GWR locomotive numbering and classification

The GWR was the longest-lived of the pre-nationalisation railway companies in Britain, surviving the 'Grouping' of the railways in 1923 almost unchanged. As a result, the history of its numbering and classification of locomotives is relatively complicated. This page explains the principal systems that were used.

• For information about individual classes and locomotives, see: Locomotives of the Great Western Railway

Numbering

Broad Gauge Era

From the start, the GWR gave names only to its broad gauge locomotive stock. However, many classes carried 'themed' names, e.g. stars or signs of the zodiac, which aided identification of locomotives to some extent. See List of 7-foot gauge railway locomotive names

The exception to this rule was that any broad gauge locomotives the GWR absorbed from other railways (in particular, the South Devon Railway and Bristol and Exeter Railway) were given numbers in the 2000-2199 series. This applied even where locomotives had carried names under their previous owner (indeed, these names were usually removed by the GWR) and even when the locomotives had originally belonged to the GWR and had been sold out of stock.

Towards the end of the broad gauge era, a number of locomotives were built to a design that enabled them to be easily converted from one gauge to the other (hence the term 'convertibles' used for these locomotives). These engines also carried numbers in the standard gauge series, whether or not they were running in broad gauge form.

Standard Gauge 1854-1877

Initially standard gauge locomotive numbering was a simple sequential system, starting from 1. Numbering in this series, which included new locomotives and those absorbed from other railways, eventually reached 1297. New locomotives were identified as being paid from either revenue or capital account. Initially an effort was made to treat the numbering of locomotives bought out of revenue differently from those out of capital, including by re-using old numbers left vacant following withdrawal, using a duplicate number system (unusually, giving the new locomotives an A suffix - other railways tended to apply such notation to the old locomotive being replaced) and, for a few years, using the series 1000 (later 1001) upwards. In 1875, the sequential system starting at 1 reached 1000 and then jumped to 1116, the other side of the latter range of numbers still carried.

Standard Gauge 1877–1902

Under William Dean's leadership, blocks of numbers were allocated for different locomotive types, as follows: ^[1]

Numbers	Types
1301 to 1400 (1298 to 1300 later added as an overflow)	Absorbed standard and narrow gauge locomotives; series introduced 1875. [2]
1401 to 1500	Passenger tank locomotives [3]
1501 to 2000	0-6-0 tank locomotives [3]
2001 to 2200	Absorbed broad gauge locomotives; series introduced 1876. [4]
2201 to 2300	Passenger tender locomotives [3]
2301 to 3000	Goods tender locomotives [3]
3001 to 3200	Passenger tender locomotives (single driver) [3]
3201 to 3500	Passenger tender locomotives (four-coupled) [3]
3501 upwards	Passenger tank locomotives [3]

The only exceptions to these principles under Dean were use of the 20xx, 21xx, and 27xx series for 0-6-0 tank engines after the end of broad gauge operations. ^[3] Experimental locomotives and other small classes continued to be numbered in gaps left following withdrawals in the number series below 1000. ^[3]

Standard Gauge 1902-1912

Under George Jackson Churchward, the system applied by William Dean broke down, and new classes simply took the next free block of hundred numbers starting at xx01, with experimental engines numbered in odd gaps in the earlier series of numbers, usually below 110.

1912 Renumbering

In December 1912 (the official date being 28 December), the GWR undertook a renumbering of some of its locomotives — mainly 4-4-0 classes — so that locomotives of the same class were numbered consecutively. This desirable aim was made more important following the rebuilding of some Duke and Atbara locomotives to Bulldog and City class designs. A few of the changes were connected with a decision that blocks of numbers for each class should start at xx00 rather than xx01 as previously. ^[5]

4-4-0 classes

Class	Original Numbers	New Number Range	Notes	Ref
Atbara	3373-3412	4120-4148	3382 scrapped 1911; 3400-3409 rebuilt to City	[6]
Badminton	3292-3311	4100-4119		[7]
Bird	3731-3745	3441-3455		[8]
Bulldog (ex-Duke)	Various (from 3253-3331)	3300-3319		[9]
Bulldog (new build)	3332-3372, 3413-3432, 3443-3472, 3701-3730	3320-3440		[10]
City (ex-Atbara)	3400-3409	3700-3709		[11]
City (new build)	3433-3442	3710-3719		[12]
County	3473-3482, 3801-3830	3800, 3831-3839	3801-3830 not renumbered	[13]
Duke	3252-3291, 3312-3331 (various, total 40)	3252-3291	others rebuilt to Bulldog	[14]
Flower	4101-4120	4149-4168		[15]

