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
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
  • 4.5 chains (300 ft; 91 m) slow[3]
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[a]
Locomotive weight 47 tons 10 cwt (106,400 lb or 48.3 t) full[2][b]
Fuel type Coal
Fuel capacity 3 tons 6 cwt (7,400 lb or 3.4 t)[c]
Water capacity 1,200 imp gal (5,500 l; 1,400 US gal)[4][d]
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[e]
Locomotive brake steam
Train brakes vacuum[e]
Safety systems ATC[e]
Career
Operator(s) GWR » BR
Power class
  • GWR: C,[2]
  • BR: 3F
Axle load class GWR: Blue until 1950, then Yellow[2]
Withdrawn 1956–1971
Preserved 16

The Great Western Railway (GWR) 5700 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] [f]

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]

As a result of the 1955 Modernisation Plan,[11] the 5700 Class was withdrawn from BR service between 1956 and 1966. Twenty withdrawn locomotives were sold to London Transport and industry, of which eleven were later preserved, along with five that were retrieved from a scrapyard.[12][g]

Overview[edit]

The GWR had favoured pannier tank locomotives since 1911 when they had started rebuilding saddle tank locomotives built between 1870 and 1905 into this style. By 1929 these older locomotives were in need of replacement.

The first 5700s were almost identical in appearance to several of the older converted locos (e.g. classes 645, 1701, 1854, 2721) and had round spectacles (windows) in the cab front, but those built after 1933 from no. 8750 onwards had rectangular windows and a slightly different cab profile virtually identical to the style introduced with the 5400 Class in 1931. Whilst they can be viewed as a simple update of the 2721 Class, the Collett improvements were worthwhile and the class became as synonymous with the GWR as Castles and Kings, lasting until the end of steam on the Western Region of British Railways.

The size of the class demanded that the 5700 class locomotives were spread across several series of numbers.[14]

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

Most were built at Swindon Works, but about 29% were built by private builders:-[3]

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.[15]

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.

The 9700 Class[edit]

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

The 9700 Class Pannier Tanks were a direct development of the 5700 Class. The prototype for the class, No.8700 (later 9700), was a rebuilt 5700 locomotive. 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. 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. 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. 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.

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 (NCB).

Withdrawal of 5700s from BR
Year 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966
Numbers[14] 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".[16] Some other known mileages are shown below.

5700s mileages
Number Built Withdrawn Mileage
3650[17] Dec 1939 Sep 1963 493,100 mi (793,600 km)
3738 [18] Sep 1937 Jul 1963 ~500,000 mi (800,000 km)
4612 [19] Feb 1942 Jul 1965 427,707 mi (688,328 km)
5764 [20] Jun 1929 (Dec 1963)[i] 668,771 mi (1,076,283 km)
7714 [21] Apr 1930 Jan 1959 520,259 mi (837,276 km)
9629 [22] Dec 1945 (Sep 1961)[ii] 385,188 mi (619,900 km)
9682 [23] May 1949 Aug 1965 over 250,000 mi (400,000 km)
  1. ^ withdrawn from BR May 1969. 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[24] 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.[24]

The first locomotive, 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 7711 (for £3,160), decided to buy another (5752), and planned to buy more over the coming years.[25]

They were numbered L89 to L99 and were allocated to the depots at Lillie Bridge (Kensington) and Neasden. 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.[26]

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.[27]

Three of the LT 5700s lasted until the end of steam on London Transport in 1971. Three diesel locomotives were bought to carry out the shunting duties from then on.[26]

GWR 5700s on London Transport[26]
LT Number GWR/BR No. Date Built Date to LT Withdrawn by LT Notes
L89 5775 1929 1963 1969 Sold to Keighley and Worth Valley Railway
L90 (I) 7711 1930 1956 1961 Scrapped
L90 (II) 7760 1930 1961 1971 Sold to Tyseley Steam Centre[h]
L91 (I) 5752 1929 1956 1960 Scrapped
L91 (II) 5757 1929 1960 1968 Scrapped
L92 5786 1930 1958 1969 Sold to Worcester Locomotive Society[i]
L93 7779 1930 1958 1968 Scrapped
L94 7752 1930 1959 1971 Sold to Tyseley Steam Centre.[h]
L95 5764 1929 1960 1971 Sold to Severn Valley Railway.
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.[j]

National Coal Board[edit]

No. 5774 working for the NCB in 1965

Between 1959 and 1965 the NCB bought five 5700s for use at pits in South Wales. The engines retained their BR numbers.

