AUSTRALIAN STEAM LOCOMOTIVES 1855-1895

Cover artwork, book design and layout and all other artwork by Jim Turner

National Library of Australia Cataloguing-in-Publication entry

Author: Turner, Jim, 1949- author, illustrator.

Title: Australian steam locomotives 1855-1895: includes illustrations of all 157 types of steam locomotives used on state government railways around Australia during that period along with details of their builder and time in service / Jim Turner author, illustrator.

ISBN: 9780992432683 (epub)

Subjects: Steam locomotives--Australia--History.

Dewey Number: 625.2610994

-----------------------------------------------------------------------------------------------------------

National Library of Australia Cataloguing-in-Publication entry

Author: Turner, Jim, 1949- author, illustrator.

Title: Australian steam locomotives 1855-1895: includes illustrations of all 157 types of steam locomotives used on state government railways around Australia during that period along with details of their builder and time in service / Jim Turner author, illustrator.

ISBN: 9780992432690 (mobi)

Subjects: Steam locomotives--Australia--History.

Dewey Number: 625.2610994

FRONT COVER

Top is No 5. - No. 1 (VIC) This was the first Government locomotive to be used in Victoria and was built in 1858 by George England & Co London, England

Centre is No 64. - ‘Class U(105)’ (NSW) Ordered from the Baldwin Locomotive Works, Philadelphia, U.S.A. in 1876, and entered service with NSW Government Railways in October 1877 as No 105.

Bottom is No 73. - ‘Class C15 Baldwin’ (QLD) Built by the Baldwin Locomotive Works as No 4602 of 1879 and No 4730 of 1880, the first to enter service was No 41 (4602) in December 1879, on the Southern & Western Railway in Queensland.

