GWR 5700 Class

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Great Western Railway 5700 class
GWR 4612 at Bodmin General.JPG
GWR 5700 Class no. 4612, as preserved on the Bodmin & Wenford Railway.
Specifications
Power type Steam
Designer Charles Collett
Builder
Order number see article
Build date 1929–1950
Total produced 863[1]
Configuration 0-6-0PT[2]
UIC classification C nt
Gauge 4 ft 8 12 in (1,435 mm)
Driver diameter 4 ft 7 12 in (1.410 m)[2]
Minimum curve
  • 5 chains (330 ft; 100 m) normal
  • 4 12 chains (300 ft; 91 m) slow[3][a]
Wheelbase 15 ft 6 in (4.72 m)[2]
Length 31 ft 2 in (9.50 m) over buffers[4]
Width 8 ft 7 in (2.62 m)[4]
Height 12 ft 3 116 in (3.74 m)[5]
Frame
  • Type: Inside
  • Length: 27 ft 6 in (8.38 m)
  • Width: 8 ft (2.4 m)[4]
Axle load 16 tons 15 cwt (37,500 lb or 17.0 t) full[b]
Locomotive weight 47 tons 10 cwt (106,400 lb or 48.3 t) full[2][c]
Fuel type Coal
Fuel capacity 3 tons 6 cwt (7,400 lb or 3.4 t)[d]
Water capacity 1,200 imp gal (5,500 l; 1,400 US gal)[4][e]
Boiler
  • Barrel: 10 ft 3 in (3.12 m)
  • Outside diameter: 4 ft 5 in (1.35 m) & 4 ft 3 78 in (1.318 m)
  • Pitch: 6 ft 11 34 in (2.127 m)[5]
Boiler pressure 200 lbf/in2 (1.38 MPa)[2]
Firegrate area 15.3 sq ft (1.42 m2)[4]
Heating surface:
– Tubes
1,075.7 sq ft (99.94 m2)[4]
– Firebox 102.3 sq ft (9.50 m2)[4]
– Total 1,178.0 sq ft (109.44 m2)[4]
Cylinders Two, inside
Cylinder size 17.5 in × 24 in (444 mm × 610 mm)[2]
Valve gear Stephenson
Valve type Slide valves
Tractive effort 22,515 lbf (100.15 kN)[2]
Train heating steam[f]
Locomotive brake steam
Train brakes vacuum[f]
Safety systems ATC[f]
Career
Operator(s) GWR » BR
Power class
Number(s) see article
Axle load class GWR: Blue until 1950, then Yellow[2]
Withdrawn 1956–1966
Preserved 16

The Great Western Railway (GWR) 5700 Class, or 57xx class, is a class of 0-6-0 pannier tank steam locomotive, built between 1929 and 1950. 863 were built, making them the most prolific class of the GWR, and one of the most numerous classes of British steam locomotive.[5][g]

Although officially designated by GWR as "light goods and shunting engines",[8] they were also used for passenger working on branch, suburban, and shorter mainline journeys.[9]

They were distributed across most of the GWR network and, after nationalization of the railways in 1948, across the British Railways Western Region, and also other regions.[10]

The 5700s were not as glamourous as the GWR Castles and Kings, but became just as much of an icon of the GWR.[9]

As a result of the 1955 Modernisation Plan,[11] the 5700 Class was withdrawn from BR service between 1956 and 1966. Twenty withdrawn locomotives were sold to London Transport and industry, of which eleven were later preserved, along with five that were retrieved from a scrapyard.[12][h]

Background[edit]

The GWR started designing and building 0-6-0 tank locomotives in 1860,[14] and this continued into the BR era until 1956, with a total of 2,393 being built.[15] The GWR also used 0-6-0 tank locomotives from other manufacturers' designs (from its subsidiary and absorbed railways' stock[16]), and since 1898 it always had at least 1,000 tank locomotives in stock.[15]

The early 0-6-0 tank engines were fitted with either saddle tanks (wrapped over the boiler) or side tanks (mounted at the side of the boiler and reaching down to the running platform). GWR first fitted pannier tanks (mounted on the side of the boiler but not reaching down to the running platform) in 1898 to nine 4-4-0 tank locomotives and, in 1901, to five 0-6-0T locomotives which were also fitted with Belpaire fireboxes.[17] The shape of the Belpaire firebox gives a larger surface area which improves heat transfer and steam production,[18] but their rectangular shape made them difficult to combine with saddle tanks.[19] Locomotives fitted with pannier tanks have a lower centre of gravity than those with saddle tanks (enabling higher speeds on curves),[19] and access for maintenance is easier than for those fitted with side tanks.