Other classes

Class	Wheel arrangement	Original Numbers	New Number Range	Ref
455 (Metro)	2-4-0T	3600	3500	[16]
2600 (Aberdare)	2-6-0	33	2600	[17]
2721	0-6-0T	2800	2700	[18]
2800	2-8-0	97	2800	[19]
2900 (Saint)	4-6-0/4-4-2	98, 100, 171-190	2998, 2900, 2971-2990	[20]
3100	2-6-2T	99	3100	[21]
3600	2-4-2T	11	3600	[22]
4000 (Star)	4-6-0	40	4000	[23]
4400	2-6-2T	115, 3101-10	4400-10	[24]
4500	2-6-2T	2161-90	4500-29	[25]
Cornwall Min. Rly	0-6-0T	1400	1398	[26]

Standard Gauge 1912 onwards

From the time of the 1912 renumbering, a system was adopted for new locomotives where the second digit indicated the broad type of locomotive. For example, express passenger locomotives had x0xx numbers and large mixed traffic tender locomotives were x9xx. When a class numbered more than 100 locos, rather than continue the numbers consecutively the second digit remained constant (e.g. 4900 Class included 4900-4999, 5900-5999, and 6900 onwards).

At the same time, a change was made so that new classes usually commenced from the number xx00. There was a certain amount of renumbering so that the prototype locomotives for existing classes took the appropriate xx00 number before the series used by production locomotives. Thus, from this time on, numbers below 2000 were mainly occupied by old, absorbed or otherwise non-standard locomotives.

For the separate numbering of steam rail motors, petrol and diesel railcars, diesel shunters and gas turbine locomotives, see section Other number series below.

1923 Renumbering

In 1923, the GWR absorbed a number of small railway companies as part of the Grouping. The locomotives that it inherited were renumbered into gaps in the number series below 2199 left vacant by the withdrawal of older locomotives. Many of these engines were withdrawn after a short period of time, but those that survived in 1946 were subject to another renumbering to rationalise the system further (see below).

The bulk of the locomotives absorbed were renumbered into gaps in broad number ranges according to their wheel arrangement. Locomotives from the following railways were included in this scheme: Alexandra Docks Railway, Barry Railway, Cambrian Railways, Cardiff Railway, Midland and South Western Junction Railway, Port Talbot Railway, Rhondda and Swansea Bay Railway, Rhymney Railway, South Wales Mineral Railway, Taff Vale Railway, Vale of Rheidol Railway, and Welshpool and Llanfair Light Railway.

Locomotives from the Brecon and Merthyr Railway, Burry Port and Gwendraeth Valley Railway and Neath and Brecon Railway were also renumbered according to their wheel arrangement, but used a different set of number ranges.

The number ranges used for all these locomotives are set out below, but note that those engines that had previously been sold out of stock by the GWR regained their original GWR numbers, and were not allocated new numbers in these ranges:

Wheel Arrangement	Main Number Range	BMR, BPGVR and NBR Range
0-4-4T	2-23
2-6-0	24
4-4-4T	25-27
0-6-2T	30-603	11-1375, 1668-1833
0-6-0T	604-843	2161-2199
0-6-0	844-1013
4-4-0	1014-1128
4-4-0T	1129-1184	1392
2-4-0T	1189-1197	1400-1458
2-6-2T	1199-1213
4-4-2T	1301-1306	1391
2-4-2T	1307-1326
2-4-0	1328-1336
0-4-0T	1338-1343
0-6-4T	1344-1357
0-8-2T	1358-1386
0-8-0	1387-1390

The locomotives inherited by the GWR from other concerns were renumbered as follows:

• Ex-Cleobury Mortimer and Ditton Priors Light Railway 0-6-0T engines became 28-29.
• Locomotives from the Llanelli & Mynydd Mawr Railway, Powesland and Mason and Swansea Harbour Trust were absorbed after the original numbering series had been drawn up, and these were fitted into available gaps without reference to the original number ranges. In some case they took the numbers of other absorbed engines that had already been withdrawn.
• In the 1940s, the Corris Railway and Weston, Clevedon and Portishead Railway were absorbed. The four engines inherited from these two concerns took GWR numbers 3-6.

