Victorian Railways B class

The mainline passenger locomotives later classified as B class ran on the Victorian Railways between 1862 and 1917. Utilising a 2-4-0 wheel arrangement to allow greater traction on the heavily graded new lines to Ballarat and Echuca rather than the 2-2-2 arrangement previously selected for VR's Geelong line, these highly successful passenger locomotives are regarded as the first mainline VR locomotives.[1]

For the later diesel locomotive, see Victorian Railways B class (diesel).

Victorian Railways B class
B class with original spark-arresting funnel
Type and origin
Power typesteam
BuilderR and W Hawthorn, Beyer, Peacock and Company, Phoenix Foundry
Build date1861–1881
Specifications
Configuration:
​
 • Whyte2-4-0
 • UIC1'B2
Gauge5 ft 3 in (1,600 mm)
Driver dia.6 ft (1.829 m)
Axle load14.3 long tons (14.5 t; 16.0 short tons)
Tender weight26 long tons (26 t; 29 short tons)
Total weight63.1 long tons (64.1 t; 70.7 short tons) (roadworthy)
Tender cap.3.5 long tons (3.6 t; 3.9 short tons) fuel, 1,915 imp gal (8,710 l; 2,300 US gal) water
Firebox:
 • Firegrate area		15.27 sq ft (1.419 m2)
Boiler pressureOriginal: 130 psi (900 kPa)
Rebuilt: 140 psi (970 kPa)
Heating surface1,015.28 sq ft (94.323 m2)
CylindersTwo, inside
Cylinder sizeOriginal:
16 in × 24 in (406 mm × 610 mm)
Rebuilt:
17.5 in × 24 in (444 mm × 610 mm)
Valve gearStephenson
Performance figures
Tractive effortOriginal: 8,875 lbf (39.48 kN) at 100lbs press MEP
Rebuilt: 11,433 lbf (50.86 kN) at 80% WP MEP
Career
First run1862
Last run1917
DispositionAll scrapped

History

The recently formed Victorian Railways, having purchased the struggling Melbourne, Mount Alexander and Murray River Railway Company in 1856 and, more recently, the Geelong and Melbourne Railway Company's line to Geelong in 1860, had begun the construction of two new mainlines to connect the booming gold-mining towns of Ballarat, Castlemaine and Sandhurst, as well as to tap the lucrative Murray River trade at Echuca. These ambitious new railway projects, despite being engineered to very high (and very expensive) standards, traversed some difficult terrain and featured numerous gradients of up to 1 in 50. The 2-2-2 passenger locomotives the VR had used to operate its relatively flat Geelong line proved to be unsuitable for heavy grades,[2] and the VR fleet was already stretched in servicing the needs of its rapidly expanding network.

New locomotives were ordered from R and W Hawthorn in Newcastle upon Tyne, England in February 1861, with a layout very similar to that of a successful 2-4-0 design previously built for the Great Northern Railway in England, but with modifications such as the fitting of cabs and steam domes.[2]

Production

The initial order of seven 2-4-0 locomotives was followed by another order of seven of the same type from Beyer, Peacock and Company in April 1862, and there were two further orders of six locomotives from each manufacturer in October and the following January.

None of the locomotives had arrived in time for the opening of the Geelong to Ballarat line in April 1862, and passenger services on the line had to be worked by suburban saddle tank locomotives (later designated as L class) until the arrival of the first of the new mainline locomotives in July 1862.[3][4]

The success of the 2-4-0 mainline locomotives was such that, despite ongoing advances in locomotive technology, the design continued to be built. A further order of six locomotives was placed with Beyer Peacock in 1871, and a two were built by the Phoenix Foundry of Ballarat in 1880.[5]

The locomotives were initially unclassed, and were part of the initial numbering scheme, in which odd numbers were used for goods locomotives and even numbers for passenger locomotives, before being denoted as "B class" under the railways' 1889 reclassification. By that time, a new 4-4-0 express passenger locomotive had been introduced, which took the "A class" designation.

Design features

The B-class locomotives were easily recognisable by their use of external frames and bearings, and coupling rods mounted outside the frames, earning them the nickname "overarmers".

