GWR 5700 Class
Class of 0-6-0 pannier tank steam locomotives / From Wikipedia, the free encyclopedia
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The GWR 5700 Class (or 57xx class) is a class of 0-6-0 pannier tank steam locomotive built by the Great Western Railway (GWR) and British Railways (BR) between 1929 and 1950. With 863 built, they were the most prolific class of the GWR, and one of the most numerous classes of British steam locomotive.[2][lower-alpha 1]
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Although officially designated by GWR as "light goods and shunting engines",[3] they were also used for passenger working on branch, suburban, and shorter mainline journeys.
They were distributed across most of the GWR network and, after nationalisation of the railways in 1948, across the Western Region of British Railways, and also other regions.
The 5700s were not as large as the GWR Castles and Kings, but became just as much of an icon of the GWR due to their iconic design and quantity.[4]
As a result of the 1955 Modernisation Plan, the 5700 Class was withdrawn from BR service between 1956 and 1966. Nineteen withdrawn locomotives were sold to the London Transport Executive and industry, of which ten were later preserved, along with six that were retrieved from scrapyards.
The GWR started designing and building 0-6-0 tank locomotives in 1860,[5] and this continued into the BR era until 1956, with a total of 2,393 being built.[6] The GWR also used 0-6-0 tank locomotives from other manufacturers' designs (from its subsidiary and absorbed railways' stock[7]), and since 1898 it always had at least 1,000 tank locomotives in stock.[6]
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). The Great Western 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.[8] The shape of the Belpaire firebox gives a larger surface area which improves heat transfer and steam production,[9] but their rectangular shape made them difficult to combine with saddle tanks.[10] Locomotives fitted with pannier tanks have a lower centre of gravity than those with saddle tanks (enabling higher speeds on curves),[10] and access for maintenance is easier than for those fitted with side tanks.[11]
George Jackson Churchward's period as Chief Mechanical Engineer from 1901 to 1921 is well known for significant improvements in locomotive design and manufacture,[12] and the development of standard designs.[13] However, the scope of the standard designs did not include the 0-6-0 tank locomotive,[14] and the GWR did not introduce any new 0-6-0 tank designs from 1897 to 1928 (with exception of the 1361 Class of five 0-6-0 saddle tanks in 1910).[15]
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).[6] The rebuilding program also included a number of other changes including:
- improved cab designs, eventually becoming fully enclosed[16]
- superheating, which by 1929, had been found to have little benefit on shunting engines[2]
- adaptation for working with autocoaches for push–pull trains (auto-working)[6]
- 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)[17]
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.[18][19] In addition, GWR's stock was wearing out,[14] and the variety of classes was problematic for maintenance and rostering.[20] Collett had to produce a new standard design for 0-6-0 pannier tanks,[3] which resulted in the 5700 Class.
The first batch of 300 locomotives built between 1929 and 1931 included a medium height chimney, a mid-boiler dome, safety valve with cover, and an enclosed cab. They 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.[2]
Specification
The table below gives the technical specifications of the 5700 class. Values are from GWR diagram B48[21] unless referenced otherwise.
Dimensions |
|
---|---|
Firegrate area | 15.3 sq ft (1.42 m2) |
Firebox |
|
Tubes |
|
Heating surface |
|
Boiler |
|
Working pressure | 200 lbf/in2 (1.38 MPa) |
Cylinders |
|
Valve gear | Stephenson (slide)[22] |
Wheels | 4 ft 7+1⁄2 in (1.410 m) diameter, coupled |
Wheelbase | 15 ft 6 in (7 ft 3 in + 8 ft 3 in) (4.72 m (2.21 m + 2.51 m)) |
Tractive effort (85%) | 22,515 lbf (100.15 kN) |
Coal capacity | 3 long tons 6 cwt (7,400 lb or 3.4 t)[2] |
Water capacity | 1,200 imp gal (5,500 L; 1,400 US gal) |
Weight (full) |
|
Minimum curve |
|
The 5700s were given the GWR route colour Blue[lower-alpha 2] (based on axle load), and were in the GWR power group C (based on tractive effort).[25] The classifications were shown on the cab with the letter C in a blue disc.
le Fleming describes the 5700 class as "an almost unaltered continuation of the 27xx rebuilds"[2] and Holcroft describes them as "practically identical to 2721 rebuilds",[26] but according to Oswald Nock it was "a thoroughly modern design",[27] and Jones notes that design included "numerous detailed improvements" and reflected improved construction techniques.[28] The main differences from the 2721 class include:
- increased boiler pressure,[29] from 180 lbf/in2 (1.24 MPa)[30] to 200 lbf/in2 (1.38 MPa),[2] giving a corresponding increase in tractive effort
- improved valve settings[29]
- longer frame, from 26 ft 9 in (8.15 m)[31] to 27 ft 6 in (8.38 m)[21]
- fully enclosed cab[29]
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).[2] The locomotives were also fitted with cast iron chimneys (which had only rarely been fitted to earlier locomotives),[2] and the whistles were fitted on top of the firebox rather than on top of the cab.