CONTENTS

FORWARD

PREFACE

ACKNOWLEDGMENTS

MAP OF AUSTRALIA

MAPSRail network NSW 1855-1896

Rail network QLD 1866-1896

Rail network VIC 1857-94 & TAS 1868-92

Rail network SA 1857-1891

Rail network WA 1879-1896

THE LOCOMOTIVES

1. ‘Class 1’ - NSW 1855

2. ‘Class 5’ - NSW 1856

3. ‘Class 1N’ - NSW 1857

4. ‘Class 6’ - NSW 1857

5. No. 1 - VIC 1858

6. ‘Class V’ - VIC 1859

7. ‘Class D’ - SA 1859

8. ‘Un-classed No 34’ - VIC 1860

9. ‘Class J’ - VIC 1860

10. ‘Class P’ - VIC 1860

11. ‘Class 9’ - NSW 1861

12. ‘Class 8’ - NSW 1861

13. ‘Class L’ - VIC 1863

14. ‘Class B’ - VIC 1863

15. ‘Class 13’ - NSW 1863

16. ‘Class O’ - VIC 1863

17. ‘Class 6N’ - NSW 1863

18. ‘Class 8N’ - NSW 1864

19. ‘Class S29’ - NSW 1864

20. ‘Class 9N’ - NSW 1864

21. ‘Class A’ - QLD 1865

22. ‘Class E’ - SA 1865

23. ‘Class T(14)’ - NSW 1866

24 ‘Class B’ - QLD 1866

25.’Class G(23)’ - NSW 1866

26. ‘Class E(17)’ - NSW 1867

27. ‘Class C’ - QLD 1868

28. ‘Class No 1’ - rebuilt SA 1869

29. ‘Class F’ - SA 1869

30. ‘Class 10’ - NSW 1870

31. ‘Class D’ - QLD 1871

32. ‘Class 20N’ - NSW 1872

33. ‘Un-classed - No 100’ - VIC. 1872

34. ‘Class Q’ - VIC 1873

35.’Class 48 (1st)’ - NSW 1873

36. ‘Un-classed - No 105’ - VIC 1873

37. ‘Class A’ - SA 1873

38. ‘Class 66’ - NSW 1874

39. ‘Class 48 (2nd)’ NSW 1874

40. ‘Class F’ - VIC 1874

41.’Class T’ - VIC 1874

42. ‘Class U’ - VIC 1874

43. ‘Class 23N’ - NSW 1874

44. ‘Class O(60)’ - NSW 1874

45. ’Class K (Old)’ - VIC 1874

46. ‘Class N(67)’ - NSW 1875

47. ‘Class J’ - SA 1875

48. ‘Class B’ - SA 1875

49. ‘Class M’ - WA 1876

50. ‘Class U’ - SA 1876

51. ‘Class 8D11’ - QLD 1876

52. ‘Class V’ - SA 1877

53. ‘Class G (Old)’ - VIC 1877

54. ‘Rogers D Class’ - VIC 1877

55. ‘Class H’ - SA 1877

56. ‘Class E(B12)’ - QLD 1877

57. ‘Class M(36)’ - NSW 1877

58. ‘Class H’ - VIC 1877

59. ‘Class A10 Fairlie’ - QLD 1877

60. ‘Class A12 small - QLD 1878

61. ‘Class C(79)’ - NSW 1878

62. ‘Class I’ - SA 1879

63. ‘Class K’ - SA 1879

64. ‘Class U(105)’ - NSW 1879

65. ‘Class P(127) - NSW 1879

66. ‘Class M’ - VIC 1879

67. ‘Class R (Old)’ - VIC 1879

68. ‘Class W’ - SA 1879

69. ‘Class N’ - VIC 1879

70. ‘Class C’ - VIC 1879

71. ‘Un-classed - No 5’ VIC 1879

72. ‘Class J(131)’ - NSW 1879

73. ‘Class C15 Baldwin’ - QLD 1879

74. ‘Class C13 Baldwin’ - QLD 1879

75. ‘Class L’ - SA 1880

76. ‘Class A(93)’ - NSW 1880

77. ‘Class Q(158)’ - NSW 1880

78. ‘Class E’ - rebuilt SA 1880

79. ‘Class M’ - SA 1881

80. ‘Class O’ - SA 1881

81. ‘Class 4D9’ - QLD 1881

82. ‘Class C’ - WA 1881

83. ‘Class N’ - SA 1881

84. ‘Class M’ - SA 1881

85. ‘Class A10 - Baldwin’ QLD 1881

86. ‘Class X’ - SA 1882

87. ‘Class B(205) - NSW 1882

88. ‘Class S’ - VIC 1882

89. ‘Class D’ rebuilt - SA 1882

90. ‘Class D(255)’ - NSW 1882

91. ‘Class C16 Baldwin’ - QLD 1882

92. ‘Class B11 Baldwin’ - QLD 1882

93. ‘Class SM Tram’ - NSW 1882

94. ‘Class A’ - WA 1883

95. ‘Class W’ - VIC 1883

96. ‘Class Belg. R’ - VIC 1883

97. ‘Class F (B13)’ - QLD 1883

98. ‘Class C13 Dubs’ - QLD 1883

99. ‘Class K’ - SA 1884

100. ‘Class D’ - WA 1884

101. ‘Class D(261)’ - NSW 1884

102. ‘Class R(285)’ - NSW 1884

103. ‘Class 292’ - NSW 1884

104. ‘Class P’ - SA 1884

105. ‘Class A (Old)’ - VIC 1884

106. ‘Class 8D15’ - QLD 1885

107. ‘Class C’ rebuilt - SA 1885

108. ‘Class K(294)’ - NSW 1885

109. ‘Class Goods M’ - SA 1885

110. ‘Class L(304)’ - NSW 1885

111. ‘Class D(334)’ - NSW 1885

112. ‘Class Q’ - SA 1885

113. ‘Class E’ - WA 1885

114. ‘Class R’ - SA 1886

115. ‘Class F(351) - NSW 1886

116. ‘Class B’ - WA 1886

117. ‘Class A12’ - QLD 1886

118. ‘Class B’ - TAS 1886

119. ‘Class H(373)’ - NSW 1887

120. ‘Class X (Old)’ - VIC 1887

121.’Class D’ - VIC. 1888

122. ‘Class Y’ - VIC 1889

123. ‘Class C’ - TAS 1889

124. ‘Un-classed No 107’ - SA 1890

125. ’Class L(436)’ - NSW 1890

126. ‘Class H’ - WA 1890

127. ‘Class R(New)’ - VIC 1890

128. ‘Class A+’ - TAS 1890

129. ‘Class B+’ - TAS 1890

130. ‘Class C+’ - TAS 1890

131. ‘Class D+’ - TAS 1890

132. ‘Class E+’ - TAS 1890

133. ‘Class F’ - TAS 1890

134. ‘Class’ A (New) - VIC 1891

135. ‘Class E(10)’ - NSW 1891

136. ‘Class B(55)’ - NSW 1891

137. ‘Class K’ - WA 1891

138. ‘Class O(446)’ - NSW 1891

139. ‘Class J(483) - NSW 1891

140. ‘Class M(40) - NSW 1891

141. ‘Class I’ - WA 1891

142. ‘Class J’ - WA 1892

143. ‘Class I(17)’ - NSW 1892

144. ‘Class P(6)’ - NSW 1892

145. ‘Class D - TAS 1892

146. ‘Class A’ - TAS 1892

147. ‘Class G’ - WA 1893

148. ‘Class F’ - WA 1893

149. ‘Class E’ - VIC 1893

150. ‘Class Z’ - VIC 1893

151. ‘Class J(522)’ - NSW 1893

152. ‘Class E’ rebuilt - WA 1893

153. ‘Class S’ - SA 1894

154. ‘Un-classed No 155 - SA 1894

155. ‘Class Z’ - SA 1894

156. ‘Class A14’ - QLD 1895

157. ‘Class K’ - WA 1898

APPENDIX ONE

AUSTRALIAN STATE GOVERNMENT RAILWAY GAUGES

ABOUT THE LOCOMOTIVE BUILDERS

THE STEAM LOCOMOTIVE - HOW IT WORKS

PARTS OF THE STEAM LOCOMOTIVES VALVE GEAR

BIBLIOGRAPHY

FORWARD

