Thirty eight years after it was withdrawn from Severn Tunnel Junction Shed for scrap, record breaking Churchward heavy freight locomotive 2807 is now undergoing intense restoration to working order at the Gloucestershire Warwickshire Railway, with a view to returning to steam within 4 years when it will be needed for the line's Cheltenham extension. Andrew Bryne reports on Cotswold Steam Preservation's progress in returning the oldest locomotive from Barry scrapyard to running order at Toddington.
GWR 4-6-0 No. 2807 was purchased by Woodham Bros. of Barry and arrived at the scrapyard in October 1963. As the oldest locomotive ever to grace that yard, it was always bound to attract some attention from the preservationists, but its future was never assured. Nevertheless a group of forward-thinking enthusiasts and businessmen purchased it from Barry in 1980 and it was moved to Toddington on the embryonic Gloucestershire Warwickshire Railway in June the following year.
2807, the oldest survivor of workaday but nonetheless very capable class of locomotives, is now taking shape again after a long restoration programme that has not always gone smoothly. Consequently, one might say that it has been very similar to many steam locomotive restoration projects where stubbornness and determination are often needed in great quantities, not to mention a constant flow of cash!
So what makes an increasing number of people want to see this humble freight workhorse run again on a section of line over which it had once plodded during Great Western and BR days?
There is no one single answer except to say that 2807 was the oldest occupant at Barry Scrapyard and also the oldest survivor of its type. It was therefore felt that this was really reason enough to save it.
The locomotive was also no stranger to the Honeybourne Line and there was a strong belief that it would be a useful addition to the then fledgling Railway. Both the Gloucestershire Warwickshire Railway and the 2807's owning group Cotswold Steam Preservation have had to be very patient, but, at last, the progress of restoration is such that the return to steam of this old campaigner is now very much closer!
It is worth reminding ourselves of the importance of the class generally. The 2800 class is a steam locomotive type designed by G J Churchward, the Chief Mechanical Engineer of the Great Western Railway. Like several Churchward designs, the '28' was a somewhat revolutionary locomotive and shared several of the design features of the famous Saint class. The first locomotive was built in 1903 and originally given the number 97, later becoming No. 2800. Production of a further 83 locomotives commenced in 1905 and the last one was built in 1919. The locomotive design proved to be so successful that a further 83 examples (2885-3866) were built by Churchward's successor, C B Collett, between 1938 and 1942.
Why then, were these locomotives so successful? One answer lay in their robust and simple design, coupled with a standardization of many parts which were interchangeable with other GWR locomotives
Mr Churchward spent the first few years of his office studying overseas practice as well as modifying and designing his own locomotives and rolling stock. An admirer of North American ruggedness and simplicity in locomotive design, he chose the 2-8-0 (or Consolidation) wheel arrangement, together with two outside frame cylinders for steam power, to provide the basis for a freight locomotive design. This resulted in the appearance of No 97 in 1903. It was the first locomotive with the 2-8-0 wheel arrangement to appear on a railway in the UK and the design was quickly copied by many other British railway companies.
The '28s' soon settled down to their freight duties (although they could be called upon to pull passenger trains on some occasions) and were found all over the GWR system. These locomotives were very common in the Gloucester and Worcester areas right up to the end of steam locomotive haulage on the Western Region in December 1965. This says much about their fitness for their intended role, as they proved to be one of the longest - lived class of locomotive in the UK. There are doubtless many who can remember these engines clanking through stations like Gloucester Central and Stratford Upon Avon with a heavy goods train. The locomotives would be in the late BR livery of filth and rust with steam leaks, but still seemed to do the job!
By 1968, steam had disappeared from BR. One of the '28s,' No 2818, was taken out of service at Bristol, not for scrapping, but for restoration to exhibition standard. It is now on display of course at the National Railway Museum in York. No. 2818 was chosen as it remained almost in its original state - having never received new cylinders, outside steam pipes or a modified front end running plate.
