THERE is little doubt that the Great Western's '28XX' design of 2-8-0 for heavy goods traffic was amongst the finest and most successful of that order to appear on the British railway scene. Apart from early changes involving superheating, boiler types, pressure, cylinder and valve dimensions, the basic concept remained largely unaltered over its 50-year history.
Churchward introduced the prototype, No. 97, in June 1903. At this time, the heaviest goods duties were mostly worked by sixty locomotives of the new '26XX' class 2-6-0s, then referred to as the 'large goods engines', together with 'Standard', 'Dean' and other 0-6-0 tender types. No. 97 caused a great deal of interest, being the first 'Consolidation' (2-8-0) design in the country, with a far greater haulage potential than anything else running on the Great Western at that time. Indeed, its capacity with long trains was to be frequently curtailed in the early days by the inability of the routes to deal with such services; refuge sidings then available had been constructed mostly for trains not exceeding around fifty wagons, and a longer, slow goods train might cause traffic delays to faster and more important services. The long goods trains had therefore to be carefully timetabled.
The prototype spent periods at a small number of sheds, including Newport and Aberdare, and was reported in the GWR Magazine as having 'done admirable work'. Clearly, such a powerful design would be invaluable to the traffic department, working on the company's ever-increasing goods business, and most especially on the heavy mineral traffic originating largely from South Wales. Between November 1905 and February 1906 a further twenty engines appeared in traffic (Nos. 2801-20), these being allocated mostly to Old Oak, though with five shared between Severn Tunnel Jct and Newport. As far as can be ascertained, these engines worked almost entirely on the South Wales trains, mainly between Severn Tunnel Junction and London.
One 'radical departure from GW standard practice' was the painting of one engine and tender in black, lined out with red, and in reporting the fact in the Great Western Magazine, A. J. L. White expressed interest in observing 'the qualities of the paint under severe working conditions'. He later identified the engine as No. 2803.
It was not long before the capabilities of the new engines were becoming apparent, and details of a special heavy coal train from Severn Tunnel Junction to Paddington on Sunday, 11th February 1906 was made known. On that day, No. 2806 hauled 955 tons from Severn Tunnel Junction to Stoke Gifford, 1,095 tons thence to Swindon, and three 15-ton wagons, ninety-one 10-ton, five 8-ton, an empty wagon, dynamometer car and brake van from Swindon to Paddington Goods, a total weight of 1,630 tons. Two weeks later, on 25th February, No. 2808, in the charge of Engineman Buckland and Fireman Griffiths, surpassed this feat with another special from Severn Tunnel Junction. Although the load as far as Swindon was slightly less than on the previous occasion, the weight thence was far greater:
| 20 | 20-ton wagons | |||
| 6 | 12-ton wagons | |||
| 78 | 10-ton wagons | |||
| 2 | 9-ton wagons | |||
| 1 | 8-ton wagons | |||
plus dynamometer car and brake van
This amounted to 109 vehicles, with the total weight behind the tender of 2,012 tons. The locomotive inspector travelling on the engine reported:
'In the working of this train I found the engine was completely master of the load, and in my opinion a load of 25 per cent more could be taken.'
The sphere of operations was expanded further in October 1906 when three engines were transferred to Aberdare, and three more to Salisbury to work the 3.15, 6.50 and 9.15 p.m. coal from Aberdare, and the 12.20, 5.30 and 9.30 p.m. Salisbury empties.
More tests were carried out during the spring of 1907. The Gowerton incline, immediately to the west of Swansea, had long presented a considerable challenge to trains, and in a controlled trial a '28XX' hauled 24 loaded coal wagons and brake van (385 tons) up the 2½-mile 1 in 50 bank at an average speed of 12½ mph. This became the standard load for that bank for the '28s'.
The initial supply of '28XXs' was completed in 1907, when ten further engines appeared from Swindon (Nos. 2821-30).
In ordinary service, the engines were regularly hauling 65 wagons of coal from Stoke Gifford to Swindon on weekdays, and 80 onwards to Old Oak, whilst on Sundays the load to London was increased to 100, with the balancing service on Sundays conveying 100 empties westwards. The heavier load on Sundays was possible due to the light passenger traffic on that day, giving the goods trains more room to run. The weekday loading was restricted largely by the need to keep the speed at a respectable level, and to ensure that the train was of such a length to permit the use of the refuge sidings when necessary.
The Northern route did not regularly figure in the early working of these engines until 1910, when Tyseley received No. 2827 for an Acton train.
Further building of the class took place from 1911, when five more appeared from Swindon (Nos. 2831-5); these were followed by Nos. 2836-55 during 1912-13. No. 97 was renumbered 2800 in December 1912, as part of the scheme for reclassification into number groups.
On Sunday, 2nd March 1913, a trial with a 100-wagon train took place between Banbury and Acton. The engine involved, No. 2834, hauled 98 loaded coal wagons and two empties, the gross weight of which was estimated at 1,394 tons. The Great Western Magazine reported that '. . . the trip was quite successful, the journey being performed without assistance and in a most satis-factory manner'. This trial set the scene for the running of such trains on a regular basis on the section between those two points.
