach: “A Compendium of NSW Steam Locomotives (ARHS, 1989) – ISBN 0 909650 27 6 C.J.Bowen-Cooke: “British Locomotives” (Gresham Books reprint of 1893 original) – ISBN 0 905418 72 7 J.E.Kite: “Vintage Steam” (Ian Allan, 1969) – SBN 4110 0117 0 R.G.Preston: ”Tender Into Tank” (ARHS,1970) http://www.australiansteam.com/nswgrframe.htm Gifford H.Eardley: “Locomotives Beyond Recall”(NSWRTM, 1976) – ISBN 0 909862 08 7

G'day again, I still have one reminder of 4079's stay here in Sydney. While I was briefly in the UK in 1975, I purchased a full-sized varnish transfer of a GWR garter crest from Collectors' Corner at Euston. Upon return to Oz, I simply stored it, unsure of how to mount it. Two years later, with 4079 locked up at Eveleigh, I asked the foreman of the Carriage Works paint shop (a personal friend and fellow musician in the workshop band) to colour-match the green onto a glazed frame and then mount the crest. He did and it now hangs in my home as a daily reminder of a great holiday, more than half a lifetime ago. Regards, Rob

G'day, Castle, Your update on the restoration of 4079 has revived some old memories. I visited the UK in Aug-Sep 1975 and saw 4079 at Carnforth - very hard to photograph, in the shed, but I managed to get these: Two years later and 4079 was delivered to Eveleigh Carriage Works, next to the NSW Railways Laboratories, where I was working. I don't think much work was done during her arrival and subsequent shunting into storage. Here she is, being hauled through Redfern Station and into the yard behind Alco diesel-electric loco 48148. She was shunted around the yard and into the works shed by X210, a diesel hydraulic rail tractor locally built upon the bogie frame of an AD60 Beyer-Garratt. Once in the shed, a chain wire fence was constructed around her, to prevent souvenir hunting until transfer to Western Australia. I hope this helps you fill out her "biography". Regards, Rob