1946 Renumbering

By 1946, the majority of the locomotives inherited at the 1923 Grouping had been withdrawn, as had most of the older GWR engines numbered below 2000. In order to tidy up the gaps in this number range, it was decided to renumber the surviving locomotives from each pre-Grouping company together. The series used were:

• 1: ex-Ystalyfera Tin Works
• 7-9: ex-Vale of Rheidol Railway
• 30-96: ex-Rhymney Railway
• 193-399: ex-Taff Vale Railway and Barry Railway
• 421-436: ex-Brecon and Merthyr Railway
• 1140-1147: ex-Swansea Harbour Trust
• 1150-1153: ex-Powesland and Mason

Oil burning locomotives

Main article: GWR oil burning steam locomotives

In 1946/7 a number of locomotives were converted to burn oil, and some were renumbered in the process. Eleven 4900 Hall Class locos were renumbered into the 3900 range. Twelve 2800 Class 2-8-0s and eight of the 2884 Class were renumbered into the 4800 range. To make way for these, the 4800 Class 0-4-2Ts were renumbered to the 1400 range. (In addition, five 4073 Castle Class and one 4300 Class 2-6-0 were converted, but not renumbered.) All engines were converted back to coal firing by 1950, and regained their original numbers. However, the 1400s were never renumbered back to 4800s. ^{[27] [28]}

Application by British Railways

When the GWR was nationalised as part of British Railways in 1948, its steam locomotives retained their numbers unchanged and new steam engines built to GWR designs continued to be allocated numbers in the same way as the GWR had done. However, its diesel locomotives were completely renumbered. They took numbers 15100-15107 in the 15xxx series allocated to pre-Nationalisation design diesel shunters.