Between 1911 and 1914, the allocation to the Northern region was expanded to seven, with one at Leamington and another at Banbury, the latter starting an association that was to last for fifty years:
| January 1914 | |
| Tyseley | 2805, 2827, 2831-3 |
| Leamington | 2825 |
| Banbury | 2851 |
The Tyseley duties included the 5.30 p.m. Bordesley to Old Oak (via Bicester), con-veying 54 wagons (10-ton) to Banbury, 70 to Princes Risborough and 60 beyond, and the 3.50 p.m. Acton to Bordesley with 70 wagons (via Oxford and Strat-ford). Another turn involved the 1.25 p.m. to Banbury with 50 loaded coal wagons, returning from Banbury to Bordesley at 6.45 p.m. with up to 75 empties. The Leamington '28XX' was used on the 12.5 a.m. Leamington to Old Oak, whilst Banbury utilised its engine on the 7.30 p.m. Banbury to Landore and the 2.0 p.m. Landore return, alternating with a Swansea '28XX'.
During August and September 1914, nearly all the Northern engines were temporarily transferred to Severn Tunnel Junction or Pontypool Road sheds to deal with the Admiralty coal specials for Scotland. Many of these trains were routed via Shrewsbury and Warrington, though some ran via Banbury; all of the engines returned to their home sheds after about four weeks on those duties.
The haulage power of the fifty-six '28XX' engines proved invaluable on heavy mineral trains, which still formed their main duties, though they were also recorded on military stores trains in the Great War.
During the latter part of the war, the class was concentrated predominantly in South Wales, and by January 1918 there were only two examples surviving in the Northern area: No. 2840 at Banbury, and No. 2842 at Tyseley, and the latter was transferred away in February of that year. The Northern sheds now relied very largely upon 2-6-0s (both '26XX' and '43XX') for the heavier services. At this time, only ten of the fifty-six engines were stationed outside South Wales, and most of those were scheduled to work into the Welsh marshalling yards.
Building of the '28XX' class recom-menced in early 1918, though the great majority of the new engines went straight to South Wales. However, after the last engines of the batch (Nos. 2856-83) appeared in traffic during the spring of 1919, a significant change in allocation became apparent, with 33 of the 84 engines now at English sheds. The fortunes of the Northern line picked up once more in December 1918 when Tyseley received Nos. 2873 and 2875, and Banbury Nos. 2863 and 2866. In 1919, a large allocation was received by Chester shed, most probably for the Saltney & Pontypool Road services. By 1920, the Northern allocation was:
| January 1920 | |
| Chester | 2811,2818, 2828, 2847, 2848, 2861, 2862, 2867 |
| Oxley | 2854 |
| Tyseley | 2873, 2875 |
| Banbury | 2840, 2876 |
The large allocation at Chester was short-lived, and by the spring of 1922 had been reduced to just two engines. There was no real requirement to increase the number of '28XXs' in the Northern district, as the 2-6-0 classes, especially the rapidly increasing '43XXs', were proving more than capable of handling the majority of traffic on offer. In the mid-1920s, these were joined by a number of ROD 2-8-0s, transferred to Oxley, which became a familiar sight on the Northern lines.
In 1922, '28XX' No. 2827 was transferred to Oxford for the Pontypool Road service (via Honeybourne and Gloucester, or Worcester), a duty that the class could regularly be seen on over the next forty years.
The allocation of the class remained fairly stable through the 'twenties, with five at Tyseley, four at Oxley, and one each at Banbury and Oxford. The Chester engines had been transferred away in 1923.
By 1930, the allocation was as follows:
| January 1930 | |
| Oxley | 2818, 2853 |
| Tyseley | 2828, 2830, 2837, 2852, 2875, 2883 |
| Banbury | 2871 |
| Oxford | 2863 |
Services involving '28XXs' between Bordesley and the London area were worked by Tyseley, Southall and Old Oak engines, thus:
| TYS & SHL | ||
| 2.55 | Bordesley-Southall | 12/10 |
| 4.0 | Southall-Bordesley | 2/46 |
| TYS & SHL | ||
| 10.55 | Bordesley-Southall | 10/20 |
| 3/13 | Southall-Bordesley | 2.6 |
| TYS & OOC | ||
| 5/15 | Bordesley-Old Oak | 12/10 |
| 2/45 | Acton-Tyseley | 11/18 |
By 1933, the 2.55 a.m. Bordesley had been retimed to 4.25. On Tuesday, 31st January of that year, No. 2805 worked the duty, with Engineman George Gaffee and Fireman Fred Adams from Banbury shed in charge; they had taken over at Banbury for the last part of the journey.
A daily trip was worked to Banbury from Old Oak by a '28XX', which completed the round trip in the day.
| OOC | ||
| 5.5 | Old Oak-Banbury | 9.45 |
| 2/25 | Banbury-Old Oak | 7/20 |
Both the Banbury and Leamington engines were scheduled for South Wales trips, whilst the Oxford '28XX' alternated with a Pontypool Road engine on the following duty:
| OXF & PPRD | ||
| 1.40 | Oxford-Severn Tunnel Jct | 9.30 |
| 10.15 | Severn Tunnel Jct-Pontypool Rd | 11.50 |
| 2.20 | Pontypool Rd-Oxford | 2/15 |
The outbound journey was made via Honeybourne and Gloucester, whilst the return working ran via Hereford and Worcester.
