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GWR 6959 Class
GWR 6959 Class
GWR 6959 Class
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Great Western Railway 6959 Class
6960 Raveningham Hall (now preserved) with a Didcot slow train, April 1957.
Type and origin
Power typeSteam
DesignerFrederick Hawksworth
BuilderGWR/BR Swindon Works
Order numberLots 350, 366, 368, 376
Build date1944–1950
Total produced71
Specifications
Configuration:
​
 • Whyte4-6-0
 • UIC2′C h2
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.3 ft 0 in (0.914 m)
Driver dia.6 ft 0 in (1.829 m)
Minimum curve8 chains (530 ft; 160 m) normal,
7 chains (460 ft; 140 m) slow
Length63 ft 0+1⁄4 in (19.21 m) over buffers
Width8 ft 11+1⁄2 in (2.731 m)
Height13 ft 2+1⁄16 in (4.015 m)
Axle load19 long tons 5 cwt (43,100 lb or 19.6 t) (21.6 short tons)
Adhesive weight57 long tons 10 cwt (128,800 lb or 58.4 t) (64.4 short tons)
Loco weight75 long tons 16 cwt (169,800 lb or 77 t) (84.9 short tons) full
Tender weight47 long tons 6 cwt (106,000 lb or 48.1 t) (53.0 short tons) full
Fuel typeCoal
Fuel capacity6 long tons 0 cwt (13,400 lb or 6.1 t) (5.6 short tons)
Water cap.4,000 imp gal (18,000 L; 4,800 US gal)
Firebox:​
 • Grate area27.07 sq ft (2.515 m2)
BoilerGWR Standard No. 1
Boiler pressure225 psi (1.55 MPa)
Heating surface:​
 • Firebox154.90 sq ft (14.391 m2)
 • Tubes and flues1,582.60 sq ft (147.028 m2)
Superheater:
​
 • Heating area295 sq ft (27.4 m2)
CylindersTwo, outside
Cylinder size18.5 in × 30 in (470 mm × 762 mm)
Valve gearStephenson, inside
Valve typePiston valves
Performance figures
Tractive effort27,275 lbf (121.33 kN)
Career
OperatorsGreat Western Railway
→ British Railways
Power classGWR: D,
BR: 5MT
Numbers6959–6999, 7900-7929
Axle load classGWR: Red
WithdrawnJanuary 1963 – December 1965
DispositionSix preserved, one donor, remainder scrapped

The Great Western Railway (GWR) 6959 or Modified Hall Class is a class of 4-6-0 type steam locomotive. They were a development by Frederick Hawksworth of Charles Collett's earlier Hall Class named after English and Welsh country houses.

Background

[edit]

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 many designs and production methods had not kept pace with developments elsewhere. This was especially true with the useful GWR 4900 Class, the design of which largely originated in the 1900s and had not fundamentally changed since the mid-1920s.[1] Charles Collett was replaced as the Chief Mechanical Engineer of the Railway by F.W. Hawksworth in 1941 who immediately created a modified version of the design, known as the 'Modified Hall Class'.

Design

[edit]

The Modified Halls marked the most radical change to Swindon Works' practice since Churchward's time as chief mechanical engineer and was very far from a simple modification of the Hall design. 'Although in outward appearance it looked almost the same, nearly everything about it was new.'[2] Hawksworth's use of plate frames throughout the design was a break with Churchward's practice for 2 cylinder locomotives. The cylinders were cast separately from the smokebox saddle and bolted to the frames on each side. A stiffening brace was inserted between the frames and extended to form the smokebox saddle. The exhaust pipes leading from the cylinders to the blastpipe were incorporated into this assembly.

Additionally, Churchward's bar framed bogie which had been adapted for the original Hall prototype in 1924 was replaced by a plate frame structure with individual springing. There were changes, too, above the running board. Hawksworth decided that the declining quality of coal reaching Great Western depots necessitated a higher degree of superheating. A larger three-row superheater and header regulator were fitted into Swindon No.1 boiler. Improvements were subsequently made to the draughting on some engines, while others were fitted with hopper ashpans.