One of the problems that face many enthusiast groups in these modern times is the lack of young members taking and interest in their hobbies. The various railway organizations are no exception to the situation having a majority in the older generations.

Jim Turner as well as dipslaying his love and dedication to steam by the time and effort he has put into these paintings has provided a starting point for the younger generations to gain some interest in the subject. Their only contact with live steam has been with the very small range of units still operated by enthusiasts in any particular locality. To some, seeing the same locomotive on almost every tour could become a matter of boredom. Whilst Jim’s paintings cannot bring steam back to life, he has shown that there has been a tremendous variety in locomotive designs, shapes and sizes.

By working in a date sequence, Jim shows how the designs progressed through those first forty years. He has also succeded in highlighting the differences in design styles adopted by the various Chief Mechanical Engineers throughout the states of Australia, making his subject anything but boring. He should also be congratulated on his interpretation of photographs and other visual sources.

This book does not attempt to push the heavy technical detail that the season enthusiasts might seek, although it does include sections dealing with the parts and the operation of a modern, possibly more familiar, steam locomotive. It also provides a starting point for comparison between the classes and states for the beginner to follow. Then, once the appetite is whetted, Jim has added an extensive bibliography with notes to sources for the read who wishes to further his research.

The Plates show all the locomotives reproduced to a common scale, allowing comparison of the sizes of the locomotives represented herein. Jim has also taken the trouble to locate any of the locomotives that have been saved from the scrapper’s torch, giving the readers a chance to further aquaint themselves with these wonderous workhorses of the past.

Alex Grunbach 1998

PREFACE

If we view a map of the paths taken by the early explorers as they opned up the Australian continent for white settlement, we find that in many cases the railways followed almost identical routes.

The rapid expansion of farming and grazing into inland areas, along with the influx of people caused by the goldrushes from the 1850’s to 1890’s, meant that horse drawn vehicles could not cope with the demand for transport. The long distances involved, and the ever-increasing size of the wheat crop, the wool for export, and the vast quantities of timber needed for building, left only one solution, a network of railway lines which could move both people and produce quickly and reliably.

As this network expanded it required new and more powerful locomotives; in some cases they were especially built to handle the demands imposed by the terrain through which the lines had been constructed. The locomotives depicted in this book were all used by State Goverment railway departments between 1855 and 1895. In some cases the individual history of a locomotive or class is well documented, while of others almost nothing is known.

With a few exceptions, every painting in this book is based on a photograph of the individual locomotive depicted. This created a problem, as some classes had several different builders, and they each had their own styles of cabs, arrangment of pipes, etc. Another issue was the order in which each class should appear, since locomotives in most cases entered service at different times, sometimes over a period of several years. To try and solve that problem, I have chosen to use the date that the depicted locomotive entered service and the key factor in the order of apperance of its class. Final locomotive numbers refer to those locomotives still in state government service when the class was withdrawn. While I have tried to make each painting as accuate as is possible they should be used as an introduction to the locomotive and not as a technically correct depiction of each. The paintings were first traced all at the same scale onto Arches Dessin 300gsm watercolour paper and then painted using Windsor & Newton Artists watercolours.

I hope that this book will inspire younger readers who perhaps have never seen a steam locomotive in action and that it will be of interest and value to a wide range of readers from railway modellers to those dedicated enthusiasts who restore the real thing and, weekends have the privilege and exhilaration of riding them.

ACKNOWLEDGMENTS

The author wishes to firstly acknowledge authors who contributed so much to the ARHS Bulletins in years gone by, especially those articles written by J. L Buckland, M.H.W. Clark, G. H. Eardley L J Harrigan and J C M Rolland which have contained detail critical in the writing of this book.

