GWR 7800 Class
||This article includes a list of references, but its sources remain unclear because it has insufficient inline citations. (April 2010)|
7802 "Bradley Manor", one of the nine preserved locomotives of the original 30 in the class.
|Type and origin|
|Builder||GWR/BR Swindon Works|
|Order number||Lot 316, Lot 377|
|Build date||1938–1939, 1950|
|Gauge||4 ft 8 1⁄2 in (1,435 mm)|
|3 ft 0 in (914 mm)|
|Driver diameter||5 ft 8 in (1,727 mm)|
|Minimum curve||8 chains (528 ft; 161 m) normal,
7 chains (462 ft; 141 m) slow
|Wheelbase||Loco: 27 ft 1 in (8.26 m)
Loco & tender: 52 ft 1 3⁄4 in (15.89 m)
|Length||61 ft 9 1⁄4 in (18.83 m)|
|Height||13 ft 0 in (3.96 m)|
|Axle load||17 long tons 5 cwt (38,600 lb or 17.5 t)|
|Locomotive weight||68 long tons 18 cwt (154,300 lb or 70 t) full|
|Tender weight||40 long tons 0 cwt (89,600 lb or 40.6 t) full|
|Fuel capacity||7 long tons 0 cwt (15,700 lb or 7.1 t)|
|Water capacity||3,500 imp gal (16,000 l; 4,200 US gal)|
|Boiler||GWR type 14|
|Boiler pressure||225 psi (1.55 MPa)|
|Firegrate area||22.1 sq ft (2.05 m2)|
– Tubes and flues
|1,285.5 sq ft (119.43 m2)|
|– Firebox||140.0 sq ft (13.01 m2)|
|Superheater area||160.0 sq ft (14.86 m2)|
|Cylinder size||18 in × 30 in (457 mm × 762 mm)|
|Tractive effort||27,340 lbf (121.61 kN)|
|Operator(s)||Great Western Railway
|Class||GWR: 7800 “Manor”|
|Power class||GWR: D
|Number in class||30|
|Axle load class||GWR: Blue|
|Retired||April 1963 – December 1965|
|Disposition||21 scrapped, 9 preserved|
The Great Western Railway (GWR) 7800 Class or Manor Class is a class of 4-6-0 steam locomotive. They were designed as a lighter version of the GWR Grange Class, giving them a wider Route Availability. Like the 'Granges', the 'Manors' used parts from the GWR 4300 Class Moguls but just on the first batch of twenty. Twenty were built between 1938 and 1939, with British Railways adding a further 10 in 1950. Nine are preserved.
The first of the Manors No.7800 Torquay Manor entered traffic in January 1938 and 20 were in service by February 1939. They used the driving wheels, motion components and tenders from withdrawn GWR 4300 Class moguls. A new standard boiler, type No. 14, was developed for the class. The outbreak of war forced the cancellation of construction of a further batch of 20 locomotives. The Manor class, with an axle loading of just over 17 tons, could be utilised on many lines from which the heavier Granges were barred.
The first examples were despatched to depots at Wolverhampton, Bristol, Gloucester, Shrewsbury, Westbury in Wiltshire and Neyland in South Wales. In October 1938 No.7805 Broome Manor underwent clearance tests between Ruabon and Barmouth. Subsequently the class were used over the main lines of the erstwhile Cambrian Railways, with its headquarters and works in Oswestry. The Manors were also successfully employed in the West Country where they were used for banking and piloting trains over the Devon banks between Newton Abbot and Plymouth. Their light axleloading allowed them across the Tamar Bridge and on to the branch lines of Cornwall.
Unlike the Granges of 1936 where the use of standard components and the re-use of existing ones had produced a masterpiece, the initial performance of the Manors was comparatively mediocre. Were it not for the constraints of war there is every reason to expect that Swindon would have recalled the engines for modifications.
After nationalisation, the newly created Western Region was authorised to build ten more of the class. Nos.7820-29 were outshopped from Swindon in November and December 1950. There was no attempt to improve the steaming; a British Railway edict permitted construction only of existing pre-nationalisation designs. Subsequent trials showed the engines did not require too much work to correct their faults. Internal alterations to the blastpipe and an increase in air space in the firegrate added to the new type of narrow chimney noticeably improved the draughting. After trials on 10 of the class, the improvements became standard after July 1954.