Many '28s' were sold to private scrapyards, especially in South Wales. Several made their last journey to South Wales and the melting pot. Thankfully, several ended up at Barry Scrapyard and most of us are well aware of the incredible saga that then unfolded for these lucky locomotives.
Thanks to the research undertaken by several historians, we are able to trace some of the life of No. 2807. Built in October 1905, works No. 2102 as part of lot 153, it was part of the original batch of 28xx engines, and not withdrawn from service until 1963. It was purchased by Cotswold Steam Preservation in 1980.
When built, No. 2807 cost £2442 (including the boiler) to which was added £459 for the 3000 gallon tender (No. 1618). It entered service allocated to Westbourne shed, near Paddington and, until 1907, sported a copper capped chimney. 2807 distinguished itself by hauling a record-breaking goods train from Swindon to Acton on 25 February 1907, when only 4 months old. The train load of coal was made up of 20 twenty ton wagons, 6 twelve ton, 78 ten ton, 2 nine ton and 1 eight ton capacity coal wagons. Assembled at Swindon, the whole train totalled 2012 tons, including the dynamometer car and brake van. With Driver C Buckland, Fireman G Griffiths and an inspector on the footplate, the train departed Swindon at 12.08 pm and reached Acton yard at 4.48pm. Taking account of lengthy stops totalling 1hr 21/2mins at Reading West, Reading and Southall, this gave an average speed of just under 20 mph, while the maximum speed attained was 32 mph.
Although the route was slightly downhill and almost straight, this was still a very respectable speed, as great care had to be taken during stopping and starting, especially with some of the rickety private owner wagons in use at the time. In his report the inspector commented: "In the working of the train I found the engine was completely master of the load and, in my opinion, a load of 25% more could be taken."
While heavier trains were to be pulled in later years by prototype locomotives (2375 tons by The Great Bear in 1909 and 2082 tons by Kestrel in 1968) No. 2807's achievement was to remain unsurpassed by a production engine during the era of steam prior to the preservation era. Whilst this record breaking achievement was not at the forefront of those pioneers who took the plunge and rescued No. 2807 from Barry, it was surely as good a reason as any to save this stalwart for future generations to see in action.
No. 2807 spent only a brief period of time at Westbourne before moving on to nearby Old Oak Common. In 1911 the locomotive was again reallocated, this time to South Wales, where it spent eight years hauling coal trains, operating first from Aberdare and later Pontypool Road. The records note that, on 1 November 1911, the locomotive fireman was injured whilst inspecting the locomotive in the area between the buffers and the cylinders.
During the First World War, No. 2807 was kept very busy as the GWR hauled 5,500,000 tons of Welsh steam coal to Warrington, where the LNWR took over, followed by the Caledonian Railway, to Grangemouth. The coal was destined for the Royal Navy (Grand Fleet) in Scapa Flow. Most of the 56 members of the 28xx then built, and certainly No. 2807, were used full-time on these trains; known as the 'Jellicoe Specials' named after the Admiral in Chief of the Grand Fleet. At least 15 of these 'Specials' were run every day, with sometimes as many as four additional trains being operated. The trains were usually made up of 40 eight ton or ten ton wagons, mostly obtained through Government requisition from private owners. Most of the wagons had grease axleboxes, which were prone to running hot. If an axlebox overheated, there was a risk that the axle would melt, allowing the wagon to fall onto the line (and perhaps the adjoining one too) with dire results. To guard against this, each train had to stop every 60 miles or less, so that a carriage and wagon inspector could walk right around the train and inspect each axlebox. This would not be an enviable task, on a bitterly cold night, with snow on the ground perhaps and at 3 am with the possibility of an enemy Zeppelin airship hovering almost silently overhead!
