GWR 2900 Class

The Great Western Railway 2900 Class or Saint Class was built by the Great Western Railway's Swindon Works. incorporated several series of 2-cylinder passenger steam locomotives designed by George Jackson Churchward and built between 1902 and 1913 with differences in the dimensions. The majority of these were built as 4-6-0 locomotives; but thirteen examples were built as 4-4-2 (but converted to 4-6-0 during 1912/13). They proved to be a successful class which established the design principles for GWR 2-cylinder classes over the next fifty years.

Great Western Railway 2900 Saint class
2981 Ivanhoe at Tilehurst hauling the Cheltenham Spa Express
Type and origin Power type Steam Designer George Jackson Churchward Builder GWR Swindon Works Build date 1902-1913 Total produced 77
Specifications Configuration: ​  • Whyte 4-6-0 (thirteen examples were built as 4-4-2 but rebuilt to 4-6-0 1912/13).  • UIC 2'Ch2 Gauge 4 ft 8 ^1⁄2 in (1,435 mm) standard gauge Leading dia. 3 ft 2 in (0.965 m) Driver dia. 6 ft 8 ^1⁄2 in (2.045 m) Trailing dia. 4 ft 1 ^1⁄2 in (1.257 m) (4-4-2 only) Wheelbase loco: 27 ft 1 in (8.26 m) - 27 ft 7 in (8.41 m) loco & tender: 53 ft 4 ^3⁄4 in (16.28 m) - 53 ft 10 ^3⁄4 in (16.43 m) Length 63 ft 0 ^1⁄4 in (19.21 m) Width 8 ft 11 in (2.718 m) Height 13 ft 3 ^1⁄2 in (4.051 m) Axle load 18 long tons (18 t; 20 short tons) Loco weight 68.30 long tons (69.40 t; 76.50 short tons) Tender weight 43.15 long tons (43.84 t; 48.33 short tons) Fuel capacity 5 long tons (5.1 t; 5.6 short tons) Water cap 3,500 imp gal (16,000 l; 4,200 US gal) - 4,000 imp gal (18,000 l; 4,800 US gal) Firebox:  • Firegrate area 27.22 sq ft (2.529 m^2) Boiler GWR Standard No. 1 (with variations) Boiler pressure 225 psi (1.55 MPa) (production series) Heating surface:  • Tubes and flues 1,485.96 sq ft (138.050 m^2)  • Firebox 154.94 sq ft (14.394 m^2) Superheater: ​  • Type "Swindon No. 3"  • Heating area 307.52 sq ft (28.570 m^2) Cylinders Two, outside Cylinder size 18 in × 30 in (457 mm × 762 mm) - 18 ^1⁄2 in × 30 in (470 mm × 762 mm) Valve gear Stephenson Valve type 10 inches (254 mm) piston valves (2935 rebuilt with poppet valves)
Performance figures Tractive effort 20,530 lbf (91.32 kN) - 24,395 lbf (108.51 kN)
Career Operators Great Western Railway British Railways Class 2900 or Saint Power class GWR: C BR: 4P Number in class 76 Numbers 2900–2955, 2971-2990, 2998 Axle load class GWR: Red Retired 1924–1953 Disposition One rebuilt as Hall class (2925/4900 Saint Martin) remainder scrapped one Hall has been backdated to 29XX specification

Background

After finally converting the last broad gauge lines in 1892, the Great Western Railway (GWR) began a period of modernization as new cut-off lines shortened its routes to west of England, South Wales and Birmingham. During the first decade of the twentieth century the Chief Mechanical Engineer, George Jackson Churchward, designed or acquired a number of experimental locomotives with different wheel arrangements and boiler designs to help him plan for the future motive power needs of the railway.[1] The first of these was a two-cylinder 4-6-0 locomotive, designed in 1901 whilst Churchward was still the Chief Assistant of his predecessor William Dean.

Prototypes

Between 1902 and 1905 Churchward built and tested three prototype locomotives with detail differences, before using the third as the basis for the production series.

