GWR Pannier Tank No. 7733 sits at Paignton Station preparing for a stopping passenger service down to Kingswear. Unfortunately a locomotive has broken down on the Kingswear turntable, and as a result no locomotives can be easily turned around for today’s services.
The Pannier Tanks were GWR’ most numerous steam locomotives and worked hard throughout the Great Western network giving them an iconic status equivalent to the Castle, King and Hall Classes and earning their place on the Riviera Line in the Fifties route, available exclusively with TS2016.
The GWR 5700 Class, more commonly known as the Pannier Tank, was built between 1929 and 1950. They were designed as a shunter and light goods locomotive with an 0-6-0 configuration and a total of 863 were built, making the Pannier Tanks the largest GWR Class ever produced and the second most produced in Britain. These locomotives were used to replace a number of tank locomotives including the 1813, 1854 and 2700 Classes which were beginning to show their age.
The Pannier Tanks shared an appearance with the GWR 2721 Class, the main differences being in the cab construction, bunker size and the use of Belpaire fireboxes. Following the GWR rebuilding various other tank locomotives with multiple water tank designs, when it came to the 5700 Class they based them upon the Pannier Tank, this gave the locos a lower centre of gravity which made turning faster a lot easier and safer.
Despite being in production for over 20 years, the overall design barely changed, this showed that Collett’s improvements over the 2721 Class were good enough that nothing needed majorly upgrading throughout the years. The Locomotives weren’t completely without variation though with changes being made to the cab design including the backplate and window shape, some locos also had a slightly increased cab-to-track height from 11ft 4 5/8 in to 11ft 11 1/2 in.
Other changes made to variations of the Class included whistle shields to prevent the steam expelled from the whistles from blocking the view out of the front windows, extra handrails were also added to some locomotives with the aim of providing the fireman with easier access to the coal bunker. 11 locomotives received alterations to be compatible with London’s Metropolitan Line including being fitted with condensing gear. The other main, and rather different looking change was the 13 Pannier Tanks which received spark arresting chimneys so they could safely work in military depots.
The 5700 Class performed a variety of duties whilst in service, not only did it do as it was designed for, shunting and light goods operations, they were also proved to be very proficient at local and branch line passenger duties, the small 0-6-0 wheelbase able to cope well on tighter, rural routes. Some locomotives did the hardest job of all and replaced more powerful locomotives on heavy freight trains when needed, usually with sparks flying as a result.
Most of the 5700 Class was withdrawn between 1957 and 1962, this was when London Transport acquired their locomotives and the National Coal board also decided to take some on. Some NCB Pannier Tanks worked at Mountain Ash colliery for the rest of their lives, which surprisingly extended far beyond the 1955 Modernisation Plan, with the last 5700 Class still in service there well into the 1970s and was kept around the colliery until at least 1980. Luckily, as many as 16 locomotives survived into preservation, these being: 3650, 3738, 4612, 5764, 5775, 5786, 7714, 7715, 7752, 7754, 7760, 9600, 9629, 9681 and 9682.
(Above) All aboard! 7733 is given the all clear as the last passengers climb into the 3 Collett coaches forming todays service, all that is left now is for the signalman to clear the level crossing up ahead. (Below) 7733 departs quickly out of Paignton with her three coaches in-tow. The next station, Goodrington Sands, is not that far away at all as it serves one of the bays of Paignton.
(Above) The Pannier Tank rolls across the lower Paignton level crossing, the station itself is situated between two level crossings resulting in anyone trying to get around town by car possibly seeing many trains no matter which route they go. (Below) The service passes some of the many carriage sidings found around Goodrington, it would appear the Riviera Line is very busy on this warm, sunny day as there doesn’t appear to be any spare coaches left.
(Above) The brakes are applied and 7733 brings the passenger service to a crawl, although seeing a locomotive working backwards is not completely farfetched, it is certainly not what the local railfans were expecting today. (Below) 7733 departs Goodrington at a very rapid pace in the hope to make the long climb to Churston as easy as possible, the Pannier Tanks although not designed for passenger use proved themselves worthy on the Kingswear Branch.
(Above) Shortly after the two tracks combine into one, the challenging 1:60 gradient starts. Despite the 5700 Class being versatile at tackling the Great Western countryside, a break will probably be needed at Churston to recover the boiler pressure and fire mass. (Below) The steep gradients of Devon will not only be a challenge now, but if the broken down locomotive at Kingswear is not operating by the time 7733 arrives there, then she’ll have to help another Pannier Tank locomotive to move a heavy freight consist back towards Newton Abbot.