Another duty shared with Pontypool Road was that from Oxley, worked on Wednesday, 19th October 1932 by PPRD '28XX' No. 2838:
| OXY & PPRD | ||
| 11/20 | Priestfield-Pontypool Rd | 8.50 |
| 5.25 | Pontypool Rd-Oxley | 2/15 |
Pontypool Road also provided an engine for the 6.10 p.m. to Oxley, worked on Wednesday, 2nd November 1932 by No. 2828, an Oxley locomotive in the previous year.
Other '28XX' duties recorded on the Northern lines in the early/mid-'thirties included:
| Date | Engine | Shed | Train |
| 9 Apr 31 | 2869 | STJ | 9/50 Bordesley-Severn Tunnel Jct |
| 9 Dec 33 | 2826 | PPRD | 7.10 Saltney-Pontypool Road |
| 12 Sep 34 | 2868 | RDG | 9.25 Basingstoke-Oxley |
| 25 Mar 35 | 2808 | OOC | 11/30 Banbury-Old Oak |
| 11 Oct 35 | 2849 | PPRD | 4/0 Coleham-Pontypool Road |
| 3 Mar 36 | 2882 | BAN | 2/35 Banbury-Margam |
By the mid-1930s, the '26XX' 2-6-0s were beginning to age, and a replacement was sought. With a large number of '43XXs' already in traffic to handle all but the heaviest trains, and a proven heavy goods engine design to hand in the `28XX', the decision was logically taken to build more of the latter class, which had the same route colour ('Blue') as the old 'Aberdares'. Such an increase in the '28XXs', which were considerably more powerful than the '26XXs', would also allow more flexibility in goods working, with their ability to haul greater loads; thus, the '2884' series appeared during 1938, with the construction of the additional 83 engines continuing through into 1942. These locomotives had small detail differences from the earlier series, including outside steam pipes, side-window cab and modified framing. The engines were built in five lots, though construction was more or less continuous:
| Nos. | Year |
| 2884-99, 3800-03 | 1938/39 |
| 3804-23 | 1939/40 |
| 3824-33 | 1940/41 |
| 3844-66 | 1942 |
At the beginning of the constructional period, the engine allocation and turns were as follows:
| Allocation and Turns, December 1938 | ||
| Shed | Turns | Engines |
| Croes Newydd | 1 | - |
| Oxley | 3 | 2830, 2895, 2898, (2899) |
| Tyseley | 3 | 2816, 2871, 2872, 2883 |
| Banbury | 4 | 2803, 2817, 2833, 2878, 2882, 2888 |
| Worcester | 1 | 2876 |
The Croes Newydd engine, No. 2878, had been transferred during the previous March, and its duty, whilst nominally for a '28XX', was performed by other classes. Oxley's fourth engine, No. 2899, arrived from Swindon in January 1939. Oxford's South Wales duty was at this time scheduled for a '30XX' locomotive.
The three daily return services between Bordesley and the London district were still regularly dealt with by the '28s'; times had changed slightly, but the duties remained much as before.
Old Oak and Tyseley shared the 2.45 p.m. Acton and the 1.25 p.m. Bordesley to Hanwell Bridge, the former having a maximum load of 70.
Tyseley and Southall still worked the 2.45 a.m. Southall with the 4.0 a.m. Bordesley, and the 3.13 p.m. Southall balancing the 11.30 a.m. Bordesley. Both northbound services were scheduled for a maximum of 68 wagons to Banbury and 78 beyond, with Stevenson Clarke and Southall Gas Company empties specified as being carried on each. The two southbound trains were scheduled for 60 wagons of coal to Banbury, and 100 beyond, bringing the results of the 1913 trial into practice.
The 4.55 Old Oak to Banbury conveyed 80 vehicles (maximum) to Beaconsfield, and 70 onwards, whilst the 2.40 p.m. Banbury to Old Oak was detailed to pick up hay traffic from Haddenham, and livestock from Princes Risborough, with the general merchandise role now well established in addition to the mineral traffic. This aspect was to expand greatly as their numbers increased.
The Croes Newydd engine worked southbound on Mondays, Wednesdays and Fridays with up to twenty-four 20-ton wagons on the 7.55 p.m. from Croes Newydd, returning Tuesdays, Thursdays and Saturdays with the 4.40 p.m. from Banbury with twenty-four loaded vehicles of iron ore from the workings in the district.
Banbury's duties included the 2.35 p.m. iron ore train to Margam, and the return 1.30 a.m. Margam empties, both via Stratford, the 5.10 p.m. ironstone to Cardiff with the 10.0 a.m. Pengam Sidings return empties (both via the Banbury & Cheltenham line), and the 7.0 p.m. Banbury ironstone and 5.15 p.m. Cardiff empties (up to 52 empty GKB hopper wagons, via Stratford). A trip to and from Gloucester (12.35 p.m. Banbury, 5.20 p.m. Gloucester) also used '28XXs'.
Oxley '28XX' turns at this time are not well documented, and the vast majority of duties were specified for `30XX', '26XX' and '43XX' haulage. It is probable that they were used on Banbury trips, and perhaps some turns to Crewe.
A considerable amount of iron ore traffic passed via the LMS at Leamington, from Irthlingborough (Northants) to Ebbw Vale, with up to 31 hopper wagons forming the train, whilst coke traffic returned mostly from Bassaleg for Weldon and Corby; '28XXs' from Newport appeared on these duties. One of these turns involved the 11.10 a.m. Rogerstone to Leamington empties, and 12.15 p.m. Leamington iron ore return, both with Lloyds traffic from and for eastern Northamptonshire.