They featured an unusual design of firebox, which had two separate chambers, each with its own firedoor, divided by a water space that effectively acted as a thermic syphon, and joined at the tubeplate. The two fireboxes were designed to be worked separately, with one fire being built while the other was burning. That configuration was designed to extract the maximum heat from the wood fuels the VR used in its early years. However, the last two locomotives, built in the 1880s, had a conventional single firebox.[1]

Service Life
The Sydney Express circa 1900, with a New A-class locomotive leading a B-class locomotive

The B class's initial duties, hauling passenger services on the new mainlines, expanded as the mainline network grew. B 88 had the honour of leading the first VR train to Albury on 14 June 1883.[1]

B 50 was selected to haul the first Victorian Railways Royal Train in 1867,[6] taking Prince Alfred Duke of Edinburgh to Ballarat, Bendigo and Castlemaine. The Royal Train was recorded running the 45 miles (72 km) between Melbourne and Geelong in as little as 52 minutes.[7]

By 1894, the VR's Rolling Stock Branch Diagram Book noted the allocation of B-class locomotives around the state, with two at Stawell, six at Melbourne, five at Bendigo, three at Geelong, six at Ballarat, four at Benalla, and three at Seymour.[8]

While the B-class locomotives were highly successful on the expensively engineered 1860s mainlines for which they were designed, they were less suited for the more cheaply built extensions to the VR system.[9] Future VR express passenger locomotives were to use a four-wheel leading bogie to steer the locomotive, and from 1884, a class of 4-4-0 locomotives (later classed 'Old A') began to supplement, and eventually supersede the B class. Despite the delivery of the Old A, and the later and increasingly larger 'New A' and AA class 4-4-0s of 1889 and 1900 respectively, the entire B class (other than a couple of accident write-offs) lasted into the 20th century, with their roles ranging from double heading on express passenger trains to shunting duties.

Design improvements

Given their long life and the considerable technological development of railways during that period, the B-class locomotives saw a number of improvements.

As delivered, the only means of braking them was by operating a handbrake on the tender wheels. B 50 and B 108 were used in comparative trials of the Woods hydraulic and Westinghouse air brake systems in January 1884, leading to the Westinghouse system being adopted as the standard.[8]

During the 1880s, the boiler pressure of the locomotives was increased from 130 psi (900 kPa) to 140 psi (970 kPa),[1] and their cylinder bore was increased from 16 to 17 inches (410 to 430 mm), with those rebuilt after 1896 being fitted with 17.5 inches (440 mm) cylinders.[10] Those changes led to considerably increased tractive effort.

The large spark-arresting chimneys originally fitted were replaced by a straight chimney, with a conical spark arrestor being located in the smokebox.

The cab was also redesigned to provide greater amenity to the crew. The original sheet metal structure, prone to vibration at speed, was replaced by one of wood, and a double roof was employed for greater comfort in Australian weather conditions.

Accidents

B 82 and B 92 were wrecked beyond repair in a head-on collision on the Geelong line between Little River and Werribee on 2 April 1884.[8] On 18 August of the same year, B 72's boiler exploded at Warrenheip, although that locomotive was repaired and returned to service.[11]

B 110 was involved in a spectacular mishap on 13 April 1904 when it pushed a rake of coal wagons off the end of the coal stage at Seymour and was left suspended by its tender, resting on the wreckage of the wagons below.[12]

Withdrawal and scrapping

Other than accident write-offs, the entire class lasted until 1904, when ten were withdrawn, many of which were over forty years old by that stage. Over the next ten years, the remainder of the class was gradually retired as mechanical condition dictated, to the point where just two locomotives, B 56 and B 76, remained on the register.

Those last two members of the class served out their final days shunting carriages at Spencer Street Station and North Melbourne yards, and were withdrawn for scrapping in May and June 1917.[1]

None were preserved.

References
  1. Oberg, Leon (2007). Locomotives of Australia 1854–2007. Rosenberg Publishing. p. 24. ISBN 978-1-877058-54-7.
  2. Cave et al., p. 37
  3. Cave, et al., p. 38
  4. Oberg, Leon (2007). Locomotives of Australia 1854–2007. Rosenberg Publishing. p. 21. ISBN 978-1-877058-54-7.
  5. Cave, et al., p. 39
  6. "VPRS 12800/P1 H 1177 - PUBLIC RECORD OFFICE VICTORIA". prov.vic.gov.au. Archived from the original on 4 August 2008. Retrieved 10 August 2008.
  7. Hartigan, Leo J. (1962). Victorian Railways to '62. Victorian Railways Public Relations and Betterment Board. p. 269.
  8. Cave, et al., p. 49
  9. Cave et al., p. 118
  10. Cave, et al., p. 45
  11. Cave, et al., p. 50
  12. "VPRS 12800/P1 H 1250 - PUBLIC RECORD OFFICE VICTORIA". prov.vic.gov.au. Retrieved 10 August 2008.
  • Cave; Buckland; Beardsell (2002). Steam Locomotives of the Victorian Railways. 1: The First Fifty Years. Melbourne: ARHS. ISBN 1-876677-38-4.
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