Further assistance to the inspector was provided in the form of a signalman or 'Bobby' every 2 miles or so, who was required to examine, from a distance, every wagon axlebox that rumbled past him. These ' Jellicoe Specials' were essential to the nation and all other trains on the route had to give them priority, including most passenger trains, which rather took second place in wartime.
The ending of hostilities in November 1918 saw locomotive 2807 going to Swindon Works for a mammoth 206-day overhaul (there was a tremendous backlog of work at the time) before being despatched in February 1920 for a four-year spell at Bristol.
One of its final duties as a Bristol engine was to perform something of a star turn. During the summer of 1924, the GWR was endeavouring to persuade the South Wales collieries to adopt its new, all-steel, 20 ton capacity coal wagon. Part of the promotional campaign involved a demonstration of the advantages of the new design over the traditional 10 ton capacity wooden-bodied wagon.
This demonstration was staged at Severn Tunnel Junction on August 16 1924 and No. 2807 was allocated the task of pulling a special train of the new wagons for the benefit of the press as well as the colliery owners and managers.
In September 1924, No. 2807 moved to Tyseley and, during its years at that Shed, it is believed to have been a regular visitor to the Stratford-Cheltenham Line, part of which is where the locomotive is now based. Although they were allocated to particular sheds, the 28xx class tended to stray all over the GWR system and sometimes beyond.
No. 2807's subsequent pre-Nationalisation shed allocations were: Newton Abbot (1929), Bristol (St Phillips Marsh) (1930), Llanelli (1933), Wolverhampton Stafford Road (1940), Cardiff (Canton) (1941) and Hereford (1946).
' The locomotive design proved to be so successful that a further 83 examples (2885-3866) were built ... ' |
The only major alterations to No. 2807 took place late in 1936, when it received a series of modifications at Swindon Works, including: new cylinders, outside steam pipes, Dean type buffers and a curved front drop-end. These were the only significant modifications undertaken during the locomotive's long career, but they helped to ensure that 2807's sister unmodified locomotive, 2818, was ultimately selected for official preservation instead. It also explains why 2807 cannot be restored authentically to any livery earlier than that of 1936!
During its time with British Railways, No. 2807 continued to undertake many of the duties previously carried out in GWR days. It remained at Hereford until moving to Worcester in 1951, where it stayed until September 1957, and during this time again worked regularly over the Honeybourne Line.
Following brief allocations to Chester and Newport (Ebbw Junction), No. 2807 proceeded to Newton Abbot Shed in December 1959. From there it worked the main line with heavy mineral trains, including the china clay traffic from Cornwall, in addition to intermediate freights and pick-up goods.
However, in April 1960, No. 2807 moved on to what was to be its final British Railways Shed, Severn Tunnel Junction. With the withdrawal of steam locomotives on the Western Region gathering pace, No. 2807's days were clearly numbered and it was soon to join the massing ranks of sister locomotives awaiting scrapping. Nevertheless, No. 2807 received a heavy intermediate repair at Swindon Works in August 1960 and this must have included some work on the cylinder linings as these have since been found to be in very good condition.
No. 2807 was officially withdrawn from Severn Tunnel Junction in March 1963, but languished there until 9 October the same year, when it was sold to Woodham Bros. for scrap. The locomotive was towed to Barry in November 1963 after 58 years service with 1,472,687 miles run.
The Barry Steam Locomotive Action Group, formed in 1980, which was to play such a crucial role in helping to co-ordinate the reservation, purchase and recovery of the remainder of the Woodhams scrapyard engines, after it seemed that many would be scrapped. One of the group's earliest successes was in saving No. 2807.
The project was initiated by Peter Nicholson of Cheltenham, the then BSLAG newsletter editor, who became the first No. 2807 project manager.
In April 1980 the locomotive was reserved and serious fundraising began in earnest, with several hundred pounds being generated at the Rocket 150 event at Rainhill during the same month. Advertisements appealing for further help were then placed in magazines and local newspapers, and in response, 16 enthusiasts grouped together to form Cotswold Steam Preservation Ltd, raising between them sufficient finance to recover No. 2807 from the scrapyard.