In NSW: Neil Cram for his help with the text and illustrations for NSW locomotives in this volume and his continuing support and encourgement. To Peter Neve for his help with both text and illustrations and especially for details of Class 66, and to Victor Poljanski and Ben of the State Rail Authority Archives, Transport House Sydney for diagrams and technical details, also to the staff of the ARHS Archives Sydney for their help with references and photocopying.

In Queensland: To John Kerr for his help with both text and illustrations for Queensland locomotives in this volume, and the staff of the Queensland Railway Historical Centre for their help with technical details and diagrams, and also to John Armstrong for his assistance.

In Victoria: To Frank Kelly for his help with both text and illustrations for Victorian locomotives in this volume, to Colin Kemp of Public Transport Commission Photo Archives and Ian R Barkla from the ARHS Victorian Division for their assistance.

In Tasmania: To Dr. Jim Stokes for his help with the text and illustrations for Tasmanian locos in this volume, including many new details which have come to light since his original articles were published. Thanks also Michael Dix for his help, and also Rene Mouchet from the Australian Archives, Rosney Park Tasmania.

In South Australia: To Steve McNicoll for his help with both text and illustrations for South Australian locomotives in this volume.

For Western Australia: To Adrian Gunsburg for his help with both text and illustrations for Western Australian locomotives in this volume, and additional help with technical details.

-oo0oo-

-oo0oo-

-oo0oo-

-oo0oo-

-oo0oo-

-oo0oo-

-oo0oo-

-oo0oo-

THE LOCOMOTIVES

Built in 1854, by Robert Stephenson & Co, Newcastle-on-Tyne, England as No’s 958-961 these locomotives had been ordered by the Sydney Railway Company on March 4, 1853. They arrived in Sydney in January 1855 and were allocated No’s 1-4. Initially, they were unloaded from a ship at Circular Quay, and then hauled by horses to what is now the site of the Eveleigh Carriage Workshops. Here they were placed on a track, and again hauled by horses to an engine shed for assembly. The first into service was No 1 on April 26, 1855, with the remaining three locomotives all in use by the September 26, 1855 when No 3 hauled the first passenger train that left Sydney at 9am. The Official Train hauled by No 2 followed and later No 4 hauled the 12pm passenger train to the old Parramatta Junction station. While the performance of the locomotives was said to be adequate, they were found to be too heavy for the track.

On July 10, 1858 No 1 was derailed at Lidcombe with two passengers being killed and thirteen injured. As lighter locomotives entered service they were used on passenger services, while the 1-class were confined to hauling goods trains, and later used for shunting. In 1859 the trip from Sydney to Parramatta took 50 minutes, and on weekdays there were six trains in each direction. The crews of these locomotives had no protection from the weather apart from the spectacle plate until about 1865 when a cab roof was fitted. On March 15, 1877, No 1 made its last run and was withdrawn from service followed by No 3 & No 4 later the same year. The last to go was No 2 which continued in use for shunting in the Sydney Yard until being withdrawn in December 1879, having travelled 282,524 miles during 24 years in service.

No. 1 (Plate One)          Built by Robert Stephenson & Co in 1854 as No 958, it was the first locomotive to be used by a State Government Railway in Australia. It entered service as No 1 on April 26, 1855, and was withdrawn in June 1877, having travelled 155,634 miles during twenty two years in service. Parts of this locomotive were probably used to rebuild No 2 for preservation. Listed weight of locomotive and tender in working order was 46 tons 9 cwt with a combined length of 42 feet 11 inches from buffer to buffer.

For more details see: A Compendium of NSW Steam Locomotives, compiled by A Grunbach, ARHS (NSW) 1989, p. 11-12.

-oo0oo-

An order for No 4N was placed on November 17, 1853 with William Fairbairn & Sons, England by the Hunter River Railway Company. However on July 30, 1855 the company assets were taken over by the NSW Government. When the locomotive arrived by ship at Hexham in March 1856 it was leased to contractor William Wright who was building the first section of the Great Northern Railway from Newcastle to East Maitland. When the line was opened on March 30, 1857 this locomotive became No 4N. It was used on the line it had helped to build, and in later years on the Morpeth & Sandgate Cemetery branch lines. It became No 391 in 1889 before to being sent to Bombo Quarry in 1891 only to be scrapped there in 1893. During its 34 years in service it travelled a total of 559,442 miles.

Before entering service as No 5 with NSW Government Railways in November 1856 this locomotive had originally been named ‘Governor General’ by railway contractor William Randle. It was built for him by Hawthorn & Co., England in 1855 and used during the construction of the line from Parramatta to Liverpool which was begun in early 1856. It was used for a variety of tasks, including the building of the Clarence tunnel near Mt Victoria in May 1869. In the 1870’s it worked suburban passenger trains at Parramatta. Also sent to Bombo Quarry it supplied steam to the crushers before being scrapped in 1893.