No. 100

No. 100 as built in 1902

The first prototype was completed at the Swindon Works of the GWR (Lot 132) in February 1902.[2] It was numbered 100 and in June 1902 was named Dean (later William Dean) to mark the latter's retirement. The new design incorporated all of Churchward's current ideas including a domeless parallel boiler, raised Belpaire firebox, 19 in (48.3 cm) diameter outside cylinders with 30 in (76.2 cm) piston stroke, and boiler pressure of 200 psi (1.38 MPa).[3] The piston valves were driven by rocking levers actuated by the expansion link of Stephenson valve gear – this particular design was only used on no. 100.[4] The parallel boiler was later replaced with a taper boiler, and then the first superheated taper boiler in 1910. Churchward had studied American boiler design, but he was also later influenced by continental practice in efficient motion design. From the Société Alsacienne de Constructions Mécaniques (SACM) a de Glehn 4-4-2 compound engine was ordered for comparative trials on the GWR.[5] According to E.C. Poultney, No. 100 was the first 4-6-0 locomotive to have high enough boiler capacity and steam ports large enough to handle the steam flow required by large cylinders: "The engine probably influenced to a large extent the use made of engines of the 4-6-0 type".[6] No.100 was renumbered 2900 in 1912, and was withdrawn from service in 1932.

No. 98

The second prototype No. 98 as built 1903

A second prototype locomotive, No. 98, was built at Swindon Works in March 1903 (Lot 138) to a similar design but with a taper boiler, re-designed valve gear layout and cylinders and a shorter wheelbase.[7] Valve diameters were increased from 6 ¹⁄₂ inches (170 mm) to 10 inches (250 mm).[5] According to Poultney, these improvements "may truly be said to be the keystone of the arch upon which all modern locomotives are designed".[8] In 1906 this locomotive was re-boilered with a 225 psi (1.55 MPa) boiler to correspond with the third prototype. This prototype locomotive was named Vanguard in 1907 (renamed Ernest Cunard in the same year). It was renumbered 2998 in 1912, received a superheated boiler in 1911 and was withdrawn in 1933.

No. 171

A third prototype, No. 171, was built at Swindon in December 1903 (Lot 145) incorporating the improvements to No. 98 but with a 225 psi (1.55 MPa) boiler and minor amendments to the heating surface and grate area. It was built as a 4-6-0 but in October 1904 it was converted to a 4-4-2 to enable better comparison with the performance of the French built de Glehn 4-4-2 Compound; it was reconverted to 4-6-0 in July 1907.[7] The conversion was carried out by substituting 4 ft 1 ¹⁄₂ in (1.257 m) trailing wheels with outside suspension for the final set of driving wheels. It was named Albion in 1904, renumbered 2971 in 1912, received a superheated boiler in 1910 and was withdrawn in 1946. No. 171 formed the basis of the main production series, introduced in 1905, although at this time Churchward was still unsure of the relative merits of the 4-4-2 and 4-6-0 wheel arrangements.

Production series

The Saint class appeared in four production series built between 1905 and 1913, each of which differed in dimensions. There were also differences between members of each series in terms of the boilers used, wheel arrangement, and arrangements for superheating. Different series and individual locomotives within series were also fitted with different tenders ranging from 3,500 imp gal (16,000 l; 4,200 US gal) to 4,000 imp gal (18,000 l; 4,800 US gal) capacity.

Scott series

First series No. 181 Ivanhoe as built as a 4-4-2

Whilst 171 was undergoing trials in 1905 nine further locomotives were ordered to be built at Swindon Works to a similar design (Lot 154) followed by a further ten (Lot 158). Thirteen of these were built as 4-4-2s and six as 4-6-0s. However, by January 1913, Churchward was persuaded by the superior adhesion provided by a 4-6-0 and they had all been converted to this wheel arrangement.[9] The new locomotives were numbered 172–190 (renumbered 2972–2990 in 1912). Twelve of the series were named after characters in the novels of Sir Walter Scott. Directors of the GWR accounted for most of the other names. The series was withdrawn between 1931 and 1951.

Ladies

A second series of ten similar locomotives appeared in May 1906 (Swindon Lot 164), numbered 2901–10 and named after historical, mythological or poetical 'Ladies'. Nos. 2904–6 had short tapered boilers and short smokeboxes, whereas Nos. 2902–03 and 2907–10 had longer versions. All except 2901 had 18.125 in × 30 in (460 mm × 762 mm) cylinders, giving a tractive effort of 23,382 lbf (104.01 kN). No. 2901 Lady Superior was the first British locomotive to be built with a modern Schmidt superheater.[7] The remainder of the locomotives were fitted with Swindon No.3 superheaters between 1909 and 1911 and were withdrawn between 1933 and 1952.

