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Description
R711 is sitting on the turntable at Newport Workshops on Steamrail's Open Day

WCR's rebuilt R711 was steamed at Ballarat East for the first time in 33 years on 22 Oct 98 for use on a regular weekend timetable from Melbourne to Warnabool. Now under the care of Steamrail as WCR went bankrupt. Has had some of the following modifcations, modified back to its oringinal form.

Overview
The contents of this report is compiled from information given by West Coast Rail Staff, along with my observations on the day of inspection. The locomotive has been stripped down and reassembled. In the process, the major alteration over other "R" class locomotives has been conversion to oil firing equipment obtained from South Africa. All boiler tubes have been renewed along with all flexible stays and approx. 40% renewal of rigid stays. The regulator has been renewed fully from the cab through to the dome and a new set of super heater elements fitted. A steam operated power reverser is fitted along with a diesel controller (hostlers controller from "S" class) and the necessary M.U. equipment for controlling an assisting diesel locomotive.

Tender
A 2,500 gallon rectangular oil tank has been fitted along the top of what was the coal space, the lower part of this space has been refigured for water, increasing the water capacity to 9,400 gallons. To keep tender weight even on both bogies, a void has been created in the rear of the tender. The tender water filler hatch has been turned 90 deg. to be parallel to top of tender. At the front of the tender accessed from the cab is a new tool locker built into what was the top front of the coal space. A main oil stop valve is fitted similar to previous V.R. oil fired locomotives, along with a sand box and funnel for flue sanding.
Cab
he brake pedestal has been moved forward by about l00mm. The reverser wheel is smaller diameter and is in approx. same position, the diesel controller will be to the right of the reverser. A three feed hydrostatic lubricator has been fitted, one feed for each of the two single stage air compressors and one for the power reverser.
All boiler back head mountings are the same as other "R" class locomotives, however some valves now have other uses, turret valves - the spares from stoker engine etc., will now be for the second air compressor and the second turbo generator.

What was the stoker booster and stoker control valves are now to be used for oil atomization. The triangular shaped manifold containing the stoker jet valves remains and are now used for - tank heat - pipe heat etc. required for oil firing. A ratchet type lever operated oil control valve is located in front of the fireman's seat. Oil reservoir for power reverser use will be located between the fireman's seat and the cab side wall. A "Hasler" type speed recorder will be fitted - final location is yet to be decided. Both seats are bremshey type the same as W.C.R. diesel locomotives.

Radios will be mounted above the Drivers head while the radio equipment will be housed where the stoker engine was mounted. Batteries for radio use will be below the cab floor on the fireman's side. Two turbo generators will be fitted, both have been converted to 24 volt to supply the locomotives electrical system which has similarly been converted to 24 volt. It is proposed the headlight will be quartz halogen type and consideration is being given to fitting ditch lights.

Firebox
The firebox remains basically the Same above floor level, i.e. thermic siphons, brick arch, combustion chamber etc. The ash pan has been removed along with the fire grates and a solid concrete and steel floor provided. A fire brick wall is provided around the perimeter of the inside of the firebox about 400mm high. The oil burner is mounted in the middle of the floor and is arranged to spray oil in a circular motion (like an upside down whirlpool) into the fire box. A series of air holes about 160mm diameter are arranged through the floor and are angled to assist in the swirling type motion of air circulation.
A firebox door, similar to V.R. lift up type is used with usual inspection hole and a secondary air supply arrangement not unlike that in a Webber BBQ kettle.

Smokebox
The baffle plate, table and spark arrestor are removed, and twin funnel's extend down to about 500mm above the floor where a modified blast cap pipe extends into each of the funnel extensions. Around these are 4 blower tubes, extending into each funnel. The door is secured with the usual dart arrangement and lugs as in other oil burner type locomotives.
Valves and Pistons
New valve liners are provided and the usual valves have been modified to provide 8 valve rings on each end of the valve.
Pistons have been rebored and new rings to be fitted.

Mechanical
Motion gear is the same, however, instead of cane corks a brass plug with seal and fine breather hole is to be trailed, with a socket or ring spanner provided for removal during oiling up process.
All wheels have been turned to normal standard profiles and new springs fitted throughout. New roller bearings have been fitted to all axles on the engine and several on the tender.

A second sand pipe is to be fitted to the center driving wheel while a sand blower arrangement is proposed to be fitted for rail cleaning behind the engine.

On the Drivers side cat walk is the power reverser and the usual mechanical lubricator.

On the Fireman's side will be the second turbo and a larger mechanical lubricator with extra feeds.

The second air compressor is fitted opposite the existing one a "mirror image" on the Drivers side.

3 & 4 control pipes and M.R. pipes to be fitted, all will be bifircated on the tender. While on the front, because of the dual coupler arrangement bifurcation may be difficult.