By 1959 21 Manors were congregated in Mid- and South Wales. Their most prestigious working was the Cambrian Coast Express, where a Manor took over from a King or Castle at Shrewsbury and worked through to Aberystwyth. Others of the class operated in the Birmingham, Gloucester and Hereford areas while the handful stationed at Reading frequently ventured on to the Southern Region line to Guildford and Redhill.
The first Manor to be scrapped was No.7809 Childrey Manor, withdrawn from Shrewsbury depot in April 1963 and cut up at Swindon. By May 1965 the numbers had been halved and the final two, No.7808 Cookham Manor of Gloucester, and No.7829 Ramsbury Manor of Didcot, were condemned in December 1965.
Operation in preservation
|This section does not cite any references or sources. (August 2011)|
Unusually in the preservation movement, all nine of the surviving Manors have operated in preservation at one time or another. Of the nine, four have seen main line operation: Nos. 7802 Bradley Manor, 7808 Cookham Manor, 7812 Erlestoke Manor and 7819 Hinton Manor.
In the 1970s, no. 7808 Cookham Manor was used by the Great Western Society (GWS) to haul nine vintage ex-GWR carriages on an annual outing on the main line from Didcot to Birmingham.
7812 Erlestoke Manor only worked a small number of railtours in the 1980s. Also certified for mainline operation in the 1980s was fellow SVR based engine 7819 Hinton Manor. She worked a number of railtours along former Great Western routes including the famous Cambrian Coast Line. Both engines also saw use in 1985 during the 150th anniversary of the Great Western Railway with the latter hauling most of the railtours of the 2 engines. During one run in Apr 1985 when 7819 double headed with GWR 6000 King George V After 6000 was failed at Taunton due to an overheated axle box 7819 was tasked with hauling the train onto Plymouth alone, this plan however backfired after 7819 was failed at Exeter due to a hot box. She however was repaired overnight and worked back to Bristol the following day. This was a part of the Severn Valley Railway's significant mainline operations at that time.
Despite being only halfway through its period of mainline certification, 7802 Bradley Manor did not run on the national network beyond 2007. This was because from April 2007 new Network Rail standards were introduced, requiring all preserved steam locomotives operating on the mainline to be fitted with on-train monitoring recorders (OTMR) before the end of 2007. Because it was not planned to put Bradley Manor back on the national network beyond the end of its then current certification, and because the Erlestoke Manor Fund, its owner was dedicating its finances to the overhaul of the other Manor in its care, it was decided to withdraw Bradley Manor. Bradley Manor did however operate for a grace period until the end of 2007.
As of 2014 no Manors operate on the national network, and there are no immediate plans currently in place to alter that situation.
See List of GWR 7800 Class locomotives for all Manor locomotives built. Nine locomotives have been preserved:
|Boiler maximum dia.||5 feet 3 inches (1.60 m)|
|Boiler minimum dia.||4 feet 7 5⁄8 inches (1.413 m)|
|Boiler length||13 feet 0 5/16 inches|
|Fire tubes, no. and dia.||158 × 2 inches (51 mm)|
|Flue tubes, no. and dia.||12 × 5 1⁄8 inches (130 mm)|
|Superheater tubes, no. and dia.||72 × 1 inch (25 mm)|
|This section does not cite any references or sources. (June 2014)|
Ixion manufacture a model of the 78xx in N scale.
As of 17 November 2011 Dapol purchased the rights to produce the Ixion 78xx.
In 4mm scale a model has been available from Bachmann, although it is not in the current range.
- Holcroft 1971, p. 156
- Bradley, Rodger (1988). GWR Two Cylinder 4–6–0s and 2–6–0s. Newton Abbot, Devon: David and Charles Publishers plc.
- Holcroft, Harold (1971) . An Outline of Great Western Locomotive Practice 1837-1947 (2nd ed.). Shepperton: Ian Allan. ISBN 0-7110-0228-2.
- Whitehurst, Brian (1973). Great Western engines, names, numbers, types, classes: 1940 to preservation. Oxford: Oxford Publishing Company. pp. 68–69, 103, 128. ISBN 0-902888-21-8. OCLC 815661.
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