In May 1906 Charles Collett, then assistant manager of Swindon Works, supervised a demonstration run of number 2903 Lady of Lyons, newly released from the erecting shop. By mile-post timings observed from the engine and from passing times recorded at Little Somerford and Hullavington signal boxes, ​4 ¹⁄₂ miles apart and with a descending gradient of 1 in 300 between them, a speed of 120 miles per hour (190 km/h) was noted.[10][11][12]

Saints

No. 2920 Saint David; from the third production series, built 1907, at Cardiff Central departing east towards Birmingham, 1953

A third series of twenty further locomotives appeared during August and September 1907 (Swindon Lot 170), numbered 2911–30 and named after Saints. The framing for these had long curved ends under the cab and over the cylinders, which greatly improved the rather angular appearance of the earlier locomotives. They were fitted with cone boilers and smokeboxes. In October 1908, No. 2922 Saint Gabriel was fitted with a Swindon No. 2 superheater. The following year the Swindon No. 3 superheater became standard for the class.[13] Between 1909 and 1912 the remainder of the locomotives were fitted with the Swindon No. 3 superheater, which became standard for the class. The Saints were withdrawn between 1932 and 1951. No. 2925Saint Martin was rebuilt with smaller wheels in December 1924 to become the prototype Collett 4900 and renumbered 4900 but still carrying the same name.

Courts

2934 Butleigh Court from the fourth production series at Swindon Locomotive Depot in 1950

A fourth series of 25 locomotives appeared during the years 1911 to 1913 (Swindon Lots 185, 189 and 192). These were numbered 2931–55 and named after famous Courts (i.e. mansions). They were all built with superheaters and there were detailed differences between the boilers used on different lots.[13] They were all withdrawn between 1948 and 1953.

Performance

2935 Caynham Court as rebuilt in 1931 with rotary-cam poppet valves, at Swindon 1946

The locomotives performed well as passenger locomotives over all the long-distance routes of the GWR and on all but the fastest express trains until they gradually became displaced to secondary services by the Castle Class in the late 1920s and 1930s. However, the 6 ft 8 ¹⁄₂ in (2.045 m) driving wheels limited their usefulness on freight trains. Churchward had recognized this limitation by the introduction of his GWR 4700 Class 2-8-0 design with 5 ft 8 in (1.727 m) driving wheels in 1919, intended for express goods trains. However, Churchward’s successor Charles Collett felt that a smaller-wheeled version of the 'Saint' class could form the basis of a successful mixed traffic class of locomotives. He therefore rebuilt No. 2925 Saint Martin with 6 ft (1.829 m) driving wheels to become the prototype of his successful Hall Class locomotives. Thus the 2900 class became a template for later GWR 2-cylinder 4-6-0 classes including the Modified Hall, Grange, Manor and County classes, all of which were of the same basic design.[14]

Collett also experimented on several other members of the class. In 1923 No. 2933 was given an altered blastpipe and in 1927 No. 2947 was fitted with cylinder by-pass valves. In 1931 No. 2935 was rebuilt with rotary cam poppet valve gear.[15]

Assessment

The class incorporated many revolutionary advances which were influential in British locomotive design for the next fifty years. According to The Great Western Society, 'Saint' class locomotives "represented one of the most important steps forward in railway traction of the 20th century", and they "are now acknowledged to have had a profound influence on almost every aspect of subsequent steam locomotive development".[16]

Accidents and incidents

• On 9 January 1932, locomotive No. 2949 Stanford Court was hauling a milk train that overran signals at Didcot East Junction and collided with a freight train. The locomotive was derailed and six wagons were slightly damaged.[17]

