With its 4’ 8” diameter boiler set high above the plate frames and the smokebox supported by an angled steel casting that also enclosed the cylinder supply lines, the Class B1 steam locomotives of Sri Lanka displayed a majestic look that no other locomotives of the country came close to mimicking. To top it all off was a large steam dome and short squat smoke stack laced with a “Capuchon” or raised half lip, to direct the smoke upwards and backwards, making the locomotives the most handsome looking of all locomotive designs to grace the Sri Lankan railroads of the steam era.

When the Colonial rail administration was searching for superior locomotives in 1927, especially for the Upcountry Main Line with its continuous 1 in 44 gradient, they turned to Beyer Peacock of Manchester, UK, better known for its Garratt locomotives, for a solution. They didn’t disappoint, and the result was the Class B1 (a designation only applied after the reclassifications of 1937), a design with a 4-6-0 wheel arrangement, complete with Walschaerts valve gear and piston type valves. The initial order was for 23 locomotives, delivered between 1927 and 1928. Originally when supplied, they formed part of the “Nanu Oya Class of Superheaters” or NOA Class along with the older tank-tender type B2s, B3s and B4s, until reclassified as B1s in 1937. Fitted with superheater elements for a boiler with 160 psi pressure feeding cylinders of dimension 18.5” x 26”, and with driving wheels of diameter 4’ 5.5”, their total weight in working order was around 98 tons. They carried their re-railing jacks just next to their spacious cab on the running plate, unlike other steam locomotives which had them mounted at the front end atop the buffer beam. Their tractive effort of 22,620 lbs at 75% cut-off gave them a load rating of “A”, in common with the older B2s and B3s, the highest amongst the steam locomotives apart from the C1/C1A Garratts and the A1/A2 “Big Bank” engines, locomotives built specifically for piloting or banking, the latter spending their whole life based at Kadugannawa. A generous grate area of 28 square feet and square topped Belpaire firebox allowed the B1s to be superb steamers. Large tenders, carried on twin bogies, with coal and water capacities of 5 tons and 3,300 gallons respectively and a deep-throated husky whistle completed the B1’s formidable image. The locomotives represented the final and finest development of the 4-6-0 type in then Ceylon and soon established themselves as the “Workhorses” of the Ceylon railways, equally at home with express passenger trains or with heavy goods or mixed traffic workings. They took over most of the long distance rosters which hitherto had been in the hands of the tank-tender type Class B2s and B3s, especially on the heavily graded Upcountry Line. Due to their heavier axle loading of 13.5 tons, they were of course, not permitted on the then lightly laden (with 46 lb/yard rail) Batticaloa/Trincomalee lines (Batticaloa/Trinco Light Rail - BTLR). 11 more locomotives arrived in 1929, this time from Armstrong Whitworth & Company and 3 more from Beyer Peacock in 1930. In fact as recently as 1948, the Ceylon railways took charge of 12 additional locomotives from the famed builder, Robert Stephenson & Company, founded by that illustrious son of the “Father of Railways”, George Stephenson. The later locomotives were built to the same specifications, except for larger 8 ton coal capacity tenders. A total of 49 locomotives constituted the B1 Class. Dependant on the chronological order of receipt, the Class was further sub-divided with suffixes A though to E added on to the classification.

From 1936, some of the class were named after the colonial governors of Ceylon and hence came to be loosely known as the “Governor Class” as well. Numbers 257 and 262 were named “Ceylon Defence Force” and “King George VI” respectively, the latter to commemorate the coronation of King George VI and painted in green livery. Interestingly, David Hyatt in “Railways of Sri Lanka” states that one of the Class, 242, was streamlined for a while in 1936, a decade in which the private railways of Britain were obsessed with streamlining in a quest for achieving higher speeds, the streamlining being reminiscent of the London and North Eastern Railway’s record breaking Gresley A4s. It appears the streamlined casing had soon been discarded, presumably as it did nothing to improve performance, but added to the weight and hindered access for maintenance and certainly took away from its splendid appearance.