No. 2807 was purchased from the yard on March 12 1981 for the sum of £8625, including VAT. As the locomotive's last tender had already been sold, a replacement (No. 2065) was acquired and this was included in the purchase deal.
In preparation for its move to Toddington, No. 2807 received a cosmetic facelift to remove some of the scars acquired at Barry. As Peter later recounted, No. 2807 was cleaned of all loose dirt and rust and painted in what had become the standard BSLAG livery - green cab, red oxide boiler and black smokebox. Various parts were oiled and greased, information-giving plaques affixed to the cabsides and, to complete the appearance, a fibreglass dummy chimney was made for No. 2807 and fitted by BSLAG stalwart Harry Barber. (The original chimney had been removed some time ago.) This latter object caused some concern to the boiler inspector when he climbed into the smokebox as when he looked up from the inside, the chimney glowed a translucent bright blue!
The engine finally left Barry on June 19 1981 and arrived at Toddington the following day. The journey was not entirely without incident, as some below regulation height telephone wires were caught by the locomotive and then its dummy chimney was pulled off by overhanging trees! The chimney was quickly refitted, enabling No. 2807 to make its triumphant arrival in Toddington station yard shortly afterwards. The final stage of the recovery operation was completed later the same week, with the delivery of the 3500-gallon tender to Toddington on June 25 1981. No. 2807 holds the distinction of being the first ex-GWR and BR steam locomotive to be delivered to Toddington.
As every owner of an ex-Barry hulk was to find out, recovery of the engine was very much the easy part of the story (although fundraising could be a struggle at times!).
Many years of hard work, disappointment and heartbreak were to lie ahead before light was to appear at the end of the proverbial tunnel. Firstly, like many similar groups, Cotswold Steam Preservation was driven to save a locomotive rather than to restore it to working order in a short space of time. Secondly, the Gloucestershire Warwickshire Railway was striving to put right years of decay and dereliction to get a steam railway running again with virtually no infrastructure, let alone locomotive restoration facilities. Consequently, it took many years and several false starts, before No. 2807 began to look like a locomotive again.
After initial dismantling in 1982, some work was carried out on No. 2807 and some spares purchased. At the same time, a group of Cotswold Steam Preservation members were anxious to save a locomotive which had originally been shunted behind No. 2807 at Barry - GWR 2-8-0T 42xx tank locomotive, No. 4277, as none of this class had been saved for preservation at that time.
The scheme to save No. 4277 (a locomotive which shared many features of No. 2807) was successful, the locomotive being purchased in 1985 and moved to Toddington on 31 May 1986 where it was quickly cosmetically restored.
Despite initial progress, work on the restoration of No. 2807 appeared to lose impetus in the late eighties. Consequently, Cotswold Steam Preservation members decided by a majority vote to move No. 2807 temporarily to Tyseley, where Birmingham Railway Museum was offering professional restoration services. The dismantled locomotive was transported to Tyseley in 1988. Meanwhile, the tender tank went to a private site at Brierley Hill with the intention to restore it there.
In 1992, Cotswold Steam Preservation Ltd was approached by an individual anxious to purchase and restore No. 4277. A further meeting was held and it was decided that, in future, the Cotswold Steam Preservation would concentrate on No. 2807 and so No. 4277 was sold to North Yorkshire Moors Railway chairman Peter Best, being subsequently restored under his ownership to working order in March 1996.
Towards the end of 1992, Birmingham Railway Museum, now renamed Tyseley Locomotive Works, felt that it could not continue with the restoration of No. 2807 for various reasons. As a result, an extraordinary General meeting of Cotswold Steam shareholders and supporters was held at Toddington to decide the way ahead. It was even felt that serious thought should be given to finishing with the project, particularly given the lack of volunteer support that had left the job of restoration and fund-raising to a handful of individuals.
