After some shortcomings were brought to the attention of the locomotive builders, a second Double Fairlie which incorporated most of these improvements was delivered and placed in service in 1878.

The locomotive which was acquired by the CGR had two boiler barrels connected to a common steamspace over two fireboxes which were fired from the side.

The pivots were located under the two boiler saddles and were carried on centre bearings which formed part of the engine unit frames.

[3][4] The steam pipes were routed across the front tube-plates into fittings which formed a prolongation of the bottom part of the smokeboxes.

At the same time, a pair of Stephenson's Patent permanently coupled back-to-back 0-6-0T locomotives was placed in service on the Cape Eastern system.

[1][2][3][4] The trials involved running the two types over 32 miles (51.5 kilometres) of finished track, with an allowed time of 2 hours 40 minutes.

The poor quality coal from Indwe and Molteno, with a high ash content and a tendency to clinker, had an equally negative effect on the performance of both types.

In his report to the manufacturer, Locomotive Superintendent John D. Tilney of the Cape Eastern system proposed four modifications:[2][4] A second Double Fairlie from the same builders, also with Walschaerts valve gear, was landed at East London in 1878 and incorporated all these suggested improvements except the water capacity, which remained the same.