6700 Sub-class
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.[lower-alpha 3]
However, the 50 locomotives of the 6700 or 67xx Class were not fitted with vacuum brakes, steam heating, or ATC, and were fitted with three link couplings only; they were therefore limited to shunting duties and some freight working.[32] The 6700s had a smaller minimum railway curve radius of 4 chains (260 ft; 80 m) (normal) and 3+1⁄2 chains (230 ft; 70 m) (slow) and an increased axle clearance.
8750 Sub-class
The 8750 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.[24] The new style cab was derived from the sister 5400 Class, the first of which were built in 1931.[32] 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).[24] The locomotive weight increased to 49 long tons 0 cwt (109,800 lb or 49.8 t), and the axle load increased to 17 long tons 0 cwt (38,100 lb or 17.3 t).[24]
9700 Class
The 9700 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.[2] They were specifically for working on the Hammersmith & City line between Paddington station and Smithfield Meat Market. They replaced Metro and 633 class locomotives.
The eleven locomotives in the class had a condensing apparatus that fed the exhaust steam back into the water tanks.[33] 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.[33] 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.[33] 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.[24][33] The design changes resulted in reduced coal (2 long tons 16 cwt (6,300 lb or 2.8 t)) capacity and a slight increase (1,230 imp gal (5,600 L; 1,480 US gal)) in water capacity.[24] The locomotive weight increased to 50 long tons 15 cwt (113,700 lb or 51.6 t), and the axle load increased to 17 long tons 4 cwt (38,500 lb or 17.5 t).[24]
Later developments
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.[24]
- 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.[24]
- In 1937, a drawing was issued for fitting shutters and doors to the older, pre-8750 class, locomotives.[24]
- In 1938, a larger whistle shield was fitted, which became standard for the larger cabs.[24]
- In 1942, a new type of top feed was introduced, with separate clackboxes in a taller cover, and internal delivery pipes rather than trays.[24]
All these changes (with the exception of the new top feed) were later applied to locomotives that had been built earlier. The new top feed became standard for new locomotives in 1944. Some older boilers and locomotives were later fitted with the new top feed, and some locomotives that were built with the new top feed were later changed back to the old design as boilers were swapped.[24]
Variants
A small number of 5700s were adapted for specific tasks:
- From 1937 to the end of World War II, thirteen 5700s were fitted with spark arresting chimneys for work on industrial and military sites with significant fire risks.[24][33][lower-alpha 4]
- In 1958, No. 3711 was converted to oil burning by Robert Stephenson and Hawthorns.[34][lower-alpha 5]
- In 1946, No. 7722 was fitted with winding gear to work the Pwllyrhebog Colliery incline on the former Taff Vale Railway.[2][34]
The first 5700s were built in 1929 by North British Locomotive Co. and, later in the year, at GWR's Swindon Works.[23] Between 1929 and 1931 a total of 300 were built, of which 50 were built by GWR, and the rest by outside contractors:
- Armstrong Whitworth: 25 (Nos. 7775–99)
- W. G. Bagnall: 50 (Nos. 6700–24, 8725–49)[lower-alpha 6]
- Beyer, Peacock & Co: 25 (Nos. 8700–24)
- Kerr Stuart: 25 (Nos. 7700–24)
- North British: 100 (Nos. 5700–49, 7725–74)
- Yorkshire Engine Co: 25 (Nos. 6725–49)
It was unusual, but not unprecedented, for GWR to use outside contractors to build locomotives, as 50 of the 200 strong 5600 Class had been built by Armstrong Whitworth.[lower-alpha 7][19] The building programme was partly funded by interest-free government loans intended to relieve unemployment during the Great Depression.[2] 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.[2] Many of these were then assigned to sheds near the South Wales ports of Newport, Barry, 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
A total of 863 5700s were built and the table below shows the number built by year.[2]
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
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[lower-roman 1] |
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.[lower-roman 2]
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[lower-roman 1] |
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[lower-roman 3] 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.[lower-roman 3] |
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.[lower-roman 3] |
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. Bagnall
2422–46 |
Fitted with riveted tanks[lower-roman 3] 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[lower-roman 1] |
|
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 | 49 | 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 |
- Nos. 5700–24 were built at Hyde Park. All other locomotives from North British Locomotive Co. were built at Queens Park.[39]
- Ten locomotives (Nos. 5768 and 5770–78) were fitted with boilers where the steam supply to the fountain in the cab was taken in a covered pipe along the tank top from the dome. This feature was later discontinued and the boilers replaced.[2]
- Welding had been standard for GWR panniers for some time.[42] However, the panniers supplied by Bagnall, Kerr Stuart, and Yorkshire Engine were riveted.
