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. Although not as large as the GWR Castles and Kings, they 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As a result of the 1955 Modernisation Plan, the 5700 Class was withdrawn from BR service between 1956 and 1966. Nineteen withdrawn locomotives were sold to the London Transport Executive and industry, of which ten were later preserved, along with six that were retrieved from scrapyards.
Background
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]
increasing boiler pressures, for example, the various rebuilds of the GWR 2721 class started at 150lbf/in2 (1.03MPa), increasing to 165lbf/in2 (1.14MPa), and then to 180lbf/in2 (1.24MPa)[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.
Design
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.
5700s technical specifications
Dimensions
Length over buffers: 31ft 2in (9.50m)
Width: 8ft 7in (2.62m)
Height: 12ft 3+1⁄16in (3.74m)
Firegrate area
15.3sqft (1.42m2)
Firebox
Outside: 5ft 4in (1.63m) x 4ft 7+3⁄8in (1.41m) and 4ft 0in (1.22m)
Inside: 4ft 7+3⁄16in (1.40m) x 3ft 8in (1.12m) and 3ft 3+3⁄4in (1.01m)
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 180lbf/in2 (1.24MPa)[30] to 200lbf/in2 (1.38MPa),[2] giving a corresponding increase in tractive effort
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 (260ft; 80m) (normal) and 3+1⁄2 chains (230ft; 70m) (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 49long tons0cwt (109,800lb or 49.8t), and the axle load increased to 17long tons0cwt (38,100lb or 17.3t).[24]
9700 Class
No. 9701 at Paddington, showing the modified tanks and condensing apparatus
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 (2long tons16cwt (6,300lb or 2.8t)) capacity and a slight increase (1,230impgal (5,600L; 1,480USgal)) in water capacity.[24] The locomotive weight increased to 50long tons15cwt (113,700lb or 51.6t), and the axle load increased to 17long tons4cwt (38,500lb or 17.5t).[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]
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:
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]
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.
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.
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
1 2 3 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]
1 2 3 4 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.
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]
Operation
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 (1.2km) 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.
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
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]
Other pannier tank locomotives
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), 4ft 6 in driving wheels and double frames e.g. 1076 Class or inside frames GWR 645 Class, culminating in the 9400 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.
After the 1955 Modernisation Plan, the reduction in branch line work and the introduction of diesel shunters, the Western Region embarked on a dieselisation programme which, along with a reduction in branch line work, reduced the demand for the services of the 5700s.[77] Withdrawal from service with BR started in 1956 and was completed in 1966.[54]
Twenty locomotives[78] were sold and continued in use until 1971 by the London Transport and 1975 by the National Coal Board.
le Fleming noted that the mileages of those withdrawn between March 1956 and March 1958 ranged "between 500,000 and 556,000".[25] Some other known mileages are shown below.
↑ withdrawn from BR May 1960. Mileage from later LT records.
↑ Date of last Heavy General Overhaul (H/G). Withdrawn Oct 1964.
Use after British Railways
Nineteen 5700s were sold for further use after being withdrawn by British Railways. The National Coal Board (NCB) bought five, one was bought by P.D. Fuels, and thirteen were bought by London Transport.[83]
One more locomotive, No. 9642, was withdrawn in 1964 and sold to Hayes Scrapyard. It was used for three years to shunt other locomotives being scrapped, and was later saved for preservation.[84]
London Transport
LT No. L95, 40 years old, shunts at Croxley Tip in autumn 1969
Although the London Underground network had been electrified for many years (the then Metropolitan Railway was electrified in 1905) a small number of steam locomotives were retained for engineering and ballast trains.[85] By the 1950s, the locomotives were past their prime and expensive to maintain, and the planned quadrupling of part of the Metropolitan line would require reliable locomotives.[86] London Transport considered replacing the steam fleet with diesel shunters, and had also tested (unsuccessfully) a Great Northern Railway Class J52 locomotive in 1955.[87]
The first 5700 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.[88]
Thirteen 5700s were bought by London Transport (from 1956 to 1963).[83] They were numbered L89 to L99 and were allocated to the depots at Lillie Bridge (Fulham) and Neasden.[89] 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.[90]
They worked 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.[91]
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.[92][lower-alpha 11] London Transport commemorated the end of operating steam locomotives with a special run from Moorgate station to Neasden depot. The train comprised No. L94 (No. 7752) and a selection of maintenance rolling stock.[93] Three diesel-hydraulic locomotives were bought to carry out the shunting duties from then on.[90]
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.[83] 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.[68]
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.[98] 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.[98]
No. 3650 was withdrawn 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 Gwaun-Cae-Gurwen colliery near Ammanford, Carmarthenshire.[79] 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 for disposal in 1967, making it the 346th locomotive to be scrapped there, but due to a last minute intervention[100] the locomotive was bought in 1968 and restored by the South Wales Pannier Group, becoming the first member of the class to be preserved.[101] It was moved to Maesteg Colliery, where it gave brake van rides from the late 1960s and throughout the 1970s.[102][103]
Preservation
Sixteen 5700 class locomotives have been preserved of which one half are from the original 5700 Class and the other half are members of the 8750 sub-class. 11 are Swindon built classmembers with the remaining five being from outside contractors. Of the sixteen engines, five are currently operational. Four of the class have worked mainline trains: 7715, 7752, 7760 and 9600. As of 2020, none of the engines are mainline certified: 7715, 7752, 7760 and 9600 are stored out of service awaiting overhauls. Two locomotives are on static display, and two are in store. Six locomotives are undergoing, or waiting for, maintenance. One locomotive, No. 9629, is being restored, and has not been in steam since it was sent to Barry Scrapyard in 1965.
