GWR 4900 Class
The Great Western Railway 4900 Class or Hall Class is a class of 4-6-0 mixed traffic steam locomotives designed by Charles Collett. A total of 259 were built, numbered 4900–4999, 5900–5999 and 6900–6958; the LMS Stanier Class 5 4-6-0 and LNER Thompson Class B1 both drew on design features of the Hall Class. After nationalisation in 1948, British Railways gave them the power classification 5MT. By the end of 1923 the GWR was well served with express passenger locomotives of the Saint and Star classes and had introduced the Castle Class; however the mixed traffic 2-6-0 locomotives of the 4300 Class were beginning to struggle with the increasing loads. George Jackson Churchward had recognised this with the introduction of the 4700 class 2-8-0 with 5 ft 8 in driving wheels, intended for express goods and relief passenger trains. However, Collett preferred the idea of a Saint Class with smaller wheels to undertake these duties as this would provide a leading bogie, he therefore rebuilt number 2925 Saint Martin with 6 ft driving wheels.
The prototype of the new class was rebuilt in 1924 and the cylinders were realigned in relation to the driving axle and a more modern'Castle'-type cab was fitted. Saint Martin embarked on three years of trials. During this period Collett introduced other modifications such a changing the pitch of the taper boiler and adding outside steam pipes. After extensive trials during 1925-1927, Collett was satisfied with the performance of his prototype, subject to minor amendments and placed an order for eighty more with Swindon works in 1928; the prototype was renumbered 4900 in December 1928 and the new locomotives were numbered 4901-80 and appeared at regular intervals until February 1930. They were named after English and Welsh country houses with'Hall' in their titles and so became known as the'Hall Class', they differed little from the prototype. The overall weight of the locomotive had increased by 2 long tons 10 cwt to 75 long tons 0 cwt but a tractive effort of 27,275 lbf compared favourably with the 24,935 lbf of the'Saint'.
The original locomotives were built with Churchward 3,500 imp gal tenders but after 4958 Collett's larger 4,000 imp gal types became standard although a few locomotives were fitted with smaller tenders if these were available as they entered service. The first fourteen examples were despatched to the arduous proving grounds of the Cornish main line, they were so successful here and elsewhere on the GWR system that by the time the first production batch had been completed a further twenty were on order. Further orders followed throughout early 1940s. By 1935, 150 were in service and the 259th and last Hall, No. 6958 Oxburgh Hall, was delivered in 1943. Thereafter further deliveries were of the'6959 Modified Hall' class; as indicated by their continuing production, the Hall class proved to be successful in a variety of different roles, although barred from several cross-country and branch lines because of their red weight classification. According to Peter Herring,'they were the first true mixed traffic locomotives, as such precursors of the Stanier'Black Five', Thompson B1 and BR Standard 5MT 4-6-0.'
Although the GWR had been at the forefront of British locomotive development between 1900 and 1930, the 1930s saw a degree of complacency at Swindon reflected in the fact that the design had originated in the 1900s and had not fundamentally changed since the mid 1920s. Collett was replaced by F. W. Hawksworth in 1941 who created a modified version of the design, known as the Modified Hall Class; these remained in production under British Railways until 1950, by which time there were a further seventy-one locomotives. On 30 April 1941, Locomotive No. 4911 Bowden Hall took a direct hit during a bombing raid on the Keyham area of Plymouth and was broken up. The locomotive had stopped at a signal box because of an air raid, the crew survived by sheltering under the steps of the signal box. No. 4911 was one of two GWR locomotives damaged beyond repair in Britain during World War II. The other was GWR 1854 Class No. 1729. At the same time, the locomotive's relative, 4936 Kinlet Hall, accidentally ran into a bomb crater in that area and was damaged, but it was repaired into service and acquired by the Woodham Brothers in the early 1960s.
