GWR 2800 Class

GWR 2800 Class
GWR 2807. The oldest survivor of the 2800 class, and the oldest survivor of George Jackson Churchward's standardised steam locomotives.
Power type Steam
Designer George Jackson Churchward
Builder GWR Swindon Works
Build date 1903, 1905–1919
Total produced 84
Configuration 2-8-0
Gauge 4 ft 8 1⁄2 in (1,435 mm)
Leading wheel
diameter		 3 ft 2 in (0.965 m)
Driver diameter 4 ft 7 1⁄2 in (1.410 m)
Minimum curve 7 chains (460 ft; 140 m) normal,
6 6 chains (400 ft; 120 m) slow
Length 63 ft 2 1⁄4 in (19.26 m)
Width 8 ft 11 in (2.72 m)
Height 12 ft 11 1⁄4 in (3.94 m)
Axle load 17 tons 5 cwt (38,600 lb or 17.5 t) full
Weight on drivers 67 tons 10 cwt (151,200 lb or 68.6 t) full
Locomotive weight 75 tons 10 cwt (169,100 lb or 76.7 t) full
Fuel type Coal
Water capacity 3,500 imp gal (16,000 l; 4,200 US gal)
Boiler pressure 225 lbf/in² (1.55 MPa)
Firegrate area 27.07 sq ft (2.515 m2)
Heating surface:
Tubes		 1,686.60 sq ft (156.690 m2)
Heating surface:
Firebox		 154.78 sq ft (14.380 m2)
Superheater type 4-element or 6-element
Superheater 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 × 30 in (470 × 762 mm)
Tractive effort 35,380 lbf (157.4 kN)
Career GWR » BR
Power class GWR: E
BR: 8F
Number 2800–2883
Axle load class GWR: Blue
Withdrawn 1958–1965
Disposition Seven preserved, remainder scrapped

The Great Western Railway (GWR) 2800 Class is a class of steam locomotive designed by G.J. Churchward for heavy freight work. They were the first 2-8-0 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.

Contents

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/2.49 m opposed to 7 ft 8 1⁄2 in/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, as were eight of the 2884 class. 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.

Trials

The year 1948 also saw one of the 2800 class, No.3803, emerge remarkably successfully from trials against more modern engines including the LMS 8F and the WD Austerity 2-8-0 and WD Austerity 2-10-0. It took the appearance in 1954 of the British Railways BR standard class 9F 2-10-0 to displace the 2800s from their main role of mineral haulage. Nevertheless there was still work for them right up to the end of steam on the Western region in 1965. Six decades of service testify to the fundamental excellence of Churchward's original conception.

Preservation

Seven 2800 class survive, these being 2807, 2818, 2857, 2859, 2861, 2873, 2874, along with nine 2884 class.

References

External links