A number of those bought from London Transport, which had been maintained by British Railways, were still in running order and were used on heritage railways with minimal work. No. 5764 (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.[47] As of June 2018, Nos. 7752 (LT L94) and 5786 (LT L92) can be seen running in the maroon livery of London Transport, but No. 7715 (LT L99) is currently out of service.[104][105][106]
The locomotives that were preserved after NCB and industrial use required rather more work than those acquired from London Transport. Some had been laid up for sometime after being withdrawn, and had received very little, if any, maintenance.[107]
Of the twelve 5700s that went to Barry Scrapyard, five were saved for preservation and one (No. 3612) was bought for spares by the Severn Valley Railway.[108]
5700s in Preservation
No.
Photo
Notes
Year Built
Location Built
Operated/owned by
3650 (8750)
No. 3650 was withdrawn in 1963 and bought by Stephenson Clarke to work in a South Wales colliery. It was later bought by a Great Western Society (GWS) member[lower-alpha 17] and moved to Hereford. It was then moved to Didcot Railway Centre around 1970 for full restoration and was restored to service in 2008.[43] It was withdrawn in 2016 for overhaul which is in progress.[110]
No. 3738 was withdrawn in 1965 and sent to Barry Scrapyard. It was bought by two GWS members and taken to Didcot Railway Centre in 1974, and restored to full use in 1975.[111] After overhauls it last returned to service in 2007.[112] It was taken out of service in 2013 because of firebox problems and is on static display.[111]
No. 4612 was withdrawn in 1965, sent to Barry scrapyard, and later bought by the Keighley & Worth Valley Railway (KWVR) in 1981 for spares.[52] It was then bought privately in 1987 and was restored by the Swindon Railway Workshop.[lower-alpha 18] After restoration was completed in 2001, No. 4612 was moved to the Bodmin and Wenford Railway which now owns the locomotive, and returned to service in 2013 following a ten-year overhaul.[113]
No. 5764 was sold to London Transport (LT) in 1960 and renumbered L95. It was sold to the Severn Valley Railway[lower-alpha 15] in 1971, and was operational less than a month after last being used on LT.[47] It was last used on New Year's Eve 2010,[114] and as of May2024[update] is on display in The Engine House in LT livery.[115]
No. 5775 was sold to LT in 1958 and renumbered L89. It was sold to the KWVR in 1970 and soon appeared in the film The Railway Children in the brown livery of the fictional Great North & South Railway (GN&SR).[116] No. 5775 went to Locomotion, the National Railway Museum at Shildon in May 2014 to be repainted in the livery used in the film for an exhibition, and returned to the KWVR in time for a celebration of the making of the film in May 2015.[117][118][119] Currently, the loco is on display in the exhibition shed at Oxenhope station pending a further overhaul.
No. 5786 was sold to LT in 1958 and renumbered L92. It was sold to the Worcester Locomotive Society in 1969 and was based at Bulmers Railway Centre until 1993.[120] Since then it has been on loan to the South Devon Railway. It returned to service in 2013 in the maroon livery of LT.[105] 5786's boiler ticket expired on the 31st May 2023, it is currently undergoing a 10-year overhaul.[121]
No. 7714 was withdrawn in 1959 and sold to the National Coal Board (NCB). It was bought by SVR [lower-alpha 15] in 1973 and was first steamed in 1992 after an extensive overhaul.[48] Withdrawn from service in 2009,[48] the engine re-entered service after overhaul in late November 2016. It currently wears the BR Unlined Black livery.