• see: British Rail locomotive and multiple unit numbering and classification

Summary of post-1902 class numbering

GWR locomotive class numbering arranged by first and second digits

	Legend
	NN00-NN99	Each section has a title showing the range of one hundred locomotive numbers it covers
		If any locomotive classes used numbers in that range, there will be a section for each class, as follows
	5700	First there is the number the class is known by (not necessarily in this range) linked to the appropriate article or article section
	2161 ( > 4500)	If the class was later renumbered away from this range, the later number range will be bracketed after the number following a > sign, and the section will be shaded pink
	(4800 > ) 1400	If the class was renumbered into this range, the earlier number range will be bracketed before the number preceding a > sign, and the section will be shaded blue
	4-6-0 County (1945)	Next will come the wheel arrangement, with any name that the class (or sub-class) was known by
	1901–1966	Finally there is the date range during which any of the class was numbered in this range
	x0	x1	x2	x3	x4	x5	x6	x7	x8	x9
0x	0000–0099	0100–0199 111 4-6-2 The Great Bear 1908–1924 [29]	0200–0299	0300–0399	0400–0499	0500–0599	0600–0699	0700–0799	0800–0899	0900–0999
1x	1000–1099 1000 4-6-0 County (1945) 1945–1964 [30]	1100–1199 1101 0-4-0T 1926–1964 [30] [31]	1200–1299	1300–1399 1361 0-6-0ST 1910–1962 [32] [31] 1366 0-6-0PT 1934–1964 [33] [31]	1400–1499 (4800 > ) 1400 0-4-2T 1946–1964 [34]	1500–1599 1500 0-6-0PT 1949–1963 [35]	1600–1699 1600 0-6-0PT 1949–1966 [36]	1700–1799	1800–1899	1900–1999
2x	2000–2099	2100–2199 2161 ( > 4500) 2-6-2T 1906–1912 [37]	2200–2299 2221 4-4-2T County Tank 1905–1935 [38] 2251 0-6-0 1930–1965 [39] [40]	2300–2399	2400–2499	2500–2599	2600–2699 2600 2-6-0 Aberdare 1901–1949 [41]	2700–2799 2721 0-6-0ST/PT 1897–1950 [42]	2800–2899 2800 2-8-0 1903–1965 [43] [44] 2884 2-8-0 1938–1965 [43] [45]	2900–2999 2900 4-6-0-Saint 1903–1953 [46]
3x	3000–3099 3000 2-8-0 ex-ROD 1919–1958 [47]	3100–2199 3100 ( > 5100) 2-6-2T 1903–1927 [48] 3150 2-6-2T 1906–1958 [48] 3100 (1938) 2-6-2T 1938–1960 [48]	3200–3299 3292 ( > 4100) 4-4-0 Badminton 1897–1912 [49] 3200 ( > 9000) 4-4-0 Earl (Dukedog) 1936–1946 [50] 2251 0-6-0 1946–1965 [39] [51]	3300–3399 3300 ( > 4100) 4-4-0 Badminton ????–1912 [49] 3373 ( > 4120) 4-4-0 Atbara 1900–1912 [52] 3300 4-4-0 Bulldog 19–19 [53]	3400–3499 3400 ( > 4120) 4-4-0 Atbara 19??–1912 [52] [lower-alpha 1] 3400 ( > 3700) 4-4-0 City 1901–1912 3400 ( > 3800) 4-4-0 County 1904–1912 [54] (3700 > ) 3400) 4-4-0 Bird 1912–1951 9400 0-6-0PT 1955–1964 [55] [56]	3500–3599 3521 4-4-0 [lower-alpha 2] 1887–1934 3571 0-4-2T 1895–1949	3600–3699 3600 2-4-2T 'Birdcage' 1902–1934 5700 0-6-0PT 1938–1966 [57] [58]	3700–3799 3700 ( > 3400) 4-4-0 Bird 1909–1912 (3400 > ) 3700 4-4-0 City 1912–1931 5700 0-6-0PT 1936–1966 [57] [59]	3800–3899 (3400 > ) 3800 4-4-0 County 1906–1933 [54] 2884 2-8-0 1938–1965 [43] [60]	3900–3999 3901 2-6-2T 1907–1934 [61] [62] (4900 > ) 3900 ( > 4900) 4-6-0 Hall 1946–1950 [lower-alpha 3] [27] [63]
4x	4000–4099 4000 4-6-0 Star 1906–1957 [64] 4073 4-6-0 Castle 1923–1964 [65] [66]	4100–4199 4101 > 4149 4-4-0 Flower 1910–1931 (3292,3300 > ) 4100 4-4-0 Badminton 1912–19?? (3373,3410 > ) 4120 4-4-0 Atbara 1912–1931 5101 2-6-2T 1935–1965 [67]	4200–4299 4200 2-8-0T 1910–1965 [68] [69]	4300–4399 4300 2-6-0 1911–1959 [70] [71]	4400–4499 4400 2-6-2T 1905–1955 [72] [71]	4500–4599 (2161 > ) 4500 2-6-2T 1912–1964 [37] [73] 4575 2-6-2T 1927–1964 [37] [74]	4600–4699 4600 4-4-2T 1913–1925 [75] 5700 0-6-0PT 1940–1966 [57] [76]	4700–4799 4700 2-8-0 1919–1964 [77]	4800–4899 4800 ( > 1400) 0-4-2T 1932–1946 [34] (2800 > ) 4800 ( > 2800) 2-8-0 1946–1950 [lower-alpha 4] [27] (2884 > ) 4800 ( > 2884) 2-8-0 1946–1949 [lower-alpha 5] [27]	4900–4999 4900 4-6-0 Hall 1928–1965 [78] [79]
5x	5000–5099 4073 4-6-0 Castle 1926–1965 [65] [80]	5100–5199 (3100 > ) 5100 2-6-2T 1927–1959 [48] [81] 5101 2-6-2T 1929–1964 [48] [82]	5200–5299 4200 2-8-0T 1922–1965 [68] [83] 5205 2-8-0T 1923–1965 [68] [83]	5300–5399 4300 2-6-0 1916–1964 [70] [84]	5400–5499 5400 0-6-0PT 1930–1963 [85]	5500–5599 4575 2-6-2T 1927–1964 [37] [86]	5600–5699 5600 0-6-2T 1924–1966 [87]	5700–5799 5700 0-6-0PT 1929–1963 [57] [88]	5800–5899 5800 0-4-2T 1933–1959 [34] [89]	5900–5999 4900 4-6-0 Hall 1931–1965 [78] [90]
6x	6000–6099 6000 4-6-0 King 1927–1962 [91]	6100–6199 6100 2-6-2T 1931–1965 [48]	6200–6299	6300–6399 4300 2-6-0 1920–1964 [70] [92]	6400–6499 6400 0-6-0PT 1932–1964 [93] [94]	6500–6599	6600–6699 5600 0-6-2T 1927–1965 [87] [95]	6700–6799 5700 0-6-0PT "6700" 1930–1965 [57] [96]	6800–6899 6800 4-6-0 Grange 1936–1965 [97]	6900–6999 4900 4-6-0 Hall 1940–1965 [78] [98] 6959 4-6-0 Modified Hall 1944–1965 [99] [100]
7x	7000–7099 4073 4-6-0 Castle 1946–1965 [65] [101]	7100–7199	7200–7299 7200 2-8-2T 1934–1965 [29]	7300–7399 4300 2-6-0 1921–1964 [70] [102]	7400–7499 6400 0-6-0PT 1936–1965 [93] [103]	7500–7599	7600–7699	7700–7799 5700 0-6-0PT 1930–1964 [57] [104]	7800–7899 7800 4-6-0 Manor 1938–1965 [105]	7900–7999 6959 4-6-0 Modified Hall 1948–1965 [99] [106]
8x	8000–8099	8100–8199 5100 2-6-2T "8100" 1938–1965 [48] [106]	8200–8299	8300–8399 4300 2-6-0 "8300" 1927–1948 [70]	8400–8499 9400 0-6-0PT 1949–1965 [55]	8500–8599	8600–8699	8700–8799 5700 0-6-0PT "8750" 1930–1966 [57] [107]	8800–8899	8900–8999
9x	9000–9099 (3200 > ) 9000 4-4-0 Earl (Dukedog) 1946–1960 [50] [108]	9100–9199	9200–9299	9300–9399 4300 ( > 7300) [lower-alpha 6] 2-6-0 1932–1959 [70]	9400–9499 9400 0-6-0PT 1947–1965 [55]	9500–9599	9600–9699 5700 0-6-0PT 1943–1966 [57] [110]	9700–9799 5700 0-6-0PT "9700" 1933–1966 [57] [111]	9800–9899	9900–9999