List of locomotives

No.	Name	Built	Withdrawn	Notes
2900	William Dean	February 1902	June 1932	Originally unnamed. Carried name Dean from June to November 1902
2901	Lady Superior	May 1906	April 1933	Named October 1906
2902	Lady of the Lake	May 1906	August 1949	Named April 1907
2903	Lady of Lyons	May 1906	November 1949	Named April 1907
2904	Lady Godiva	May 1906	October 1932	Named April 1907
2905	Lady Macbeth	May 1906	April 1948	Named April 1907
2906	Lady of Lynn	May 1906	August 1952	Named May 1907 Connecting rods donated to 2999 Lady of Legend project
2907	Lady Disdain	May 1906	July 1933	Named April 1907
2908	Lady of Quality	May 1906	December 1950	Named May 1907
2909	Lady of Provence	May 1906	November 1931	Named May 1907
2910	Lady of Shalott	May 1906	October 1931	Named May 1907 Whistle donated to 2999 Lady of Legend project
2911	Saint Agatha	August 1907	March 1935
2912	Saint Ambrose	August 1907	February 1951
2913	Saint Andrew	August 1907	May 1948
2914	Saint Augustine	August 1907	January 1946
2915	Saint Bartholomew	August 1907	October 1950
2916	Saint Benedict	August 1907	July 1948
2917	Saint Bernard	August 1907	October 1934
2918	Saint Catherine	August 1907	February 1935
2919	Saint Cuthbert	September 1907	February 1932	Originally named Saint Cecelia; renamed October 1907
2920	Saint David	September 1907	October 1953	The Last Saint to be withdrawn from service
2921	Saint Dunstan	September 1907	December 1946
2922	Saint Gabriel	September 1907	January 1945
2923	Saint George	September 1907	October 1934
2924	Saint Helena	September 1907	March 1950
2925	Saint Martin	September 1907	December 1924	Rebuilt to prototype Hall class
2926	Saint Nicholas	September 1907	September 1951
2927	Saint Patrick	September 1907	December 1951
2928	Saint Sebastian	September 1907	August 1948
2929	Saint Stephen	September 1907	December 1949
2930	Saint Vincent	September 1907	November 1949
2931	Arlington Court	October 1911	February 1951
2932	Ashton Court	October 1911	June 1951
2933	Bibury Court	November 1911	January 1953
2934	Butleigh Court	November 1911	June 1952
2935	Caynham Court	November 1911	December 1948
2936	Cefntilla Court	November 1911	April 1951
2937	Clevedon Court	December 1911	June 1953	2937 briefly entered preservation when purchased by Sir Arthur Elton, owner of Clevedon Court country house. The locomotive arrived by road but was returned to Swindon for dismantling because the size and slope of the driveway prevented delivery. One nameplate was retained for display at the house where it can be seen by visitors.
2938	Corsham Court	December 1911	August 1952
2939	Croome Court	December 1911	December 1950
2940	Dorney Court	December 1911	January 1952
2941	Easton Court	May 1912	December 1949
2942	Fawley Court	May 1912	December 1949
2943	Hampton Court	May 1912	January 1951
2944	Highnam Court	May 1912	November 1951
2945	Hillingdon Court	June 1912	June 1953
2946	Langford Court	June 1912	November 1949
2947	Madresfield Court	June 1912	April 1951
2948	Stackpole Court	June 1912	November 1951
2949	Stanford Court	May 1912	January 1952
2950	Taplow Court	May 1912	September 1952
2951	Tawstock Court	March 1913	June 1952