(Above) 7733 now starts to turn and move away from the English Channel with Churston less than a mile and a half away, the harsh 1:60 gradient will continue for a majority of the way to the next station. Controlling any service on these gradients in any condition is no mean feat. (Below) The downside of all this working hard is easily seen on 7733 with the BR Black livery reduced to a greasy, rusty appearance. This was unfortunately the case with many steam locomotives following nationalisation, with the dawn of modernisation making it a futile effort restoring all the locos.
(Above) The Pannier Tank takes to the skies as the incredible hills are too much for the railway resulting in towering viaducts that span across the landscape, providing a spectacular view for Railfans and passengers alike. (Below) The journey along the Kingswear Branch can sometimes be a lengthy one, as is the case with 7733 as she tries to cope with the last of the steep gradient before a very easy run downhill to the terminus.
(Above) Shortly after traversing one viaduct, another is crossed. What is especially impressive about these structures is how they are built at the same 1:60 gradient as the trackage around them, leaving 7733 with no place to rest until the final approach into Churston. (Below) The driver can now bring back the regulator and give 7733 a chance to get some much needed water and coal into the mix as the worst of the gradient is over, it is only downhill (and naturally a lot faster) from here.
(Above) In the bay platform as Churston can be seen yet another Pannier Tank, No. 7758 which currently resting before providing the regular shuttle service along the Brixham Branch, a distance of only around 2 miles. (Below) 7733 finally gets a rest at the stop at Churston station with the boiler pressure and fire mass having now normalised following the climb, the passengers are on board, the signal shines green and it is time to head down towards Kingswear.
(Above) The Pannier Tank departs more-or-less on time and quickly pulls away on the short level section of track that surrounds Churston Station as in the next several hundred yards, the brakes will have to be applied for a majority of the way down to Kingswear. (Below) 7733 starts down the varying gradients that are present in the 3 and a half mile stretch between Churston and Kingswear, a delicate balancing trick between the brake pressure and the hills now begins with vigilance being key.
(Above) The service passes under a bridge whilst weaving through a cutting in the landscape, it is near-impossible to make the railway hug the topography like roads can do, resulting in this locomotive alcove that provides unique views to whatever passes through. (Below) 7733 continues to wind down whilst keeping the speed under control. One of the advantages of running the locomotive backwards is the much clearer view of the track ahead, this was the disadvantage of steam locomotives soon to be eliminated by the dual cab diesels of the future.
(Above) The driver blows the whistle loud and clear before entering Greenway Tunnel, once at the other side 7733 will be running parallel to the River Dart on the final stretch before Kingswear. (Below) The Pannier Tank comes racing out the other side of the tunnel, with the sound of the pistons shifting echoing around the landscape. With most of the line downhill, there will be almost no need to use any power for the rest of the journey.
(Above) 7733 is now shrouded by the towering bank of the River Dart as the descent continues towards Kingswear at a rate of 1:66, as the gradient doesn’t change much here, the driver quickly finds a brake pressure that keeps the train running just below 45mph. (Below) The track has now levelled out but 7733 continues to brake for the speed reduction outside of Kingswear. While some passengers are for Kingswear itself, a lot of them will be taking the ferry to Dartmouth.
(Above) As suspected, the broken down locomotive, 6812 Chesford Grange is still broken down and hasn’t been able to move off of the turntable. This means 7733 will be attempting to take the mixed freight with the aid of another Pannier Tank already waiting. (Below) After battling with the gradients for the last several miles, the service finally terminates at Kingswear. 7733 will now uncouple from the 3 Collett coaches and leave them in the platform, then proceeding to make way to the front of the freight consist.
(Above) 7733 reverses to the end of the Kingswear platform where a run-around set of points are placed. The other Pannier Tank, 7728 sits behind half of the freight wagons. It was originally going to be a banker loco, but with the replacement of the Grange it has been coupled up to help all the way. (Below) The points are switched and 7733 can head forwards, past the coaches and couple to the freight wagons, due to siding limits the freight consist is currently in two halves, meaning some shunting manoeuvres will be required.
(Above) The Pannier Tank passes the coaches it took along the Branch Line, another locomotive will have to come and retrieve them for the return service as 7733 is needed to take the freight consist as far as Newton Abbot, that is if the two Panniers can do it, further help may be required. (Below) 7733 comes to a stop in preparation for reversing onto the first set of wagons. Chesford Grange can be seen in the distance which still won’t budge, this this continues some delays on the Riviera Line today will be inevitable.
(Above) The first half of the consist is coupled onto the rear of 7733 and she will now perform a similar manoeuvre to couple the last set before carefully heading off towards Newton Abbot. In a perfect world the locos should manage, albeit very slowly. (Below) Both Pannier Tanks will now work very hard together to get this heavy consist of freight wagons to Newton Abbot by which time a replacement Grange Class will hopefully be available. All the drivers hope for now is that the conditions remain as they are, inclement weather could be a real problem.
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