Another connection between Irthlingborough and Ebbw Vale was carried out via Yarnton, at which point iron ore was exchanged between the LMS and the Great Western. Although Oxford had temporarily lost its '28XX', one of the class was to be seen on the 1.0 a.m. Rogerstone iron ore empties to Yarnton, returning at 9.27 p.m. from Yarnton with 31 hoppers (max) of iron ore. This alternative route was introduced in the late 1930s, and within five years had largely taken over the iron ore traffic working from the path via the LMS at Leamington.
The outbreak of the Second World War saw the class modestly expanding, with about 110 in traffic. Their arrival was timely, with much additional heavy work relating to the `National Emergency' required of the railways. Although traffic working details of the war era are rather sparse, some have survived; '28XX' workings in October 1941 give some indication of their use at this time:
| Date | Engine | Train | Load |
| 1 Oct | 2853 | 8/10 Bordesley-Banbury | 57 |
| 1 Oct | 2846 | 2/25 Laira-Bordesley | 52 |
| 1 Oct | 3821 | 3/30 Llanelly Dk-Saltney | 31 |
| 5 Oct | 2859 | 2/0 Ox1cy-Banbury | 58 |
| 6 Oct | 3815 | 1/30 Govt Spl Wednesbury-Long Marston | 48 |
| 8 Oct | 3820 | 7/40 Banbury-Swansea | 44 |
| 14 Oct | 2888 | 11/45 Pontypool Rd-Saltney | 38 |
| 15 Oct | 2881 | 11,30 Bordesley-Southall | 56 |
| 19 Oct | 2830 | 11.30 Spl Banbury-Slough | 80 |
| 20 Oct | 2809 | 2/0 Bordesley-Tavistock Jct | 57 |
| 26 Oct | 3803 | - Govt Spi Leamington-Swansea | 38 |
| 27 Oct | 3824 | 3/50 Yarnton-Rogerstone | 59 |
| 31 Oct | 2807 | 2/35 Banbury-Margam Jct | 31 |
Until the late 'thirties, the '28s' were to be seen largely on either mineral (coal, iron ore, etc) or `mixed' (coal and goods) trains, but the expansion of the class saw them being used increasingly on the heavier general goods services. Further, the class were to be seen more regularly on sections which had hitherto largely been the preserve of other types.
There were a considerable number of changes in allocations during the period between 1941 and 1946, with an influx of `foreign' designs onto the Northern lines. In January 1941, Banbury had seven '28XXs', Leamington two, Tyseley six, Oxley five, with one each at Croes Newydd and Chester. During 1941/2 there was a massive transfer of the class to Banbury, which took all six from Tyseley, three of Oxley's, and both from Leamington. Oxley received considerable numbers of LNER `04', `USA', LMS and `Austerity' 2-8-0s for various periods in return, whilst Tyseley's goods turns changed for a time, with `43XXs', '49XXs' and '68XXs' ruling the roost. Oxford received nine new '38XXs' direct from Swindon in 1942, for use mainly on the South Wales services.
In December 1941, the power classification of four types of engines was changed, relating to maximum loads that could be carried, and these alterations included the '28XX' locomotives. The new code given to the class was `EX', and allowed an increase of approximately 10% in loads over gradients easier than 1 in 110.
Another significant change effected during the Second World War was the introduction of new engine control arrangements for freight trains. Before the war, the running of goods services could be largely organised beforehand, with regular workings of engines and men between predetermined points. But, under wartime conditions, this was often no longer possible, and `Engine Control' became responsible for the operation of engines on all main line freight trains, and also special and duplicate passenger services, covering all tender and large tank engine types, with the exception of the `Kings', and `40XX', `4073' and '29XX' locomotives working on scheduled passenger services. Area controllers were responsible for `making arrangements for the economical use of all engines, and shall endeavour, as far as possible, to arrange with shed foremen for engines so worked as to reach their home station with the least possible delay'. In practice, this introduced an element of `common user' into the freight engine schedules, where a degree of `first available (suitable) engine to first outbound train' became almost inevitable in order to keep traffic moving. Engines would also be transferred light between sheds to meet expected shortages of power. To a large extent, the '28XXs' were still being used on much the same trains as before, though it frequently meant that, instead of a Banbury or Old Oak engine, a Newport or Severn Tunnel junction '28XX' might find itself plodding up to London with a Banbury to Acton train. This situation continued after the war, as will be seen in the examples of services listed.