Churchward's period as Chief Mechanical Engineer (1901-21) is well known for significant improvements in locomotive design and manufacture,[20] and the development of standard designs.[21] However, the scope of the standard designs did not include the 0-6-0 tank locomotive,[22] and the GWR did not introduce any new 0-6-0 tank designs from 1897 to 1928 (with exception of the GWR 1361 class of five 0-6-0 saddle tanks in 1910).[23]

However, pannier tanks and Belpaire fireboxes became the standard for the rebuilding of various 0-6-0 tank locomotives (projected in 1902 and getting fully underway by 1910).[15] The rebuilding program also included a number of other changes including:

  • improved cab designs, eventually becoming fully enclosed[24]
  • superheating, which by 1929, had been found to have little benefit on shunting engines[5]
  • adaptation for working with autocoaches for push–pull trains (auto-working)[15]
  • increasing boiler pressures, for example, the various rebuilds of the GWR 2721 class started at 150 lbf/in2 (1.03 MPa), increasing to 165 lbf/in2 (1.14 MPa), and then to 180 lbf/in2 (1.24 MPa)[25]

With the completion of grouping in 1923, GWR's collection of 0-6-0 tank locomotives was expanded with the stock from 28 acquired companies. The acquired tank locomotives came from different manufacturers, were a mixture of side, saddle and pannier, and varied widely by size and state of repair.[26][27] In addition, GWR's stock was wearing out,[22] and the variety of classes was problematic for maintenance and rostering. Collett had to produce a new standard design for 0-6-0 pannier tanks.[8] The result was the 5700 class.

Design[edit]

The first batch of 300 locomotives built between 1929 and 1931 were similar in appearance to older 0-6-0 tank engines that had been rebuilt as pannier tanks, particularly the later rebuilds of the 2721 class. The 2721 class was itself a development of the 1854 class, which in turn was based on the 645 class.[5]

le Fleming describes the 5700 class as "an almost unaltered continuation of the 27xx rebuilds"[5] and Holcroft describes them as "practically identical to 2721 rebuilds",[28] but according to Nock it was "a thoroughly modern design",[29] and Jones notes that design included "numerous detailed improvements" and reflected improved construction techniques.[30] The main differences from the 2721 class include:

  • increased boiler pressure,[31] from 180 lbf/in2 (1.24 MPa)[32] to 200 lbf/in2 (1.38 MPa),[5] giving a corresponding increase in tractive effort
  • improved valve settings[31]
  • longer frame, from 26 ft 9 in (8.15 m)[33] to 27 ft 6 in (8.38 m)[4]
  • fully enclosed cab[31]

The initial design also included a return to non-fluted coupling rods and laminated springs beneath the leading and driving axleboxes (both features harking back to the 1854 class).[5] The locomotives were also fitted with cast iron chimneys (which had only rarely been fitted to earlier locomotives),[5] and the whistles were fitted on top of the firebox rather than on top of the cab.

6700 Sub-class[edit]

Of the first batch of 300 locomotives, most were fitted with vacuum brakes and steam heating, and some of these were also fitted with GWR's Automatic Train Control (ATC) safety system.[i]

However, the 50 locomotives of the 6700 Class, or 67xx class, were not fitted with vacuum brakes, steam heating, or ATC, and were fitted with three link couplings only, and so were limited to shunting duties and some freight working.[5]

8750 Sub-class[edit]

The 8750 Class, or 87xx class, were first built in 1933, using an updated design which included an improved cab with a higher roof, rectangular windows and grills (as opposed to the round windows, or "spectacles", of the initial design), and sliding shutters and hinged doors for more protection from the elements.[6] The new style cab was derived from the sister 5400 class, the first of which were built in 1931.[7] Vacuum brakes, steam heating, and ATC were fitted as standard (except for Nos. 6750–79, built between 1946 and 1950, which were fitted with steam brakes and three link couplings only).[6]

9700 Class[edit]

No. 9701 at Paddington, showing the modified tanks and condensing apparatus

The 9700 Class, or 97xx class, pannier tanks were a direct development of the 5700 class. The prototype for the class, No. 8700 (later No. 9700), was a rebuilt 5700 locomotive.[5] They were specifically for working on the Metropolitan/Hammersmith & City lines between Paddington Stations and Smithfield Meat Market. They replaced Metro and 633 class locomotives.

The eleven locomotives in the class had condensing apparatus that fed the exhaust steam back into the water tanks.[34] The tanks themselves were shortened to make room for the external exhaust pipes and were extended down to the footplate in front of the cab to increase their capacity.[34] As condensing the steam heated the water, a reciprocating pump (Weir pump) was fitted as a boiler feedwater pump because standard injectors will not work with hot water.[34] The pumps led to (unsuccessful) tests with these locomotives acting as fire engines during World War II.

To work over the electrified underground lines, the 9700 Class locomotives had a special type of ATC equipment that lifted clear of the centre rail and had tripcock brake valves that matched the London Transport signalling system.[6][34]

Later developments[edit]

From 1936 to 1942 a number of small changes were introduced to new builds:

  • in 1936 a whistle shield was added to the front of the cab to deflect steam away from the cab windows[6]
  • also in 1936 pocket steps and extra railings were added to the fireman's side (left side) of the cab to improve access to the bunker[6]
  • in 1937 a drawing was issued for fitting shutters and doors to the older, pre-8750 class, locomotives[6]
  • in 1938 a larger whistle shield was fitted, which became standard for the larger cabs[6]
  • in 1942 a new type of top feed was introduced, with separate clackboxes in a taller cover, and internal delivery pipes rather than trays[6]

All these changes were later applied to locomotives that had been built earlier.

