South Australian Railways: Difference between revisions
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With the metropolitan systems being broad gauge, the mid north and south east of the state were originally laid with {{RailGauge|1067}} [[narrow gauge railway|narrow gauge]] track. These systems were heavily based on British practice, as was the broad gauge system prior to 1926. [[Locomotive]]s and rolling stock were purchased from Britain and America, from builders such as [[Beyer, Peacock and Company]], [[Dübs and Company]], their successors, the [[North British Locomotive Company]], and [[Baldwin Locomotive Works]]. Nine broad gauge [[tank locomotive]]s plus the frame of a tenth were bought second-hand from the [[Canterbury Provincial Railways]] in [[New Zealand]] when it converted to narrow gauge. |
With the metropolitan systems being broad gauge, the mid north and south east of the state were originally laid with {{RailGauge|1067}} [[narrow gauge railway|narrow gauge]] track. These systems were heavily based on British practice, as was the broad gauge system prior to 1926. [[Locomotive]]s and rolling stock were purchased from Britain and America, from builders such as [[Beyer, Peacock and Company]], [[Dübs and Company]], their successors, the [[North British Locomotive Company]], and [[Baldwin Locomotive Works]]. Nine broad gauge [[tank locomotive]]s plus the frame of a tenth were bought second-hand from the [[Canterbury Provincial Railways]] in [[New Zealand]] when it converted to narrow gauge. |
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In 1922, after the SAR's worst financial deficit, the government appointed American railroad manager [[William Alfred Webb|William Webb]], from the [[Missouri-Kansas-Texas Railroad]] ( |
In 1922, after the SAR's worst financial deficit, the government appointed American railroad manager [[William Alfred Webb|William Webb]], from the [[Missouri-Kansas-Texas Railroad]] (the KATY, for short) as Chief Commissioner. When Webb arrived in Adelaide with his young family, he found a railway system unchanged since the late 19th Century. The locomotives and rollingstock were small, wagons and carriages were of wooden construction, the track and bridges were unsuitable for heavy loads, the workshops had antiquated machinery and the signalling system was inflexible. These atributes drove up the ratio of operating costs to revenue. |
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Webb introduced a rehabilitation plan based on American railroad princilpes of large, standardised locomotives and steel bodied freight wagons, with automatic couplers to enable a significant increase in productivity. Lightly patronised passenger trains would be replaced by self propelled rail cars, enabling faster, more frequent and more efficient services. He recruited Fred Shea as his Chief Mechanical Engineer and had him prepare specifications for this new equipment. This resulted in orders being placed for 1,200 wagons of four types from American |
Webb introduced a rehabilitation plan based on American railroad princilpes of large, standardised locomotives and steel bodied freight wagons, with automatic couplers to enable a significant increase in productivity. Lightly patronised passenger trains would be replaced by self propelled rail cars, enabling faster, more frequent and more efficient services. He recruited Fred Shea as his Chief Mechanical Engineer and had him prepare specifications for this new equipment. This resulted in orders being placed for 1,200 wagons of four types from American Car and Foundry, 12 petrol mechanical railmotor cars from the Service Motors Corporation, Wabash, Indiana, and 30 locomotives based on ALCO plans but built by [[Armstrong Whitworth|Armstrong Whitworth & Co.]] in the [[United Kingdom|UK]]. These were of the [[4-8-2|Mountain]], [[4-6-2|Pacific]] and [[2-8-2|Mikado]] [[wheel arrangement]]s, 10 of each type, which became the [[South Australian Railways 500 class (steam)|500]], [[South Australian Railways 600 class (steam)|600]], and [[South Australian Railways 700 class (steam)|700]], class locomotives. [R.I.Jennings. W.A.Webb: South Australian Railways Commissioner 1922-30. Adelaide. 1973. p71, 85, 102-134][David Burke. Kings of the Iron Horse. Methuen. 1985. p118-121.] |
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To carry the heavier trains, the rehabilitation plan included the strengthening of track and bridges, and the conversion of the mid north narrow gauge system to broad gauge. The antiquated Islington Railway Workshops were demolished and replaced with a thoroughly modern railway maintenance and manufacturing works, a large new round house was bult at Mile End, near Adelaide, and several 85 foot [[turntable (railroad)|turntable]]s were installed throughout the state to enable the much larger locomotives to be turned. Efficient train operations were facilitated by the adoption of American [[train order]] working on country lines, and Adelaide railway station was replaced with an |
