RX Class Steam Locomotives

• Rx207 (superheated)    "Dean Harvey"
• Rx 224 (Saturated)

• Gauge 5ft 3ins
• Tractive effort at 85% B.P.    21,240 lbs
• Boiler Pressure     175 psi
• Driving wheel diameter    4ft 6ins
• Weight     88 ton 12 cwt
• Length     57ft 11.75ins
• Tender capacity    Coal: 7 ton 16 cwt., Water 3750 galls
• Cylinders    18ins x 24ins stroke
• Max axle load    11 ton 8 cwt

Rx 207 was built by the North British Locomotive Co. and entered traffic on 5 December, 1913, whilst Rx 224 was built by Walkers Ltd. Maryborough Queensland and entered service on 27 April, 1915. Rx 207 was superheated in September, 1926. Superheating means that the steam from the boiler passes through a number of tubes or elements placed inside the boiler flues to further raise the steam temperature and dry it out making the engine more efficient. All modern steam engines were superheated.

Some of the Rx class were initially built as R class and later converted to Rx class by fitting an extension to the smoke box and increasing boiler pressure. A total of 30 R and 54 Rx class engines (84 altogether) were built for the SAR. Prior to 1926 they were the most powerful engine on the broad gauge lines of the SAR. Up to three Rx class were used to haul the Overland over the Mt.Lofty Ranges - 2 pulling and 1 pushing. In 1926 the much larger 500 class engines took over with one engine doing the work of 2 or 3 Rx class. The Rx class then became used for secondary duties on branch lines and as shunt engines at most broad gauge depots in the state. The Rx class were permitted on every broad gauge line in the state and even in 1965 were still working trains to Peebinga as the 830 class diesels were too heavy for that line.

An Rx class engine became the last steam engine on the broad gauge to be rostered for regular use on the SAR when an Rx class was rostered for shunt duties at Tailem Bend.

Prior to the introduction of the Red Hen railcars, Rx class engines were extensively used on passenger trains in the metropolitan area, mainly on the North and South lines. Superheated engines were usually rostered for hills line work and Rx 207 was for many years a Bridgewater engine. Double heading of steam locos on the broad gauge came to an end with the introduction of the large power steam locos in 1926, however the Society has on occasions teamed up 207 and 224 to run a double header passenger train.

Rx class engines are limited to a maximum speed of 45 mph, however it was not uncommon for them to be rostered to work 60 mph trains and maintain the schedule. An Rx class is limited to 145 tons from Mt Barker to Victor Harbor, whilst on the "Cockle Train" the load limit is 200 tons.

Rx207 was returned to service in December 2000 and named "Dean Harvey" in recognition of the commitment of Dean at SteamRanger Director through the 1970s and 80s, leading to the retention of the Victor Harbor line for tourist railway services. Rx224 is undergoing major maintenance at Mt Barker Depot following a serious mechanical failure several years ago.

F Class Steam Locomotive - F251

• Gauge     5ft 3ins
• Tractive effort at 85% B.P.    18,335 lbs
• Boiler Pressure:   185 psi
• Driving wheel dam:   5ft 3ins
• Weight:    59 ton
• Length:    40ft 7.25ins
• Tender Capacity   Coal: 2 ton 5 cwt., Water: 1160 galls
• Cylinders:    17.5ins x 24ins stoke,
• Max axle load    12 ton 6 cwt.

F 251 was built by Perry Engineering and entered traffic on 7 June 1922. After a long working life it was preserved at the Elizabeth West shopping centre in 1963, then transferred to SteamRanger Dry Creek on 2 September 1981. It was restored to operating condition by SteamRanger and re-entered service in July 1995, initially working services to Belair, Gawler and Noarlunga Centre before being transferred to Goolwa for the commencement of the 1995 Cockle Train summer service.

A total of 44 F class engines were built for the SAR. They were primarily used for working the suburban lines to Semaphore, Outer Harbor, Henley Beach, Belair and Marino prior to the introduction of the Red Hen Railcars in 1955-56. On occasions an F class was used to Hamley Bridge and when the Port Pirie line was opened only as far as Long Plains they also worked services on that line. In later days the F class were used as shunt engines in both Adelaide yard and lslington workshops, these later duties being taken over by the 350 and later 500 class diesel shunt locos.

These locos were capable of a fine turn of speed especially when rostered to work the "Alberton Flyer" each night where they operated express from Adelaide to Alberton attaining a speed of 60 mph.

620 Class Steam Locomotive - 621

• The "Duke of Edinburgh"

• Gauge    5ft 3ins
• Tractive effort at 85% B.P.   25000 lbs,
• Boiler pressure     200 psi
• Driving wheels diam   5ft 6ins
• Weight    140 ton 15 cwt.
• Length    69ft 7.75ins
• Tender capacity    Coal: 9 ton, Water 5200 galls
• Cylinders   18.5ins diam x 28ins stroke,
• Maximum axle load    15 ton 18 cwt.