Variants[edit]

A small number of 5700s were adapted for specific tasks:

Production[edit]

The first 5700s were built in 1929 by North British Locomotive Co. and, later in the year, at GWR's Swindon Works.[3] Between 1929 and 1931 a total of 300 were built, of which 50 were built by GWR, and the rest by outside contractors:

It was unusual, but not unprecedented, for GWR to use outside contractors to build locomotives (50 of the 200 strong 5600 class had been built by Armstrong Whitworth).[27] The building programme was partly funded by interest-free Government loans intended to relieve unemployment during the Great Depression.[5] Also, stricter accountancy rules that distinguished between maintenance and building costs meant that it was often economically worthwhile to build new locomotives rather than repair older locomotives.[37]

At first, more 5700s were built than were immediately needed so Nos. 6700–49 were stored for a couple of years before being allocated.[5] Many of these were then assigned to sheds near the South Wales ports of Newport, Cardiff and Swansea.[38]

After a gap of a year, building started again in 1933, with the 8750 and 9700 classes, and continued until 1950.[39] All the later locomotives, totalling 563, were built at Swindon, and the numbers built only dropped in the last few years with the introduction of the 9400 class in 1947.

Numbers built[edit]

The table below shows the number of 5700s built by year.

Number of 5700s built by year[40]
Year 1929 1930 1931 1932 1933 1934 1935 1936 1937 1938 1939 1940 1941 1942 1943 1944 1945 1946 1947 1948 1949 1950
Numbers 97 138 65 0 31 49 40 45 50 37 53 32 18 37 26 22 43 29 10 17 14 10

Build details[edit]

The 5700s were specified by 27 different order numbers, or lots, shown below.

Date Lot No. No. Built GWR/BR Numbers Builder and Numbers Notes[41]
Jan–Apr 1929 256 50 5700–49 North British Locomotive Co.

23818–67[i]

Built with vacuum brakes, but without steam heating apparatus or ATC (Automatic Train Control), which were both added later.

Delivered with brass number plates (as were all later locomotives built by outside contractors).

Apr–Sep 1929 258 30 5750–79 Swindon Works, GWR Built with vacuum brakes and steam heating. Fitted with ATC in the following few years. Steam to fountain.

Fitted with cast iron number plates (as were all later locomotives built at Swindon).

Dec 1929 – Nov 1930 260 20 5780–99 Swindon Works, GWR Built with vacuum brakes and steam heating. Nos. 5790–99 were fitted with ATC. Nos. 5780–5789 were fitted with ATC in the following few years.
Dec 1929 – Feb 1930 264 25 7725–49 North British Locomotive Co.

23921–45[i]

Built with vacuum brakes and steam heating. ATC added a few years after delivery.
Jan–Mar 1930 263 25 7700–24 Kerr Stuart

4435–59

Built with vacuum brakes and steam heating. ATC added a few years after delivery.

Fitted with riveted tanks[ii] and polished brass safety valve covers.

Feb–Oct 1930 262 25 6700–24 W. G. Bagnall

2381–2405

Built with steam brakes only and three link couplings.[43]

Fitted with riveted tanks.[ii]

Mar 1930 – Jan 1931 265 25 6725–49 Yorkshire Engine Co.

2249–73

Built with steam brakes only and three link couplings.

Fitted with riveted tanks.[ii]

Nov 1930 – Jan 1931 271 25 7775–99 Armstrong Whitworth

1131–55

Built with vacuum brakes and steam heating apparatus (as were all later locomotives). ATC added on arrival at Swindon (as were all later locomotives supplied by contractors).

Fitted with polished brass safety valve covers.

Dec 1930 – Sep 1931 272 25 8725–49 W. G. Bagnell

2422–46

Fitted with riveted tanks[ii] and polished brass safety valve covers.
Feb–Apr 1931 273 25 8700–24 Beyer Peacock

6680–6704

Fitted with polished brass safety valve covers. Includes the first No. 8700, which was later modified as the prototype for the 9700 class, and was renumbered No. 9700 in January 1934.
Nov 1930 – Mar 1931 274 25 7750–74 North British Locomotive Co.

24038–62[i]