No. 2 (Plate One)          Built by Hawthorn & Co England as No 944 in 1855 it entered service with NSW Government Railways in November 1856 as No 5. It was used mostly on railway construction and passenger services it was withdrawn from service in 1890. It ended its life at Bombo Quarry in 1893 having covered 272,233 miles during 34 years in service. Listed weight in working order of locomotive and tender was 30 tons 11 cwt 2 qtr with a combined length of 30 feet 9 inches from buffer to buffer.

For more details see: A Compendium of NSW Steam Locomotives, compiled by A. Grunbach, ARHS (NSW) 1989, p 13.

-oo0oo-

On August 17, 1855 the NSW Government ordered three locomotives from William Fairbairn & Sons. England. They were to be used on the Newcastle to Maitland line which was then under construction. The locomotives were numbered 1N-3N after arriving from England in time for the opening of the first section of the line between Honeysuckle Point and East Maitland which took place on March 30, 1857.

These three locomotives worked all the traffic on this line, which mostly consisted of mixed trains, for almost 20 years until the arrival of the 23N Class in the mid 1870’s. They were then used mostly to haul goods trains. During the 1880’s they were fitted with new boilers and in 1889 were renumbered 388-390. The first to be scrapped was No 1N (388) on January 22, 1890 having traveled 532,456 miles during 33 years in service. The other two followed in 1892 with 3N (390) having traveled 531,600 miles.

No 3 (Plate One)          Built by William Fairbairn & Sons in 1856 No 2N entered service with the NSW Government Railways in March 1857. Used on northern lines it was renumbered 389 in 1889 and scrapped in 1892 after having traveled 512,749 miles during its time in service. Listed weight of locomotive and tender in working order was 45 tons 18 cwt with a combined length of 41 feet 8 inches from buffer to buffer.

For more details see: A Compendium of NSW Steam Locomotives, compiled by A. Grunbach. ARHS (NSW) 1989, p 16.

-oo0oo-

Built by William Fairbairn & Sons, England in 1856, these were the first new locomotives to be bought by the Government. The order being placed on November 3, 1855 they were shipped from England on the ‘Nourmahal’ and arrived in Sydney on February 5 1857. Being lighter than the Class 1 locomotive they were more suitable for the Barlow rails then in use. They were also the first locomotives with single driving wheels and outside cylinders to be used in NSW. The first to enter service was No 6 in March 1857 with No 7 following a few weeks later in April. Photographs of the period show some minor differences in appearance between these two locomotives mostly around the smoke box.

As with most locomotives of this period no protection was provided for the crew apart from the spectacle plate, however around 1865 a corrugated iron canopy was fitted. It was at about this time that they were replaced on main line services by new more powerful locomotives and by the mid 1870’s with the introduction of the 67 class tank locomotives saw them replaced on suburban services and funeral trains. No 6 being was to Goulburn where it was used for shunting while No 7 was used on coal trains at Darling Harbour. The first to be condemned was No 7 in 1881 having covered 157,155 miles during 24 years in service. No 6 followed in 1883 and both were scrapped in 1885.

No 4 (Plate One)          Built by William Fairbairn & Sons England in 1856 No 6 entered service with NSW Government Railways in March 1857. Initially used on main line then suburban service it ended life shunting at Goulburn and was scrapped in 1885. Having traveled 142,449 miles during 26 years in service Listed weight of locomotive and tender in working order was 39 tons 2 cwt with a combined length of 41 feet 9 inches from buffer to buffer.

For more details see: A Compendium of NSW Steam Locomotives, compiled by A. Grunbach. ARHS (NSW) 1989, p 15.

-oo0oo-

Built in 1858 by George England & Co London, England as No 40, this locomotive left England in May of that year on the ship ‘Wellfleet’ and was unloaded at Williamstown in September 1858. It made its first trial run from Williamstown to what is now the Maribyrnong River on September 16, 1858. On the January 13, 1859 both the lines from Melbourne to Sunbury, as well as the Williamstown branch were officially opened, and the Vice-regal train was hauled by locomotive No 1. The first regular passenger services to Sunbury began a few weeks later on February 10, 1859. In May 1860 more locomotives arrived from England and were numbered with the new odds and evens system. In August the earlier locomotives were renumbered, and locomotive No 1 was renumbered to become No 12. Victorian Railways eventually came to realize No 12 was not suitable for the grades on the track, so in 1870 it was converted from a 2-2-2, to a 2-4-0 wheel arrangement.

