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We also saw, for the first time, a new gum tree, having a large broad dark green leaf, and the bark of a nankeen colour, which gave a very pretty effect to the country. At seventeen miles, not finding any water, and having passed five deep holes surrounded with ironstone conglomerate rock similar to Frews Water Hole, but without any water in them, and to all appearance the dip of the country being to the north east, I have changed my course to that direction, again travelling over a splendidly grassed country for ten miles, occasionally meeting with low stony rises of ironstone and gravel, at the foot of which were some more deep holes without water. In the last three miles we had to get through a few patches of scrub; the grass is all very dry. No rain seems to have fallen here for a long time. At sundown camped without water. Day very hot. Latitude, 15 degrees 50 minutes 20 seconds. Tuesday, 3rd June, Gum Forest. Fine country. I sent Thring on three miles to see if there was any change, there being a number of birds about that frequent the place where water is. I think there may still be a chance of falling in with some.

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The ten locos were fitted for passenger work with Westinghouse brakes, screw reverse, screw couplings, destination board brackets on the smokebox door and bunker, and steel 10 spoke balanced wheels with a 10 crank throw and straight brake pull rods. As usual the new locos were classified by the initial batch order number and designated R24. They were numbered 327 to 336, numerically following on from the last of the T18 class. The R24s were released to traffic between 18th March and 18th April and sent to relieve the final batch of T18s working passenger duties on the Enfield and Chingford lines. The T18s were demoted to shunting duties and stripped of their Westinghouse brake equipment which was immediately fitted to the second batch of ten R24s Order S24 numbered 337 to 346, already close to completion and originally intended for shunting duties. This second batch of passenger locos were handed over to the Running Department between 28th April and 14th May. With the loss of the S24 order to the passenger side, it fell to the next two batches to make up the required number of shunting and trip goods locomotives; as intimated above, Holden had already decided not to revisit the T18 design, and the R24 class became his new standard for both passenger and shunting tanks. Twenty new locos were ordered in two consecutive batches to order numbers A26 and B26 and given running numbers 397 to 416. Following on from his steel firebox experiments with the E22 class, Holden fitted the ten locos to order A26 with copper inner fireboxes and those to order B26 with steel inner fireboxes from new, and the two batches provided a useful comparison. The twenty locos were released to traffic between 18th November 1890 and 24th January 1891 and nos. 407 to 416 retained their steel fireboxes until rebuilt between November 1901 and June 1907, when the fireboxes were scrapped and replaced by newly constructed copper ones.