| Driving Wheel | 5ft 0in |
| Boiler Pressure | 140psi |
| Cylinders | Inside – 15in x 22in |
| Tractive Effort | 9,089lbf |
This locomotive was built by Beyer Peacock in Manchester in 1885 as one of a class of 12 engines delivered to the New South Wales Government Railway (NSWGR). A further 6 were built by Henry Vale and Company in Sydney so that the class consisted of 18 locomotives by 1887.
Originally the locomotive carried the number 1033 and was part of the F355 class but in 1924 as part of the NSWGR re-classification it became 1033 of the X10 class. The X10 class included a number of different types of engines including small 0-4-0 and 2-4-0 tank locomotives. All types of duplicates, yard and depot locomotives, crane locomotives and accident cranes and special equipment were classified as the X10 class. Many were purchased from other government agencies and private lines. As such, this was an extremely diverse group of locomotives.
The F351 class locomotives were originally employed hauling Sydney suburb trains.
In 1894 one member of the class (F366) was involved in a collision at Redfern.
In October 1894 F366 was hauling a local service of six carriages which was travelling from Strathfield to Redfern when it was hit by a train leaving Redfern for Goulburn which had apparently passed a stop signal. The Goulburn bound train was only travelling at estimated 10 kilometres per hour, however the consequences of the accident were devastating in terms of damage, injuries and loss of life.
F366 was badly damaged and the footplate crew were both killed. The worst effects of the train crash occurred in the first class carriage behind the tank engine, causing the deaths of twelve passengers and injuries to twenty seven passengers. The middle and rear carriages were undamaged and some passengers were unaware that an accident had occurred. The Goulburn train also emerged virtually undamaged by the accident and no passengers suffered injuries.
Most of the passengers who died were killed by cinders and steam entering the cars. Exit from the damaged carriages was hampered by bars across the windows which blocked their escape.
At the court proceeding, different accounts were given by driver of the Goulburn train and the Redfern signalman. The driver who had worked on the railways for fourteen years maintained that the signal had definitely been lowered to indicate the line was clear before he set off from the station. The signalman stated that the signals had not been observed correctly but he also admitted that he had been dizzy on the morning of the accident. The jury returned with a verdict of not guilty of manslaughter against the driver who was discharged from the Railways. He was however, re-appointed to another and lesser position in the Railways within a short time.
It was determined that accident occurred because of a number of factors including clocks being too fast, signalman being unwell and mistake occurring in the signalling.
In February 1901 F363 was derailed at Sydenham whilst hauling a five coach train from Sydney to Hurstville. Initial reports indicated that the shortly after passing Sydenham Junction the train suddenly left the rails and smashed some level crossing gates and then travelled some distance down the street before coming to a stop. Seven people were killed and 30 sustained various injuries.
The Board of Enquiry report concluded-
“We are unanimously of the opinion that the accident was due to combination of causes -excessive speed of an engine unsuitable for high speeds on a line which at the and near the point of the derailment was not in good order.”
“We are of the opinion that in these engines the short rigid wheel base, combined with the unfavourable position of the centre of gravity, gives rise to considerable pitching and vacillation, which would be accentuated by the defect in the permanent way. This class of engine, therefore is not suitable for speeds over 35 mph, which it is assumed, must occasionally be run on the suburban lines.”
The panel were also satisfied that the train had been travelling at 50mph or more. The locomotives were officially limited to 30mph.
As a result of the report on the accident the F351 class locomotives were withdrawn from passenger service duties. A number of the class were modified with a heavy cast iron front buffer beam in an attempt to stabilise the front of the locomotive. Between 1906 and 1929 ten of the class were sold to various private railway operators.
After the 1901 enquiry this locomotive was then reassigned to duties at Eveleigh Railway Workshops in Sydney where it was still working in 1940.
The locomotive was cosmetically restored at the New South Wales Rail Transport Museum (NSWRTM) at Thirlmere and put on display when the museum opened in 1975. Over the years the locomotive suffered from being kept in the open air.
The locomotive was cosmetically restored again for the opening of the new Trainworks museum at Thirlmere in 2011 and the locomotive remains there in the main exhibition hall.
One locomotive of this class built by Henry Vale F365 1042) is preserved at Maitland,
Preserved British Steam Locomotives 