Description
R711 is sitting on the turntable at Newport Workshops on Steamrail's Open Day

WCR's rebuilt R711 was steamed at Ballarat East for the first time in 33 years on 22 Oct 98 for use on a regular weekend timetable from Melbourne to Warnabool. Now under the care of Steamrail as WCR went bankrupt. Has had some of the following modifcations, modified back to its oringinal form.

Overview
The contents of this report is compiled from information given by West Coast Rail Staff, along with my observations on the day of inspection. The locomotive has been stripped down and reassembled. In the process, the major alteration over other "R" class locomotives has been conversion to oil firing equipment obtained from South Africa. All boiler tubes have been renewed along with all flexible stays and approx. 40% renewal of rigid stays. The regulator has been renewed fully from the cab through to the dome and a new set of super heater elements fitted. A steam operated power reverser is fitted along with a diesel controller (hostlers controller from "S" class) and the necessary M.U. equipment for controlling an assisting diesel locomotive.

Tender
A 2,500 gallon rectangular oil tank has been fitted along the top of what was the coal space, the lower part of this space has been refigured for water, increasing the water capacity to 9,400 gallons. To keep tender weight even on both bogies, a void has been created in the rear of the tender. The tender water filler hatch has been turned 90 deg. to be parallel to top of tender. At the front of the tender accessed from the cab is a new tool locker built into what was the top front of the coal space. A main oil stop valve is fitted similar to previous V.R. oil fired locomotives, along with a sand box and funnel for flue sanding.
Cab
he brake pedestal has been moved forward by about l00mm. The reverser wheel is smaller diameter and is in approx. same position, the diesel controller will be to the right of the reverser. A three feed hydrostatic lubricator has been fitted, one feed for each of the two single stage air compressors and one for the power reverser.
All boiler back head mountings are the same as other "R" class locomotives, however some valves now have other uses, turret valves - the spares from stoker engine etc., will now be for the second air compressor and the second turbo generator.

What was the stoker booster and stoker control valves are now to be used for oil atomization. The triangular shaped manifold containing the stoker jet valves remains and are now used for - tank heat - pipe heat etc. required for oil firing. A ratchet type lever operated oil control valve is located in front of the fireman's seat. Oil reservoir for power reverser use will be located between the fireman's seat and the cab side wall. A "Hasler" type speed recorder will be fitted - final location is yet to be decided. Both seats are bremshey type the same as W.C.R. diesel locomotives.

Radios will be mounted above the Drivers head while the radio equipment will be housed where the stoker engine was mounted. Batteries for radio use will be below the cab floor on the fireman's side. Two turbo generators will be fitted, both have been converted to 24 volt to supply the locomotives electrical system which has similarly been converted to 24 volt. It is proposed the headlight will be quartz halogen type and consideration is being given to fitting ditch lights.

Firebox
The firebox remains basically the Same above floor level, i.e. thermic siphons, brick arch, combustion chamber etc. The ash pan has been removed along with the fire grates and a solid concrete and steel floor provided. A fire brick wall is provided around the perimeter of the inside of the firebox about 400mm high. The oil burner is mounted in the middle of the floor and is arranged to spray oil in a circular motion (like an upside down whirlpool) into the fire box. A series of air holes about 160mm diameter are arranged through the floor and are angled to assist in the swirling type motion of air circulation.
A firebox door, similar to V.R. lift up type is used with usual inspection hole and a secondary air supply arrangement not unlike that in a Webber BBQ kettle.

Smokebox
The baffle plate, table and spark arrestor are removed, and twin funnel's extend down to about 500mm above the floor where a modified blast cap pipe extends into each of the funnel extensions. Around these are 4 blower tubes, extending into each funnel. The door is secured with the usual dart arrangement and lugs as in other oil burner type locomotives.
Valves and Pistons
New valve liners are provided and the usual valves have been modified to provide 8 valve rings on each end of the valve.
Pistons have been rebored and new rings to be fitted.

Mechanical
Motion gear is the same, however, instead of cane corks a brass plug with seal and fine breather hole is to be trailed, with a socket or ring spanner provided for removal during oiling up process.
All wheels have been turned to normal standard profiles and new springs fitted throughout. New roller bearings have been fitted to all axles on the engine and several on the tender.

A second sand pipe is to be fitted to the center driving wheel while a sand blower arrangement is proposed to be fitted for rail cleaning behind the engine.

On the Drivers side cat walk is the power reverser and the usual mechanical lubricator.

On the Fireman's side will be the second turbo and a larger mechanical lubricator with extra feeds.

The second air compressor is fitted opposite the existing one a "mirror image" on the Drivers side.

3 & 4 control pipes and M.R. pipes to be fitted, all will be bifircated on the tender. While on the front, because of the dual coupler arrangement bifurcation may be difficult.