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GWR 1366 Class
GWR 1366 Class
GWR 1366 Class
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GWR 1366 class
1368 at Wadebridge in 1964
Type and origin
Power typeSteam
DesignerCharles Collett
BuilderGWR Swindon Works
Order numberLot 286
Build dateFebruary 1934
Total produced6
Specifications
Configuration:
​
 • Whyte0-6-0PT
 • UICC n2t
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Driver dia.3 ft 8 in (1.118 m)
Wheelbase11 ft 0 in (3.353 m)
Length26 ft 2+1⁄4 in (7.982 m) over buffers
Width8 ft 6 in (2.591 m)
Height11 ft 11+5⁄8 in (3.648 m)
Axle load13 long tons 0 cwt (14.6 short tons; 13.2 t) full
Loco weight35 long tons 15 cwt (40.0 short tons; 36.3 t) full
Fuel typeCoal
Fuel capacity2 long tons 3 cwt (2.4 short tons; 2.2 t)
Water cap.830 imp gal (3,800 L; 1,000 US gal)
Firebox:​
 • Grate area10.7 sq ft (0.99 m2)
BoilerGWR 1392[1]
Boiler pressure165 psi (1.14 MPa)
Heating surface:​
 • Firebox73 sq ft (6.8 m2)
 • Tubes715 sq ft (66.4 m2)
SuperheaterNone
CylindersTwo, outside
Cylinder size16 in × 20 in (406 mm × 508 mm)
Valve gearAllan
Valve typeSlide valves
Performance figures
Tractive effort16,320 lbf (72.6 kN)
Career
OperatorsGWR » BR
Class1366
Power classGWR: Unclassified,
BR: 1F
Numbers1366–1371
Axle load classGWR: Unclassified
Withdrawn1960–1964
PreservedNo. 1369
DispositionOne preserved, remainder scrapped

The Great Western Railway (GWR) 1366 Class is a class of 0-6-0 pannier tank steam locomotives built in 1934. They were a useful design because of their light weight and short wheelbase and were often used on dockside branches or other lines with sharp curvatures.

History and development

[edit]

The 1366 class was one of only two pannier tank designs built by the GWR that utilised outside cylinders (alongside the GWR 1500), although various existing engines inherited by the GWR had pannier tanks and outside cylinders. The 1366 class was developed from the 1361 Class but differed by including a pannier tank rather than a saddle tank, Belpaire firebox, etc. They were designed to replace the 1392 Class.

Operational history

[edit]
The preserved 1369, seen at Buckfastleigh on the South Devon Railway in 2021.

Originally, five of the six locomotives of the class were allocated to Swindon shed; No. 1371 was originally sent to Llanelly [sic][2] but when they were taken over by British Railways Western Region in 1948 three of the six had been reallocated to Weymouth for use on the docks there.

In 1950 the situation remained as it had in 1948[3] while by 1955 one of the locomotives had moved shed allocation from Swindon to Taunton (although used at Bridgwater[2]) with three remaining at Weymouth[4] and this in turn continued until 1959.[5] With the move from steam to diesel the first of the class to be withdrawn was 1370 which was withdrawn from Weymouth shed in January 1960.[2] It was followed by 1371 from Swindon shed in November of that year[2] and then 1366 from Taunton the following February.[2]

However, the three remaining locomotives were offered a new lease of life. No. 1369 was sent via Yeovil[6] to Wadebridge and after successful clearance trials had taken place numbers 1367 and 1368 followed,[7] the locomotives being used to replace the Beattie Well Tanks that had run over the Bodmin and Wadebridge Railway to Wenford bridge for the previous 87 years.[8] However, dieselisation caught up with them again, and all three were withdrawn in 1964[2] having operated for just 2 years in Cornwall. The final locomotive, 1369, left Wadebridge under its own steam for the Dart Valley Railway on 20 February being the last operational British Railways steam locomotive to be based in Cornwall.[9]

Withdrawal

[edit]
Table of withdrawals
Year Quantity in
service at
start of year		 Number withdrawn Locomotive numbers
1960 6 2 1370-1371
1961 4 1 1366
1962-1963 3 0
1964 3 3 1367-1369

Preservation

[edit]

One example, No. 1369, survives on the South Devon Railway.[10]

See also

[edit]
  • GWR 0-6-0PT – list of classes of GWR 0-6-0 pannier tank, including table of preserved locomotives

References

[edit]