2952	Twineham Court	March 1913	September 1951
2953	Titley Court	March 1913	February 1952
2954	Tockenham Court	March 1913	July 1952
2955	Tortworth Court	April 1913	May 1950
2971	Albion	December 1903	February 1946	Built as No. 171. Named Albion February 1904. Rebuilt to 4-4-2, October 1904. Renamed The Pirate March 1907. Rebuilt back to 4-6-0, July 1907 and renamed Albion. Renumbered 2971, 1913.
2972	The Abbot	February 1905	March 1935	Built as 4-4-2 No. 172 Quicksilver, named after a stagecoach operating between London and Devonport.[18] Renamed March 1907. Rebuilt as 4-6-0, April 1912.
2973	Robins Bolitho	March 1905	July 1933	Built as No. 173
2974	Lord Barrymore	March 1905	August 1933	Built as No. 174 Barrymore. Renamed, May 1905
2975	Lord Palmer	March 1905	November 1944	Built as unnamed No. 175. Named Viscount Churchill, 1907. Renamed Sir Ernest Palmer, February 1924. Renamed Lord Palmer, in October 1933.
2976	Winterstoke	April 1905	January 1934	Built as unnamed No. 176. Named, April 1907.
2977	Robertson	April 1905	February 1935	Built as unnamed No. 177. Named, April 1907.
2978	Charles J. Hambro	April 1905	August 1946	Built as No. 178 Kirkland, named after racehorse owned by Sir Frank Bibby.[19] Renamed, May 1935.
2979	Quentin Durward	April 1905	January 1951	Built as 4-4-2 No. 179 Magnet. Renamed, March 1907. Rebuilt as 4-6-0, August 1912.
2980	Coeur de Lion	May 1905	May 1948	Built as unnamed 4-4-2 No. 180. Named in March 1907 after subject of the novel Ivanhoe by Sir Walter Scott.[20] Rebuilt as 4-6-0, January 1913.
2981	Ivanhoe	June 1905	March 1951	Built as unnamed 4-4-2 No. 181. Named in 1907. Rebuilt as 4-6-0, July 1912.
2982	Lalla Rookh	June 1905	June 1946	Built as unnamed 4-4-2 No. 182. Named in 1906. Rebuilt as 4-6-0, November 1912.
2983	Redgauntlet	July 1905	March 1946	Built as 4-4-2 No. 183 Red Gauntlet. Rebuilt as 4-6-0, April 1912. Renamed Redgauntlet, June 1915.
2984	Guy Mannering	July 1905	May 1933	Built as 4-4-2 No. 184 Churchill. Renamed Viscount Churchill in 1906. Renamed Guy Mannering, 1907. Rebuilt as 4-6-0, August 1912.
2985	Peveril of the Peak	July 1905	August 1931	Built as unnamed 4-4-2 No. 185. Named Winterstoke, February 1906. Renamed Peveril of the Peak, April 1907. Rebuilt as 4-6-0, May 1912. Withdrawn August 1931.
2986	Robin Hood	July 1905	November 1932	Built as unnamed 4-4-2 No. 186. Named in April 1906. Rebuilt as 4-6-0, May 1912.
2987	Bride of Lammermoor	August 1905	October 1949	Built as unnamed 4-4-2 No. 187. Named Robertson after a GWR Director,[21] November 1905. Renamed Bride of Lammermoor, April 1907. Rebuilt as 4-6-0, June 1912.
2988	Rob Roy	August 1905	May 1948	Built as unnamed 4-4-2 No. 188. Named, 1907. Rebuilt as 4-6-0, May 1912.
2989	Talisman	September 1905	September 1948	Built as unnamed 4-4-2 No. 189. Named, 1906. Rebuilt as 4-6-0, October 1912.
2990	Waverley	September 1905	January 1939	Built as unnamed 4-4-2 No. 190. Named, 1906. Rebuilt as 4-6-0, November 1912.
2998	Ernest Cunard	March 1903	June 1933	Built as unnamed No. 98. Named Persimmon, 1906. Renamed Vanguard, March 1907. Renamed Ernest Cunard, December 1907. Renumbered 2998 in 1913.

