| Original | Superheated | |
| Weight | 88t 7cwt | 110t |
| Driving Wheels | 5ft 0ins | 5ft 0ins |
| Boiler Pressure | 160psi | 160psi |
| Cylinders | Outside – 20in x 26in | Outside – 21in x 26in |
| Tractive Effort | 22,200lbf | 26,200lbf |
This locomotive was built by Beyer Peacock in 1892 for the New South Wales Government Railway in Australia. It became part of the C32 class although they were regarded as P class until 1924. The locomotive carried the number P508 until renumbered 3237 in 1924.
When the new Chief Commissioner, Edward Eddy, took office in 1888, he was anxious to have additional locomotives manufactured within Australia, and the Government sought the formation of a manufacturing company in New South Wales by interested parties. When this failed, designs were prepared prior to inviting tenders in England.
Beyer, Peacock and Company was selected to build the new locomotives. The first batch of 50 locomotives were delivered between February 1892 and July 1893. They became known as the Manchester Engines.
At the request of the Railway Commissioners, the builders altered the last two engines of the first batch to operate as compounds, but these did not prove satisfactory and during 1901 were converted to 2-cylinders. This particular compound arrangement was never used in any other locomotive in the world.
Further orders over a nine year period saw 191 locomotives built the last being delivered in 1911. Of the 191 106 were built by Beyer Peacock, 20 by Baldwin Locomotive Works, 45 by Clyde Engineering Company of New South Wales and 20 at the Eveleigh Workshop of the New South Wales Government Railway.
The initial 50 were built with six wheel tenders, the remainder with eight wheel bogie tenders. Many of the originals were later equipped with bogie tenders, however a number of the class kept the shorter tenders to enable them to be turned on the 50-foot turntables at certain locations.
The final engine was built with a superheater, and tests showed a significant improvement in performance; as result the remaining 190 engines were similarly fitted as they became due for boiler renewal between 1914 and 1939. Works number 3436 was fitted with a superheater and reframed in August 1938.
The alteration raised the boiler four inches, which actually improved their riding quality. With this alteration and the superheating, the old engines were given a new lease of life. They were known to have attained speeds of over 70mph, in spite of their small driving wheels.
Initially the class were used to haul the Northern and Southern mail and express trains. Following the strengthening of the Wagga Wagga Viaduct in 1901, they worked the full length of the Main South line from Sydney to Albury, the express covering the 621 km in 12 hours and 35 minutes, including 14 stops.
Apart from some very light country branch lines, the class worked throughout the state. They worked almost all South Coast line passenger services right up until the end of steam. They were equally at home on commuter services to Campbelltown or Richmond; on Newcastle suburban trains as far as Singleton and Dungog; on country branch line mixed or goods trains or even the Riverina Express from Narrandera to Griffith.
In the 1950s, it was found that the original low frames of the class were cracking causing most of the class to be reframed with higher frames.
The first of the class to be withdrawn was 3264 following an accident at Otford in July 1956. Following the arrival of the 48 class diesels from 1959, withdrawals began in earnest. On 24 July 1971, the last regularly steam-hauled passenger train in New South Wales was hauled by class C32 locomotive 3246 from Newcastle to Singleton.
The last member of the class was withdrawn from service in December 1971 – it had been deployed on shunting duties at Goulburn Depot.
One member of the class covered over 2.6 million miles whilst in service which was the highest distance covered by any New South Wales steam engine.
This locomotive entered services as P508 in February 1892. It was renumbered as 3237 in the NSWGR renumbering scheme in 1924.
It worked mainline passenger express turns around New South Wales but was also used on freight duties. For the last part of its working career 3237 was based at Dubbo locomotive depot where its last duties were to work reclamation trains and as a yard shunter in Dubbo.
The locomotive was one of the last members of the class still working when it was withdrawn from service in November 1971. On withdrawal it was sent light engine from Dubbo for storage at the Enfield Locomotive Depot. During the locomotives 78 years in service it ran for over 2.2 million miles.
After being stored at Enfield for three years the locomotive was moved to Parkes in 1974 and then to Cowra which is the base of the Lachian Valley Railway.
The locomotive was given a lengthy overhaul after being dismantled in the 19080s. It returned to steam in 2005.
The locomotive operated for a number of years during which time it underwent a number of repairs. After undertaking a tour in 2016 the locomotive was transferred to Goulburn Locomotive Depot for a major overhaul by Lachian Valley Railway volunteers.
In September 2019 the locomotive returned to service on the annual LVR Richmond Steam Shuttles
Three other members of the class built by Beyer Peacock are preserved.
Three other members of the class built by Beyer Peacock are preserved.
- 3203 – Works number 3402 built in 1891
- 3214 – Works number 3413 built in 1892
- 3265 – Works number 4221 built in 1901
Preserved British Steam Locomotives 