Bibliography

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

GWR 1366 Class

View on Grokipedia
from Grokipedia
The GWR 1366 Class was a class of six pannier tank steam locomotives designed by for the Great Western Railway (GWR) and built at in 1934. These compact engines traced their design lineage to lightweight shunting locomotives originally developed for the Minerals Railway (CMR) in the and , with principles credited to Francis Trevithick in 1873; the class evolved through intermediate designs like the of 1910 before Collett's modernization in . Key features included outside-framed cylinders (16 inches by 20 inches), 3-foot-8-inch driving wheels, Belpaire fireboxes, Allan straight-link valve gear, a boiler pressure of 165 psi, and a of 16,320 lbf, making them well-suited for tight-radius shunting duties with a total weight of 35 tons 15 cwt and water capacity of 830 gallons. Numbered 1366 through 1371, they were primarily allocated for dockside and yard work, including pilot duties at , Plymouth Friary, and . In service under both GWR and British Railways (BR) ownership, the locomotives handled specialized tasks such as assisting boat trains at Weymouth Quay—equipped with steam heating boilers and warning bells—and later china clay traffic on the Wenford Bridge branch after relocation to in 1962. Most were withdrawn by 1960 as diesel shunters took over, though numbers 1367, 1368, and 1369 lasted until November 1964, with 1369 marking the final steam operation in under BR. Only one member of the class, No. 1369, has been preserved; saved from scrapping for £690 in 1964, it was restored to working order by 1996 and now operates on the South Devon Railway, owned by the South Devon Railway Association.

Design and specifications

Overview

The GWR 1366 Class consists of six 0-6-0PT pannier tank steam locomotives designed by for the Great Western Railway, built in 1934 and numbered 1366 to 1371. These compact engines were constructed to standard gauge of 4 ft 8½ in and measured 26 ft 2¼ in in overall length with an 11 ft wheelbase, making them ideal for maneuvering in tight spaces. Their primary purpose was light shunting and dockside operations, facilitated by a low loading and short that allowed reliable performance on branches with sharp curves and weight restrictions. The class served as a replacement for the earlier 1392 Class, updating the design for continued use in similar roles within the GWR fleet. Under British Railways ownership from 1948, the locomotives retained their allocations for shunting duties at depots including and Weymouth.

Technical features

The GWR 1366 Class locomotives featured a compact design optimized for maneuverability on restricted routes, with driving wheels of 3 ft 8 in (1,118 ) diameter to facilitate operation over tight curves and lightly laid tracks. These small wheels contributed to the class's of 11 ft 0 in (3.35 m), enhancing stability and route suitability for dockside and duties. The locomotives had a total weight in working order of 35 long tons 15 cwt (36.3 t), distributed to achieve a low loading of 13 long tons (13.2 t), making them ideal for branches with weak permanent way. capacity was 2 long tons 3 cwt (2.2 t) of , stored in bunkers behind the cab, while capacity stood at 830 imperial gallons (3,800 L) carried in pannier tanks alongside the . This configuration ensured self-sufficiency for short-haul tasks without requiring frequent tender refills. Power was generated by a Belpaire operating at 165 psi (1.14 MPa), with two outside cylinders measuring 16 in × 20 in (406 mm × 508 mm) driving the coupled axles. The cylinders employed Allan straight-link actuating slide valves, providing reliable admission and exhaust control for saturated conditions. The of 16,320 lbf (72.6 kN) underscores the class's capability for heavy shunting despite its modest size. The low axle loading and overall emphasized on lightly constructed dockside branches, where the locomotives' prevented excessive track wear.

Construction and development

Background and design origins

The development of the GWR 1366 Class occurred in the early , amid the Great Western Railway's need for compact, light-duty locomotives to support operations on rationalized branch lines and expanding dock facilities following the traffic shifts of the . Designed by Chief Mechanical Engineer , the class served as a direct replacement for the obsolescent 1392 Class, which traced its origins to the Cornwall Mineral Railway's saddle tanks acquired by the GWR and were no longer suitable for similar light shunting and short-haul requirements due to wear and outdated features. Collett drew influence from the 1361 Class of 1910, retaining its sloping outside cylinders and Allan valve gear for proven maneuverability while modernizing with Belpaire fireboxes and pannier tanks to improve steaming efficiency in restricted environments. Collett's emphasis on played a central role, as he sought to enhance overall fleet efficiency at by minimizing locomotive classes from 52 in 1921 to 37 by 1941, promoting interchangeable components and precise specifications to streamline production and maintenance. This policy directly informed the 1366 Class, ensuring it aligned with GWR's interwar priorities for cost-effective, versatile output from the works. A key driver was the GWR's growing dockside operations during the , particularly at ports such as Plymouth, Weymouth, and , where low-axle-load engines were essential for navigating tight curves and fragile trackwork in shunting yards without risking infrastructure damage. The class was built at to meet these demands precisely.

Building process

The GWR 1366 Class locomotives were constructed at under Lot No. 286. All six engines in this small batch were completed during 1934. This limited production scale reflected the class's specialized niche in shunting and dock duties, resulting in a uniform build with no variants or modifications introduced during manufacture. The locomotives were initially numbered 1366 through 1371 and entered traffic directly upon completion, with allocations primarily to Swindon sheds.