No. 7715 was sold to LT in 1959 and renumbered L99. It was bought by the London Railway Preservation Society in 1968 and was later certified for mainline operation on British Rail.[48] No. 7715 has worked specials on LT and has been loaned to other heritage railways and operators, but was withdrawn from service because of a cracked boiler foundation ring. It returned to Quainton[lower-alpha 19] in May 2014 and is awaiting the necessary repairs to return it to service.[106]
No. 7752 was sold to LT in 1959 and renumbered L94. In 1971 No. 7752 hauled the last steam train on the London Underground. It was immediately bought by 7029 Clun Castle Ltd., and is certified for mainline operation.[122] It has visited various heritage railways and was outshopped in LT livery in 2011 to celebrate the fortieth anniversary of the last run on London Underground.,[104] Locomotive is to be repainted back to GWR Green with 'GREAT WESTERN' lettering at Minehead during loan to the WSR for the 2019 season
No. 7754 was withdrawn in 1959 and sold to National Coal Board (NCB) and worked at various collieries until 1975, becoming the last 5700 in "real", rather than "heritage", service.[123] The NCB were persuaded to donate the locomotive to National Museum Wales who loaned it to Llangollen Railway, which now owns the locomotive. After a long and expensive overhaul, and the addition of parts from No. 3612 which was held for spares by the SVR, it moved under its own power in 1993.[124] After many years in service No. 7754 is currently out of traffic undergoing overhaul.[125]
Following completion of an extensive overhaul in Llangollen engine shed, 7754 returned to service in September 2023 wearing Transitional livery (Great Western Green with British Railways lettering in GWR Egyptian font).[126]
No. 7760 was sold to LT in 1961, renumbered L90 (replacing No. 7711 which was scrapped), and then sold to 7029 Clun Castle Ltd in 1971 in full working order. It has been loaned to various heritage railways and was certified for mainline operation in 2000.[127] As of January 2024 No. 7760 is out of service awaiting an overhaul.[128]
Vintage Trains announced in January 2024 that as their intention was to focus primarily on sister engines 7752 and 9600 for operational use and future mainline running, 7760 alongside select additional steam engines which didn't fit in with their future development plans were to be sold to new owners.[129] The locomotive has since been sold to a private buyer and left Tyseley.[130]
No. 9600 was withdrawn in 1965 and sold to NCB and was in service at Merthyr Vale colliery until 1973. It was then sold to 7029 Clun Castle Ltd and its overhaul was completed in 1997.[131] No. 9600 was certified for mainline operation in 1999, re-certified in 2009, and has regularly worked excursion trains. Boiler ticket expired in 2018 and is awaiting overhaul.[132]
No. 9629 was withdrawn in 1964 and sent to Barry scrapyard in 1965. In 1981 went to Steamtown, Carnforth for a five-year cosmetic restoration before being on static display outside the Holiday Inn, Cardiff for nine years. The owners donated it to the Pontypool & Blaenavon Locomotive Group in 1995.[133] No. 9629 is now undergoing restoration at Pontypool and Blaenavon Railway, and its original boiler was acquired in 2012.[131]
No. 9642 was withdrawn in 1964 and sent to Hayes Scrapyard, but was used to shunt other locomotives, and was saved by the South Wales Pannier Group in 1968 and was steamed in 1969. It was later moved to the Swansea Valley Railway Society, and then the Dean Forest Railway in 1994. In 2005 No. 9642 was bought privately for use on the Gloucestershire Warwickshire Railway. It was soon removed for overhaul and will return to operation when restoration is complete.[134]
No. 9681 was withdrawn and sent to Barry scrapyard in 1965. It was taken to the Dean Forest Railway in 1975 and returned to steam in 1984.[135] It was taken out of service in 2013 for overhaul, which is currently progressing at Norchard.[136]
No. 9682 was withdrawn in 1965 and sent to Barry scrapyard. It was bought by the GWR Preservation Group in 1982 and, after overhaul, returned to traffic in 2000. It has since been loaned to various heritage railways, most recently the Chinnor and Princes Risborough Railway. It was taken out of service in 2009 and returned to Southall for overhaul.[137]
Mainline Railways had OO gauge Class 5700 models in their catalogue in 1982–3, with models in GWR green and BR black.[142]Hornby produced various OO gauge models of the 8750 class in GWR and LT liveries.[143]
Dapol since their merger with Lionheart Models in August 2016 [144] has produced several versions of the 57xx class and 87xx subclass in O gauge since 2018.[145] Minerva models has also released 0 gauge models of the 57xx in Great Western and British railway liveries.[146]
See also
GWR 0-6-0PT – list of classes of GWR 0-6-0 pannier tank, including table of preserved locomotives
↑ Le Fleming mentions LNWR DX (943 built) and LMS Class 5 (842 built) among other numerous classes of British steam locomotives. However, he does not mention the WD Austerity 2-8-0 (935 built), possibly because all but three 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.