Production

[edit]

The first batch of twelve Modified Halls was delivered from Swindon works between March and September 1944. They carried plain black livery, were unnamed and numbered 6959-6970 (immediately following the Hall Class sequence). They were all subsequently named between 1946 and 1948.[citation needed]

A further batch of ten locomotives appeared during October and November 1947 and others were on order when the nationalisation of Britain's railways took place in 1948. British Railways continued construction of this class until November 1950, by which time there were seventy-one examples.[3]

Some modified Halls were equipped with a flat, high-sided Hawksworth tenders. Once he became Chief Mechanical Engineer, many earlier locomotives also received these tenders so a Hawksworth tender does not necessarily mean a Hawksworth locomotive.

Table of order and numbers[4]
Year Quantity Lot No. Locomotive numbers Notes
1944 12 350 6959–6970
1947–48 20 366 6971–6990
1948–50 29 368 6991–6999, 7900–7919
1950 10 376 7920–7929

Assessment

[edit]

The Modified Hall class 'ran freely, steamed well and were popular with both footplate and maintenance staff. After the unambitious designs of Collett's final years, they restored Swindon's reputation.'[5] Fourteen survived until the end of steam on the former GWR in 1965.

List of locomotives

[edit]

Preservation

[edit]

Six Modified Halls have been preserved on various heritage railways. A seventh survivor numbered 7927 Willington Hall is being used as a donor for the Grange and County re-creation projects.

Out of the six engines to be preserved, five engines have run in preservation. The only engine yet to run is 6984 Owsden Hall. Half of the class have also seen main line operation: Nos. 6960 Raveningham Hall, 6990 Witherslack Hall and 6998 Burton Agnes Hall. 6960 and 6998 saw main use in the 1980s, especially in 1985 when the locos were regularly used during the GW150 Celebrations.[citation needed] 6998 was a popular mainline performer in the late 1980s, and also in the 1990s, until 1996 when she was withdrawn from operation awaiting an overhaul. Three of the class are currently[when?] operational but since 6998 was withdrawn no Modified Halls have been seen running on the main line.

Number Name Image Built Withdrawn Tender fitted Status Livery Current location Notes
6960 Raveningham Hall March 1944 June 1964 Collett Awaiting overhaul GWR Lined Green, GW Lettering One:One Collection
6984 Owsden Hall February 1948 December 1965 Collett Undergoing Restoration BR Lined Green, Early Emblem (On Completion)[6] Buckinghamshire Railway Centre Undergoing restoration from ex Barry scrapyard condition. Transferred from the Swindon and Cricklade Railway in 2019. Its tender is currently in use behind 6989 until the completion of its own.[7]
6989 Wightwick Hall March 1948 June 1964 Collett Operational, boiler certificate (2019-2029) Howarts Red, no tender logo Bluebell Railway Entered service in March 2019 following restoration from ex Barry scrapyard condition, borrowing 6984's tender.[8] In 2025, it was announced that 6989 Wightwick Hall will be the locomotive chosen to pull the Hogwarts Express in the new Harry Potter reboot from HBO.[9][10]
6990 Witherslack Hall April 1948 December 1965 Hawksworth Operational, boiler certificate (2016-2026) BR Lined Green, Early Emblem Great Central Railway Recently returned to traffic from a major overhaul which included the pairing with an authentic Hawksworth tender which was formerly paired with 4930 Hagley Hall.
6998 Burton Agnes Hall January 1949 December 1965 Hawksworth Static Display GWR Lined Green, GW Lettering Didcot Railway Centre Awaiting Overhaul. Famed for working the GWS Vintage trains which used vintage GWR carriages. She was the only member of her class to not be rescued from Barry Scrapyard.[11]
7903 Foremarke Hall March 1949 June 1964 Hawksworth Awaiting Overhaul[12] BR Lined Green, Late Crest Gloucestershire and Warwickshire Railway

See also

[edit]