| Shed | Engines |
| Oxford | 2861, 3835, 3836, 3837, 3838, 3839, 3847, 3848, 3862, 3866 |
| Banbury | 2805, 2816, 2817, 2869, 2871, 2874, 2878, 2882, 2885, 2895, 2898, 2899, 3802, 3803, 3819, 3820, 3821, 3825, 3827, 3829, 3861 |
| Stourbridge Jct | 2852 |
| Oxley | 2825, 2830 |
| Shrewsbury | 2897 |
| Chester | 2853, 2883, 2886 |
| Birkenhead | 2833 |
Banbury's large allocation was required not only to handle traffic arriving from the LNER line, but also that originating from the Great Western system via the enlarged marshalling yards in the town. The shed's '28XXs' were mostly scheduled for the vital iron ore trains to South Wales, of which about a dozen ran daily to Severn Tunnel Junction, Newport, Cardiff, and Copper Works Junction (Port Talbot). In practice, however, they were used in all directions, and were frequently to be found elsewhere on duties not involving Banbury. The use of other sheds' '28XXs' on the South Wales turns is well illustrated by the following examples, taken from the final years of the company:
| Date | Engine | Shed | Train | Load |
| 13 Jun 45 | 3840 | RDG | 7/50 Banbury-Cardiff | 30 |
| 22 Aug 45 | 2832 | ABDR | 3.45 Banbury-Cardiff | 52 |
| 7 Dec 45 | 2846 | SPM | 11.0 Copper Wks-Banbury | 47 |
| 11 Jan 46 | 2836 | ABDR | 12/0n Rogerstone-Banbury | 37 |
| 11 Mar 46 | 2897 | CDF | 12/0n Rogerstone-Banbury | 40 |
| 9 Apr 46 | 3824 | CDF | 8/50 Banbury-Newport | 41 |
| 8 Jul 46 | 2866 | NPT | 3/50 Copper Wks-Banbury | 51 |
| 8 Oct 46 | 2895 | BAN | 1.30 Cardiff-Banbury | 48 |
| 13 Mar 47 | 3811 | LA | 12/35 Banbury-Severn Tnnl Jct | 60 |
| 23 Apr 47 | 3858 | SHL | 6/30 Banbury-Barry Dks Spl | 50 |
| 20 May 47 | 2846 | SPM | 10/45 Banbury-Severn Tnnl Jct | 27 |
| 21 May 47 | 2897 | SLP | 3.45 Banbury-Cardiff | - |
| 16 Aug 47 | 3811 | LA | 12/35 Banbury-Severn Tnnl Jet | 56 |
| 17 Sep 47 | 2852 | STB | 10/45 Banbury-Severn Tnnl Jct | 60 |
| 2 Oct 47 | 2897 | SLP | 12/0n Rogerstone-Banbury | - |
| 1 Dec 47 | 3812 | CDF | 12/35 Banbury-Severn Tnnl Jct | 57 |
| 30 Dec 47 | 3809 | CDF | 7.35 Banbury-Cardiff | 32 |
In 1948 there are many examples of Banbury engines on South Wales duties, most especially the 7.35 to Cardiff. Engines of the '84XX' (LMS), '43XX' and '26XX' and '42XX' classes were regularly used alongside the '28s' on these duties.
Heavy freight turns on the Northern lines between London and Wolverhampton were shared with the `30XX', LMS and `Austerity' 2-8-0s, '49XX' and '68XX' 4-6-0s, whilst 2-6-0s handled less exacting duties; `28XX' turns recorded in this period include:
| Date | Engine | Shed | Train | Load |
| 5 Feb 46 | 2878 | BAN | 4/15 Bordesley-Banbury | 56 |
| 21 Apr 46 | 2817 | BAN | 2.0 Bordeslcy-Banbury | - |
| 31 May 46 | 2806 | ABDR | 1/10 Cannock Rd-Banbury | 47 |
| 29 Jun 46 | 2828 | ABDR | 10.25 Bordesley-Reading | 67 |
| 3 Jul 46 | 2894 | NPT | 8/30 Banbury-Southall | 46 |
| 17 Nov 46 | 3864 | SPM | 9/30 Oxley-Basingstoke | 51 |
| 21 Nov 46 | 2803 | WES | 11.0 Banbury-W. Drayton | 78 |
| 19 Dec 46 | 3854 | SHL | 4.20 Portobello Sdgs-Bordesley | 77 |
| 23 Jan 47 | 3808 | STJ | 2/15 Acton-Tyseley | 46 |
| 23 Feb 47 | 2842 | NPT | 1/10 Banbury-Old Oak | 64 |
| 25 Feb 47 | 3800 | NPT | 2.0 Reading-Oxley | 77 |
| 8 Mar 47 | 3812 | CDF | 8/10 Oxley-Paddington | 52 |
| 15 Mar 47 | 2858 | SHL | 2.15 Cannock Rd-Banbury | 50 |
| 23 Mar 47 | 2813 | PPRD | 5.0 Banbury-Old Oak | 55 |
| 24 Mar 47 | 2811 | ABDR | 8/20 Cannock Rd-Paddington | 45 |
| 31 May 47 | 2889 | CDF | 2.25 Didcot-Kingswinford | 54 |
| 23 Jul 47 | 2856 | OOC | 4/0 Bordesley-Banbury | - |
| 2 Aug 47 | 2855 | OOC | 1.30 Oxley-Paddington | 66 |
| 11 Sep 47 | 2859 | SPM | 4/45 Banbury-Brymbo | 18 |
| 3 Oct 47 | 2860 | CDF | 6.30 Oxley-Banbury | 47 |
| 10 Nov 47 | 2871 | BAN | 11/15 Banbury-Moreton Cutting | 74 |
| 28 Nov 47 | 3833 | NPT | 11.30 Bordesley-Banbury | 55 |
Twenty '28XX' engines were modified to burn oil in 1946/7, and one or two from Old Oak regularly put in an appearance at Banbury. On 21st October 1947, No. 4853 worked the 1.10 a.m. Old Oak to Tyseley train as far as Banbury, returning with the 7.35 a.m. to Southall. Banbury had a new oil refuelling facility by this time, though no oil burning engines were permanently stationed there during Great Western days.