↑ In 1950, the route classification was changed to Yellow because of the 5700s' low hammer blow.[24]
↑ 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.[2]
↑ The modified chimney was sometimes referred to as a 'Busby' or a 'bird cage'.[24][33]
↑ GWR had experimented with converting steam locomotives to oil burning in 1946–50 but the 5700s had not been included.[35]
↑ Reputedly, Collett had never heard of W. G. Bagnall before the use of contractors was considered.[36]
↑ GWR ordered a total of 306 locomotives from outside contractors between 1923 and 1938.[36]
↑ The 15 sheds were Abercynon, Aberystwyth, Bristol (Bath Road), Carmarthen, Croes Newydd, Didcot, Ferndale, Fishguard, Machynlleth, Oswestry, Radyr, Treherbert, Truro, Weymouth and Whitland.[24]
↑ Although British Rail had banned steam on its mainlines from August 1968, the 5700s bought by London Transport did sometimes travel on British Rail lines near Lillie Bridge.[71]
↑ During the raid, both men also extinguished fires from incendiary bombs. Frederick Blake was later quoted as saying "these blitzes seem tame to me" (in comparison to his experiences in World War I). His medals were sold in 2007.[75]
↑ Steam locomotives are now often seen on British mainline railways, but only as specials. Ferris[89] 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.
↑ Moved to the railway in January 1970 and within a few months was used in filming for The Railway Children.[94]
1 2 3 4 5 7029 Clun Castle Ltd., a registered educational charity, owns the Tyseley Collection (held at Tyseley Locomotive Works). Vintage Trains, a charitable trust (previously known as Birmingham Railway Museum Trust), is the custodian of the Tyseley Collection.[95]
1 2 3 4 Three 5700s were bought by the SVR Pannier Tank Fund: No. 5764,[89] No. 7714,[97] and No. 3612[79] which was bought for spares and not restored.
↑ No. 3650 is now owned by a group of GWS members, and was restored by a group of volunteers known as The Black Cupboard Gang.[109]
↑ Not to be confused with the Swindon Works. The Swindon Railway Workshop occupied part of the then closed Swindon Works. The business later moved to Lydney, Gloucester, and is now known as The Flour Mill.
↑ Quainton is the headquarters and workshop of the Buckinghamshire Railway Centre.
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"3650". Didcot Railway Centre – Home of the Great Western Society. 19 May 2012. Archived from the original on 11 October 2013. Retrieved 1 July 2014.
"3738". Didcot Railway Centre – Home of the Great Western Society. 10 August 2013. Archived from the original on 26 September 2013. Retrieved 1 July 2014.
Jones, Robin (2014). Great Western Railway Pannier Tanks (1ed.). Marlborough, UK: The Crowood Press. ISBN978-1-84797-653-6. OCLC859298680.
le Fleming, H. M. (April 1958). White, D. E. (ed.). The Locomotives of the Great Western Railway, part five: Six-coupled Tank Engines. RCTS. ISBN0-901115-35-5. OCLC500544510.
"Livery 'comeback' for The Railway Children Pannier". Heritage Railway. No.190. Horncastle, Lincs, UK: Mortons Media. 5 June 2014.
Russell, J. H. (1975). A pictorial Record of Great Western Engines.
Scott-Morgan, John; Martin, Kirk (2008). Red Panniers: Last Steam on the Underground. Lydney, Gloucester: Lightmoor Press. ISBN9781899889297. OCLC271770628.
Semmens, Peter (1985). History of the Great Western Railway 1. Consolidation, 1923–29. London: Allen & Unwin. ISBN9780043851043. OCLC59803211.
Whitehurst, Brian (1973). Great Western Engines, Names, Numbers, Types and Classes (1940 to Preservation). Oxford, UK: Oxford Publishing Company. ISBN978-0-9028-8821-0. OCLC815661.
Further reading
Sixsmith, Ian; Derry, Richard (2011). The Pannier Papers No.2 The 57XX Engines 36XX, 37XX, 46XX. Bedford, UK: The Irwell Press. ISBN978-1-906919-33-7. OCLC755069689.
Sixsmith, Ian; Derry, Richard (2011). The Pannier Papers No.3 The 57XX Engines 57XX, 67XX, 77XX. Bedford, UK: The Irwell Press. ISBN978-1-906919-44-3. OCLC779581588.
Sixsmith, Ian; Derry, Richard (2012). The Pannier Papers No.4 The 57XX Engines 87XX, 96XX, 97XX. Bedford, UK: The Irwell Press. ISBN978-1-906919-48-1. OCLC867995656.
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