References

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

GWR 6959 Class

View on Grokipedia
from Grokipedia
The GWR 6959 Class, commonly known as the Modified Hall Class, was a series of 4-6-0 mixed-traffic steam locomotives designed by Frederick Hawksworth for the Great Western Railway (GWR), featuring enhancements to the earlier Collett Hall Class to improve performance with lower-quality coal during and after World War II. These locomotives were constructed at between March 1944 and November 1950, with a total of 71 units produced across seven batches, numbered 6959–6999 and 7900–7929. The design incorporated key modifications from the standard Hall Class (), including plate frames instead of bar frames, redesigned cylinder castings for better alignment, a larger three-row to achieve higher steam temperatures, and an improved draughting system to enhance efficiency and steaming. They retained the overall appearance of the Halls but addressed wartime maintenance challenges and fuel variability, making them suitable for a wide range of duties on the GWR network. Technical specifications included two outside cylinders measuring 18.5 inches in diameter by 30 inches in stroke, 6-foot driving wheels, and a No. 1 boiler operating at 225 pounds per pressure, delivering a of 27,275 pounds. The engine weight was approximately 75 tons 16 , with a tender adding 46 tons 14 , classifying them as 5MT under British Railways (BR) standards after in 1948. began under GWR auspices during the war (e.g., the first 12 locomotives in under Lot 350), with later batches completed by BR, and features like cabside windows were added post-1945 for improved visibility. In service, the class proved reliable for and freight work, with good running qualities and the ability to handle poor coal, though all were withdrawn between 1963 and 1966 amid the BR steam era's end. Seven examples survive in preservation, including operational locomotives like No. 6990 Witherslack Hall and No. 6989 Wightwick Hall as of 2025, while No. 6960 Raveningham Hall awaits overhaul and others are under restoration or on static display, contributing to heritage railways and replica projects.

Development

Origins

Frederick William Hawksworth succeeded as Chief Mechanical Engineer of the Great Western Railway in 1941, at a time when the company's designs had seen limited innovation during the preceding decade under Collett's conservative approach, which primarily refined earlier concepts originated by . Hawksworth, having risen through the ranks at as chief draughtsman and assistant CME, sought to address this design stagnation by modifying the established GWR 4900 Hall Class, a versatile mixed-traffic introduced in the that had become the backbone of the GWR's fleet but required enhancements for evolving operational demands. The outbreak of profoundly shaped GWR locomotive policy, imposing severe material shortages and prioritizing military transport over new civilian builds, which delayed significant development until 1944 despite wartime maintenance pressures that strained existing . Under government directives, the GWR focused on repairs and modifications rather than entirely new classes, with poor-quality coal supplies further complicating efficiency for mixed-traffic duties on freight and passenger services. Hawksworth's modifications to the Hall Class were thus a pragmatic response, aiming to boost power output and fuel economy without requiring entirely new tooling amid these constraints. Compared to the GWR 4900 Hall Class, which excelled in general duties but struggled with fuel inefficiencies, the Modified Hall design emphasized greater and structural improvements to deliver improved efficiency and adaptability for heavier loads on mixed-traffic routes. This evolution marked Hawksworth's first major contribution, introducing elements like plate frames that represented the most substantial departure from practices since Churchward's era, while preserving the Hall's proven and overall layout. The first examples emerged from in 1944, signaling a resurgence in GWR development.

Design Features

The GWR 6959 Class, also known as the Modified Hall Class, featured a with 6-foot driving wheels, providing a balance of speed for express passenger services and sufficient power for mixed-traffic duties. This configuration allowed the locomotives to maintain high average speeds while hauling heavy loads over varied terrain on the Great Western Railway network. A key design innovation was the adoption of plate frames throughout the locomotive, replacing the bar frame elements used in earlier GWR two-cylinder designs, which improved structural integrity and ease of maintenance. The cylinders were two outside units measuring 18.5 inches in diameter by 30 inches in stroke, cast separately from the saddle and bolted directly to , enhancing accessibility for repairs compared to integrated castings in predecessor classes. These were equipped with and piston valves for efficient steam distribution. The boiler was the GWR Standard No. 1 type, operating at a pressure of 225 psi, with an increased grate area of 27.07 square feet to support better and steaming efficiency, particularly with lower-quality coal available post-World War II. It incorporated a larger three-row , which boosted over the two-row version in the original Hall Class, contributing to overall performance gains without altering the basic cylinder dimensions. This setup delivered a of 27,275 lbf, matching the standard Hall Class but enabling more reliable operation under demanding conditions. Additional refinements included a revised cab design with improved protection for the crew against weather and smoke; early wartime batches (6959–6970) omitted cabside windows for blackout compliance, which were added from 1945 onward for better visibility. along with modifications to the and regulator for smoother control. Weight distribution was optimized at 57 long tons 10 cwt on the driving wheels, supporting stability at speed while keeping the total engine weight at 75 long tons 16 cwt. These changes reflected Frederick Hawksworth's emphasis on post-war practicality and reliability in the evolution from Charles Collett's Hall Class.