To carry the heavier trains, the rehabilitation plan included the strengthening of track and bridges, and the conversion of the mid north narrow gauge system to broad gauge. The antiquated Islington Railway Workshops were demolished and replaced with a thoroughly modern railway maintenance and manufacturing works, a large new round house was bult at Mile End, near Adelaide, and several 85 foot [[turntable (railroad)|turntable]]s were installed throughout the state to enable the much larger locomotives to be turned. Efficient train operations were facilitated by the adoption of American [[train order]] working on country lines, and Adelaide railway station was replaced with an imposing new building, opened in 1927.[Jennings, Ibid] This grand building now acts as the casino of Adelaide. |
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When the two shiploads of new locomotives arrived in 1926 they caused a sensation with the public and throughout the railway industry in Australia. The 500 class "Mountain" was over twice the size of the biggest pre-Webb engine, and was the most powerful locomotive in Austrlia. Henceforth double heading trains became a rarity in South Australia. The massive locomotives were unloaded at Port Adelaide and taken off the pier by horses (the locomotives weight alone exceeding the docks maximum loading capacity). Apart from some initial teething problems (mainly to do with overheating bearings and rough riding due to excessive play allowed on driving axles) the new locomotives settled in nicely to their assigned positions. After the success of the original locomotives, ten more 700 class locomotives, with larger tenders and locally built, using the facilities of the new Islington workshops. These were the [[South Australian Railways 710 class|710 class]].[Jennings, Ibid] |
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| ⚫ | Webb retired in 1930, having revolutionised the SAR, but the broad gauge system was largely the focus of his rehabilitation scheme. The narrow gauge systems north of Terowie and on the Eyre Peninsula remained untouched, as did the South Eastern division (although it was subsequently converted to broad gauge in the early 1950's). |
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In 1936 for the centenary year of the state, a fleet of ten new [[South Australian Railways 620 class|620 class]] Pacific type locomotives were introduced. These locomotives, with streamlining based on that of the [[LNER Class P2|LNER's P2 class]] ''Cock O' the North'' locomotive, we able to traverse branch lines laid with 60-pound (29.7 kg/m) rail, as well as the mainline 80-pound (39.7 kg/m) rail, and were used to power the East-West Express between Adelaide and Port Pirie from 1937, after the extension of the broad gauge line north from Red Hill. Concurrently, the Commonwealth Railways extended their standard gauge Trans-Australia line south from Port Augusta, and a new transfer station was opened at Port Pirie Junction. [Burke, Ibid] |
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Other additions to the big power |
Other additions to the big power locomotive fleet after the Depression included the [[South Australian Railways 720 class|720 class]], [[2-8-4|Berkshires]] based around the 700 and 710 class locomotives, the [[South Australian Railways 740 class |740 class]] based around the 700 class, and the [[South Australian Railways 520 class|520]], a mainline speedster based on the 620 and 500 class locomotives. It is interesting to note that soon after their introduction, the 500 class were modified by the addition of a [[booster engine]] which required replacement of the rear two wheel truck with a four wheel truck. This altered the wheel arrangement from 4-8-2 to [[4-8-4]], however the term Mountains stuck with the locomotives. Reclassified 500B class, these huge locomotives replaced the [[South Australian Railways R class|Rx class]] - a [[4-6-0]] [[Belpaire firebox|Belpaire]] boilered locomotive. For a 13 carriage Overland consist (the Melbourne-Adelaide express) three Rx locomotives were required: two at the front and one [[bank engine|banking]] from the rear; however a 500B could single handedly take the train up the {{convert|19|mi|km|sing=on}} of continuous 1-in-45 (2.2%) grade which faces trains leaving Adelaide heading for Victoria. |
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==Steam Locomotives of the SAR== |
==Steam Locomotives of the SAR== |
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Revision as of 13:04, 12 July 2008
South Australian Railways built and operated railways in South Australia from 1854 to the incorporation of its non-urban railways into the Australian National Railways Commission (ANRC) in 1975, together with the former Commonwealth Railways and the former Tasmanian Government Railways. The Adelaide urban lines were transferred to the State Transport Authority, which was incorporated into TransAdelaide in 1994.