On 13 February 1961, Locomotive No. 6949 Haberfield Hall was in collision with a freight train, being shunted at Baschurch, Shropshire due to a signalman's error. Three people were killed and two were injured. On 25 August 1962, a passenger train stopped at Torquay, Devon due to the failure of the locomotive hauling it. Locomotive No. 4932 Hatherton Hall was hauling a passenger train that overran signals and was in a rear-end collision with it. Twenty-three people were injured. All but one of the original Collett Halls entered British Railways service in 1948, the exception being No. 4911 Bowden Hall. Official withdrawals began in 1959 with the prototype Saint Martin, its accumulated mileage, both in its original form and rebuilt form, was a remarkable 2,092,500 miles. Further withdrawals of the production series took place during the 1960s and the class was extinc
GWR 4900 Class 4930 Hagley Hall
4930 Hagley Hall is a Great Western Railway, 4-6-0 Hall class locomotive, built in May 1929 at Swindon Works to a design by Charles Collett. It is one of eleven of this class; the locomotive is named after Hagley Hall in Worcestershire. Its first shed allocation was Wolverhampton Stafford Road. After moving around the midland and southern sections of the western region it was withdrawn in December 1963, having covered the impressive total of 1,295,236 miles being sold for scrap to Woodham Brothers scrapyard in Barry, Vale of Glamorgan, South Wales, arriving in June 1964. Sold to the Severn Valley Railway in June 1972, it became the 29th departure from Barry arriving at Bridgnorth in January 1973, it was restored to working condition in 1979, ran back on the mainline reaching as far south as Plymouth and north to Chester. 4930 hauled the official re-opening train into Kidderminster Town station in 1984.4930 was one of the regular locomotives used on the mainline in 1985 during the 150th anniversary of the Great Western Railway alongside 3440 City of Truro, 5051 Drysllwyn Castle, 6000 King George V, 7029 Clun Castle, 7819 Hinton Manor, 75069 & 92220 Evening Star.
After its withdrawal in 1986 pending overhaul, it was loaned in 1999 to the Macarthur Glen shopping centre in Swindon as a static exhibit. In June 2007 it was returned to the Severn Valley Railway intending to take its place in the new'Engine House' outside Highley railway station. After a delay due to the floods that hit the railway in June 2007, the Engine House opened in March 2008 when Hagley Hall was placed on show. In October 2013, 4930 was moved from the Engine house to Bridgnorth so that the overhaul could begin; the overhaul is being supported by the SVR Charitable Trust and the Friends of Locomotive Hagley Hall Group. Some of the money for the overhaul was raised by members of the public who subscribed to the SVR's share offer scheme, which included the objectives of restoring 4930 and some matching Great Western coaches. 4930's departure from Highley allowed LMS Black 5 number 45110 to take its place. 4930 has swapped its Hawksworth tender for Witherslack Hall's Collett tender. As of 2017 the overhaul is in progress with the objective of re-entering service in 2020.
The engine features in the 1986 documentary "Steam Days" with Miles Kington on a run out from Bristol to Plymouth with fellow GWR engine Drysllwyn Castle during the 150th Anniversary of the GWR in 1985. 4930 featured running passenger trains on the SVR In the 1986 programme The Great Western Experience alongside other GWR locomotives, such as 5764, 5051 Drysllwyn Castle, 6998 Burton Agnes Hall and 7029 Clun Castle. Friends of 4930 Hagley Hall Severn Valley Railway Charitable Trust 4930 page
GWR 4900 Class 4942 Maindy Hall
No 2999 Lady of Legend is a British steam locomotive completed in 2019 to the Great Western Railway's 2900 or "Saint" class design of George Jackson Churchward. Based on the frames and boiler of GWR Hall class 4-6-0 No 4942 Maindy Hall, it is the second completed "new-build" project, based at Didcot Railway Centre in Didcot, Oxfordshire. Described as "building the 78th Saint", the project started in the 1970s to look at building a new'Saint', since none of the original class-members were preserved. No. 4942 Maindy Hall was "Hall" class. It was built in 1929 at Swindon. After being withdrawn from service in 1963, it was moved to Woodham Brothers scrapyard in Barry, Vale of Glamorgan, South Wales, in 1964 and was bought by the Didcot Railway Centre in 1974, who bought 5900 Hinderton Hall. Following the formation of the society in the 1970s a plan was formed to build a new 2900 Saint, since none of the original class members were preserved, it was decided to rebuild 4942 Maindy Hall from scrapyard condition.
This is appropriate as the original 4900 class prototype of 1925 was converted from 2900 class engine Saint Martin. It was decided to number the locomotive as a new member of the class, sequential to the highest-numbered original Saint, No.2998, Ernest Cunard. The original driving wheels for the Hall were 6 feet in size while the size of the driving wheels for a Saint were 6 feet 8 inches, the front bogie wheels were smaller than those for a Saint as they were 3 feet and the front bogie wheels for a Saint were 3 feet 2 inches; some of the parts used in the construction of 2999 are original Saint parts, including a connecting rod from 2906 Lady of Lynn and the whistle from 2910 Lady of Shalott. The chimney is an original part, but is from a 6800 class 4-6-0; the engine was built with straight frames and lever reversing gear. The original height of the 2900 Saints was 13 feet 3 1⁄2 inches, but the maximum height allowed for steam locomotives to work on the mainline by Network Rail is 13 feet 1 inch, because of overhead line clearances.