Happily, those present gave sufficient support to ensure that No. 2807 returned to Toddington for the second time in preservation, but this time with a restoration team which, as work progressed, managed to attract new supporters who brought with them engineering and management skills as well as much-needed financial support! It should also be noted that, by 1993, The Gloucestershire Warwickshire Railway was no longer a fledgling organisation. Indeed, there was an established infrastructure, including a workshop facility, and much more expertise available.
Once plans had been made to return No. 2807 back to Toddington, a major relaunch of the restoration project took place. This involved both recruitment and fund-raising drives. At the same time, restoration work continued on the tender tank to enable it to be made safe to transport back to Toddington.
Since No. 2807 returned to Toddington in February 1993, there has been substantial progress with restoration. Major milestones have included: the construction of a new well tank for the tender, the acquisition of most of the missing non-ferrous fittings, the reconditioning of the axleboxes and hornguides (this work was contracted out as it was beyond the scope of the restoration team at the time) and the rewheeling of the locomotive. The latter operation took place in June 1996 and proved to be a tremendous morale-booster, as it showed to the world that No. 2807 really was coming back to life again.
Shortly afterwards, the restored cab was refitted and work then proceeded on the tender tank with a view to completing the tender by the end of 2000. The frames were already fully restored.
Many new items were also sourced in 'bulk buy' form with assistance from owners of other 28xxs such as Nos. 3814 and 2857. In February 1997 a number of fundraising initiatives commenced, including the sale of an excellent print showing No. 2807 in 1930s livery, pulling a goods train through Winchcombe station by local artist Frederick Lea. A second limited edition print followed in 1998.
The other priorities were to complete the pony truck assembly (new tyres were purchased and fitted to the pony truck wheels) and to continue with the refitting of the locomotive brake gear and internal motion. By summer 1999, this had been more or less completed, the brake gear being fitted during 2000.
During June 1999, No. 2807 even made a journey down the line coupled to its tender (but minus its boiler) to go on show at Winchcombe as part of a Restoration Weekend. Needless to say, No. 2807 was towed there and hack but behaved itself during the process!
Sonic work was undertaken on the boiler during No. 2807's stay at Tyseley but recent work has concentrated on the full restoration of the smokebox. The smokebox tubeplate is beyond repair and the restorers are negotiating for a new replacement. The only other large items requited are the connecting rods. Although No. 2807 entered Barry with all its motion intact, it certainly didn't stay that way! Cotswold Steam Preservation has since acquired motion parts from other locomotive groups but the connecting rods still prove elusive. It was hoped to purchase a set during 1996 as part of a bulk order, but lack of finance prevented this. The rods for a 28xx will fit a GWR Hall - and it is known that No. 2807's original rods currently grace the sides of one, but that's the way it is! Two members of No. 2807's owning group have generously provided funding towards producing a pair of connecting rod forgings and it is planned to manufacture them if no existing rods are sourced. That said, more funding is still needed if these vital missing rods are to be bought.
Restoration on the locomotive and tender is proceeding apace in many areas, as much work planned behind the scenes starts to come together. Particular effort is being undertaken on the tender with a view to completing it this year. Now the main tender side plates are complete a small fillet plate is being welded over the old riveting and welding to help protect the original metal work.
Then the tender roof will be replaced by sheeting in from the back, making and installing the baffles as work progresses. In a bid to finish off all of the tender sides, two of the three tender lamp brackets have now been refitted to the rear of the tender. A third bracket will be needed, and will be fabricated and installed soon. The tender springs have all been adjusted to ensure that it runs smoothly and correctly.
A replacement set of steam pipes for No. 2807 are being ordered. Once delivered these will be trial fitted, ensuring that the cab floor plates are positioned correctly with the appropriate holes in them. All the internal motion is now complete and work is now concentrating on the outside motion and cylinders. The rear cylinder covers have been permanently secured and the slide bars will be fitted as soon as the slide bar packing plates are finished. The plates are awaiting grinding to their finished thickness. Both crossheads have been cleaned up and await white metalling and final machining.