Construction

Production Batches

The GWR 6959 Class locomotives, known as Modified Halls, were produced in a total of 71 units at between 1944 and 1950, representing the final development of the Hall class under Chief Mechanical Engineer Frederick Hawksworth. Construction occurred amid challenging conditions, with the facility having been repurposed during for military production, leading to delays in initiating and completing batches. Production was organized into four distinct lots, reflecting phased ordering and assembly as resources became available post-war. The following table summarizes the batches:
Lot NumberBuild YearsQuantityNumbers
3501944126959–6970
3661947–1948206971–6990
3681948–1950296991–6999, 7900–7919
3761950107920–7929
These lots were all constructed at , with the later ones overlapping the transition to British Railways ownership following on , 1948, during preparations for the handover. All locomotives adhered strictly to Hawksworth's design specifications, incorporating plate frames, improved , and adaptations for poorer wartime coal quality, with no significant variations introduced across the production run. Early examples from Lot 350 were built without cabside windows for blackout compliance, which were added in subsequent overhauls between 1945 and 1948.

Numbering and Naming

The GWR 6959 Class locomotives were numbered in two series as a continuation of the broader Hall Class numbering sequence. The initial batch consisted of 41 engines numbered 6959 to 6999, built between 1944 and 1948. A subsequent batch of 30 locomotives, constructed from 1949 to 1950, was allocated numbers 7900 to 7929, extending the class into the higher range originally planned for further Hall variants. All members of the class adhered to the Great Western Railway's longstanding for the Hall series, drawing names from English and Welsh country houses and halls to evoke heritage and prestige. This practice, inherited from earlier GWR classes, ensured each locomotive bore a distinctive reflecting notable estates. For instance, No. 6960 was named Raveningham Hall after the Norfolk estate, while No. 7900 carried the name Saint Peter's Hall, referencing a manor. The first 12 locomotives (6959–6970), built during , entered service unnamed in unlined black livery but received their names between 1946 and 1948 as wartime restrictions eased. Following on 1 1948, the class was integrated into British Railways' Western Region, with allocations distributed across key depots to support mixed-traffic duties. Early post-nationalization assignments included ( area), (), and Plymouth Laira (), reflecting the locomotives' versatility for passenger and freight services in the region. By August 1950, further examples appeared at sheds such as Bristol Bath Road and Wolverhampton Stafford Road, with distributions evolving through the 1950s to include and Tyseley as operational needs shifted. (Note: Used only for allocation confirmation, not primary content.) Under British Railways, the locomotives transitioned to the new numbering system without altering their original GWR identities, retaining numbers 6959–6999 and 7900–7929 as part of the 1–9999 series for ex-GWR stock. This change occurred progressively during 1948–1949, with many initially keeping their traditional cast brass GWR number and nameplates on the door and cab sides. By mid-1949, BR-standard plates in Gill font were fitted, often painted black with yellow numerals, though some retained GWR-style brass plates into the early during the period.

Operational History

Performance Characteristics

The GWR 6959 Class exhibited exceptional versatility as a mixed-traffic , routinely assigned to , freight, and express services across the network, including challenging routes like the lines. Its free-steaming boiler facilitated sustained high speeds, with the class capable of reaching up to 90 mph under favorable conditions, enabling efficient handling of heavy express trains such as the to Plymouth service, which one example completed in under 4 hours during post-war operations. Reliability was a hallmark of the class, stemming from its robust plate-frame construction and improved draughting, which minimized maintenance demands and allowed for consistent performance in demanding service with low incidence of major failures between overhauls. Compared to the original Hall class, the Modified Hall offered superior through enhancements like larger superheaters—comprising approximately 15% of the total heating surface—which improved steam production and overall efficiency, particularly when burning variable coal qualities. Post-war evaluations, including the 1948 Locomotive Exchange Trials involving No. 6990 Witherslack Hall, validated the class's operational strengths on diverse routes, though fuel consumption varied with coal type; these assessments highlighted 10–15% efficiency improvements over predecessors in optimized conditions.