Costs
Some known costs (either GWR's out-shop value or cost from contractors) are shown below, along with estimated equivalent values for 2013.
GWR No. | Builder | Date | Cost | 2013 labour cost[lower-roman 1] | 2013 economic cost[lower-roman 2] |
---|---|---|---|---|---|
5764 | Swindon Works, GWR | Jun 1929 | £2,651[lower-roman 3][47] | £419,500 | £894,900 |
7714 | Kerr Stuart[lower-roman 4] | 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, BR | May 1949 | £5,280[53] | £429,900 | £657,200 |
- For comparison GWR Hall class No. 4953 Pitchford Hall, also built at Swindon in 1929, cost £4,375.[46]
- The 5700s built by Kerr Stuart were amongst the last built by the company.[48] See Kerr Stuart in liquidation for details.
The size of the class demanded that the 5700 class locomotives were spread across several series of numbers.[32]
- 3600 – 3699
- 3700 – 3799
- 4600 – 4699
- 5700 – 5799
- 6700 – 6779
- 7700 – 7799
- 8700 – 8799
- 9600 – 9682
- 9700 – 9799
The different series started in the following chronological order; 57xx (1929), 77xx (1929), 67xx (1930), 87xx (1931), 97xx (1933), 37xx (1936), 36xx (1938), 46xx (1941), and 96xx (1945).[54] GWR locomotives were not renumbered after nationalisation, but a W (for Western Region) was temporarily added to some locomotives.
The first 5700s built were painted in the standard GWR livery of the time; mainly green above the running plate with the words "GREAT WESTERN" painted in yellow letters with red and black shadowing on the side of the pannier tanks, buffer beams painted red with the number shown in yellow letters with black shadowing, and the front of the smokebox and chimney were black.[55] From 1934 the GWR "shirtbutton" roundel replaced "GREAT WESTERN".[56] From 1942 GWR replaced the roundel with the letters "G W R", in yellow letters with red and black shading.[57] Due to wartime shortages, most locomotives (apart from the Kings and Castles) were painted black from 1942 to 1945.[58]
After nationalisation, some 5700s were painted in BR green with the words "BRITISH RAILWAYS" on the side of the pannier tanks,[59] but unlined black soon became the standard for tank locomotives, with the BR crest on the sides of the pannier tanks. Some 5700s also had white and red lining on the pannier tanks and cab sides. The BR crest was changed in 1957.[60]
The 5700s bought by London Transport between 1956 and 1963 were repainted in the standard LT maroon livery with yellow and black lining.[61] Those bought by NCB were painted in a light green.[50]
The 5700s were used on GWR for various duties including shunting, pilot work, and light to medium goods. They were also used on branch, commuter and shorter mainline passenger trains.[62][4] They were also used on standby for more powerful locomotives, sometimes producing "firework displays" as they strived to keep to the schedule with heavier loads.[24]
The 5700s were never fitted remote control gear for working autotrains. This was left to smaller pannier locomotives that followed; the 5400 Class (introduced in 1930) and the 6400 Class (introduced in 1932).[63]
The 9700s (fitted with condensing equipment for underground working) and built specifically for working the line between Paddington and Smithfield, were allocated to Old Oak Common.[25]
The 6700s (built for shunting only and kept in storage for a couple of years because of a lack of suitable work) eventually found their niche working the marshalling yards between the South Wales coalfields and the coal exporting docks of Llanelli, Swansea, Cardiff, Barry and Newport. Some were allocated to just one shed for their entire working life (Nos. 6700–9 at Cardiff East Dock and Nos. 6725–32 at Newport, Pill). A number of 6700s were also allocated to Swindon, with 6733–41 spending a long time there.[25]
Thirteen 5700s were fitted with spark arresting chimneys for working in industrial and military systems and sidings, particularly the War Department ammunition dump at Milton, near Didcot during World War II.[64]
The Pwllyrhebog Colliery incline on the former Taff Vale Railway[2] was a 3⁄4 mile (1.2 km) 1-in-13 incline with a continuous rope cable so that a descending train was partially counterbalanced by an ascending train. The locomotives (Taff Vale Railway H class) on the incline were fitted with coned boilers so that there was always sufficient water above the firebox. To provide additional control and power a stationary locomotive, fitted with two intergeared drums, controlled the cable.[34] No. 2750 Class 2721 had been fitted with the necessary winding gear to control the incline in 1935,[30] but was withdrawn in 1945,[65] and replaced by 5700 No. 7722 which was fitted with the winding gear in 1946.[24] Operation of the incline ended in 1952.[34]
Allocation
The 5700s' route classification (Blue) meant that they were allowed on approximately 70% of the GWR network. By 1938 only 15[lower-alpha 8] (out of approximately 70) running sheds did not have any 5700s allocated.