A number of regular trains ran from the Midlands to Swindon, Bristol and the West Country, routed via Didcot or Gloucester. Again, virtually all were worked by different types of heavy goods locomotives throughout the period. The following examples of '28XX' duties were recorded in the last two years of the Great Western's existence:
| Date | Engine | Shed | Train | Load |
| 21 Jan 46 | 2836 | ABDR | 2/0 Bordesley-Tavistock Jct | 54 |
| 31 Jan 46 | 2871 | BAN | 11.50 Tavistock Jct-Bordesley | 60 |
| 20 Mar 46 | 2847 | ABDR | 11/10 Oxley-Swindon | 43 |
| 1 May 46 | 3829 | BAN | 11/30 Taunton-Oxley | 51 |
| 8 May 46 | 3812 | CDF | 7/15 Bordesley-Bristol | 39 |
| 16 May 46 | 2825 | CDF | 1/15 Tavistock Jct-Oxley | 43 |
| 23 May 46 | 3829 | BAN | 10.30 Banbury-Westbury | 42 |
| 12 Jul 46 | 2847 | ABDR | 8.15 Banbury-Laira | 39 |
| 20 Jul 46 | 2815 | STJ | 11/30 Taunton-Oxley | 59 |
| 18 Sep 46 | 2815 | STJ | 10.0 Banbury-Newton Abbot | 44 |
| 28 Oct 46 | 2869 | BAN | 2.15 Banbury-Bristol | 59 |
| 12 Nov 46 | 2878 | BAN | 11/25 Banbury-Bristol | 60 |
| 14 Nov 46 | 2814 | SPM | 2/36 Tavistock Jct-Oxley | 59 |
| 6 Jan 47 | 2898 | BAN | 10/15 Oxley-Bristol | 57 |
| 27 Jan 47 | 2868 | OOC | 6.35 Tavistock Jct-Oxley | 56 |
| 27 Jan 47 | 3823 | CDF | 9/20 Bristol-Oxley | 56 |
| 20 Mar 47 | 2818 | WES | 1/45 Bordesley-Tavistock jct | 40 |
| 20 Mar 47 | 3813 | CDF | 11/30 Bordesley-Swindon | 48 |
| 27 May 47 | 3866 | OXF | 9/20 Bristol-Oxley | 60 |
| 31 Jul 47 | 2874 | BAN | 5.25 Westbury-Oxley | 44 |
The variation in engine power is well illustrated by the last service, the 5.25 a.m. Westbury, which was hauled in the following months by `Austerity' No. 77387, `ROD' No. 3032 and '49XX' No. 5918.
Mineral services between Yarnton and South Wales via Honeybourne were largely dealt with by the '28XXs' during the postwar period. These trains were an extension of LMS services at Yarnton, working to and from Wellingborough and Irthlingborough. The class was also occasionally used on trains from Oxford over the same route:
| Date | Engine | Shed | Train | Load |
| 15 Jun 45 | 3848 | OXF | 11/55 Yarnton-Ebbw Vale | 26 |
| 17 Aug 45 | 3830 | NPT | 3/50 Yarnton-Rogerstone | 35 |
| 8 Jan 46 | 2896 | NPT | 2.0 Rogerstone-Yarnton | 38 |
| 9 Jan 46 | 3866 | OXF | 9.0 Pontypool Rd-Oxford | 44 |
| 13 Jan 46 | 2816 | BAN | 7/15 Yarnton-Rogerstone | 36 |
| 15 Feb 46 | 3810 | NPT | 5.0 Yarnton-Rogerstone | 37 |
| 14 Mar 46 | 2857 | CDF | 10/30 Rogerstone-Yarnton | 43 |
| 24 Apr 46 | 3856 | SHL | 7/15 Yarnton-Rogerstone | 54 |
| 3 May 46 | 3826 | CDF | 10/30 Rogerstone-Yarnton | 40 |
| 13 Jun 46 | 3864 | SPM | 12.40 Yarnton-Ebbw Vale | 26 |
| 29 Oct 46 | 2898 | BAN | 3/50 Yarnton-Rogerstone | 49 |
| 28 Nov 46 | 2868 | OOC | 1.0 Rogerstone-Yarnton | 37 |
| 28 Nov 46 | 3831 | STJ | 10/15 Severn Tnnl Jct-Yarnton | 44 |
| 7 Jan 47 | 2802 | PPRD | 12.40 Yarnton-Rogerstone | 41 |
| 27 Sep 47 | 3852 | OOC | 7/15 Yarnton-Rogerstone | 53 |
| 14 Nov 47 | 2877 | CDF | 2.0 Rogerstone-Yarnton | 30 |
In keeping with the times, `Austerity', `30XX', '72XX' and `26XX' engines were also recorded on these trains around nationalisation.