Withdrawal and Demise

The GWR 6959 Modified Hall class locomotives remained in active service throughout the 1950s, with the entire fleet of 71 engines operational until the early 1960s as British Railways (BR) continued to rely on steam traction for mixed-traffic duties. Withdrawals began in earnest in 1963 amid BR's broader modernization efforts, which prioritized diesel locomotives for their lower operating costs and greater efficiency. The first withdrawal occurred in January 1963 with No. 6962 Soughton Hall, which was scrapped at shortly after. Subsequent retirements accelerated, including No. 7903 Foremarke Hall in June 1964, which was initially stored before preservation. By early 1965, locomotives were still in service, concentrated at sheds such as (Barrow Road and St Philip's Marsh), reflecting BR's consolidation of steam operations in fewer locations. The final withdrawal took place in December 1965 with No. 6998 Burton Agnes Hall, marking the end of the class's revenue-earning career. The demise of the class was driven by BR's shift to dieselization under the 1955 Modernisation Plan, which aimed to replace steam with more economical motive power, as well as the increasing challenges of high coal consumption exacerbated by poorer-quality fuel supplies in the post-war era. Of the 71 locomotives built, 64 were ultimately scrapped, primarily at or by private contractors like J. Cashmore at Newport and Great Bridge.

Preservation

Surviving Locomotives

Of the 71 locomotives built in the GWR 6959 Modified Hall class between 1944 and 1950, seven have survived into preservation, representing approximately 10% of the class and highlighting the efforts of railway enthusiasts to rescue examples during the British Railways steam withdrawal program of the mid-1960s. These survivors were primarily saved from scrapping at ' yard in Barry, , where many arrived stripped of valuable components, though one was preserved directly from active service. Initial preservation efforts involved private individuals and societies purchasing the locomotives for restoration, with early storage often at heritage sites such as and , where basic maintenance and protection from the elements began before full overhauls. The preserved examples include a mix of wartime and postwar builds, underscoring the class's evolution under Frederick Hawksworth's design refinements. One survivor, 7927 Willington Hall, serves primarily as a parts donor, with its frames and components supporting restoration projects for other GWR locomotives, such as replicas of extinct classes. This role emphasizes the scarcity of spares for Modified Halls and the collaborative nature of preservation in the 1970s and beyond.
NumberNameBuiltPreservedInitial Preservation Notes
6960Raveningham HallMarch 1944October 1972Purchased by enthusiast Brian Thomas from Woodham Brothers' Barry scrapyard; initial restoration at Steamtown Carnforth, emphasizing its historical role in GWR mixed-traffic operations.
6984Owsden HallFebruary 1948October 1986Rescued from Barry scrapyard by the Swindon and Cricklade Railway group; one of the last Modified Halls saved from the site, acquired after years in deteriorating condition to represent late-production examples.
6989Wightwick HallMarch 1948January 1978Sold to Barry in July 1964 and bought by Quainton Railway Society in 1977; tender arrived first in July 1977, with the locomotive following, marking an early success in organized society-led rescues.
6990Witherslack HallApril 19481973Withdrawn in December 1965 and sent to Barry in February 1966; saved by the Witherslack Hall Locomotive Society, which transported it for storage and initial preparation at a private site before heritage line use.
6998Burton Agnes HallJanuary 1949May 1965Withdrawn from Oxford shed and directly preserved without entering a scrapyard; acquired by the Vintage Trains group for storage at Didcot, notable as one of the earliest saves reflecting proactive enthusiast intervention.
7903Foremarke HallApril 1949March 1968Purchased from British Railways shortly after withdrawal in 1967; initial storage and light maintenance at Tyseley Locomotive Works, highlighting its significance as a postwar build with improved superheating.
7927Willington HallOctober 19502004Last of the class to enter preservation, rescued from Barry for use as a donor; components like cylinders and frames have aided restorations of other GWR types, preserving class-specific parts amid dwindling availability.

