Notes

This class was the most significant and successful of the locomotives designed in the nineteenth century. The design resulted from a need for more powerful engines for passenger trains. Initially designated as “Passenger” B15, they were later better known as PB15.

They spent many of their early years hauling important passenger trains around the state. With the strengthening of the main lines they were relieved of most of these tasks by more powerful locomotives. Later they were relegated to lesser duties on branch lines and in shunting yards. Engines attached to Wooloongabba and later at Mayne were used on “Southside” suburban passenger trains until 1968.

A number of modifications including cab alterations and fitting of electric headlights were carried out during their lives. Tenders on engines constructed at Toowoomba Foundry and the one at Ipswich had increased water capacity. Some engines based at Cairns had additional boards on their tenders to enable additional coal to be carried. Several engines were fitted with an additional sandbox and electric light on the tender for working on branch lines where no turning facilities were available. In May 1918, Ipswich Workshops converted N°411 into a tank engine. Evidently the results were not completely satisfactory as the engine returned to its original form in March 1922. In the late 1920s, the boiler pressure was increased from 150psi to 160 psi.

They could run on all parts of the system except the Etheridge line, the isolated Normanton and (now closed) Cooktown Lines.

One engine was built in 1924 for the Aramac Shire Council. This engine was subsequently purchased from the Council when the Aramac Shire Tramway was dieselized in 1958. Numbered A1 in Council service, it first ran on QR in February 1958 as N°1052 but was renumbered N°12 in June of that year. This was the only engine of the class to be constructed at Ipswich Workshops.

In 1924, increasing traffic on lines that could not carry C16 engines resulted in orders being placed for an engine of similar proportions but fitted with Walschaerts valve gear. These engines became PB15 (1924) Class.

In November 1969, nineteen members of the class were still operating; eleven in the Mackay District, and four at Maryborough and four at Ipswich.

*Originally 8 x 7½. The larger pumps were fitted between 1928 and 1942

Abbreviations

EAP – Evans, Anderson, Phelan & Co, Brisbane, Qld
Ipswich – Ipswich Workshops, Qld
Kitson – Kitson & Coy, Leeds, UK
Toowoomba – Toowoomba Foundry Ltd, (Southern Cross Works) Toowoomba, Qld
Walkers – Walkers Limited, Engineers, Maryborough, Qld

Notes

The engines were designed to haul Mail Trains and were the principal engines used on these services until the introduction of the BB18¼ and diesels. Nevertheless, they spent much of their working lives on goods trains and suburban passenger workings. They were generally popular with crews and had free-steaming boilers.

A prototype engine, N°84, was constructed by Ipswich Workshops and ran to Grandchester on 16th July 1926. After successful trails on both the Sydney and Townsville Mail Trains, approval was granted in 1927 to construct a further eight engines at Ipswich and another eight were ordered in 1929. A proposal to fit a Franklin booster to the trailing truck was rejected. These first seventeen engines were constructed with open cabs and C16 style tenders. Six engines built in 1935 were the first to be fitted with sedan cabs but retained old style tenders. Commencing with N°841 in 1936, all engines were built to what was considered the “standard” B18¼ design with sedan cabs, new style tenders and larger 9½” diameter piston valves.

A number of modifications were carried out during their lives. The 1935 engines were fitted with MeLeSco multiple valve regulators mounted on the superheater header. These were later replaced with standard regulators in the boiler dome. N° 843 was fitted with an ACFI feed water heater when it entered service in 1936 but had it removed in 1942. Early engines were fitted with Alligator crossheads. The Laird type was used on those constructed at Ipswich in 1939 commencing with N°870. Minor changes were made to boilers over the years. A few engines acquired BB18¼ boilers during overhaul and later a “standard” boiler was designed for use by both classes. All B18¼ chimneys were cast with capuchions, but several were later ground off due damage in service.

All members of the class were painted green commencing with N°50 & N°911 in 1949; however, several engines that were overhauled in the final years were repainted black. N°895 was the first of the class to have its headlight moved to a bracket in the centre of the smokebox door. Most other members of the class were similarly altered.

The last two engines in service were N°770 at Mackay and N°842 at Ipswich.

N°84 attained the highest mileage of any QR steam engine, travelling 1,472,859 miles during its life of 42¼ years.

~ Some tenders types were exchanged during service
* Engines constructed since 1936 (N°841 onwards)
** Engines constructed since 1939
# Some WH pumps later changed when engines underwent boiler exchanges.

Abbreviations

Ipswich – Ipswich Railway Workshops
Walkers – Walkers Ltd, Engineers, Maryborough

Notes

* Six engines were obtained from Chillagoe Railway and Mining Coy after its collapse. These engines were designed to provide an engine more powerful than the B13 class. A number of different features were introduced to various batches of this class. The first fifteen engines built by Nasmyth-Wilson had British style “pull over” regulators, separate regulator and safety valve domes on the boiler and spartan cabs but no air brakes. The second batch of engines, constructed by Evans Anderson Phelan, were fitted with an enclosed cab with glass windows on the spectacle plate, American style “pull out” regulator and Westinghouse Brakes. These engines also had steel boilers in place Yorkshire iron used on the earlier batch. This allowed the boiler pressure to be raised to 140 psi. Further improvements were made to the cab on the engines built by Yorkshire Engine Company in 1895. This design of cab became standard on all subsequent engines until the “sedan” cab was introduced in 1935. American Balance slide valves were fitted to all B15 engines built from 1898. The “balanced” valves proved successful and were fitted to all subsequent slide valve engines.

The modifications introduced with various batches were later incorporated into the older engines as they underwent overhaul. The large awing in front of the spectacle plate of earlier cabs disappeared when the new style cabs were fitted. Sand boxes were originally on the running boards but later replaced with the more common sandbox mounted on top of the boiler. As boilers were renewed the safety valves were incorporated into the regulator dome. In 1900, N° 336 was fitted with 45″ coupled wheels to increase the engines speed and so make it suitable for use on passenger trains. The experiment was successful and a further 92 engines were similarly rebuilt. They became known as the “B15 Converted” class to distinguish them from the original designed engines. The five engines that did not undergo conversion were all condemned in 1934. This class was sometimes referred to as “B15 Goods”.

* Average price for first 30 constructed

Abbreviations

NW – Nasmyth, Wilson & Co, Manchester, UK
EAP – Evans, Anderson, Phelan & Co, Brisbane, Qld
York – The Yorkshire Engine Co, UK
Walkers – Walkers Ltd, Engineers, Maryborough, Qld
WO – Written off Register