Classification

A very simple system was adopted, whereby the name (for broad-gauge locomotives) or number of the first locomotive in a class became the classification for all locomotives in that class (e.g. 'Sun Class', '4000 Class'). After the end of the broad gauge, names were applied to principal passenger and mixed-traffic standard-gauge locomotives. These were often based on a single theme, which could also lend its name to describe a class, for example 'Stars', also known as the '4000 Class', whose names included 'North Star', 'Rising Star' etc.

However, the classes of locomotives inherited at the Grouping in 1923 continued to be referred to by the classification allocated to them by their original owner.

Other number series

In 1903, Churchward introduced the first steam rail motors, numbered 1 and 2. Construction continued until, by 1908, there were 99 consecutively-numbered rail motors in service. ^[112]

In 1911, a single petrol-electric railcar was built, and given the number 100. ^[113]

Collett experimented with a diesel railcar in 1933. Numbered 1, it was underpowered, but the results were sufficiently encouraging that further railcars with varying specifications followed, the fleet being numbered 1–38. ^{[114] [115]}

A number of diesel shunters were bought from 1933 on, and numbered 1, 2, and 501–507. These were renumbered to 15100–15107 by BR Western Region. ^[116]

The GWR ordered two gas turbine locomotives in 1946, but neither was delivered until the GWR had given way to BR Western Region, which numbered them 18000 and 18100. ^[117]