The height of 2999 is therefore reduced. Mainline operation requires the addition equipment that none of the original members of its class had, including: AWS, TPWS, OTMR & GSM-R, its tender is expected to be modified to allow more water to be carried and less coal, the reason for this being that there are few water columns on the mainline and the water troughs have long since disappeared. Many names were submitted in a competition run by the group which were constructing 2999 and the name chosen was Lady of Legend. Other names that were submitted in the competition to name the new engine included: Lady in Waiting, Lady Diana, Lady of Lourdes, Saint Dai, Prince Charles, John Betjeman & Phoenix. An integral part of the Saint project is the'atlantic option'. Although it is intended by the Saint project that the completed engine will run in its 4-6-0 configuration as a Saint because of the plan to go mainline, it is planned to have the engine run for a period during its 10-year boiler certification as a 4-4-2 atlantic.
The number it is expected to carry when converted into her 4-4-2 atlantic form is 191 and the names include Atlantic and Churchward. Official website http://www.didcotrailwaycentre.org.uk/locos/2999/2999.html Building a Saint documentary
Barry, Vale of Glamorgan
Barry is a town in the Vale of Glamorgan, Wales, on the north coast of the Bristol Channel 9 miles south-southwest of Cardiff. Barry is a seaside resort, with attractions including several beaches the resurrected Barry Island Pleasure Park. According to Office for National Statistics 2016 estimate data, the population of Barry was 54,673, making it the third largest town in Wales, after Wrexham and Merthyr Tydfil. Once a small village, Barry has absorbed its larger neighbouring villages of Cadoxton and Barry Island, now, Sully, it grew from the 1880s with the development of Barry Docks, which in 1913 was the largest coal port in the world. The place was named after Saint Baruc; the area now occupied. Mesolithic or Middle Stone Age microlith flint tools have been found at Friars Point on Barry Island and near Wenvoe and Neolithic or New Stone Age polished stone axe-heads were discovered in St. Andrews Major. A cinerary urn was found on Barry Island during excavations of Bronze Age barrows and two more were found in a barrow at Cold Knap Point.
A large defended enclosure or Iron Age promontory hillfort was located at the Bulwarks at Porthkerry and there was evidence of the existence of an early Iron Age farmstead during construction of Barry College off Colcot Road. In Roman times farmsteads existed on the site of Barry Castle and Biglis and there were verbal reports of discovery of a cemetery including lead coffins with scallop-shell decoration. Both St. Baruc's Chapel and St. Nicholas Church have re-used Roman bricks and tiles incorpoarated in their building fabric and a Roman villa was discovered in Llandough. In 1980 a Roman building consisting of 22 rooms and cellars in four ranges around a central courtyard was excavated at Glan-y-môr and is believed to be a third-century building associated with naval activity, maybe a supply depot; the Vikings launched raids in the area and Barry Island was known to be a raider base in 1087. Flat Holm and Steep Holm islands in the Bristol Channel have their name Holm name derived from a Scandinavian word for an island in an estuary.
The excavation of the Glan-y-môr site revealed the site had been reused in the 6th and 7th century and between AD 830 and 950 as a dry stone sub-rectangular building with a turf or thatched roof. The main feature of the area at this time was the island in the Bristol Channel, separated from the mainland by a tidal estuary, it is described in Giraldus Gerald of Wales' Itinerarium Cambriae. He states that Barry derives its name from St. Baruc whose remains are deposited in a chapel on the island; the local noble family who owned the island and the adjoining estates took the name of de Barri from the island. Following the Norman conquest of England the area was divided into manors with the Barry area split into two large lordships and Dinas Powys. Penmark was split into the sub-manors of West Penmark and Barry. Dinas Powys was split into the sub-manors of Uchelolau; the sub-manor of Barry was granted by the de Umfraville family to the de Barri family and the seat of the manor was Barry Castle, located on high ground overlooking the Bristol Channel, a site occupied in Roman times by a native homestead.
The castle was a small fortified manor house, built to replace an earlier earthwork. By the late 13th century the castle had two stone buildings on the east and west sides of a courtyard. Early in the 14th century the castle was strengthened by the addition of a large hall and gatehouse on its south side, the ruins of which are all that survive today. By now Barry had grown into a village and port with its own church and watermill but in the 14th century its population was drastically reduced by the Black Death and the consequences of the rebellion of Owain Glyndŵr, it took the population some 300 years to recover and once more hold the title of village a sparsely populated area with a few scattered farms and much of the land a marsh that a small river flowed through. By 1622 the pattern of fields, where enclosure was complete, around Barry village was pretty much as it was to remain until the growth of the modern town. According to the 1673 Hearth-Tax list the parish contained thirteen houses.