Withdrawal

The below list shows when all of the original 2900's were withdrawn from service.

Table of withdrawals

Year	Quantity in service at start of year	Number withdrawn	Quantity withdrawn	Locomotive numbers
1924	77	1	1	2925.
1931	76	3	4	2909–10/85.
1932	73	4	8	2900/4/19/86.
1933	69	6	14	2901/7/73–74/84/98.
1934	63	4	18	2917/23/76/82.
1935	59	4	22	2911/18/72/77.
1939	55	1	23	2990.
1944	54	2	25	2922/75.
1945	52	1	26	2921.
1946	51	4	30	2914/71/78/83.
1948	47	8	38	2905/13/16/28/35/80/88–89.
1949	39	8	46	2902–3/29-30/41–42/46/87.
1950	31	5	51	2908/15/24/39/55.
1951	26	13	64	2912/26–27/31–32/36/43–44/47–48/52/79/81.
1952	13	9	73	2906/34/38/40/49–51/53–54.
1953	4	4	77	2920/33/37/45.

Preservation

2999 Lady of Legend, on the demonstration running line at Didcot Railway Centre in April 2019

None of the original saints survived to preservation. As a result, in 2004 following in the footsteps of the A1 Steam Locomotive Trust which had built 60163 Tornado. The Great Western Society commenced a project to create a brand new member of the Saint class which would become 2999 Lady of Legend. It was also decided that the engine would be built in the original straight frame form like the first saints instead of the later curved frame engines. Unlike the A1 which was brand new throughout 2999 was created from rebuilding a GWR 4900 Hall Class 4-6-0 no 4942 Maindy Hall. 4942 at the time was in ex Barry Scrapyard condition and following purchase by the GWS in 1974 was moved to Didcot where the rebuild commenced.

Following thirty years of storage and fifteen years of rebuilding work 2999 Lady of Legend made its first moves in April 2019 and was formally launched at the Didcot Railway Centre in the same month.[22]

See also

• List of GWR standard classes with two outside cylinders

References

1. Nock 1980, p. 11
2. le Fleming 1953, p. H22
3. Nock 1983b, p. 12
4. Nock 1983b, p. 21
5. Great Western Society – GW 2900 Class overview (Accessed 26 April 2009)
6. Poultney 1952, p. 47-7
7. le Fleming 1953, p. H23
8. Poultney 1952, p. 66
9. Atlantic Option
10. "Two Miles a Minute". The Railway Magazine: 305. April 1932.
11. "This month in history". Didcot Railway Centre. 12 May 2017. Retrieved 2 September 2018.
12. "Retirement of G.W.R. Chief Locomotive-Inspector". The Times: 20. 14 January 1932.
13. le Fleming 1953, p. H24
14. le Fleming 1953, p. H4
15. le Fleming 1953, p. H25
16. Saint Project
17. Anderson 1932
18. Davies 1993, p. P141
19. Davies 1993, p. P129
20. Davies 1993, p. P113
21. Davies 1993, p. P143
22. Lady of Legend: launch weekend New Build Steam 14 April 2019

• Allan, Ian (March 1944). The ABC of Great Western Locomotives. Ian Allan Publishing.
• Anderson, E. P. (26 February 1932). "Great Western Railway" (PDF). Board of Trade.
• Bradley, Rodger (1988). GWR Two Cylinder 4–6–0s and 2–6–0s. Newton Abbot, Devon: David and Charles Publishing plc.
• Davies, Ken (April 1993). The Locomotives of the Great Western Railway, part fourteen: Names and their Origins - Railmotor Services - War Service - The Complete Preservation Story. Lincoln: RCTS. ISBN 0-901115-75-4. OCLC 59928196.
• le Fleming, H.M. (July 1953). White, D.E. (ed.). The Locomotives of the Great Western Railway. Part 8. Modern Passenger Classes (1st ed.). Kenilworth: The Railway Correspondence and Travel Society. ISBN 0-901115-19-3. OCLC 500544523.
• le Fleming, H.M. (February 1962). White, D.E. (ed.). The Locomotives of the Great Western Railway, part nine: Standard Two-Cylinder Classes. RCTS. ISBN 0-901115-37-1. OCLC 655827210.
• Nock, O. S. (1983a). British Locomotives of the 20th Century Vol.1. London: Book Club Associates.
• Nock, O. S. (1983b). Great Western 'Saint' Class 4–6–0. Cambridge: Patrick Stephens Ltd. ISBN 0-85059-632-7.
• Nock, O. S. (1980). The GWR Stars, Castles and Kings. London: Book Club Associates.
• Poultney, Edward Cecil (March 1952). British Express Locomotive Development. George Allen and Unwin.
• "The Atlantic Option". 2999 Lady of Legend. Retrieved 12 June 2015.
• "Latest News". 2999 Lady of Legend. May 2015. Retrieved 12 June 2015.
• "The Saint Project". 2999 Lady of Legend. Retrieved 12 June 2015.
• "Lady of Legend details". Great Western Society website. Retrieved 10 June 2008.

External links

• Great Western Society "Great Western Archive", details of locomotives: 2900 - 2924,  2925 - 2955,   2971 - 2998