South Australia is one of the few places in Australia, if not the world that has all three major rail gauges, in addition to other uncommon gauges.
History
The beginnings of the railway were in the Port Adelaide railway line. This suburban main line linked the harbour area of Port Adelaide to the colony, and was laid with broad gauge 63 track. This line was opened in 1856. Later on, branch lines in the state's north in the mining towns of Kapunda and Burra were linked through to the Adelaide metropolitan system. From here, a south main line extended to meet the horse tramway from Victor Harbor to Strathalbyn, and towards to SA/Victorian Border.
With the metropolitan systems being broad gauge, the mid north and south east of the state were originally laid with 1067 narrow gauge track. These systems were heavily based on British practice, as was the broad gauge system prior to 1926. Locomotives and rolling stock were purchased from Britain and America, from builders such as Beyer, Peacock and Company, Dübs and Company, their successors, the North British Locomotive Company, and Baldwin Locomotive Works. Nine broad gauge tank locomotives plus the frame of a tenth were bought second-hand from the Canterbury Provincial Railways in New Zealand when it converted to narrow gauge.
In 1922, after the SAR's worst financial deficit, the government appointed American railroad manager William Webb, from the Missouri-Kansas-Texas Railroad (the KATY, for short) as Chief Commissioner. When Webb arrived in Adelaide with his young family, he found a railway system unchanged since the late 19th Century. The locomotives and rollingstock were small, wagons and carriages were of wooden construction, the track and bridges were unsuitable for heavy loads, the workshops had antiquated machinery and the signalling system was inflexible. These atributes drove up the ratio of operating costs to revenue.
Webb introduced a rehabilitation plan based on American railroad princilpes of large, standardised locomotives and steel bodied freight wagons, with automatic couplers to enable a significant increase in productivity. Lightly patronised passenger trains would be replaced by self propelled rail cars, enabling faster, more frequent and more efficient services. He recruited Fred Shea as his Chief Mechanical Engineer and had him prepare specifications for this new equipment. This resulted in orders being placed for 1,200 wagons of four types from American Car and Foundry, 12 petrol mechanical railmotor cars from the Service Motors Corporation, Wabash, Indiana, and 30 locomotives based on ALCO plans but built by Armstrong Whitworth & Co. in the UK. These were of the Mountain, Pacific and Mikado wheel arrangements, 10 of each type, which became the 500, 600, and 700, class locomotives. [R.I.Jennings. W.A.Webb: South Australian Railways Commissioner 1922-30. Adelaide. 1973. p71, 85, 102-134][David Burke. Kings of the Iron Horse. Methuen. 1985. p118-121.]
To carry the heavier trains, the rehabilitation plan included the strengthening of track and bridges, and the conversion of the mid north narrow gauge system to broad gauge. The antiquated Islington Railway Workshops were demolished and replaced with a thoroughly modern railway maintenance and manufacturing works, a large new round house was bult at Mile End, near Adelaide, and several 85 foot turntables were installed throughout the state to enable the much larger locomotives to be turned. Efficient train operations were facilitated by the adoption of American train order working on country lines, and Adelaide railway station was replaced with an imposing new building, opened in 1927.[Jennings, Ibid] This grand building now acts as the casino of Adelaide.
When the two shiploads of new locomotives arrived in 1926 they caused a sensation with the public and throughout the railway industry in Australia. The 500 class "Mountain" was over twice the size of the biggest pre-Webb engine, and was the most powerful locomotive in Austrlia. Henceforth double heading trains became a rarity in South Australia. The massive locomotives were unloaded at Port Adelaide and taken off the pier by horses (the locomotives weight alone exceeding the docks maximum loading capacity). Apart from some initial teething problems (mainly to do with overheating bearings and rough riding due to excessive play allowed on driving axles) the new locomotives settled in nicely to their assigned positions. After the success of the original locomotives, ten more 700 class locomotives, with larger tenders and locally built, using the facilities of the new Islington workshops. These were the 710 class.[Jennings, Ibid]
Webb retired in 1930, having revolutionised the SAR, but the broad gauge system was largely the focus of his rehabilitation scheme. The narrow gauge systems north of Terowie and on the Eyre Peninsula remained untouched, as did the South Eastern division (although it was subsequently converted to broad gauge in the early 1950's).
