GWR 517 Class

The 517 Class were small 0-4-2T tank engines designed by George Armstrong for local passenger work on the Great Western Railway.[1] They were built at Wolverhampton Works and were outshopped between 1868 and 1885. They were built in thirteen lots commencing with 517–528 and ending with 1477–1488 in 1884–1885.

GWR 517 class
Type and origin
Power typeSteam
DesignerGeorge Armstrong
BuilderGWR Wolverhampton Works
Order numberLots D, E, F, G, H, I, R, S, W, Z, C2, M2, P2
Build date1868–1885
Rebuilder156
Specifications
Configuration:
​
 • Whyte0-4-2T
 • UICB1 n2t
Gauge4 ft 8 1⁄2 in (1,435 mm) standard gauge
Driver dia.5 ft 0 in (1.524 m) or 5 ft 2 in (1.575 m)
Trailing dia.3 ft 8 in (1.118 m)
Wheelbase15 ft 6 in (4.72 m)
Length28 ft 4 5⁄8 in (8.65 m)
Width8 ft 2 in (2.49 m)
Height12 ft 1 5⁄8 in (3.70 m)
Axle load12 long tons 16 cwt (28,700 lb or 13 t)
13.0 t; 14.3 short tons full
Adhesive weight24 long tons 16 cwt (55,600 lb or 25.2 t)
25.2 t; 27.8 short tons full
Loco weight35 long tons 4 cwt (78,800 lb or 35.8 t)
35.8 t; 39.4 short tons full
Fuel typeCoal
Water cap620 imp gal (2,800 l; 740 US gal)
Firebox:
 • Firegrate area		12.83 sq ft (1.192 m2)
Boiler pressure150 psi (10.34 bar; 1.03 MPa) or 165 psi (1.14 MPa)
Heating surface:
 • Tubes		904.47 sq ft (84.028 m2)
 • Firebox83.14 sq ft (7.724 m2)
SuperheaterNone
CylindersTwo, inside
Cylinder size15 in × 24 in (381 mm × 610 mm),
later
16 in × 24 in (406 mm × 610 mm)
Valve gearStephenson
Valve typeSlide valves
Performance figures
Tractive effort12,635–14,780 lbf (56.20–65.74 kN)
Career
OperatorsGreat Western Railway
Class517
Power classUnclassified
Axle load classUnclassified
Withdrawn1904–1945
DispositionAll scrapped

Dimensions

The class was far from uniform and encompassed three different wheelbases, saddle and side tanks, and various boilers to name just a few variations. Driving wheels were 5 ft 0 in (1.524 m) (later 5 ft 2 in or 1.575 m due to thicker tyres), cylinders 15 in × 24 in (381 mm × 610 mm), (later 16 in × 24 in or 406 mm × 610 mm) and boiler pressure 150 psi (1.03 MPa) (later 165 psi or 1.14 MPa).

Summary table
Table of GWR 517 class orders
YearLotQuantityGWR No.Notes
1868D10517–528 13 ft 7 in (4.14 m) wheelbase
1868–69E12529–540
1869F12541–552
1869G12553–564
1869–70H12565–576
I121421–1432 15 ft 0 in (4.57 m) wheelbase
1873–74R12826–837
1874–75S12838–849
1875–76W121154–1165
1876Z13202–205, 215–222
1877–78C2121433–1444
1883M3121465–1476 15 ft 0 in (4.57 m) wheelbase
1884–85P261477–1482
1884–85P261483–1488

History
1473 Fair Rosamund

The earlier ones were rebuilt from saddle tanks while the later ones were built as side tanks from the beginning. The 3571 Class were very closely related, its prototype being a minor rebuild of 517 class No. 1477 in 1895. Then ten new locos followed in the next two years. Returning to the 517 class, various bunker and cab combinations also evolved, and after their last rebuilding, the locos with enclosed cabs and large bunkers were effectively the progenitors of Collett's 4800 class. In 1898 No. 1473 was named Fair Rosamund, to work a royal train on the Oxford-Woodstock branch. The engine was the usual one for the Woodstock branch in subsequent years.

The Armstrong brothers

The independence of the brothers Armstrong is aptly symbolised by the fact that Joseph at Swindon preferred the 2-4-0T wheel arrangement (the 455 Class "Metro" Tanks) to the 0-4-2; George, on the other hand, built no 2-4-0Ts at Wolverhampton.

Use

In the 19th century the 517s were principally Northern Division engines, and when new worked the Birmingham and Wolverhampton suburban traffic. Under Churchward the situation changed: about half of the class was fitted for autotrain working, and these engines were regularly maintained and moved around the system where needed; while the other, unconverted engines were demoted and became little more than shunters. Nevertheless as late as the 1920s the class was found in almost all parts of the GWR system. Most of the class ran between a million and a million and a half miles (2,400,000 km), No. 1163 holding the record at 1,652,661. None of the 517s were preserved, the last survivor No. 848 being scrapped in 1945 when aged 70.[2]

Accidents and incidents
  • On 15 April 1923, locomotive No. 215 was hauling Autocoach No. 70 when it was in a head-on collision with a goods train at Curry Rivel, Somerset due to a signalman's error. Nine people were injured.[3]

Notes
  1. Holcroft 1971, pp. 34–35.
  2. Tabor 1959, p. F9-F20.
  3. Vaughan 1989, pp. 29-32.

References
  • Casserley, H. C. & Johnston, Stuart W. (1966). Locomotives at the Grouping 4: Great Western Railway. Shepperton, Middlesex: Ian Allan Limited. pp. 20–21.
  • Whitehurst, Brian (1973). Great Western Engines, Names, Numbers, Types and Classes (1940 to Preservation). Oxford, UK: Oxford Publishing Company. pp. 16, 17, 102, 125. ISBN 978-0-9028-8821-0. OCLC 815661.
  • Holcroft, Harold (1971) [1957]. An Outline of Great Western Locomotive Practice 1837-1947. Shepperton: Ian Allan. ISBN 0-7110-0228-2.CS1 maint: ref=harv (link)
  • Tabor, F.J. (1959). The Locomotives of the Great Western Railway, part six: Four-coupled Tank Engines. RCTS.CS1 maint: ref=harv (link)
  • Vaughan, Adrian (1989). Obstruction Danger. Wellingborough: Patrick Stephens Limited. ISBN 1-85260-055-1.CS1 maint: ref=harv (link)
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