On May 13, 1890 the line between Katamatite and Dookie was officially opened, it was operated by the Shire of Yarrawonga. Using rolling stock supplied by Victorian Railways, and a daily service was provided by No 12 hauling two tram cars. This line closed in about September 1892, but was then taken over by Victorian Railways and reopened for a trial period on November 22, 1892. When No 12 returned to service with Victorian Railways in July 1893, an Old E-class locomotive had been allocated the number 12. So renumbered for the third time it became No. 528, but was not allocated to a class. From 1895-1901 it was on loan to the Altona Bay Railway. On April 15, 1904 it was sold to Rawdon and Baxter who were the contractors building the Outer Harbour works near Adelaide, it was used here until 1908 and scrapped in 1910.

No 5 (Plate One)     Built in 1858 by George England as No 40 this locomotive arrived in Melbourne in September 1858. It entered service as No 1 and was used to haul the first passenger services operated by Victorian Railways. Renumbered as No 12 it was converted to a 4-2-0 wheel arrangement in 1870. Renumbered again in 1893 as No 528, it was sold in 1904 and used in South Australia, and scrapped there in 1910. Details of the listed weight in working order of locomotive and tender or its combined length are unknown.

For more details see: ‘The Victorian Railways’ First No 1 Locomotive. by J.Y. Harvey, ARHS Bulletin No 351-January 1967, p 8-12.

-oo0oo-

These four locomotives were built at their Hatcham Ironworks by George England & Co London, England as No’s 41-44. They left England in May 1858, and arrived in Melbourne in September 1858, with three locomotives and tenders on board the ship ‘Hamilton Campbell Kidston,’ while the fourth was on board the ship ‘Wellfleet.’ They were unloaded at Williamstown and assembled in the railway workshops which had recently been built there. On January 1, 1859 they entered service with Victorian Railways as No’s 2-5 however in September 1860 they were renumbered 11, 13, 15 & 17. This followed the arrival of new locomotives that were already carrying the new odds (for goods locomotives) and evens (for passenger locomotives) numbering system. This system caused no end of confusion in later years.

Once in service the V-class were given the nickname of ‘Slim Jims,’ and in the early days few changes were made to them, for over twenty years the crews of these locomotives had no protection from the weather, apart from the spectacle plate. During the 1880’s an overhead cover was fitted but the sides still remained open above waist height. New boilers were fitted to all four locomotives along with a standard Westinghouse Steam Brake between 1884-86 records show that during their time in service they were used on the Melbourne Docks and Yards, and the Woodend-Daylesford, Mornington, Sale-Bairnsdale and Geelong lines. During the 1890’s they were said to be unsuitable for shunting work and in early 1891, No 11 was sold, followed by No 13 in 1893 however in 1895 No 13 was repossessed and became No 497 but was not classed. It was written off along with No 15 and No 17 in September 1904.

No 6 (Plate One)          Built in 1858 by George England & Co as No 41 this locomotive entered service with Victorian Railways as No 2 in January 1859. It was renumbered in September 1860 as No 11 and sold in May 1891 for 900 and then used by contractor Andrew O’Keefe during the construction of a section of the Great Southern Railway. Listed weight in working order of locomotive and tender was 49 tons 10 cwt 2 qtr, with a combined length of 42 feet 4 1/2 inches from buffer to buffer.

For more details see: The First Importation of Locomotives and Equipment for the Victorian Railways, M.H.W. Clark. ARHS Bulletin No 493-November 1978, p 260-263.

-oo0oo-

These locomotives were built by Robert Stephenson & Co, with No’s 1188 & 1189, the first to enter service. They arrived in South Australia on board the ship ‘Edgar Atheling’ and both entered service during 1859. They became No 8 (1188) and No 9 (1189) of the D-class, and were used to haul wheat trains from Kapunda to Gawler and then on to Adelaide. The 4-4-0 design had been personally recommended by Robert Stephenson, after the South Australian Government had sought his advice, as to the type of locomotive best suited for their needs. During 1860, the four classes of locomotives then in use were tested, to see which was best suited for use on the North Line.

The D-class was chosen and two more locomotives were ordered from Robert Stephenson & Co, after some lengthy delays they arrive on board the ‘Lincoln’ and entered service in September 1866. A short time later an order was placed for the final two locomotives and No’s 17 & 18 arrived on the ship ‘Grassmere.’ No 17 entered service in April 1867, followed by No 18 in September 1867. As a result of the amount of traffic that had been hauled by the first four D-class locomotives, by December 1875 they each required a complete overhaul and new sets of wheels. From 1881-1884 all locomotives in this class were rebuilt which dramatically changed their general appearance.

