2900 'Saint' class introduction

    Out of the various experiments and tests that characterised the Dean / Churchward tradition at Swindon in the last century came the basic Churchward locomotives that were to serve the Great Western to the end of its days and beyond.

      Of the 4-6-0s there was a taper boilered two-cylindered family of designs - the 'Saints', 'Halls', ' Granges' and 'Manors', and a larger four-cylinder lineage - the 'Stars', 'Castles' and 'Kings'. The fine performance of the 'Saints' and 'Stars' must have come as a bombshell to most contemporary locomotive engineers. Three prototype versions of what was to become the 'Saint' class of locomotives were made in 1902/3. The first of these was number 100 and it was completely different to what the Great Western had produced before. Built to his ideas on standardisation of design, G. J. Churchward created a large response for its completely modern look, but few people realised the great developments that it would bring about.

      It was originally built with a parallel boiler, then with a half-cone boiler in 1903 and later the first superheated half-cone boiler in 1910. The locomotive was said to have an American look about her and it was true that Churchward had investigated American designs on boilers, but for efficiency in the design of the motion, it was to the continent that he turned. To this end, a locomotive was ordered from the Société Alsacienne for the De Glehn 4-4-2 compound engine so that Churchward could compare the design with his own.

      The second prototype was engine number 98. Built with a half-cone boiler as standard, the difference between the earlier locomotive was in the valve gear layout and cylinder design, and in addition, the valve diameter had grown from 6½ inches to 10 inches.

       The third and last prototype was number 171 and although built in 4-6-0 configuration, it was quickly converted to 4-4-2 so that a direct comparison with the De Glehn locomotives was established. The third prototype's main contrast with previous prototype engines was a working pressure of 225 lbs.

       While the trials between the two locomotives were taking place, a further nineteen locomotives were ordered similar to the design of 171 except that thirteen were built as 4-4-2's while the remaining six were built as 4-6-0s, until a decision was made on the best wheel arrangement for the Great Western's lines.

      The Saints were extremely long lived by express passenger locomotive standards. Number 2920 St. David ambled about Gloucester well into the 1950s, finally disappearing in 1953, the last to be withdrawn. Others, notably number 2948 Stackpole Court and number 2954 Tockenham Court wandered around the Bristol - Westbury - Devizes area in the early 1950s.

      With driving of 6 feet 8½ inches diameter they could run like hares and like all Great Western locomotives were remarkably sure footed - you seldom saw a Saint slip. But they did have their faults such as low superheat and a cramped cab, the draughtiness of this being made worse by the low tender.

Detailed Modifications.
     The second batch, the 'Saints' with numbers 2911 to 2930. These had the curved frames at the front and rear of the locomotive, and soon afterwards the initial batch of ten 'Ladies' together with most of the prototypes, numbers 2971 to 2998, except for numbers 2900 / 1 / 4 / 7 / 9 / 10 / 71 / 73 / 74 / 75 / 76 / 77 / 78 and 98.

Preservation.
     All examples of the 'Saint' class were scrapped at Swindon by 1954, but plans are being made by one of the preservation sites to convert a 'Hall' class locomotive into a 'Saint' class engine.

Specifications.