Sep–Dec 1933 282 10 9701–10 Swindon Works, GWR Built for working on London Transport lines. Built with new style cab, condensing equipment, Weir pump, modified ATC (to lift clear of central rail), and tripcock brake valves.
Sep 1933 – Mar 1934 282 49 8750–98 Swindon Works, GWR Built with new style cab, ATC, steam heating, and vacuum brakes. This was the standard equipment for all later locomotives (with the exception of Nos. 6751–59 (Lot No. 362, 1947) which were for shunting only.
Mar 1934 282 1 8700 Swindon Works, GWR The second No. 8700. The first was modified with condensing equipment and new cab as the prototype for the 9700 class. The old cab was saved and fitted to the new No. 8700.
Jun 1934 285 1 8799 Swindon Works, GWR
Jun 1934 – Jun 1935 285 59 9711–59 Swindon Works, GWR
Sep 1935 – Jul 1936 293 25 9760–84 Swindon Works, GWR Whistle shields were introduced (probably first to No. 9773).
May 1936 – Sep 1936 299 15 9785–99 Swindon Works, GWR Pocket steps and extra handrails were added to the left of the bunker. First fitted to No. 9795.
Sep 1936 – Aug 1937 299 35 3700–34 Swindon Works, GWR
Aug 1937 – Sep 1938 306 50 3735–84 Swindon Works, GWR A larger whistle shield was introduced and first fitted to No. 3774.
Sep–Dec 1938 314 15 3785–99 Swindon Works, GWR
Dec 1938 – Jul 1939 314 35 3600–34 Swindon Works, GWR
Sep 1939 – Jul 1940 325 50 3635–84 Swindon Works, GWR
Dec 1940 – Sep 1941 330 15 3685–99 Swindon Works, GWR
Sep 1941 – Nov 1942 330 35 4600–34 Swindon Works, GWR
Dec 1942 – Jun 1943 336 26 4635–60 Swindon Works, GWR
Oct 1943 – Feb 1945 352 39 4661–99 Swindon Works, GWR
Feb–Oct 1945 352 22 9600–21 Swindon Works, GWR
Nov 1945 – Mar 1946 355 20 9622–41 Swindon Works, GWR
Apr–Jun 1946 356 10 9642–51 Swindon Works, GWR
Nov–Dec 1946 362 10 9652–61 Swindon Works, GWR
Jun–Sep 1947 362 10 6750–59 Swindon Works, GWR Built with steam brakes only and three link couplings.
Apr–Jun 1948 370 11 9662–72 Swindon Works, BR
Nov 1948 – Jan 1949 374 10 6760–69 Swindon Works, BR Built with smokebox number plates, as were all later locomotives.
Feb–May 1949 378 10 9673–82 Swindon Works, BR
Nov–Dec 1950 379 10 6770–79 Swindon Works, BR
  1. ^ a b c Nos. 5700–24 were built at Hyde Park. All other locomotives from North British Locomotive Co. were built at Queens Park.[39]
  2. ^ a b c d Welding had been standard for GWR panniers for some time.[42] However, the panniers supplied by Bagnell, Kerr Stuart, and Yorkshire Engine were riveted.

Costs[edit]

Some known costs (either GWR's out-shop value or cost from contractors) are shown below, along with estimated equivalent values for 2013.

5700s costs
GWR No. Builder Date Cost 2013 labour cost[i] 2013 economic cost[ii]
5764 Swindon Works, GWR Jun 1929 £2,651[iii][47] £419,500 £894,900
7714 Kerr Stuart[iv] Apr 1930 £1,160[49] £185,000 £398,100
7754 North British Locomotive Co. Dec 1930 £2,800[50] £446,500 £961,000
3650 Swindon Works, GWR Dec 1939 £2,844[51] £414,100 £761,200
4612 Swindon Works, GWR Feb 1942 £3,451[52] £425,000 £576,500
9682 Swindon Works, GWR May 1949 £5,280[53] £429,900 £657,200
  1. ^ Relative value calculated using a wage index.[44] Specific values calculated here.[45]
  2. ^ Relative value calculated as a proportion of the total output of the economy.[44] Specific values calculated here.[45]
  3. ^ For comparison GWR Hall class No. 4953 Pitchford Hall, also built at Swindon in 1929, cost £4,375.[46]
  4. ^ The 5700s built by Kerr Stuart were amongst the last built by the company.[48] See Kerr Stuart in liquidation for details.

Numbering[edit]

The size of the class demanded that the 5700 class locomotives were spread across several series of numbers.[54]

  • 3600 - 3699
  • 3700 - 3799
  • 4600 - 4699
  • 5700 - 5799
  • 6700 - 6779
  • 7700 - 7799
  • 8700 - 8799
  • 9600 - 9682
  • 9701 - 9799

Accidents and incidents[edit]

  • On 7 December 1961, a locomotive of the class was in collision with a freight train at Bodmin General station, Cornwall due to a faulty signal failing to give a clear danger aspect.[55]

Other pannier tank locomotives[edit]

There were numerous other classes of pannier tanks built by the GWR. They fundamentally belonged to only two "families" of "large" and "small" designs, excluding some absorbed stock and even a few conversions of tender locos. The two groups were:-

  • "Large" group originally featuring saddle tanks (or in a few cases side tanks), 4'6" driving wheels and double frames e.g. 1076 Class or inside frames GWR 645 Class, culminating in the 94xx
  • "Small" group originally built at Wolverhampton Works with saddle tanks and driving wheels of 4 ft commencing with the GWR 850 Class and culminating in the BR 16xx

For example within the "small" group, the GWR 5400 Class locomotives were derived from the William Dean -designed GWR 2021 Class (an enlargement of the 850 Class), with larger wheels for higher top speed and fitted with autotrain apparatus ('auto-fitted') for push-pull passenger work. The GWR 6400 Class were similar to the 5400 Class, also being auto-fitted, but having the same size wheels as the 5700. The GWR 7400 Class were very similar to the 6400 Class, but were not auto-fitted and had a higher boiler pressure.