No 7 (Plate One)          Built by Robert Stephenson & Co as No 1188 it arrived in South Australia on board the ship ‘Edgar Atheling’ and entered service in August 1859 as No 8, and was rebuilt on October 25, 1884. Listed weight in working order of locomotive and tender, or the combined length, are not known.

For more details see: The D-Class Locomotives of the South Australian Railways by G.H. Eardley. ARHS Bulletin No 296 June 1962, p 81-84.

-oo0oo-

Built in 1855 by George Stephenson & Co, as No’s 1006 & 1007, these locomotives were ordered by the Geelong and Melbourne Railway Co. They entered service in July 1856 and were initially used to haul ballast trains. Once in use they were given names, with No 34 known as ‘Titania,’ while No 36 was known as ‘Oberon.’ On New Years Day in 1857 they were used to haul excursion trains from Geelong to Little River. On June 25, 1857 the line to Williamstown Junction was opened and a few days later the extension to Greenwich Point was completed. The steamer ‘Comet’ was used to take passengers from Greenwich Point to Melbourne, and back again. After the Williamstown branch line was opened by Victorian Railways in January 1859, trains operated by the Geelong and Melbourne Railway Co was able to provide a service through to Melbourne. However the company had continuing financial problems and following discussions with the Government it was eventually taken over by Victorian Railways on July 4, 1860.

Once in government service the locomotives lost their names and became No’s 34 & 36. In 1872, No 34 was converted to a 0-6-0 tank locomotive at Williamstown No 36 followed in 1874, and was converted to a 2-4-0 tank locomotive. Both locomotives then continued in service, doing odd jobs as needed until the late 1880’s. In June 1889, No 34 was sold to what is now Kerang Shire, to haul trains on the Kerang-Koondrook Tramway. It was sold again in 1903, this time to McKay, Massey Harris Co, who used for shunting in their Sunshine plant. It remained in use there until retired in 1925. After working on the Wedderburn branch line No 36 was also sold to Riley Bros in June 1889.

No 8 (Plate One)          Built in 1855 by George Stephenson & Co as No 1006 this locomotive entered service with the Geelong and Melbourne Railway Co in July 1856. Named ‘Titania,’ it became No 34 after the company was taken over by Victorian Railways on July 4, 1860. Sold in 1889 and again in 1903 it was eventually retired in 1925. Listed weight in working order of locomotive was about 18 tons, while its exact was length from buffer to buffer was not recorded.

For more details see: Memories of ‘Old No 34’ Railways of Australia, September 1949, p 18.

-oo0oo-

Built in 1859 by Beyer Peacock & Co as No’s 110-114, these locomotives entered service as No’s 2-10 between May-August 1860. These were the first Beyer Peacock locomotives to be used in Australia, and were assembled in the Williamstown Workshops which had been opened in 1858. In around 1872 these locomotives were all converted to a 2-4-0 wheel arrangement, which made them suitable for use on the light country lines. From 1886 onwards they were known as the J-class.

During April 1895, No 4 was involved in an accident at Lichfield in central western Victoria. The J-class was based at the following depots in 1898 - Bendigo 3 and Geelong 2. In 1904 No’s 2 & 8 were the first to be scrapped. On November 9, 1912 No 4 was sold for £700 to Mr. Findley a contractor, from Serviceton in far western Victoria, and was seen at Mile End in South Australia during 1922. In February 1915, No 6 was the last to be scrapped after about fifty five years.

No 9 (Plate One)          Built in 1859 by Beyer Peacock as No 113 this locomotive entered service as No 10 in July 1860. It is shown above in original condition with a 2-2-2 wheel arrangement and was converted to a 2-4-0 wheel arrangement in about 1872. In April 1907, No 10 was converted for use as a stationary engine in the Newport shops forge extension until about 1922 when it was sold to a miller, Mr. Edwards of Warburton. The remains of this locomotive, including a crank axle with No 10 stamped on it, were examined during the 1940’s, hidden in blackberry bushes. Listed weight in working order with the 2-4-0 wheel arrangement was 50 tons 9 cwt, while it was 42 feet 1/8 inches in length from buffer to buffer.

For more details see: Early Victorian Railways’ Passenger Locomotives, Railways of Australia December 1949, p 13-14.

-oo0oo-

Built in 1859 by Beyer Peacock & Co as No’s 115-119, these locomotives entered service as No’s 1-9, during 1860. The first being No 1 in March 1860, while No 7 was the last in November 1860. They had been ordered on September 11, 1858, and were intended for use on the Melbourne, Bendigo (then Sandhurst) and Mount Alexander lines. On arrival from England they were assembled at the Williamstown Workshops. Each locomotive of the P-class (and the J-class) came with a diamond shaped spark arrestor that could be slipped over the chimney as required. During the early 1870’s, No. 1 was hired out for to railway contractors O’Grady, Leggatt and Noonan, at a daily rate of £6/5/- which included wages for the crew.