Whitehouse Cottage, the oldest existing inhabited house in modern Barry, dates from the late 1500s with the east end of the building added in around 1600. It overlooks the sea at Cold Knap. By 1871 the population of Barry was over 100, with 21 buildings, the new estate-owning Romilly family being involved in the buildup of the village but it remained a agricultural community, it grew. The coal trade was growing faster than the facilities at Tiger Bay in Cardiff could and so a group of colliery owners formed the Barry Railway Company and chose to build the docks at Barry. Work commenced in 1884 and the first dock basin was opened in 1889 to be followed by two other docks and extensive port installations; the Barry Railway brought coal down from the South Wales Valleys to the new docks whose trade grew from one million tons in the first year, to over nine million tons by 1903. The port was crowded with ships and had flourishing ship repair yards, cold stores, flour mills and an ice factory. By 1913, Barry was the largest coal exporting port in the world.
Behind the docks rose the terraced houses of Barry which, with Cadoxton, soon formed a sizeable town. The railways which had played a major part in the development of the dock helped make Barry Island a popular resort. Barry Memorial Hall on Gladstone Road was inaugurated in November 1932, obtained its name to honour those loca
GWR 4900 Class 5967 Bickmarsh Hall
The GWR 4900 Class locomotive No. 5967 Bickmarsh Hall was built at Swindon railway works, was completed in March 1937. First allocated to Chester, in August 1950 it was allocated to Banbury, in March 1959 to Newton Abbot. Fitted with a boiler from a Modified Hall with 3 row superheater during its last overhaul at Swindon in 1961, it was given its last allocation to Westbury. Withdrawn in June 1964 it was sold to Woodham Brothers scrapyard in Barry, South Wales, where Bickmarsh Hall stayed until it was bought by the Pontypool and Blaenavon Railway; the locomotive left as the 187th departure from the scrapyard, in August 1987. Paired with 4,000-imperial-gallon Collett tender number 2910, it is preserved at the Northampton & Lamport Railway where it is undergoing a slow restoration. Official website maintained by the locomotive owners Bickmarsh Hall page at Northampton & Lamport Railway web site
GWR 4900 Class 4979 Wootton Hall
GWR 4900 Class 4-6-0 No. 4979 Wootton Hall is a steam locomotive. It was built at Swindon, February 1930, was one of 258 Hall class steam locomotives constructed, its first shed allocation was Plymouth Laira and after 32 years of service it ended up at Oxford. During this time it was allocated to sheds in Penzance, Severn Tunnel Junction, Cardiff Canton, ended its days in the London Division of the Western Region of British Railways, based at Southall, Reading and Oxford in July 1958, it was used for a variety of duties including freight. It was withdrawn from service in December 1963 and acquired by Woodham Brothers scrapyard in Barry, South Wales, in June 1964; the locations of 4979 on particular dates. Of the 259 Hall Class locomotives built, 11 have been preserved with no. 4979 being one of several Halls salvaged from Woodhams' Scrapyard. It was sold to Fleetwood Locomotive Centre in Lancashire, left as the 179th departure from Barry in October 1986. In 1994 it was purchased by the Furness Railway Trust and moved to storage at the Lytham Motive Power Museum.
In March 2007 it was again moved to a new storage site at Appleby where, during its time at the Heritage Centre there, preventative maintenance was carried out to prevent further decay on the locomotive but the years of being by the sea air at Barry and Fleetwood has taken its toll. Once the FRT's new accommodation in Preston was completed, 4979 was moved from Appleby in October 2014, to the Ribble Steam Railway at Preston where restoration has since begun; the tender tank was immediately removed and is now sat in the yard awaiting eventual disposal. As many re-usable parts as possible have been recovered from the remains of the tender frames for eventual re-use on the locomotives restored tender; the remains of the locos drag box have been cut away for replacement and a number of small parts from the loco are being worked on. The long term goal for the FRT is to restore the locomotives tender first and when the tender is completed and funding has been raised, restore Wootton Hall to her former glory.