Within the "large" group, the GWR 9400 Class was the post-war updated design of the 8750 variant of the 57xx: heavier and longer, but nominally no more powerful, using the same taper boiler as the GWR 2251 Class.

For a list of classes, see GWR 0-6-0PT.

Withdrawal and mileages[edit]

Withdrawal from service with BR started in 1956 and was completed in 1964. Twenty locomotives[12] were sold and continued in use until 1971 (London Transport) and 1975 (National Coal Board).

Withdrawal of 5700s from BR
Year 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966
Numbers[54] 4 16 48 67 67 67 170 114 144 139 27

le Fleming noted that the mileages of those withdrawn between March 1956 and March 1958 ranged "between 500,000 and 556,000".[56] Some other known mileages are shown below.

5700s mileages
Number Built Withdrawn Mileage
3650[57] Dec 1939 Sep 1963 493,100 mi (793,600 km)
3738 [58] Sep 1937 Jul 1963 ~500,000 mi (800,000 km)
4612 [52] Feb 1942 Jul 1965 427,707 mi (688,328 km)
5764 [47] Jun 1929 (Dec 1963)[i] 668,771 mi (1,076,283 km)
7714 [59] Apr 1930 Jan 1959 520,259 mi (837,276 km)
9629 [60] Dec 1945 (Sep 1961)[ii] 385,188 mi (619,900 km)
9682 [53] May 1949 Aug 1965 over 250,000 mi (400,000 km)
  1. ^ withdrawn from BR May 1960. Mileage from later LT records.
  2. ^ Date of last Heavy General Overhaul (H/G). Withdrawn Oct 1964.

Use after British Railways[edit]

A number of 5700s were sold for further use after being withdrawn by British Railways. The National Coal Board bought five[61] but the best known are those bought by London Transport.

London Transport[edit]

LT No. L95, 50 years old, shunts at Croxley Tip in autumn 1969

Thirteen 5700s were bought by London Transport (from 1956 to 1963) and used on the London underground network.[61]

The first locomotive, No. 7711, underwent trials from January to April 1956, first running between Finchley Road and Baker Street. Modifications were needed to the cab for clearance and the tripcock brake valves after problems were found when running in reverse. Curtains were also fitted to the cab to reduce smoke and fumes in tunnels. In May, the 5700s became the standard for engineering trains on London Transport when they bought No. 7711 (for £3,160), decided to buy another (No. 5752), and planned to buy more over the coming years.[62]

They were numbered L89 to L99 and were allocated to the depots at Lillie Bridge (Kensington) and Neasden.[63] Only eleven were running at any one time, the original L90 and L91 were withdrawn for repairs but scrapped instead and replaced by other locomotives which carried the same number.[64]

They replaced older LT steam locomotives on permanent way trains and were never used on normal passenger services. Main line running included trips between depots, to Acton Works and runs out to Croxley Tip, near Watford.[65]

Three of the LT 5700s lasted until the end of steam on London Transport in 1971 and were the last steam locomotives used for regular mainline working in the UK.[66][l] Three diesel-hydraulic locomotives were bought to carry out the shunting duties from then on.[64]

London Transport 5700s[64]
LT Number BR No. Date Built Date to LT Withdrawn by LT Notes
L89 5775 1929 1963 1969 Sold to Keighley and Worth Valley Railway[m]
L90 (I) 7711 1930 1956 1961 Scrapped
L90 (II) 7760 1930 1961 1971 Sold to Tyseley Steam Centre[n]
L91 (I) 5752 1929 1956 1960 Scrapped
L91 (II) 5757 1929 1960 1968 Scrapped
L92 5786 1930 1958 1969 Sold to Worcester Locomotive Society[o]
L93 7779 1930 1958 1968 Scrapped
L94 7752 1930 1959 1971 Sold to Tyseley Steam Centre[n]
L95 5764 1929 1960 1971 Sold to Severn Valley Railway[p]
L96 7741 1930 1961 1967 Scrapped
L97 7749 1930 1962 1970 Scrapped
L98 7739 1929 1962 1970 Scrapped
L99 7715 1930 1963 1969 Sold to Quainton Railway Society[q]

National Coal Board[edit]

No. 5774 working for the NCB in 1965

Between 1959 and 1965 the National Coal Board (NCB) bought five 5700s from BR for use at pits in South Wales, continuing a tradition of the GWR selling withdrawn pannier tank locomotives to the NCB.[61] The engines retained their BR numbers. The NCB locomotives did not receive maintenance to match GWR standards and were run into the ground, saving the cost of expensive overhauls.[71]

One of the NCB 5700s, No. 7754, was the last in industrial service, and after working at various collieries was moved to Deep Duffryn Colliery at Mountain Ash in 1970, where an ex-GWR fitter kept it working until 1975 when a loose piston resulted in a blown cylinder cover. No. 7754 could still be seen on shed in 1980.[72] The NCB donated No. 7754 to the National Museum Wales, who placed it on permanent loan to the Llangollen Railway. It is now owned by the Llangollen Railway Trust.[72]