In 1950, the route classification was changed to Yellow because of the 5700s' low hammer blow.[24] The change did not apply to Nos. 9700–10. This meant that 5700s were now allowed on almost 90% of the old GWR network (roughly equivalent to the new Western Region of British Rail). By 1954, only five running sheds (Abercynon, Aberystwyth, Machynlleth, Treherbert and Truro) did not have any 5700s allocated.[24]
BR working
In the early years of British Railways, the boundaries between the Western and the Southern Region changed a number of times.[66] 5700s took up new duties in a variety of places:
- At Weymouth, 5700s operated the branch line to the Isle of Portland (replacing LSWR O2 class 0-4-4T locomotives).[66] They were also seen pulling boat trains through the streets of Weymouth.
- Six 5700s were allocated to Nine Elms and worked empty stock between Waterloo and Clapham Junction (replacing LSWR M7 class 0-4-4T locomotives).[66]
- The short Folkestone Harbour branch line from Folkestone Harbour station to Folkestone Junction was always problematic when hauling heavy boat trains up the 1-in-36 incline.[67] Six 5700s were allocated to Dover for working (including banking) on the branch (replacing SER R1 class 0-6-0T locomotives).[68]
The last scheduled passenger trains hauled by 5700s on BR were on seen London Midland Region on the Wrexham to New Brighton route (passing over old LNER territory). The Wrexham to Seacombe service ended at the beginning of 1960 but was immediately replaced by a DMU service between Wrexham and New Brighton. The service on Bank Holidays was so popular that demand outstripped available DMUs, and a relief train of four coaches pulled by No. 3749 was laid on. Two more 5700s were used over the Spring Bank Holiday that year, but from then BR Standard Class 4 2-6-4T locomotives usually handled the relief services. In 1965, 5700s were used for the last time on Whit Monday and August Bank Holiday relief services.[69]
The 5700s were the last steam locomotives used on Western Region. The last working locomotives were allocated to Croes Newydd, and were working goods trains and shunting until November 1966.[70][lower-alpha 9] By the end of the steam era, the record keeping of allocations and working of local steam locomotives was rather lax, and it was not unknown for locomotives to be used after being officially withdrawn. For many years Nos. 4646, 4696, and 9774 were thought to be the last ex-GWR locomotives to work on British Rail, but No. 9641 was also still in steam at Croes Newydd at the same time.[72]
5700s at work
- No. 3620 with a typical goods train at Southall station
- No. 4601 with spark arresting chimney for shunting at the WD sidings at Milton
- A boat train on the quayside at Weymouth with No. 4624
- No. 9792 hauling empty stock at Swansea High Street station
- No. 9662 on pilot duty at Newport High Street station
- No. 3769 taking on water at Shrewsbury station
- No. 9791 racing Castle Class No. 7006 Lydford Castle at Southall
- Llanelly depot - Nos. 7211 (7200 class), 1633 (1600 class), 3642 (5700 class), 1607 (1600 class) and 5722 (5700 class)
- On 26 August 1940, a bombing raid destroyed a goods shed at Bordesley, West Midlands. During the raid Peter Smout, an 18-year-old engine cleaner who was acting as the fireman on a shunter, volunteered to drive No. 7758 to pull wagons out of the blazing goods shed. He made three more trips. He was assisted by Frederick Blake, a wagon examiner and a navy veteran from World War I, who operated the points levers. When they finished, the right hand side of the footplate was too hot to touch, and Blake had to use his hat to work the points as the levers were also too hot to touch. Both men were awarded the George Medal for their courage.[73][74][lower-alpha 10]
- 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.[76]
There were numerous other classes of pannier tanks built by the GWR. The majority belonged to two "families" of "large" and "small" designs. Others included absorbed stock, more specialised types and conversions of tender locos. The two main groups were:
- A "large" group originally featuring saddle tanks (or in a few cases side tanks), 4 ft 6 in driving wheels and double frames e.g. 1076 Class or inside frames GWR 645 Class, culminating in the 9400 Class.
- A "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 1600 Class
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.