In 1936 for the centenary year of the state, a fleet of ten new 620 class Pacific type locomotives were introduced. These locomotives, with streamlining based on that of the LNER's P2 class Cock O' the North locomotive, we able to traverse branch lines laid with 60-pound (29.7 kg/m) rail, as well as the mainline 80-pound (39.7 kg/m) rail, and were used to power the East-West Express between Adelaide and Port Pirie from 1937, after the extension of the broad gauge line north from Red Hill. Concurrently, the Commonwealth Railways extended their standard gauge Trans-Australia line south from Port Augusta, and a new transfer station was opened at Port Pirie Junction. [Burke, Ibid]
Other additions to the big power locomotive fleet after the Depression included the 720 class, Berkshires based around the 700 and 710 class locomotives, the 740 class based around the 700 class, and the 520, a mainline speedster based on the 620 and 500 class locomotives. It is interesting to note that soon after their introduction, the 500 class were modified by the addition of a booster engine which required replacement of the rear two wheel truck with a four wheel truck. This altered the wheel arrangement from 4-8-2 to 4-8-4, however the term Mountains stuck with the locomotives. Reclassified 500B class, these huge locomotives replaced the Rx class - a 4-6-0 Belpaire boilered locomotive. For a 13 carriage Overland consist (the Melbourne-Adelaide express) three Rx locomotives were required: two at the front and one banking from the rear; however a 500B could single handedly take the train up the 19-mile (31 km) of continuous 1-in-45 (2.2%) grade which faces trains leaving Adelaide heading for Victoria.
Steam Locomotives of the SAR
- D Class of the SAR - a Broad Gauge locomotive of 5'3".
- E Class of the SAR - a Broad Gauge locomotive of 5'3".
- F Class of the SAR - a Broad Gauge locomotive of 5'3".
- G Class of the SAR - a Broad Gauge locomotive of 5'3". Includes variations Ga, Gb, Gc, Gd & Ge.
- H Class of the SAR - a Broad Gauge locomotive of 5'3".
- K Class of the SAR - a Broad Gauge locomotive of 5'3".
- M Class of the SAR - a Broad Gauge locomotive of 5'3".
- P Class of the SAR - a Broad Gauge locomotive of 5'3".
- Q Class of the SAR - a Broad Gauge locomotive of 5'3".
- R Class of the SAR - a Broad Gauge locomotive of 5'3".
- Rx Class of the SAR - a Broad Gauge locomotive of 5'3".
- S Class of the SAR - a Broad Gauge locomotive of 5'3".
- 500 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 520 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 600 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 620 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 700 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 710 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 720 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 740 Class of the SAR - a Broad Gauge locomotive of 5'3".
- 750 Class of the SAR - a Broad Gauge locomotive of 5'3", they were originally of the Victorian Railways N Class.
- 300 Class of the SAR - a Garratt Narrow Gauge locomotive of 42.
- 400 Class of the SAR - a Beyer Garratt Narrow Gauge locomotive of 42.
- T Class of the SAR - a Narrow Gauge locomotive of 42.
- U Class of the SAR - a Narrow Gauge locomotive of 42.
- V Class of the SAR - a Narrow Gauge locomotive of 42.
- W Class of the SAR - a Narrow Gauge locomotive of 42.
- X Class of the SAR - a Narrow Gauge locomotive of 42.
- Y Class of the SAR - a Narrow Gauge locomotive of 42.
- Z Class of the SAR - a Narrow Gauge locomotive of 42.
- Minor Classes of the South Australian Railways, Includes the A, B, C, I, J, L, N, O & Tx classes of Broad Gauge, and the K of the Narrow Gauge. Note that all these have 5 or less members. Also includes those locomotives without a class, i.e. 1, 2, 3, 97, 98, 154, 155, 205 of the BG, and 0, 107 (Sandfly, later NA1) & 260 of the NG.
External links
 | This article needs additional citations for verification. (January 2007) |