The broad gauge "East West" connection between Adelaide and Port Pine was completed in 1937, connecting with the Commonwealth Railways standard gauge line to Port Augusta and Kalgoolie, by-passing the long route through Riverton, Peterborough and Quorn. The S.A.R. wanted a fast passenger locomotive to haul the Express and a design for a Pacific type (4-6-2 wheel arrangement) by Mr.P.J.Shea Chief Mechanical Engineer of S.A.R. was selected. A total of 10 engines were built, the first 620 being completed in 1936, the centenary year of the state. 620, and a series of "centenary" cars were used to run the Centenary Limited around many of the broad gauge lines of the State. Engine 621 was also used to haul the train.

One of the unique features of this class of engine is the use of Bakers Valve Gear in lieu of the more common Walachaerts valve gear. The second engine, 621, was issued to traffic on 7 Sept.1936 and the last, 629, on 22 March 1938. These engines could run over the same tracks as the 520 class and were used mainly for passenger work. They ran the Port Pine line at an average speed of 50 mph. in 1943 the more powerful 520 class took over the Port Pirie line working and the 620's became the work horses on the Willunga, Bridgewater and Tailem Bend passenger trains. They were also used to haul Limited Mixed trains to Pinnaroo and Renmark., (A limited mixed is a passenger train with goods loading attached, the maximum load of the train being less than that of a goods load and shunting enroute being restricted to the major locations.)

The onset of Blue Bird railcars in the 1950s saw the demise of the 620s and by 1969 all but 621 and 624 (in the Port Dock Museum) had been scrapped. It is interesting to note that a spate of railcar failures in 1954-5 saw the 620's back on the Port Pine line working to fill the shortage of railcars.

621 was condemned and stored on 21 August, 1969 after running 672,814 miles. The Society raised $10,000 in 1970 to enable the lslington Workshops to return the engine to operational condition. The engine was named "Duke of Edinburgh" by the Governor of S.A. on 6 April, 1971 and returned to service in Easter of that year. It ran trains until 1978 when boiler problems rendered it unserviceable and it was stored at Dry Creek Depot with minimal work being carried out until the coming of the VHTR in 1986 when if was repaired and returned to Service to assist 520 on the first train back to Victor Harbor on 18 October 1986. This engine is permitted a load of 200 ton between Mt Barker and Victor Harbor.

520 Class Steam Locomotive - 520

• "Sir Malcolm Barclay Harvey"

• Gauge    5ft 3 ins
• Tractive effort at 85% BP   32600 lbs,
• Boiler Pressure:    215 PSI.
• Driving Wheel diam     5ft 6ins
• Weight    200 ton 13 cwt
• Length    87ft 3 ins
• Tender cap   Coal: 8 tons, Water 9100 galls
• Cylinders    20.5ins diam x 28ins stroke
• Max axle load    15 ton 16 cwt

The 520 class was designed during World War II by P.H.Harrison, who was the Chief Mechanical Engineer of the South Australian Railways from 1939 to 1952. New engines were urgently required because of the large increase in traffic caused by the war. As these engines were designed to operate on nearly all lines, from the heavy mainlines to the lighter branches the axle load had to be limited to 16 ton. Unique features of these engines is their streamlined appearance. fully enclosed cab and the use of roller bearings on all axles. The first engine, 520, entered service with the S.A.R. on 10 November, 1943 on the Port Pirie line achieving a maximum speed of 78 mph between Red Hill and Port Pirie. 520 was named Sir Malcolm Barcley.Harvey after the Governor of S.A. at the time. A total of 12 engines were built between 1943 and 1947, the later nine having a more streamlined front end than their earlier sisters. They were built as fully coal burners, but later converted to burn a mixture of coal and oil. 520 has since been converted back to a full coal burner.

The 520s were a very successful engine, so much so that they were the last of the "big" steam engines to remain in service when dieselisation came. They were allowed to operate over all the broad gauge lines in the State with the exception of the Riverton-Spalding. Bumbumga-Lochiel, Sandergrove-Milang, Monarto South-Sedan, Karoonda-Waikerie, Karoonda-Peebinga, Wanbi-Yinkannie, Renmark-Barmera and Alawoona-Loxton. All of the lines listed above were laid with either 50 or 40 lb rails. The most common use of these engines was on the Port Pine line passenger trains. They also saw service on trains to Terowie, Tailem Bend and Pinnaroo and after the widening of the gauge from Wolseley to the South East ran to Mount Gambier.

The first 520 to be condemned was in 1961. 520 was condemned on 21 August 1969 and re-instated on 1 May 1970 and stored at the Mile End Railway Museum until Sept.70. In 1971-72 $20,000 was raised to allow the engine to be returned to running service at the Islington Workshops and on 16 May 1972 it worked its "first trip" to Sandy Creek. Since that time considerable expense has been incurred on other major work all of which is now carried out by SteamRanger at the Dry Creek Depot.

SteamRanger is now responsible for the maintenance of this and all other engines and rollingstock under its control. In 1978, 520 was changed from its black and silver colour scheme to the present green and gold (its initial colour scheme). The engine was permitted a maximum passenger load of 270 tons from Adelaide to Victor Harbor, although today an arbitrary limit of 240 tons has been placed on it.