See also

• Great Western Railway Power and Weight Classification

Notes

1. Ten 34xx Atbaras were rebuilt as 37xx City class engines.
2. These started as 0-4-2T, then 0-4-4T!
3. Eleven 4900 Class locomotives were temporarily renumbered into the 3900 range while they were converted to oil burning.
4. Twelve 2800 Class locomotives were temporarily renumbered into the 4800 range while they were converted to oil burning.
5. Eight 2884 Class locomotives were temporarily renumbered into the 4800 range while they were converted to oil burning.
6. These locomotives were all renumbered into the 7300 range when their weight distribution was changed in 1956-59. ^[109]

1. RCTS Part 1, p.14
2. RCTS Part 1, p.9
3. RCTS Part 1, p.11
4. RCTS Part 1, p.10
5. RCTS Part 1, p.14
6. RCTS Part 7, pp. G33, G35-G36
7. RCTS Part 7, pp. G29, G32
8. RCTS Part 7, pp. G19, G26-G27
9. RCTS Part 7, pp. G12, G16-17, G19, G23-G24
10. RCTS Part 7, pp. G19, G24-G26
11. RCTS Part 7, pp. G33, G35-G36, G38
12. RCTS Part 7, pp. G36, G38
13. RCTS Part 9, pp. J10, J11-J12
14. RCTS Part 7, pp. G12, G16-17
15. RCTS Part 7, pp. G33, G36
16. RCTS Part 6, pp. F28, F37
17. RCTS Part 7, pp. G40, G36
18. RCTS Part 5, pp. E67, E71
19. RCTS Part 9, pp. J19, J22-J23
20. RCTS Part 8, pp. H22-H23
21. RCTS Part 9, pp. J28, J30
22. RCTS Part 6, pp. F38, F41
23. RCTS Part 8, pp. H6, H7
24. RCTS Part 9, pp. J44, J46
25. RCTS Part 9, pp. J46, J49
26. RCTS Part 3, pp. C73-C74, C76
27. Whitehurst (1973), p. 98.
28. Haresnape (1978), p. 73.
29. Haresnape (1978), pp. 78–81.
30. Haresnape (1978), pp. 98–102.
31. Whitehurst (1973), p. 17.
32. Haresnape (1976), pp. 104–105.
33. Haresnape (1978), pp. 82–83.
34. Haresnape (1978), pp. 73–77.
35. Haresnape (1978), pp. 108–111.
36. Haresnape (1978), pp. 112–115.
37. Haresnape (1976), pp. 72–77.
38. Haresnape (1976), pp. 60–63.
39. Haresnape (1978), pp. 62–65.
40. Whitehurst (1973), pp. 23–24.
41. Whitehurst (1973), p. 25.
42. Whitehurst (1973), pp. 26–27.
43. Haresnape (1976), pp. 34–41.
44. Whitehurst (1973), pp. 27–28.
45. Whitehurst (1973), p. 28.
46. Haresnape (1976), pp. 24–33.
47. Whitehurst (1973), p. 29.
48. Haresnape (1976), pp. 42–53.
49. Holcroft (1957), p. 68.
50. Holcroft (1957), p. 155.
51. Whitehurst (1973), p. 30.
52. Holcroft (1957), p. 73.
53. Haresnape (1978).
54. Haresnape (1976), pp. 56–59.
55. Haresnape (1978), pp. 104–107.
56. Whitehurst (1973), p. 32.
57. Haresnape (1978), pp. 52–61.
58. Whitehurst (1973), pp. 32–33.
59. Whitehurst (1973), pp. 33–34.
60. Whitehurst (1973), p. 35.
61. Haresnape (1976), pp. 102–103.
62. Tyseley Shed (2015).
63. Halls of Fame.
64. Haresnape (1976), pp. 64–71.
65. Haresnape (1978), pp. 18–29.
66. Whitehurst (1973), pp. 36–37.
67. Haresnape (1978), pp. 42–53.
68. Haresnape (1976), pp. 82–85.
69. Whitehurst (1973), pp. 38–39.
70. Haresnape (1976), pp. 86–93.
71. Whitehurst (1973), p. 39.
72. Haresnape (1976), pp. 54–55.
73. Whitehurst (1973), p. 40.
74. Whitehurst (1973), pp. 40–41.
75. Haresnape (1976), pp. 94–95.
76. Whitehurst (1973), pp. 41–42.
77. Haresnape (1976), pp. 96–99.
78. Haresnape (1978), pp. 30–37.
79. Whitehurst (1973), pp. 42–44.
80. Whitehurst (1973), pp. 44–46.
81. Whitehurst (1973), pp. 46–47.
82. Whitehurst (1973), p. 47.
83. Whitehurst (1973), p. 48.
84. Whitehurst (1973), pp. 48–49.
85. Haresnape (1978), pp. 66–68.
86. Whitehurst (1973), p. 50.
87. Haresnape (1978), pp. 38–41.
88. Whitehurst (1973), pp. 51–52.
89. Whitehurst (1973), p. 53.
90. Whitehurst (1973), pp. 53–55.
91. Haresnape (1978), pp. 42–51.
92. Whitehurst (1973), pp. 56–57.
93. Haresnape (1978), pp. 69–72.
94. Whitehurst (1973), pp. 57–58.
95. Whitehurst (1973), pp. 58–59.
96. Whitehurst (1973), pp. 59–60.
97. Haresnape (1978), pp. 84–87.
98. Whitehurst (1973), pp. 62–63.
99. Haresnape (1978), pp. 93–97.
100. Whitehurst (1973), pp. 63–64.
101. Whitehurst (1973), p. 64.
102. Whitehurst (1973), p. 66.
103. Whitehurst (1973), pp. 66–67.
104. Whitehurst (1973), pp. 67–68.
105. Haresnape (1978), pp. 88–91.
106. Whitehurst (1973), p. 69.
107. Whitehurst (1973), pp. 71–72.
108. Whitehurst (1973), p. 72.
109. Haresnape (1976), p. 93.
110. Whitehurst (1973), pp. 74–75.
111. Whitehurst (1973), pp. 75–76.
112. Haresnape 1976, p. 101.
113. Haresnape 1978, p. 116.
114. Haresnape 1978, pp. 116–117.
115. Whitehurst 1973, pp. 76–77.
116. Whitehurst 1973, p. 76.
117. Haresnape 1978, pp. 116, 118.