The last major through route to the North on which the class was regularly to be seen was the `North & West', between Pontypool Road and Shrewsbury. They were also rostered on the Black Country trains via Hereford and Worcester:
| Date | Engine | Shed | Train | Load |
| 25 Jun 45 | 2897 | CDF | 9.25 Stourbridge Jct-Aberdare | 43 |
| 30 Jun 45 | 2802 | ABDR | 1.20 Aberdare-Oxley | 28 |
| 28 Aug 45 | 2845 | SHL | 4/0 Salmey-Pontypool Rd | 42 |
| 3 Dec 45 | 2845 | SHL | 5/0 Cardiff-Saltney | 56 |
| 11 Dec 45 | 2842 | NPT | 3.20 Pontypool Rd-Saltney | 35 |
| 2 Feb 46 | 2882 | BAN | 12.55 Saltney-Pontypool Rd | 45 |
| 27 Feb 46 | 3841 | RDG | 5/0 Cardiff-Saltney | 37 |
| 2 May 46 | 2804 | CDF | 9.30 Cardiff-Saltney | 51 |
| 25 May 46 | 3866 | OXF | 5.25 Pontypool Rd-Stourbridge Jct | 41 |
| 18 Sep 46 | 2810 | ABDR | 2/30 Pontypool Rd-Saltney | 44 |
| 2 Oct 46 | 3834 | SPM | 9/0 Saltney-Cardiff | 43 |
| 7 Oct 46 | 2870 | ABDR | 11.30 Pontypool Rd-Saltney | 48 |
| 28 Oct 46 | 3805 | NPT | 11/15 Pontypool Rd-Saltney | 34 |
| 9 Dec 46 | 3864 | SPM | 6.30 Coleham-Cardiff | 50 |
| 22 Mar 47 | 3828 | PPRD | 9/5 Birkenhead-Cardiff | 43 |
| 15 May 47 | 2810 | ABDR | 12.55 Saltney-Pontypool Rd | 39 |
| 10 Oct 47 | 2841 | ABDR | 1.30 Aberdare-Oxley | 31 |
A few trips on the section between Wolverhampton and Birkenhead were now worked by '28XXs', though they were much in the minority. The Wellington & Crewe line goods trips were almost completely the preserve of '43XX' class engines in the 'thirties, but the demands of wartime brought many other types, with LMS and 'Austerity' 2-8-0s, '49XX' and '68XX' 4-6-0s, `26XX' and '43XX' 2-6-0s and '72XX' 2-8-2Ts (and lesser mortals) all working alongside the '28XXs'.
| Date | Engine | Shed | Train | Load |
| 20 Sep 45 | 2824 | STJ | 9/45 Worcester-Crewe | 59 |
| 23 Jan 46 | 2895 | BAN | 9.55 Crewe-Oxley | 50 |
| 16 May 46 | 2859 | SPM | 5/45 Croes Newydd-Hollinswood | 33 |
| 24 May 46 | 2814 | SPM | 8/0 0xley-Crewe | 54 |
| 12 Sep 46 | 2889 | CDF | 1.0 Stourbridge Jct-Crewe | 41 |
| 20 Sep 46 | 2885 | BAN | 7.35 Oxley-Saltney | 37 |
| 16 Dec 46 | 3855 | SHL | 12.15 Oxley-Birkenhead | 49 |
| 31 Dec 46 | 2818 | WES | 9.40 Oxley-Crewe | - |
| 8 Aug 47 | 2843 | OOC | 6/40 Saltney-Oxley | 59 |
| 11 Sep 47 | 2813 | PPRD | 8.10 Oxley-Crewe | - |
The class was also found at times on the Buildwas trips from Wednesbury, and regularly on the Ellesmere Port to Rowley Regis duties.
And so the Great Western era grew to a close, with the '28XX' class intact. Ahead of them was a fairly short, busy period, which would be followed by a gradual decline in freight traffic to the end of (and beyond) the age of steam. By that time, the '28XXs' had more than proved their worth.
| `28XX' CLASS - MAXIMUM WAGON LOADS FOR MAIN LINE FREIGHT TRAINS (1939) | |||||
| Class of Traffic | |||||
| Section | 1 | 2 | 3 | Empties | |
| Princes Risborough | Banbury | 72 | 86 | 100 | 100 |
| Oxford | Banbury | 80 | 96 | 100 | 100 |
| Banbury | Fenny Compton | 66 | 78 | 98 | 100 |
| Fenny Compton | Leamington | 90 | 100 | 100 | 100 |
| Leamington | Warwick | 66 | 78 | 98 | 100 |
| Warwick | Hatton | 44 | 53 | 66 | 88 |
| Hatton | Bordesley | 66 | 78 | 98 | 100 |
| Bordesley | West Bromwich | 44 | 53 | 66 | 88 |
| West Bromwich | Wednesbury | 90 | 100 | 100 | 100 |
| Wednesbury | Bilston | 46 | 55 | 69 | 92 |
| Bilston | Oxley | 64 | 77 | 100 | 100 |
| Oxley | Hollinswood | 44 | 53 | 66 | 88 |
| Hollinswood | Shrewsbury | 60 | 72 | 90 | 100 |
| Shrewsbury | Leaton | 44 | 53 | 66 | 88 |
| Leaton | Gobowen | 64 | 77 | 97 | 100 |
| Gobowen | Black Park junction | 78 | 94 | 100 | 100 |
| Black Park Junction | Ruabon | 40 | 48 | 60 | 80 |
| Ruabon | United Colliery | 72 | 86 | 100 | 100 |
| United Colliery | Saltney | 80 | 96 | 100 | 100 |
| Saltney | Chester | 72 | 86 | 100 | 100 |