Operational service

Allocations and duties

Upon entering service in 1934, five locomotives of the GWR 1366 Class (Nos. 1366–1370) were allocated to shed, where they primarily handled shunting duties at the carriage works, sawmills, and wagon works. The sixth , No. 1371, was initially sent to Llanelly shed for similar yard and dock shunting tasks in the area. Following in 1948, the class was renumbered 1366–1371 and placed under British Railways' Western , with most remaining at initially, though some like Nos. 1368 and 1371 shifted to Weymouth for quay operations. By the mid-1950s, reallocations included No. 1366 to (for docks), while others moved to Weymouth; by 1959, the class was spread across , , and Weymouth sheds. In 1962, Nos. 1367, 1368, and 1369 were transferred to shed in to support operations there. The locomotives' primary duties centered on shunting in docks, marshalling yards, and light branch lines, leveraging their compact design for tight curves and restricted spaces. At Weymouth, they hauled goods and boat trains to the quay for traffic, often managing up to 13 coaches and fitted with warning bells and steam heating apparatus. In , particularly at , they replaced older Beattie well tanks on the Wenford Bridge branch, pulling china clay freight trains until dieselization. Throughout their service from the GWR era into early British Railways operation (1934–1964), the 1366 Class underwent only routine maintenance, with minimal major overhauls; No. 1369, for example, received a replacement from No. 1370 in 1960 at Weymouth. This allowed them to remain active without significant interruptions across these postings.

Performance in use

The GWR 1366 Class locomotives demonstrated excellent maneuverability in operational service, particularly on tight curves and in confined spaces such as dockyards and works yards, owing to their short and small 3 ft 8 in driving wheels, which facilitated precise low-speed control ideal for shunting duties. Their simple design, incorporating Allan straight-link and a straightforward outside-cylinder arrangement, contributed to low maintenance requirements, allowing them to perform reliably in everyday tasks without frequent overhauls. No major failures or accidents involving the class were recorded during their service life, underscoring their robustness for light duties. However, the locomotives were underpowered for heavier loads, with a of 16,320 lbf limiting them to short workings and lighter freight or passenger trains, such as the up to 13-coach boat trains occasionally handled at Weymouth Quay. This constraint aligned well with the post-war decline in freight traffic, where their capabilities suited the reduced demands of and yard operations, though they were gradually supplanted by more versatile diesel shunters like the Class 08 in the early 1960s. In a unique aspect of their service, three members of the class (Nos. 1367–1369) were allocated to in 1962 to replace Beattie well tanks on the Wenford Bridge china clay branch in , where they provided the final steam operations before full dieselization in 1964, marking the end of steam traction in the region under British Railways.

Demise and legacy

Withdrawal

The withdrawal of the GWR 1366 Class locomotives occurred between 1960 and 1964, as part of British Railways' broader modernization efforts that prioritized diesel locomotives over power for shunting and light freight duties. This class, designed for compact operations in confined spaces like docks and yards, became obsolete with the widespread adoption of diesel shunters, which offered greater efficiency and reduced maintenance needs, alongside a decline in demand for small tanks amid network rationalization. The process began with No. 1370, withdrawn from Weymouth shed in January 1960, followed by No. 1371 from shed in November 1960. No. 1366 was the next to go, taken out of service from shed in January 1961. These early retirements reflected the initial phases of diesel encroachment on Western Region shunting roles, where the 1366 Class's axle loading and short were increasingly mismatched with evolving operational requirements. The remaining three locomotives—No. 1367, 1368, and 1369—were allocated to shed in from 1962, handling china clay traffic on the Wenford branch until diesel replacements, such as the 204 hp Drewry shunters, supplanted them. Nos. 1367 and 1368 were withdrawn in October 1964 from , while No. 1369, the last of the class in active BR service, was officially withdrawn in November 1964 from the same shed after its final duties. Following its withdrawal and purchase for preservation, No. 1369 departed under its own steam for the Dart Valley Railway on 20 February 1965, marking the end of the class's revenue-earning career.

Preservation

Only one locomotive from the GWR 1366 Class has survived into preservation: No. 1369, with the remaining five examples scrapped following their withdrawal from British Railways service in the mid-1960s. No. 1369 was acquired in 1964 by a group of enthusiasts associated with the Dart Valley Light Railway (now the South Devon Railway) for £690, shortly after its withdrawal from shed, and delivered to on 20 February 1965. Initial restoration efforts began in the late 1960s under the Great Western Society, achieving first steaming in 1969, though full return to traffic was delayed by issues. A comprehensive overhaul commenced in the by the Dart Valley Railway Association, but progressed slowly; the locomotive was leased to Dumbleton Hall Locomotive Ltd in 1989 for a projected 20-year project, culminating in certification and return to service in 1996. A subsequent major overhaul, prompted by boiler ticket expiry in May 2017, was completed in autumn 2019, including firebox reconstruction with a new three-quarter backplate and partial side replacements. As of 2025, No. 1369 remains operational at the South Devon Railway, where it hauls service trains, specials, and charters, demonstrating its capability for up to four-train operations with three-coach formations. It is particularly valued for heritage shunting demonstrations, open days, and rides, with routine maintenance ensuring ongoing reliability and no major overhauls reported since 2019. The locomotive occasionally participates in events at other heritage lines, such as visits to the Chinnor & Princes Risborough Railway in late 2024 and the Harbourside Railway in 2025. In contemporary railway preservation, No. 1369 exemplifies Charles Collett's compact pannier tank designs, originally intended for light shunting and duties, highlighting the GWR's efficient adaptation of earlier types for industrial use.
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