In 1923 two electric locomotives were placed into service. The locomotives were for goods train service within the new electrified suburban network.
The units were steeple cab types, numbered 1100 and 1101.
The Chief Mechanical Engineer approved construction of the two locomotives in Feb 1922. Drawings for the 'Electric Loco Class E' were received at Newport Workshops during August 1922. However as construction progressed advice was received that the locomotives were to be issued without class plates and were to be known by number only.
In 1928/1929, ten more locos were built numbered 1102 - 1111. These were of the box cab style. It would appear that twelve units were to be built. An axle diagram of the era shows the wording "Elec Loco 1102 - 1113".
By the late 1950's, the locomotives 1102 - 1111 received 'E' class plates from scrap steam locos.
Units 1100 and 1101 were slightly damaged in a runaway train accident at Fairfield about 1954. By a stroke of bad luck, the crew left the engines to attend to a burst hose pipe along the train which was approaching the Paper Mill siding. Unfortunately, the traction controller was left in the 'ON' position, disabled by the reduction in brake pressure. Immediately the broken hosepipe was fixed, the pressure was restored, power returned to the traction motors and the train powered down to the buffers at the siding, unattended. Both units were scrapped in 1955. The crew informed the author that the damage was insufficient to cause scrapping. Later VR publications showed that the locomotives were scrapped as unsuitable for autocoupler conversion.
These engines were commonly referred to as "Black Loco's" by crews, until painted in royal blue/yellow scheme from the mid 1960's. First unit painted blue/gold was E1111 on 13/11/1965. In later years the units were also nicknamed 'Electric chairs'.
Photographs of the boxcab engines show them fitted with steam locomotive dual couplers. The buffer attachment was unusual in that the buffer was placed with a 2" ( 50mm ) offset downwards from the original headstock placement. It appears that in the autocoupler conversion the underframe was lifted about 50mm to achieve sufficient clearance of the running gear motors. With the underframe lifted, the buffers would be required to be lowered by the same amount. Photographs of E's in the 1950's show buffers attached to straight extensions.
The first of the boxcab units were scrapped in 1981.