| Chester | Birkenhead | 80 | 96 | 100 | 100 |
| Birkenhead | Grange Lane | 42 | 50 | 63 | 84 |
| Grange Lane | Saltney | 84 | 100 | 100 | 100 |
| Saltney | Rossett | 72 | 86 | 100 | 100 |
| Rossett | Wrexham | 36 | 43 | 58 | 72 |
| Wrexham | Hafod | 44 | 53 | 66 | 88 |
| Hafod | Gobowen | 56 | 67 | 84 | 100 |
| Gobowen | Shrewsbury | 70 | 84 | 100 | 100 |
| Shrewsbury | Wellington | 50 | 60 | 75 | 100 |
| Wellington | Hollinswood | 52 | 62 | 78 | 100 |
| Hollinswood | Oxley | 44 | 53 | 66 | 88 |
| Oxley | Wolverhampton | 40 | 48 | 60 | 80 |
| Wolverhampton | Wednesbury | 90 | 100 | 100 | 100 |
| Wednesbury | West Bromwich | 42 | 50 | 63 | 84 |
| West Bromwich | Leamington | 70 | 84 | 100 | 100 |
| Leamington | Banbury | 62 | 74 | 84 | 100 |
| Banbury | Oxford | 90 | 100 | 100 | 100 |
| Banbury | Princes Risborough | 72 | 86 | 100 | 100 |
| Tyseley | Stratford | 70 | 84 | 100 | 100 |
| Stratford | Toddington | 58 | 70 | 88 | 100 |
| Toddington | Bishop's Cleeve | 90 | 100 | 100 | 100 |
| Bishops's Cleeve | Cheltenham | 80 | 96 | 100 | 100 |
| Cheltenham | Bishop's Cleeve | 50 | 60 | 75 | 100 |
| Bishop's Cleeve | Stratford | 60 | 72 | 90 | 100 |
| Stratford | Wilmcote | 34 | 41 | 51 | 68 |
| Wilmcote | Earlswood | 58 | 70 | 88 | 100 |
| Earlswood | Tyseley | 90 | 100 | 100 | 100 |
| Oxford | Moreton-in-Marsh | 76 | 91 | 100 | 100 |
| Moreton-in-Marsh | Worcester | 64 | 77 | 97 | 100 |
| Worcester | Malvern Link | 50 | 60 | 75 | 100 |
| Malvern Link | Colwall | 36 | 43 | 54 | 72 |
| Colwall | Hereford | 50 | 60 | 75 | 100 |
| Hereford | Ledbury | 50 | 60 | 75 | 100 |
| Ledbury | Colwall | 26 | 31 | 39 | 52 |
| Colwall | Worcester | 50 | 60 | 75 | 100 |
| Worcester | Evesham | 80 | 96 | 100 | 100 |
| Evesham | Honeybourne | 70 | 84 | 100 | 100 |
| Honeybourne | Campden | 44 | 53 | 66 | 88 |
| Campden | Moreton-in-Marsh | 60 | 72 | 90 | 100 |
| Moreton-in-Marsh | Oxford | 90 | 100 | 100 | 100 |
| Shrewsbury | Dorrington | 52 | 62 | 78 | 100 |
| Dorrington | Church Stretton | 40 | 48 | 60 | 80 |
| Church Stretton | Craven Arms | 90 | 100 | 100 | 100 |
| Craven Arms | Ludlow | 80 | 96 | 100 | 100 |
| Ludlow | Leominster | 50 | 60 | 75 | 100 |
| Leominster | Hereford | 62 | 74 | 94 | 100 |
| Hereford | Leominster | 52 | 62 | 78 | 100 |
| Leominster | Ludlow | 50 | 60 | 75 | 100 |
| Ludlow | Church Stretton | 46 | 55 | 69 | 92 |
| Church Stretton | Shrewsbury | 80 | 96 | 100 | 100 |
| Wellington | Market Drayton | 58 | 70 | 88 | 100 |
| Market Drayton | Crewe | 62 | 74 | 94 | 100 |
| Crewe | Market Drayton | 52 | 62 | 78 | 100 |
| Market Drayton | Wellington | 46 | 55 | 69 | 92 |
NOTES
The above loadings are for a '28XX' unassisted; on the more limiting inclines it was often customary to provide a banker, which enabled a much heavier through load to be conveyed. For example, a '31XX' banker assisting a '28XX' on a northbound train to Bordesley from Warwick to Hatton would effectively raise the maximum load from the limiting 44 loaded mineral wagons to 66, the next limiting unassisted load on the route; the two engines together could haul eighty such vehicles up to Hatton, though the '28XX' unassisted would be limited to 66 beyond.
The classes of traffic for load calculation purposes were:
1 Coal, coke or patent fuel
2 Other minerals
3 General merchandise
Allowance was made for heavy materials in classes 2 and 3 by calculating them as class 1 (e.g. ironstone, cement, bricks, lime, metal sheets), and some heavy items in class 3 as class 2 (pitwood, sugar beet).
The 'EX' rating applied to sections easier than 1 in 110. This had the effect of raising the maximum loads of 50 wagons (class 1) and more by 10%, and also the equivalent loading of classes 2 and 3 by the same percentage, to a maximum of 100; 48 wagons (lass 1) and less remained as 48 (or less), where the gradient was 110 or greater.