GWR 2800 Class

GWR 2800 Class
2818 (now preserved) at Newport High Street
Type and origin Power type Steam Designer George Jackson Churchward Builder GWR Swindon Works Build date 1903, 1905–1919 Total produced 84
Specifications Configuration: ​  • Whyte 2-8-0 Gauge 4 ft 8+1⁄2 in (1,435 mm) standard gauge Leading dia. 3 ft 2 in (0.965 m) Driver dia. 4 ft 7+1⁄2 in (1.410 m) Minimum curve 7 chains (460 ft; 140 m) normal, 6 chains (400 ft; 120 m) slow Length 63 ft 2+1⁄4 in (19.26 m) Width 8 ft 11 in (2.718 m) Height 12 ft 11+1⁄4 in (3.943 m) Axle load 17 long tons 5 cwt (38,600 lb or 17.5 t) (17.5 t; 19.3 short tons) full Adhesive weight 67 long tons 10 cwt (151,200 lb or 68.6 t) (68.6 t; 75.6 short tons) full Loco weight 75 long tons 10 cwt (169,100 lb or 76.7 t) (76.7 t; 84.6 short tons) full Fuel type Coal Water cap. 3,500 imp gal (16,000 L; 4,200 US gal) Firebox: ​  • Grate area 27.07 sq ft (2.515 m2) Boiler pressure 225 lbf/in2 (1.55 MPa) Heating surface: ​  • Firebox 154.78 sq ft (14.380 m2)  • Tubes 1,686.60 sq ft (156.690 m2) Superheater: ​  • Type 4-element or 6-element  • Heating area 4-element: 191.8 sq ft (17.82 m2), 6-element: 253.38 sq ft (23.540 m2) Cylinders Two, outside Cylinder size 18.5 in × 30 in (470 mm × 762 mm)
Performance figures Tractive effort 35,380 lbf (157.4 kN)
Career Operators GWR » BR Power class GWR: E BR: 8F Numbers 2800–2883 Axle load class GWR: Blue Withdrawn 1958–1965 Disposition Six preserved, One parts donor, remainder scrapped

The Great Western Railway (GWR) 2800 Class is a class of steam locomotive.

History

The class was designed by G.J. Churchward for heavy freight work. They were the first 2-8-0 'Consolidation' class in Great Britain.

The prototype, originally numbered 97 but later renumbered 2800, appeared in 1903. Construction of the production series commenced in 1905 and continued until 1919. The 2884 Class which appeared in 1938–1942 was developed from the 2800 class and is sometimes classified with it.

Prototype

No.97 undertook two years of trials before going into production. Initial results suggested that only the front end needed further development. Initially the boiler pressure of the 2-8-0 was set at 200 lbf/in² (1.4 MPa) with 18-inch (457 mm) diameter cylinders. Tractive effort started out at 29,775 lbf (132.45 kN) but was increased substantially in the production engines by enlarging the cylinder diameter to 18+1⁄2 in (470 mm) and raising the steam pressure to 225 lbf/in² (1.55 MPa). The 8+1⁄2 in (216 mm) piston valves were enlarged to 10 in (254 mm).

Production

The most visible difference between No.97 and the first of the 1905 production batch was the higher pitch of the boiler (8 ft 2 in or 2.49 m opposed to 7 ft 8+1⁄2 in or 2.35 m). At first the prototype was given a 4,000-imperial-gallon (18,000 L; 4,800 US gal) tender but almost without exception the 2800s were harnessed to the 3,500-imperial-gallon (16,000 L; 4,200 US gal) variety throughout their working lives. Superheating was incorporated into the class from 1909 with No.2808 the first to be retro-fitted. Other modifications centred on improving the weight distribution, altering smokebox lengths and fitting larger diameter chimneys. The 84 2800s built by Churchward remained the GWR's principal long haul freight engines throughout the 1920s and 1930s. The only serious problem met with in traffic was with the sealing of the internal steam pipes. Beginning in 1934 most of the class had them replaced with the outside kind.

Oil firing

Between 1945 and 1947, coal shortages caused GWR to experiment with oil fired 2800 locomotives and 12 of the 2800 class were converted. They were renumbered into the 4800 series, which necessitated re-numbering the entire 4800 class autotanks into the 1400 series, and reclassified as 1400 class. The experiment, encouraged by the government was abandoned in 1948 once the extra maintenance costs were calculated and the bill had arrived for the imported oil.