References

• Allcock, N.J.; Davies, F.K.; LeFleming, H.M.; Maskelyne, J.N.; Reed, P.J.T.; Tabor, F.J. (June 1951). Preliminary Survey. The Locomotives of the Great Western Railway. Vol. Part 1. Railway Correspondence and Travel Society.
• Reed, P.J.T. (December 1956). Absorbed Engines, 1854-1921. The Locomotives of the Great Western Railway. Vol. Part 3. Railway Correspondence and Travel Society.
• LeFleming, H.M. (April 1958). Six-Coupled Tank Engines. The Locomotives of the Great Western Railway. Vol. Part 5. Railway Correspondence and Travel Society.
• Tabor, F.J. (August 1959). Four-Coupled Tank Engines. The Locomotives of the Great Western Railway. Vol. Part 6. Railway Correspondence and Travel Society.
• LeFleming, H.M. (October 1954). Dean's Larger Tender Engines. The Locomotives of the Great Western Railway. Vol. Part 7. Railway Correspondence and Travel Society.
• LeFleming, H.M. (November 1960) [1953]. Modern Passenger Classes. The Locomotives of the Great Western Railway. Vol. Part 8. Railway Correspondence and Travel Society.
• LeFleming, H.M. (February 1962). Standard Two-Cylinder Classes. The Locomotives of the Great Western Railway. Vol. Part 9. Railway Correspondence and Travel Society.
• Haresnape, Brian (1976). Churchward locomotives : a pictorial history. London: I. Allan. ISBN   0-7110-0697-0.
• Haresnape, Brian (1978). Collett & Hawksworth locomotives : a pictorial history. London: I. Allan. ISBN   0-7110-0869-8.
• Holcroft, Harold (1957). An Outline of Great Western Railway Locomotive Practice. London: Locomotive Publishing Co Ltd.
• "Tyseley Shed: gwrt2388". WarwickshireRailways.com. 2015. Retrieved 1 January 2021.
• Whitehurst, Brian (1973). Great Western engines, names, numbers, types, classes: 1940 to preservation. Oxford: Oxford Pub. Co. ISBN   0-902888-21-8.
• "Halls of Fame – A Mixed Traffic Masterpiece". Railway Matters. 29 May 2020. Retrieved 16 February 2021.