NCB 5700s
BR No. Date Built Date to NCB Location Notes
3663 1940 1962 Nine Mile Point Scrapped 1966[73]
7714 1930 1959 Penallta Sold to Severn Valley Railway[p]
7754 1930 1959 Mountain Ash Donated by NCB to the National Museum Wales
9600 1945 1965 Merthyr Vale Sold to Tyseley Steam Centre.[n]
9792 1936 1964 Maerdy Scrapped 1973[73]

Other uses[edit]

No. 9642 at Hayes scrapyard in 1965

No. 3650 was withdraw in 1963 and then sold to P.D. Fuels, a division of Stephenson Clarke Ltd., and was used to move spoil to slag heaps at Gwaen-Caer-Gurwen colliery near Ammanford, Carmarthenshire.[57] It was later bought and restored by members of the Great Western Society and became operational in 2009.

No. 9642 was withdrawn in 1964 and sent to Hayes Scrapyard, near Bridgend. Rather than being scrapped, it was used to shunt other locomotives being scrapped. It was due to be scrapped in 1967, but a last minute intervention resulted in its being bought (1968) and restored by the South Wales Pannier Group, becoming the first of the class to be preserved.[74]

Preservation[edit]

GWR 5700 Class No.7715 painted as London Transport L99, plus GWR 3700 Class 3440 City of Truro at Sheringham on the North Norfolk Railway in Spring 2011

Sixteen 5700 class locomotives have been preserved, of which 8 are currently operational, with 2 of these being certified to run on Network Rail. Of the 12 engines that went to Barry Scrapyard, 5 were saved for preservation and 1 (No. 3612) was bought for spares by the Severn Valley Railway.[13]

As the oldest locomotives were the first to be withdrawn and sold for further use, they form the majority of preserved examples.[citation needed] A number of those bought from London Transport were still in running order and were used on preserved lines with minimal work. Interestingly, No. 5764 (ex-LT L95) was steamed the day it arrived at Bridgnorth on the Severn Valley Railway, being lit-up before it had been removed from the low-loader on which it was delivered.

Several preserved locomotives have run in London Transport (LT) colours but No. 7715/L99 has been consistently so painted. At present, No. 7752/L94 has been painted in LT colours and has now returned to service at Tyseley. No. 5786 has also recently been repainted into London transport guise as L.92 and runs as such in service at the South Devon Railway.

GWR 5700s in Preservation
GWR No. Image Date Built Built by Current Location /
Status
Notes
3650 3650 Didcot Railway Centre.jpg 1939 Swindon Didcot Railway Centre - Operational. Ex-Stephenson Clarke
3738 3738 Didcot Railway Centre (6).jpg 1937 Swindon Didcot Railway Centre - static display due to firebox repair and a boiler crack Ex-Barry Scrapyard[58]
4612 GWR 4612 at Bodmin General.JPG 1942 Swindon Bodmin and Wenford Railway - Operational. Ex-Barry Scrapyard[52]
5764 Thumbs up from 5764 driver at Bewdley.JPG 1929 Swindon Severn Valley Railway
– Out of service pending static display.
Ex-LT L95
5775 DUCK Museum Oxenhope.jpg 1929 Swindon National Railway Museum Shildon - Static Display. Ex-LT L89
5786 5786 South Devon Railway.jpg 1930 Swindon South Devon Railway
– Operational as L92.
Ex-LT L92
7714 GWR Pannier 7714.JPG 1930 Kerr Stuart Severn Valley Railway
– Undergoing Overhaul.
Ex-NCB
7715 GWR 7715.JPG 1930 Kerr Stuart Buckinghamshire Railway Centre
- Static Display
Ex-LT L99
7752 LT94 Tyseley.jpg 1930 North British Loco Tyseley - Operational (Main Line Certified) as L94. Ex-LT L94
7754 GWR 5700 Class 7754 at York Railfest.JPG 1930 North British Loco Llangollen Railway - Undergoing Overhaul. Ex-NCB
7760 7760 and 7752 Tyseley.jpg 1930 North British Loco Tyseley - For Sale. Awaiting Overhaul. Ex-LT L90
9600 9600 Tyseley (2).jpg 1945 Swindon Tyseley
– Operational (Main Line Certified).
Ex-NCB
9629 Locomotive outside Toys R Us in Cardiff - geograph.org.uk - 1462848.jpg 1945 Swindon Pontypool - Undergoing restoration. Ex-Barry Scrapyard[75]
9642 In 1965 1946 Swindon Gloucestershire Warwickshire Railway - Undergoing overhaul. Ex-Hayes Scrapyard
9681 9681 sits at Parkend.JPG 1949 Swindon Dean Forest Railway - Awaiting overhaul. Ex-Barry Scrapyard[76]
9682 Waiting at the Platform, Chinnor Station - geograph.org.uk - 987613.jpg 1949 Swindon Chinnor & Princes Risborough - Undergoing overhaul. Ex-Barry Scrapyard[53]

In fiction[edit]

No. 5775 on the Keighley and Worth Valley Railway featured in the film The Railway Children painted brown and lettered with GN&SR (Great Northern and Southern Railway).[77] In May 2014, No. 5775 was moved to Locomotion, the National Railway Museum at Shildon, for cosmetic restoration back to the livery used in the film.[78]

No. 5775 also featured in the Full Steam Behind episode of Last of the Summer Wine (series 5), in its LT livery (number L89) but with "LONDON TRANSPORT" replaced with "KWVR" (Keighley and Worth Valley Railway) on the side of the tank.