The new cylinder valve liners are in the process of being ordered from a foundry in Sheffield. The iron is cast in long tubes and will need substantial amount of machining. Having machined the liners they are then frozen in liquid nitrogen and pushed into the cylinders. The old liners had to be very carefully cut out. Although a complete set of coupling rods was available, many of the nuts and retaining pins were either missing or beyond repair.
New ones have been made whilst the coupling rods were completely refurbished at Swindon Works.
Wherever possible, the restoration team is also carrying out boiler restoration work using volunteer labour. While the boiler is in relatively good condition, no chances can be taken and all the foundation ring rivets are being removed for replacement. Work has also been undertaken on replacing the boiler backhead studs.
No. 2807's regulator is missing most of its parts, and needs to be refurbished before installing the boiler tube plate.
A new front cover plate is being made. A new valve plate is also required and this will be ordered from Swindon Historic Castings in the near future.
Two of the restoration team are busy making and bending lengths of steam pipe in order to install a new steam heat supply pipe to the engine and tender. This new item was never fitted as standard in BR days, but is an essential item in for customer comfort on preserved lines.
For operational service we are fitting two live steam injectors, these replenish the water level in the boiler while the engine is running. Originally, No. 2807 would also have an exhaust steam injector. The replacement cost for this item is in excess of £25,000 and would have little operational value on preserved lines due to the short running times. Work will start shortly to machine the new injector castings. After completion these items will then be trial fitted and united with the steam pipes.
Since 1993, No. 2807 has metamorphosed from a virtually unrecognisable kit of parts into something which clearly resembles one of Churchward's classic designs. The scale of work being undertaken today, coupled with the skill and dedication of the restoration team and supporters bears testimony to the vision of those BSLAG members almost 20 years ago. No. 2807 is not being rebuilt for the benefit of a select few (There are currently over 120 members in the owning group and new members are always welcome) neither is it intended to be incarcerated in the confines of a museum. Once restored, No. 2807 will be returned to the working environment that it was for built nearly 100 years ago, albeit operating at a more sedate pace. Current plans are to finish No. 2807 in the late GWR livery of the 1930s with the 'shirt-button' monogram on the tender. However, as with sister locomotive No. 2857, other liveries may appear in the future. The 28xxs always seemed to carry the unlined BR black livery rather well, unlike some other GWR locomotives.
It is hoped that 2807 will be driven once again by someone who fired the locomotive regularly over the Honeybourne line in the 1950s. L.C.(Colin) Jacks currently drives restored locomotives on several heritage railways, including the Gloucestershire Warwickshire Railway. Colin joined BR in 1948, after leaving school and worked at Tyseley Shed in the 1950s. At that time several 28xxs were based there and Colin was impressed with them. He worked on other 2-8-0 locomotives and, in his experience, "the RODs were just plodders, the Class 8 was a water cart and the Austerity rode as though you were on the sleepers not the rails. They were not in the same street as the good old 28s."
The growth of the demonstration goods train on preserved railways has also shown the importance of locomotives like No. 2807. For now, restoration proceeds apace, hampered only by a well ventilated working environment (No. 2807 is not being restored under cover!) and the need to keep the money coming in. Yet No. 2807 has been the subject of outstanding restoration progress since 1993, due mainly to the incredible efforts made by a well-organised management, restoration and support team. The engine has many friends and we feel sure that even more will flock to see her in action when this heavyweight champion returns to the rails once more. It's difficult to speculate on a return to service but the sooner the better would please us all! One thing is certain - No. 2807 will return to steam.
The author would like to thank the many people who contributed information in the preparation of this article, in particular: Bill Peto of the Great Western Society, Colin Jacks, Peter Nicholson, Martyn Hall and Mark Taft.