Accidents and incidents

• On 6 January 1932, locomotive No. 2808 was hauling a freight train was in collision with a milk train at Didcot East Junction. The locomotive was extensively damaged. Ten wagon were destroyed and seventeen more were damaged. The milk train had overrun signals.
• On 15 January 1936, locomotive No. 2802 was hauling a freight train that became divided at Shrivenham, Oxfordshire. An express passenger train collided with the rear portion of the freight due to errors by the guard and signalman. Two people were killed.

Withdrawal

Table of withdrawals

Year	Quantity in service at start of year	Quantity withdrawn	Locomotive numbers
1958	84	7	2800/1-2/14/20/27/38.
1959	77	35	2803-4/8/10-12/15-17/23-26/28-29/32-33/40/43/48-49/63-64/68-70/78/80.
1960	49	50	2805-6/9/13/21/30-31/35/37/44/46-47/50/77/81.
1961	34	51	2819.
1962	33	56	2834/53/55/60/83.
1963	28	74	2807/18/41-42/45/51-52/54/57-58/61/65-67/71-72/74/82
1964	10	83	2822/36/39/56/59/62/73/75/79.
1965	1	84	2876.

Preservation

Six 2800 class locomotives survive, these being 2807, 2818, 2857, 2859, 2873, 2874, along with nine 2884 class locomotives. A seventh survivor was used to provide parts for other projects. Two members of the class: 2807 and 2857 are operational, one of the class, no. 2857, briefly operated on the main line in 1985.

Number	Year Built	Withdrawn	Location	Status	Owner	Image	Notes
2807	Oct 1905	Mar 1963	Gloucestershire Warwickshire Railway	Operational, boiler ticket expires: 2020	Cotswold Steam Preservation Ltd		Salvaged from Woodham Bros in 1981 it was restored to running order at the Gloucestershire Warwickshire Railway, it is the oldest survivor of its class in preservation being 113 years old as of October 2018.
2818	Dec 1905	Oct 1963	Museum of the Great Western Railway	Static Display	Museum of the Great Western Railway		Preserved straight from service and previously part of the National Collection but not in running condition and not expected to steam again, only when ready to be in running condition and get steaming again. Retains inside steam pipes and straight frames. In August 2017 the National Railway Museum transferred ownership of 2818 to STEAM - Museum of the Great Western Railway. The locomotive moved here on 21 August 2018.
2857	May 1918	Apr 1963	Severn Valley Railway	Operational, boiler ticket expires: 2021	The 2857 Society		Purchased from Woodham Bros in May 1974 by the 2857 Society for £5,775 it was later moved by rail to the Severn Valley Railway in August 1975 and steamed for the first time in September 1979. As of 2018 the engine is the second oldest of the class to run in preservation becoming 100 years old in May 2018. In 1985 during the 150th anniversary celebrations of the Great Western Railway it took a selection of the Severn Valley Railway's goods wagons to Newport for a Railfreight spectacular event.
2859	May 1918	Dec 1964	Private Site, Congleton	Under Restoration	Private Owner		Moved to Congleton from the Llangollen Railway for restoration in November 2017 following its sale to a private owner.
2873	Nov 1918	Dec 1964	South Devon Railway	Dismantled	South Devon Railway		Currently stored (frames only) at Buckfastleigh.
2874	Nov 1918	May 1963	Gloucestershire Warwickshire Railway	Under preparation for Restoration	The 2874 Trust		Currently in Barry Scrapyard condition but preparation for restoration is underway. Retains inside steam pipes and will be the only one of her class when restored running with inside steam pipes.

2861, built in 1918, was one of the "Barry Ten" and eventually broken up for parts at the Llangollen Railway in 2014 and the frames scrapped. The cylinder and saddle block, along with several other components, are being used in the construction of replica GWR 4700 Class 2-8-0 No. 4709.

Models

Hornby Railways manufacture a model of the 28xx in OO gauge.

References

• Classic British Steam locomotives
• Whitehurst, Brian (1973). Great Western Engines, Names, Numbers, Types and Classes (1940 to Preservation). Oxford, UK: Oxford Publishing Company. pp. 27–28, 103, 130. ISBN 978-0-9028-8821-0. OCLC 815661.

External links

• 2800 class