"Duck the Great Western Engine" in The Railway Series books by the Rev. W Awdry and the TV series Thomas the Tank Engine and Friends is a 5700 Class pannier tank. His number was No. 5741.[79]

No. 5764 appeared several times in the 1976 BBC television adaptation of Charles Dickens' short ghost story, The Signal-Man.[80]

Models[edit]

Graham Farish has made N scale models of the 5700 and 8750 classes in various GWR and BR liveries.[81]

Dapol make N scale models of the 5700 and 8750 classes in various GWR and BR liveries.[82]

Bachmann Branchline has made OO gauge models of the 5700 and 8750 classes in various GWR and BR liveries, and also in the liveries of LT, NCB, Stephenson Clarke, and even GNSR (the fictional railway company in The Railway Children).[83]

Hornby produced various OO gauge models of the 8750 class in GWR and LT liveries.[84]

Just Like The Real Thing make an O gauge kit for the 5700 and 8750 classes.[85]

See also[edit]

Notes[edit]

  1. ^ 6700-49 had a minimum curve of 4 chains (260 ft; 80 m) (normal) and 3 12 chains (230 ft; 70 m) (slow), and also an increased axle clearance.
  2. ^ Axle load: 8750 class – 17 tons 0 cwt (38,100 lb or 17.3 t), 9700 class – 17 tons 4 cwt (38,500 lb or 17.5 t).[6]
  3. ^ Weight: 8750 class – 49 tons 0 cwt (109,800 lb or 49.8 t), and 9700 class – 50 tons 15 cwt (113,700 lb or 51.6 t).[6]
  4. ^ Coal capacity: 9700 class – 2 tons 16 cwt (6,300 lb or 2.9 t).[6]
  5. ^ Water capacity: 9700 class – 1,230 imp gal (5,600 l; 1,480 US gal).[6]
  6. ^ a b c 6700-79 were built for shunting only and were not fitted with ATC, vacuum braking, and steam heating.[7]
  7. ^ Le Fleming mentions LNWR DX (943 built) and LMS Class 5 4-6-0 (Stanier) (842 built) among other numerous classes of British steam locomotives.[5] Surprisingly, he does not mention the WD Austerity 2-8-0 (935 built), possibly because all but 3 were transported to mainland Europe after D-Day for use by the British Army, and only 733 of the class later returned to mainline use in the UK.
  8. ^ Another locomotive (No. 3612) was also retrieved for spares by the Severn Valley Railway.[13]
  9. ^ Apart from the locomotives built specifically for shunting, the fitting of vacuum brakes, steam heating, and ATC became standard for the class, and was added to earlier locomotives within a few years of building. For locomotives build by outside contractors, the ATC equipment was added on arrival at Swindon.[5]
  10. ^ The modified chimney was sometimes referred to as a 'Busby' or a 'bird cage'.[6][34]
  11. ^ GWR had experimented with converting steam locomotives to oil burning in 1946–50 but the 5700s had not been included.[36]
  12. ^ Steam locomotives are now often seen on british mainline railways, but only as specials. Ferris[63] also mentions the WT class 2-6-4Ts operated by Northern Ireland Railways as being amongst the last steam locomotives in regular use, but although withdrawn in 1971, they were last steamed in 1970.
  13. ^ Moved to the railway in January 1970 and within a few months was used in filming for The Railway Children.[67]
  14. ^ a b c Now operated by Vintage Trains, a charitable trust (previously known as Birmingham Railway Museum Trust). The Trust is the custodian of the Tyseley Collection (held at Tyseley Locomotive Works) which belongs to 7029 Clun Castle Ltd, a registered educational charity.[68]
  15. ^ Now based at the South Devon Railway.[69]
  16. ^ a b Three 5700s were bought by the SVR Pannier Tank Fund: No. 5764,[63] No. 7714,[70] and No. 3612[57] which was bought for spares and not restored.
  17. ^ The Quainton Railway Society now operates as the Buckinghamshire Railway Centre.