NCB 5700s
BR No. Date Built Date to NCB Location Notes
3663 1940 1962 Nine Mile Point Scrapped 1966
7714 1930 1959 Penallta Preserved
7754 1930 1959 Mountain Ash Preserved
9600 1945 1965 Merthyr Vale Preserved
9792 1936 1964 Maerdy Derelict by 1972

The last 5700 in service, no. 7754, was at Deep Duffryn Colliery at Mountain Ash, where it was working well into the 1970s, and could still be seen on shed in 1980.

The NCB donated 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.

Other uses[edit]

No. 9642 at Hayes scrapyard in 1965

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.[17] It was later bought and restored by members of the Great Western Society and became operational in 2009.

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.[29]

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 (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, 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 7715/L99 has been consistently so painted. At present, 7752/L94 has been painted in LT colours and has now returned to service at Tyseley. 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/BR 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[18]
4612 GWR 4612 at Bodmin General.JPG 1942 Swindon Bodmin and Wenford Railway - Operational. Ex-Barry Scrapyard[19]
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 1945 Swindon Pontypool - Undergoing restoration. Ex-Barry Scrapyard[30]
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[31]
9682 Waiting at the Platform, Chinnor Station - geograph.org.uk - 987613.jpg 1949 Swindon Chinnor & Princes Risborough - Undergoing overhaul. Ex-Barry Scrapyard[23]

In fiction[edit]

5775 on the Keighley and Worth Valley Railway featured in the film The Railway Children painted brown and lettered for the "Great Northern and Southern Railway".[32]

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 5741.[33]

No. 5764 appeared several times in the 1976 BBC television adaptation of Charles Dickens' short ghost story, The Signal-Man.[34]

Models[edit]

Graham Farish has made N scale models of the 5700 and 8750 classes in various GWR and BR liveries.[35]

Dapol make N scale models of the 5700 and 8750 classes in various GWR and BR liveries.[36]

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).[37]

Hornby produced various OO gauge models of the 8750 class in GWR and LT liveries.[38]

Just Like The Real Thing make an O gauge kit for the 5700 and 8750 classes.[39]

See also[edit]

  • GWR 0-6-0PTlist of classes of GWR 0-6-0 pannier tank, including table of preserved locomotives

Notes[edit]

  1. ^ 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]
  2. ^ 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]
  3. ^ Coal capacity: 9700 class – 2 tons 16 cwt (6,300 lb or 2.9 t).[6]
  4. ^ Water capacity: 9700 class – 1,230 imp gal (5,600 l; 1,480 US gal).[6]
  5. ^ a b c 6700-79 were built for shunting only and were not fitted with ATC, vacuum braking, and steam heating.[7]
  6. ^ 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.
  7. ^ Another locomotive (3612) was also retrieved for spares by the Severn Valley Railway.[13]
  8. ^ a b Now owned 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.
  9. ^ Now based at the South Devon Railway.[28]
  10. ^ Now operating 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 Whitehurst 1973, p. 146.
  5. ^ a b c d le Fleming 1958, p. E78.
  6. ^ a b c d le Fleming 1958, p. E79.
  7. ^ Jones 2014, p. 43.
  8. ^ Jones 2014, p. 21.
  9. ^ 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. ^ a b Whitehurst 1973, pp. 32–34, 41–42, 51–52, 59–60, 67–68, 71–72, 74–76.
  15. ^ Earnshaw 1993.
  16. ^ le Fleming 1958, p. E80.
  17. ^ a b Jones 2014, p. 140.
  18. ^ a b Jones 2014, p. 145.
  19. ^ a b Jones 2014, p. 150.
  20. ^ Jones 2014, p. 151.
  21. ^ Jones 2014, pp. 165-166.
  22. ^ P & B Loco Group - 9629's History.
  23. ^ a b Jones 2014, p. 186.
  24. ^ a b Whitehurst 1973, p. 82.
  25. ^ Jones 2014, p. 88.
  26. ^ a b c Casserley 1979, p. 95.
  27. ^ Jones 2014, p. 89.
  28. ^ Jones 2014, p. 156.
  29. ^ Jones 2014, p. 180.
  30. ^ Jones 2014, p. 179.
  31. ^ Jones 2014, p. 183.
  32. ^ Jones 2014, p. 153–155.
  33. ^ Jones 2014, p. 187–189.
  34. ^ Jones 2014, p. 152.
  35. ^ Whalley 2013a, pp. 8–9.
  36. ^ Dapol.
  37. ^ Whalley 2013b, pp. 13, 18.
  38. ^ Faulkner.
  39. ^ JLTRT.

External links[edit]