For over three decades, until the advent of the ubiquitous diesels after the 1950s and especially the 1960s, the B1s were the top line locomotives of the then Ceylon railways, the beat of their raucous exhaust and deep whistle echoing across the tracks in most parts of the island. Although of the same load rating (A) as the tank-tender type 4-6-0s, the B1s’ performances were legendary and far superior to that of the former and they proved capable of handling loads that would have required assistance for other classes of 4-6-0s. Some of the B1s were converted to oil firing in the early 1950s, a move, as with the Garratts, regrettably not without its down side due to the resultant thick foul smoke causing grief to many an engine crew, particularly in tunnels. With the advantage of hindsight, this could be deemed a retrograde move despite making life easier for the fireman as regards stoking. It is regrettable that the issues surrounding the oil burners could not be fully resolved.

Victor Melder of Melbourne, Australia recollects from his engine driving days in then Ceylon how the B1s, despite being the fine locomotives they were, had a tendency to sway when worked tender first and extra caution had to be exercised when driven in this manner. It was normal at times to run them tender first between Maradana and Panadura and between Maradana and Ambepussa and return. Victor also recalls that the B1s seldom operated beyond Nawalapitiya due to the tight curve approaching Rozelle station from Watawala. When they did, the coupling between the locomotive and tender had to be slackened off to the last thread allowing greater flexibility for their considerable length of 59’ to negotiate the curve. Despite this precaution, Victor remembers an incident where, when a B1 was piloting a scheduled goods train at night to Hatton, the coupling snapped causing the locomotive and tender to come apart ripping out the hoses and other connections.

By the early 1970s, in common with other steam, most of these magnificent machines had been withdrawn and unceremoniously despatched to the locomotive graveyards of Dematagoda. The few remaining B1s, neglected and unkempt, were struggling manfully with menial tasks such as goods working on the Colombo harbour line. Very soon even these were gone, to rust away in the graveyards of the Loco Sidings, an undignified and somewhat untimely ending to such a superlative class of locomotive.

Fortunately for Sri Lanka, all was not lost for the B1s. The enterprise and enthusiasm of one man, Hemasisri Fernando, coupled with the know-how of an Englishman Cliff Jones and the unbridled assistance and dedication of the Sri Lankan Railways has resulted in the resurrection of two of the Class, B1A 251 and B1D 340 to haul the now world renowned “Viceroy Special” steam trains. Suffice it to say that these two locomotives have once again commenced running over the length and breadth of the island, albeit with restricted load and speed, much to the delight of rail enthusiasts, not just in Sri Lanka, but overseas as well. This is a highly commendable venture bearing in mind the considerable difficulties, complications and expenditure involved in steam operation. Even in developed nations, rich sponsors willing to donate vast sums of monies for steam preservation, are hard to come by and the preservation societies rely mainly on the dedication and untiring efforts of volunteers. Steam locomotive running and maintenance is both labour intensive and time consuming. Some parts have to be even turned out, the boiler in particular, the most critical item in a steam locomotive, requires regular inspection and certification, lest the consequences could be devastating. Skills required for steam locomotive repair and maintenance are certainly on the decline and often non-existent in the present day. Even the famed locomotives, “Flying Scotsman” of Britain and 3801 of Australia operating till recently, are known to be grounded for want of new boilers. Against this backdrop, it is no mean feat to continue the operation of B1s 251 and 340. If there is any unsavoury comment, it is that the smokebox door of 340 appears to have been one removed from a B2 or B3 and has a circular framework for the hinge mounts. This certainly detracts from the imposing looks of the locomotive as the B1 smokebox door has a rectangular framework, as on 251. No question here, if this anomaly is corrected with the refitting of the correct type of smokebox door, Number 340’s once dignified appearance should soon be restored.

It is fervently hoped that the operators of the Viceroy Special and the Sri Lankan railways will somehow continue to find the resources and the will necessary to keep the two B1s, 251 and 340 running for many more years. The B1s, undoubtedly, were the finest steam locomotives to ever run on Sri Lankan rail and with their performance, bold lines and majestic appearance, captured the hearts of rail fans, engine crew and passengers alike.