They used it during the building of the Essendon to Seymour line, which was opened on August 26, 1872. Shortly afterward P-class locomotives No’s 1 & 5 were both hired out at the same daily rate this time by railway contractors Styles Murray who used them during the construction of the line from Seymour to Benalla which was opened on August 18, 1873 in 1886 these locomotives became known as the P-class. They were later rebuilt with standard cabs and new boilers and remained in service until the 1920’s.

No 10 (Plate One)          Built in 1859 by Beyer Peacock & Co as No 118, this locomotive entered service as No 3 in October 1860. Listed weight of locomotive and tender in working order as shown above was 50 tons 14 cwt 1 qtr, with a combined length of 43 feet 1 1/2 inches in length from buffer to buffer.

For more details see: Contractor’s Engines on the North eastern Line, by Keith W. Turton, ARHS Bulletin No 389-March 1970, p 62-65.

-oo0oo-

-oo0oo-

The first locomotive in this class was built by the E.B. Wilson, Boyne Works Leeds, England. It entered service as No 9 on the newly opened line to Campbelltown in December 1858. In England during 1859 experiments were conducted to improve the firebox used in locomotives, a brick arch design proved successful, allowing coal to be used as a fuel. Early in 1861 tests were conducted in which No 9 was fired with coal and on February 4, 1861 it successfully hauled the 9am train using coal as fuel. All other locomotives were then modified to burn coal. In March 1861 No 5N was the first of the Class 9 locomotives to enter service followed by No 11 in April with No 10 the last, in August 1861.

These three locomotives were all built by Manning Wardle & Co. England, successor to E.B. Wilson. From 1865 onwards they were replaced on main line services by the new Class 14 locomotives built by Beyer Peacock. From then on the Class 9 was used on suburban services or hauling ballast or coal trains. In March 1866 No 10 was taken by ship to Newcastle and was renumbered to become No 17N. It was used on passenger services as well as the Special Mail trains which took passengers and mail from Newcastle to Maitland where they transferred to the Northern Mixed train. The first of the class to be withdrawn was No 9 in 1878 it had traveled 118,507 miles during 20 years in service. No 11 followed in 1881 after traveling 192,493 miles in 20 years both being scrapped in 1884. The two remaining locomotives were both withdrawn and scrapped in 1885, No 17N having traveled 453,870 miles during 24 years.

No 11 (Plate One)          Built by Manning Wardle & Co England as No 10 it entered service with NSW Government Railways as No 5N in March 1861. It was damaged when derailed at Wallsend Junction on February 12, 1869. After 24 years in service it was withdrawn in 1885 having traveled 447,863 miles. Listed weight in working order of locomotive and tender was 34 tons 4 cwt with a combined length of about 39 feet 6 inches from buffer to buffer.

For more details see: A Compendium of NSW Steam Locomotives, compiled by A. Grunbach. ARHS (NSW) 1989, p 17.

-oo0oo-

Built by the E.B. Wilson, Boyne Works, Leeds, England as No 634, it entered service with NSW Government Railways as No 8 in January 1859. A tank engine version of the Class 9 tender locomotive, it was however several feet longer than the tender engine, and initially it was difficult to find a ship with a big enough space to transport it from England. A second locomotive, this one built by Manning Wardle & Co entered service in May 1861.

By 1869 neither locomotive was able to handle the increase pressure of suburban traffic. No. 8 was sent to Darling Harbour and used on coal trains for several years then being used for shunting in the Sydney Yard until 1878. It was then sent to Goulburn again for shunting however it was withdrawn from service in 1879 and scrapped in 1884 having traveled 106,957 miles during 25 years. For about ten years No 12 was used to haul funeral trains to Rookwood Cemetery following which it was used as an emergency locomotive at Bathurst until 1880 when it was stored. It was then converted to a coal crane in 1885 and used at Goulburn and other locations until it was scrapped in 1900.

No 12 (Plate One)          Built by Manning Wardle & Co., England as No 11 it entered service with NSW Government Railways as No 12 in May 1861. After use on suburban services, funeral trains and as an emergency locomotive it was finally converted to a coal crane and had traveled 193,501 miles during 39 years in service when scrapped in 1900. Listed weight of this locomotive in working order was 29 tons 19 cwt while it was 25 feet 2 inches in length from buffer to buffer.

For more details see: A Compendium of NSW Steam Locomotives, compiled by A. Grunbach. ARHS (NSW) 1989, p 18.

-oo0oo-