Restoration and Current Operations

The restoration of surviving GWR 6959 Class locomotives has involved significant efforts by preservation societies and heritage railways to return them to operational condition, often drawing on donor parts from scrapped examples and addressing challenges such as overhauls and funding for certification tickets valid through the late 2020s. No. 6989 Wightwick Hall, rescued from Barry Scrapyard in 1978, underwent a 41-year restoration project led by the 6989 Wightwick Hall Restoration Group, culminating in its first steaming in nearly four decades in December 2018 and official return to service on 2 March 2019 at the . In 2025, No. 6989 was repainted in a striking red livery and selected by to portray the Express for the reboot of the series, enabling special themed passenger runs at the following its arrival there in October 2025. No. 6990 Witherslack Hall completed a major overhaul in October 2015 at the Great Central Railway (Nottingham), where it has since been based, addressing prior issues that sidelined it from 2001 to 2015; the locomotive remains fully operational as of November 2025, hauling passenger services and participating in events such as the GCR Autumn Steam Gala in October 2025. No. 7903 Foremarke Hall returned to operation in 2004 following restoration and was based at the Gloucestershire Warwickshire Steam Railway, where it operated until its withdrawal on 13 November 2025 due to issues identified during a ; its boiler certificate was set to expire in 2026. Meanwhile, No. 6960 Raveningham Hall concluded its most recent operational phase in 2021 after hire to the from 2019, where its certificate expired in July 2021; owned by Locomotive Services Ltd., it is now stored awaiting overhaul at the One:One Collection Museum in , with no confirmed timeline for return to traffic amid parts sourcing difficulties from donor frames like scrapped Modified Halls. Restoration of No. 6984 Owsden Hall continues at the , relocated from the Swindon & Railway in late 2023, focusing on rebuilding from Barry condition with progress toward steaming expected by late 2020s, supported by but challenged by rising costs for 10-year tickets. As of November 2025, two Modified Halls are operational on heritage lines: No. 6989 at the and No. 6990 at the , contributing to gala events and daily services that highlight the class's mixed-traffic capabilities on routes like the 's 11-mile line through Sussex countryside. No. 6998 Burton Agnes Hall remains on static display at , serving as an educational exhibit without plans for restoration due to structural concerns. No. 7927 Willington Hall is non-operational, its components donated to new-build projects such as the recreated GWR Grange Class No. 6880 Betton Grange, which entered service in 2024. None of the class currently hold mainline certification, though historical eligibility for three examples (including No. 6960) allowed occasional until 2021; ongoing challenges include sourcing rare Hawksworth-era parts and securing funding for compliance with modern safety standards projected through 2030.

References

  1. https://www.railadvent.co.uk/2018/09/gwr-4900-hall-and-6959-modified-hall-class-steam-locomotives-class-information.html
  2. http://www.greatwestern.org.uk/m_in_hal.htm
  3. https://www.steamlocomotive.com/locobase.php?id=13312
  4. https://preservedbritishsteamlocomotives.com/6959-4-6-0-gwr-hawksworth-modified-hall-6959-6999-7900-7929/
  5. https://www.gracesguide.co.uk/Frederick_William_Hawksworth
  6. https://www.nrmfriends.org.uk/post/f-w-hawksworth
  7. https://didcotrailwaycentre.org.uk/article.php/569/going-loco-august-2023
  8. https://www.steam-museum.org.uk/wp-content/uploads/2021/05/STEAM_Education_Pack_5___WW2_Support_Materials.pdf
  9. https://www.county1014.org/gwr-2-cylinder-4-6-0s
  10. http://www.greatwestern.org.uk/m_in_hal_hall69b.htm
  11. http://www.greatwestern.org.uk/m_in_hal_hall7.htm
  12. https://www.ianrathbonemodelpainting.co.uk/british-railways-liveries.php
  13. https://blog.railwaymuseum.org.uk/the-number-of-the-beast-2/
  14. http://www.gwr.org.uk/liveriesloco1948.html
  15. https://steamindex.com/locotype/gwrloco.htm
  16. https://steamindex.com/jile/jile43.htm#pap520
  17. https://railwaymatters.wordpress.com/wp-content/uploads/2018/07/the-1948-interchange-trials_v2.pdf
  18. https://preservedbritishsteamlocomotives.com/6998-burton-agnes-hall/
  19. https://preservedbritishsteamlocomotives.com/the-barry-story/
  20. https://www.svrwiki.com/GWR_6960_Raveningham_Hall
  21. https://www.brc-stockbook.co.uk/wightwick_hist.htm
  22. https://www.gcrailway.co.uk/engine/no-6990/
  23. https://didcotrailwaycentre.org.uk/article.php/78/6998-burton-agnes-hall
  24. https://www.gwsr.com/about-us/our-trains
  25. https://preservedbritishsteamlocomotives.com/6989-wightwick-hall/
  26. https://bucksrailcentre.org/wightwick-hall-to-steam-here-in-new-red-livery/
  27. https://preservedbritishsteamlocomotives.com/6990-witherslack-hall/
  28. https://www.railadvent.co.uk/2025/11/steam-locomotive-4079-pendennis-castle-steps-in-as-glos-warks-hall-withdrawn.html
  29. https://preservedbritishsteamlocomotives.com/6960-raveningham-hall/
  30. https://preservedbritishsteamlocomotives.com/6984-owsden-hall/
  31. https://preservedbritishsteamlocomotives.com/7927-willington-hall/
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