AN Indian locomotive has spent the summer at Launceston Steam Railway — and there’s still time to see it!

The Darjeeling B class locomotive was designed specifically for the Darjeeling Himalayan Railway (DHR), and was a development of the smaller A class locomotive. Designed by Sharp Stewart and Co., of Glasgow, it had to be able to haul a good load up very steep gradients and around very tight curves — down to 60’, and in one place just 44’.

The answer was an 0-4-0 tank locomotive with a 5’6” wheelbase — this gave the ability to traverse the sharp curves, with all of the weight available for traction, although at the expense of some lateral displacement without the guiding and steadying effect of pony trucks.

Although there is a saddle tank, the majority of the water is carried in a well tank between the frames, this helping to keep the centre of gravity low.

No.19 was one of the first batch of four locomotives built in 1889, and is the only working survivor, two having been condemned in 1952, the third surviving as an exhibit in the Delhi Museum. Sharp Stewart built 14 locomotives in all before amalgamating and becoming part of the North British Locomotive Co., which built a further 14. Three more were built by Baldwin in America in 1917, and the DHR itself built three at their Tindharia works from parts supplied by North British. In 2003/4 Indian Railways built a further two — initially oil-fired — using many parts from earlier locomotives.

No.19 was rebuilt at Tindharia in 1908, and had a periodic overhaul in 1956. By 1960 it was for a major overhaul, but being considered surplus to requirements this was not carried out, instead on September 30, 1960 the locomotive was authorised for scrapping.

Fortunately, this was not carried out immediately, and in 1962 an American businessman and railway enthusiast, Elliott Donnelley, visited the DHR. Being told of the parlous financial state of the railway, and the plan to introduce diesel locomotives, he asked whether it might be possible to purchase one of the old locomotives. Surprisingly, the DHR accepted his offer, and No.19 was saved.

The locomotive was transported to his home in Lake Forest, a suburb of Chicago, where he constructed a mile of 2’ gauge track on which to run it. The railway was named the ‘Ampersand, Reset and South Eastern Railroad’ — part of the title being made up of printing terms, the Donnelleys being printers.

In 1967 Elliott became chairman of the Hesston Steam Museum, near Chicago, and No.19 was moved there — but not for long! Although a static exhibit, it was subject to a boiler examination, and misunderstanding the construction of the boiler, the State of Indiana boiler inspector declared that either the locomotive must be moved out of the state, or have a hole cut in the boiler. It was moved.

Elliott died in 1975, but his wife kept his railway collection together until No.19 was returned to Hesston in 1982, a change in the law allowing it as a static exhibit without a hole in the boiler being required.

In 1985 there was a terrible fire at the museum, causing much damage. Three other locomotives were damaged, but No.19 was deemed the most practical to restore.

Once dismantled, the construction of the boiler was revealed, showing that it would have met the State of Indiana requirements all along. Restored to working condition, she ran at weekends in the summer for a couple of years until a weeping crack in the front left hand corner of the copper inner firebox was discovered, which led to its withdrawal from use. Replaced by another locomotive, and unable to afford the repair required, it was decided to put No.19 up for sale.

At this point, fate stepped in again. Adrian Shooter, then managing director of Chiltern Railways, was about to construct a 2’ gauge garden railway, and made some enquiries of the Darjeeling Himalayan Railway Society as to the sharpest curves on the DHR, mentioning also that he was looking for an interesting locomotive to run.

The availability of No.19 was mentioned. Adrian went to see it, bought it, and returned it to the UK in early 2003. The locomotive was taken to Tyseley Works for a full rebuild. Expectations were that a new boiler would be required and a design was produced.

However, x-ray inspection of the original boiler showed that there was virtually no wastage. No.19 now has the distinction of having the oldest locomotive boiler in use anywhere in the world.

A number of changes were made for safety and practical reasons — air brakes were introduced, and a tender was constructed, which houses much of the airbrake equipment.

The tender coal door, windows and doors all come from a GWR pannier tank. The cab roof has been raised by a few inches but this can easily be reversed. To enable it, work on such railways as the Festiniog Railway in Wales, vacuum brake equipment was also added.

The driver’s vacuum brake valve is a modern replica of that of a GWR Hall class, the gauge glass fittings are GWR standard, and the brass lubricator boxes are replicas of those on a GWR Castle class locomotive.

Over the winter of 2013/4, the locomotive was again overhauled. The front tube plate was removed to attend to corroded rivets, and a 1930s patch at the bottom of the front of the boiler was replaced. The corrosion at this point is common in this class of locomotive, which has a long boiler which appears to suffer from a build up of sludge at this location.

Owing to a house move, Adrian has closed his ‘Beeches Light Railway’, and No.19 has come to Launceston Steam Railway for the summer. He is planning to construct a railway at his new home, but for now No 19 is being looked after in Launceston Steam Railway’s workshop, Toad Hall, and will be operating on Wednesdays and Thursdays.

Jonathan Mann, of Launceston Steam Railway, said: “It is a great privilege to have the locomotive on loan to us for the summer season.  It is considerably larger than our regular locomotives, so prior to its visit we carried out some improvements to our track, including relaying the point and headshunt at Newmills.  No 19 successfully completed a test run, and following some work to ensure compatibility with our carriages, it entered service on June 19.

“Amongst narrow gauge railway enthusiasts, No 19 enjoys similar fame to locomotives such as Flying Scotsman, and its rare visits outside its owner’s private railway are always very popular.  However, it is not just enthusiasts to whom it appeals.  With its distinctive shape and attractive blue livery, it is popular with many passengers.”

The railway is open throughout September and from October 20 to 25 and October 27 to November 1.