"4979 at Honeybourne". 1963. Archived from the original on 6 October 2008
Cambrian Heritage Railways
The Cambrian Heritage Railways is a heritage railway company and society based at both Llynclys and Oswestry in its newly restored railway station, England. Formed after the 2009 merger of the Cambrian Railways Society and the Cambrian Railways Trust, it aims to reinstate the infrastructure required to operate trains from Gobowen to Llynclys Junction, to Blodwel. Cambrian Heritage Railways operates the Cambrian Railways Museum in the Oswestry railway station's former goods depot. Displays include photographs, lamps, signal box fittings, artefacts related to the history of the Cambrian Heritage Railways; the Cambrian Railways was formed through the merger of a series of regional railway companies on the England/Wales border. Following LNWR sponsored connection with the LNWR station at Gobowen, it enabled CR and LNWR trains to run from the northwest and North Wales into Mid Wales, beyond; this enabled the LNWR to have an alternative route to the GWR mainline, enabling it to run trains between the coal and steel industries of South Wales, into the industrialised Midlands and Northwest England.
Merged into the GWR on grouping, it closed its old Oswestry station and ran all services from the former CR/LNWR station. On nationalisation in 1946 it became part of the Western Region of British Railways, but in 1963 moved to the London Midland Region; this brought about a sharp decline in services, with the final DMU powered passenger service running in 1968. Occasional quarry trains ran until 1988 to Blodwel, after which the track was left in place but abandoned by Network Rail. All operations of the Cambrian Heritage Railways are located within England, albeit close to the Welsh border. However, the historical Cambrian Railways company operated from the Welsh/English border territory into Wales, with more than 95% of its permanent way located in Wales. A number of operational Welsh heritage railways were part of the historical Cambrian Railways, including the Vale of Rheidol Railway, the Welshpool and Llanfair Railway, parts of the Ffestiniog Railway, the Welsh Highland Heritage Railway, the preserved Penmaenpool railway station.
Cambrian Heritage Railways are publicised throughout Wales, despite their English location, are preserving elements of significant Welsh railway heritage. In 1972, a group of enthusiasts established the Cambrian Railways Society, which obtained a lease from BR over the former Oswestry goods yard and Oswestry South Signalbox; the CRS established a museum in the former CR goods shed, acquired either directly, or through members, a number of steam and diesel engines plus associated rolling stock. In 1997, BR agreed to allow CRS to run trains under a Light Railway Order to Middleton Road, over a track of 300 metres in length; the CRS purchased the freehold of Weston Wharf goods yard and shed with the help of the Heritage Lottery Fund. After quarry trains finished in 1988, the CRS obtained further agreement from BR to run occasional works/inspection trains over the line to Blodwel. In 1998, to secure the trackbed and return trains to the residual CR lines, a wider community group of the CRS, Oswestry Council and local business people formed the Cambrian Railways Trust, to acquire the railway between Gobowen and Blodwel.
Once secured, the CRT would hand over the legal agreement to the CRS to run trains. In 1997, the CRT obtained funding to carry out a business study of the plans, subsequently agreed to purchase the track from Railtrack. By 2001, planning permission had been obtained for the entire project, along with a supporting business plan and funding. However, after government owned company Network Rail replaced Railtrack, they stopped negotiations and broke off the deal, stating that they would only deal with a local council; as a result, the CRS withdrew from the CRT, went back to new direct negotiations with Network Rail. After negotiations failed for a second time, the CRS established a third base on part of the Nantmawr branch at Llanddu Junction; the enthusiasts left in CRT decided to embark on their own project, having been offered the freehold of trackbed between Llynclys and Pant. After obtaining European Union grant aid through Oswestry Borough Council’s tourism initiative, the trackbed was purchased by the council and leased to the CRT.
From 2003/4, the CRT began rebuilding the track bed, which allowed trains to run from July 2005. Further grants from DEFRA and the EU allowed this small operation to expand, in both track as well as rolling stock assets; this culminated in the building of Llynclys South station. In 2005, the council bought the semi-derelict Oswestry railway station, refurbishing it with grant aid to provide both a visitor and small business centre, it established the Oswestry Station Building Trust to manage the building, provide information on the old CR. In 2005 the CRT obtained via match-funding an HLF grant to establish a new business-plan to reinstate the railway between Gobowen and Blodwel. After completion of the study, the CRT proposed a merger with the CRS and the Oswestry Station Building Trust; this would enable: the assets of all three organisations to be merged. This was agreed to in 2009, resulting in the formation of the new trust company, Cambrian Heritage Railways'. Through a ballot at an Extraordinary General Meeting held at Oswestry railway station on 20 November 2009, members of both the CRS and CRT agreed that: Every member of the CRS & CRT automatically becomes a member of the formed