References[edit]

  1. ^ le Fleming 1958, pp. E77-78.
  2. ^ a b c d e f g h i Whitehurst 1973, p. 101.
  3. ^ a b le Fleming 1958, p. E77.
  4. ^ a b c d e f g h i Whitehurst 1973, p. 146.
  5. ^ a b c d e f g h i j k l m n o p le Fleming 1958, p. E78.
  6. ^ a b c d e f g h i j k l m n le Fleming 1958, p. E79.
  7. ^ a b Jones 2014, p. 43.
  8. ^ a b Jones 2014, p. 21.
  9. ^ a b Jones 2014, p. 39.
  10. ^ Jones 2014, p. 10.
  11. ^ Jones 2014, p. 68.
  12. ^ a b Whitehurst 1973, pp. 82-83.
  13. ^ a b Jones 2014, p. 139.
  14. ^ le Fleming 1958, p. E12.
  15. ^ a b c d le Fleming 1958, p. E4.
  16. ^ Whitehurst 1973, pp. 7-13.
  17. ^ le Fleming 1958, p. E7.
  18. ^ Jones 2014, p. 12.
  19. ^ a b Holcroft 1957, p. 82.
  20. ^ Holcroft 1957, pp. 81-82.
  21. ^ Chacksfield 2002, p. 24.
  22. ^ a b Chacksfield 2002, p. 89.
  23. ^ Holcroft 1957, pp. 127-8.
  24. ^ le Fleming 1958, p. E10.
  25. ^ le Fleming 1958, pp. E68,E69.
  26. ^ Jones 2014, pp. 20-21.
  27. ^ a b Chacksfield 2002, p. 87.
  28. ^ Holcroft 1957, p. 147.
  29. ^ Nock 1971, p. nn.
  30. ^ Jones 2014, p. 36.
  31. ^ a b c Chacksfield 2002, p. 88.
  32. ^ le Fleming 1958, p. E69.
  33. ^ Whitehurst 1973, p. 155.
  34. ^ a b c d e f Jones 2014, p. 44.
  35. ^ a b Jones 2014, p. 46.
  36. ^ Whitehurst 1973, p. 98.
  37. ^ Gibson 1984, p. 147.
  38. ^ le Fleming 1958, pp. E79-E80.
  39. ^ a b le Fleming 1958, pp. E77-E78.
  40. ^ le Fleming 1958, pp. E80-E81.
  41. ^ le Fleming 1958, pp. E77-E81.
  42. ^ le Fleming 1958, p. E9.
  43. ^ Jones 2014, pp. 140-144.
  44. ^ a b Officer & Williamson 2012.
  45. ^ a b Officer & Williamson 2014.
  46. ^ Epping Ongar.
  47. ^ a b Jones 2014, p. 151.
  48. ^ Jones 2014, p. 167.
  49. ^ Jones 2014, p. 165.
  50. ^ Jones 2014, p. 169.
  51. ^ Jones 2014, p. 149.
  52. ^ a b c Jones 2014, p. 150.
  53. ^ a b c Jones 2014, p. 186.
  54. ^ a b Whitehurst 1973, pp. 32–34, 41–42, 51–52, 59–60, 67–68, 71–72, 74–76.
  55. ^ Earnshaw 1993.
  56. ^ le Fleming 1958, p. E80.
  57. ^ a b c Jones 2014, p. 140.
  58. ^ a b Jones 2014, p. 145.
  59. ^ Jones 2014, pp. 165-166.
  60. ^ P & B Loco Group - 9629's History.
  61. ^ a b c Whitehurst 1973, p. 82.
  62. ^ Jones 2014, p. 88.
  63. ^ a b c Ferris 1995, p. 23.
  64. ^ a b c Casserley 1979, p. 95.
  65. ^ Jones 2014, p. 89.
  66. ^ Jones 2014, p. 96.
  67. ^ Heavyside 1996, p. 7.
  68. ^ Vintage Trains.
  69. ^ Jones 2014, p. 156.
  70. ^ Ferris 1995, p. 29.
  71. ^ Jones 2014, p. 74.
  72. ^ a b Jones 2014, p. 170.
  73. ^ a b Jones 2014, p. 76.
  74. ^ Jones 2014, p. 180.
  75. ^ Jones 2014, p. 179.
  76. ^ Jones 2014, p. 183.
  77. ^ Jones 2014, p. 153–155.
  78. ^ Heritage Railway, p. 11.
  79. ^ Jones 2014, p. 187–189.
  80. ^ Jones 2014, p. 152.
  81. ^ Whalley 2013a, pp. 8–9.
  82. ^ Dapol.
  83. ^ Whalley 2013b, pp. 13, 18.
  84. ^ Faulkner.
  85. ^ JLTRT.

Further reading[edit]

  • Sixsmith, Ian; Derry, Richard (2011). The Pannier Papers No.2 The 57XX Engines 36XX, 37XX, 46XX. Bedford, UK: The Irwell Press. ISBN 978-1-906919-33-7. 
  • Sixsmith, Ian; Derry, Richard (2011). The Pannier Papers No.3 The 57XX Engines 57XX, 67XX, 77XX. Bedford, UK: The Irwell Press. ISBN 978-1-906919-44-3. 
  • Sixsmith, Ian; Derry, Richard (2012). The Pannier Papers No.4 The 57XX Engines 87XX, 96XX, 97XX. Bedford, UK: The Irwell Press. ISBN 978-1-906919-48-1. 

External links[edit]