In 1881 twelve locomotives from the Baldwin Locomotive Works arrived to supplement an ever-growing railway system in South Australia. Four broad gauge and eight narrow gauge locomotives of the early American type. Based on a design of 1875, the X class was identical to the USA’s Denver, South Park, and Pacific Railroads, eventually being seen on 34 railroad systems around the world.
The arrival of these engines would not have gone unnoticed. Nothing like this would have been seen before. There would be talk about the town for quite some time. They would have had as much an effect on the community as when forty-five years later, Commissioner Webb’s (an American), engines arrived on our shores. Apart from their colourful appearance, the X class were seven feet longer, had forty percent greater tractive effort, larger coal and water capacity, and a presence that ‘got’ attention. No doubt the same could be said if they appeared today.
Of the eight, two were allocated to the Port Wakefield depot, two to Port Pirie, and Four to Port Augusta. For reasons unknown, the numbering system went from 44 to 51. The first in-service was number 44 on the 21st of April 1881. The introduction into service was slow, over fourteen months. The States population at the time was around 275,000, Tuberculosis and Typhoid were going around so it’s quite likely that there was a lack of workmen available to carry out the transport and assembly of these engines.
Despite their elegant appearance, they had a number of shortcomings that prevented them from generating steam effectively. A lack of heating surface contributed to this. Also, the blast up the chimney was so sharp and fierce that it drew out small pieces of unburnt coal, combined with insufficient screening produced a dense shower of ignited sparks. This, along with an undersized smokebox, all made for a disappointing investment. The replacement with longer slide valves along with the extension of the chimney, all helped to overcome their limitations, however, the issue of cinders continued to remain a problem. In 1892 an experiment to overcome this issue was with an extension to the smokebox of X45. Although providing more effective screening and better draught, it was found not to be effective enough to warrant other engines to be altered.
Once the various adjustment were made, the engines performed well, until, in1904 when they were all condemned, with the exception of number 48 who continued on as a shunter in Port Augusta until 1907. The tenders were useful and so kept as water carriers for some time. Number 49 was the luckiest of them all when in 1897 it was purchased by the Miller Bros. Timber Co. Sawmills in Western Australia as a logging locomotive. It was named ‘Grafter’ after the winner of the Melbourne Cup in 1898. Here it served the company until withdrawn in the 1930’s and scrapped in 1942. Interestingly, given the cinder issue, the company must have found a way around this problem, given that the engine was surrounded by burnable material.
They worked the whole narrow gauge system hauling cattle, wheat, and other goods as required. They were used in the construction of the line from Cockburn to Broken Hill and then transported ore from that region to the smelter at Port Augusta until it closed in 1901, after which to the smelter at Port Pirie. Their arrival occurred soon after the construction of the line from Port Augusta to Quorn and from Quorn to Peterborough. By the time the Y class came into the system in 1886, the line had extended north to Marree (formerly Hergott Springs) 254 kilometers from Quorn, and then onwards to Coward Springs. Reaching Oodnadatta by 1891.
They were dubbed engines of ‘charm and character’, certainly in stark contrast to the British engines that surrounded them. The frame, wheels, headlamp and ancillary areas were olive green with gold, red and white lining. The cab was oiled Walnut timber with brass handrails. The interior fittings were made of copper and brass. Polished brass banding edging Russian Iron cladding around the boiler. Completing the look, the smokebox and chimney were painted in full black. How elegant and decorative these pieces of engineering artwork would have been. It would be disappointing to see them put into service only to be spoilt by layers of soot and oil. However, all of this, coupled with the distinctive sound of the ‘Yankee’ whistle, would have certainly let everyone know who was at the head of the train.
For a comprehensive description of the locomotive’s history, I suggest reading David Burke’s book ‘American Steam on Australian Rails’. An excellent publication, well researched. Also David Fletcher’s recently released book ‘Australia’s Colourful American Locomotives’. A beautifully illustrated and descriptive work on how art and architecture have influenced design of locomotives in the 19th and 20th century. Worth having a copy of each.