The 1200 class was introduced in 1953. They were built at the Vulcan Foundry in the UK by English Electric and then imported to Australia. They were the only full width body loco used in Queensland.

The class were allocated to Mayne in Brisbane, and were worked from this yard their entire career. They were found hauling the ‘Sunlander’ and the ‘Sunshine Express’ trains between Brisbane and Cairns, but could also be found on the ‘Westlander’ between Brisbane and Roma.

A characteristic addition to the 1200 and 1250 class locomotives was a sun visor to help reduce glare 8 years after their construction in 1961.

By 1976, the last 1200 class turned a wheel in service.

1200 has been preserved in non-working order by the Australian Railway Historical Society Qld Division, and is currently stored at Redbank Workshops out in the open. It is thought this locomotive will require a replacement engine to be able to turn a wheel again.

1225 Notes

In 1984, 1208 was rebuilt into 1225. The rebuild used parts from 1252 and 1253, while the body was change to resemble a 1250 class loco. It earned the nickname ‘Hybrid’ after this work. 1225 remained in service until 1987, working mainly on the Wallangarra line. The loco is now privately owned, and is currently under active restoration by the Queensland Diesel Group. It will be moved to Queensland Pioneer Steam Railway at Swanbank for these works in mid-2010.

Notes

These were the largest non superheated six coupled engines to operate in the state. The class was introduced when it was proposed to increase the size of the Sydney Mail (via Wallangarra). They were originally used for this train and mail trains between Brisbane and Rockhampton. By 1930s, with the availability of superheated engines they were relegated to lesser duties. Four engines were attached to the Central Division during World War 2 and they worked as far north as Bowen. Upsurge of traffic during those hostilities caused them to again be pressed into heavy main line passenger work. In their final years they were restricted to slow goods and shunting trains. Like many saturated engines, they were heavy on coal and water. They were generally unpopular with crews particularly with poorer coals and heavy loads. Superheating was trialled on two engines, N°678 and N°610, in 1917 but proved unsuccessful, apparently due to problems lubricating the slide valves. Superheaters were removed when the engines were reboilered between 1929 and 1931. The class contained a number of unusual features. The safety valves were contained in a small dome mounted behind the large regulator dome. There was a large gap between the second and third sets of coupled wheels. One standard Sellers injector was fitted on the fireman’s side whilst the other was a Davies and Metcalfe combined injector and clack valve mounted on the boiler back plate. They were the first engines to be fitted with what became the standard QR whistle for the next 35 years. Scrapping of the class commenced in 1950 and the last two engines in service, N°689 and N°690, were written off in November 1960.