GWR 2800 Class
2818 (now preserved) at Newport High Street
Type and origin Power type Steam Designer George Jackson Churchward Builder GWR Swindon Works Order number Lots 139, 153, 155, 160, 181, 186, 190, 210 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 GWR Standard No. 1 Boiler pressure 225 lbf/in2 (1.55 MPa) Heating surface: ​  • Tubes 1,686.60 sq ft (156.690 m2)  • Firebox 154.78 sq ft (14.380 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+1⁄2 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Career Operators GWR » BR Power class GWR: E BR: 8F Numbers 2800–2883 Axle load class GWR: Blue Withdrawn 1958–1965 Disposition Five preserved, Two parts donor, remainder scrapped

The Great Western Railway (GWR) 2800 Class is a class of Churchward-designed 2-8-0 steam locomotive.

History

The class was designed by George Jackson Churchward for heavy freight work. They were the first 2-8-0 locomotive 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 was originally outshopped in lined black livery and undertook two years of trials before the type went into production. Initial results suggested that only the front end needed further development and where the boiler of No. 97 was parallel for the first four segments, the production series had the familiar taper boiler.^[1] 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 were constructed over more than a decade and 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 and beginning in 1934 most of the class had them replaced with outside pipes. This change, along with a side-window cab, were the only notable changes for the later construction when a further 83 locomotives were built over a mere 3 years from 1938.^[1]

Operation

The 2800 class was particularly used for hauling heavy trains of coal from the South Wales coalfields to the large conurbations served by the GWR, and large numbers were allocated to sheds in South Wales, but the type was the main heavy freight type on the GWR and was used across the network. Due to the variety of freight flows it was found that individual locomotives could spend extended periods away from their home shed and a container was added to the left hand valence which carried details of boiler washout dates to ensure that this necessary activity was carried out in a timely manner.^[1]

There was no differentiation in duties between the original 2800 class of 1905 and the modified 2884 design of the 1930s.

At the outbreak of World War II, an order was placed for 60 additional locomotives for use in France, but this was cancelled following the evacuation at Dunkirk, the 10 engines that had already been completed being included in the GWR stocklist.^[1]

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, being hauled by GWR 2900 Class 4-6-0 No. 2949 Stanford Court, at Didcot East Junction. The locomotive was extensively damaged. Ten wagon were destroyed and seventeen more were damaged. The milk train had overrun signals.^[3]
• On 15 January 1936, locomotive No. 2802 was hauling a freight train that became divided at Shrivenham, Oxfordshire. An express passenger train, hauled by GWR 6000 Class 4-6-0 No. 6007 King William III collided with the rear portion of the freight due to errors by the guard and signalman. Two people were killed.^[4]

Withdrawal

Preservation

Six 2800 Class locomotives survive, these being 2807, 2818, 2857, 2859, 2873, 2874, along with nine 2884 class locomotives. One additional survivor was used to provide parts for other projects. Only two members of the class have so far operated in preservation, these being 2807 and 2857. As of October 2023, one member of the class is operational. 2857 was withdrawn from service in January 2023.^[5] One of the class, No. 2857, briefly operated on the main line in 1985.

Number	Year Built	Withdrawn	Location	Status	Inside Steam Pipes	Livery	Owner	Image	Notes
2807	Aug 1905	Mar 1963	Gloucestershire Warwickshire Railway	Operational, Boiler Ticket Expires: 2033	No	GWR Unlined Green, Shirtbutton Logo	Cotswold Steam Preservation Ltd		Salvaged from Woodham Brothers in 1981 it was restored to running order at the Gloucestershire Warwickshire Railway, it is the oldest survivor of its class in preservation.
2818	Dec 1905	Oct 1963	Museum of the Great Western Railway	Static Display	Yes	GWR Unlined Green, Great Western Lettering	Museum of the Great Western Railway		Preserved straight from service. Previously part of the National Collection, ownership was transferred to Museum of the Great Western Railway, Swindon in 2017 and the locomotive moved there in 2018.[6][7] Retains inside steam pipes and straight frames.
2857	May 1918	Apr 1963	Severn Valley Railway	Stored Awaiting Overhaul	No	GWR Unlined Green, GWR Lettering	The 2857 Society		Purchased from Woodham Brothers 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.[8] The outward route took the engine via Worcester & Hereford with the return route being via Severn Tunnel Junction, Chepstow & Gloucester. The locomotive appeared in the 2020 film Enola Holmes.[9][10][11]
2859	May 1918	Dec 1964	Private Site, Congleton	Under Restoration	No	N/A	Private Owner		Moved to Congleton from the Llangollen Railway for restoration in November 2017 following its sale to a private owner.[12]
2873	Nov 1918	Dec 1964	Dartmouth Steam Railway	Dismantled	Yes	N/A	Dartmouth Steam Railway		Currently stored (frames only) at Churston. To be used as strategic Spares for other Great Western locomotives based on the Dartmouth Steam Railway.
2874	Nov 1918	May 1963	Gloucestershire Warwickshire Railway	Under Restoration	Yes	N/A	The 2874 Trust		Under Restoration from Barry Scrapyard condition.

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 the next GWR 4700 Class 2-8-0 No. 4709.^[13]

Models

Hornby Railways manufacture a model of the 28xx in OO gauge. Dapol have announced their own OO model, including a website-exclusive model of the preserved 2874. Dapol will make financial contributions to the 2874 Trust based on the sales of the exclusive model. ^[14]