GWR 5700 Class

Great Western Railway

Company type	Railway company
Industry	Rail transport
Founded	1833
Founder	Isambard Kingdom Brunel
Headquarters	London , United Kingdom
Area served	United Kingdom
Products	Rail transport services, locomotives including the 5700 Class

Great Western Railway 5700 Class

The GWR 5700 Class, also known as the 57xx class, represents a series of 0-6-0PT steam locomotives constructed by the Great Western Railway (GWR) and later British Railways (BR) during the period spanning 1929 to 1950. With a total production count of 863 units, this class stands as the most extensively produced within the GWR fleet and ranks among the largest classes of British steam locomotives.

While officially categorized by the GWR as "light goods and shunting engines", these locomotives were also employed in passenger service on branch lines, suburban routes, and shorter mainline runs. Their deployment extended throughout much of the GWR system and, following the nationalisation of railways in 1948, coverage included the Western Region of British Railways along with other regions. Despite their smaller size compared to the prominent GWR Castle and King classes, the 5700s achieved comparable iconic status, attributed to their distinctive design and widespread presence.

Following the implementation of the 1955 Modernisation Plan, withdrawals of the 5700 Class from BR service occurred between 1956 and 1966. Of those retired, nineteen locomotives were sold to the London Transport Executive and various industrial users; ten of these have been preserved alongside six others rescued from scrapyards.

Background

The Great Western Railway (GWR) began the design and construction of 0-6-0 tank locomotives in 1860, a practice that persisted into the British Railways era until 1956, culminating in a total production of 2,393 units. Alongside its own designs, GWR also operated 0-6-0 tank engines originating from other manufacturers, including those inherited from subsidiary and absorbed railway companies. From 1898 onward, the GWR consistently maintained a fleet of at least 1,000 tank locomotives.

Initially, these 0-6-0 tank engines were equipped with either saddle tanks, which curved over the boiler, or side tanks that were positioned alongside the boiler and extended down to the running platform. The introduction of pannier tanks—mounted on the boiler’s sides but not reaching the running platform—occurred in 1898 with a single 4-4-0T locomotive, No. 1490. Subsequently, in 1901, two 0-6-4 crane tank locomotives received pannier tanks. Their application to 0-6-0 tanks began in 1903 but did not become widespread until approximately the end of 1909. The Belpaire firebox’s distinctive rectangular shape offers an increased surface area that enhances heat transfer and steam generation; however, this form presented challenges when combined with saddle tanks. Locomotives fitted with pannier tanks benefit from a lower center of gravity compared to those with saddle tanks, allowing for improved stability and higher speeds on curves. Furthermore, pannier tanks provide easier maintenance access than side tanks.

During George Jackson Churchward’s tenure as Chief Mechanical Engineer from 1901 to 1921, the GWR experienced notable advancements in locomotive design and production, including the establishment of standard designs. Nevertheless, these standards did not encompass the 0-6-0 tank locomotives, and no new designs for this type were introduced by GWR between 1897 and 1928, except for the limited production of five saddle tank locomotives known as the 1361 Class in 1910.

Despite this, pannier tanks combined with Belpaire fireboxes became the preferred configuration for rebuilding various existing 0-6-0 tank engines—a program initiated around 1902 and fully underway by 1910. This refurbishment initiative incorporated several enhancements such as:

• Upgraded cab structures evolving into fully enclosed designs
• Implementation of superheating technology, which by 1929 was recognized to offer minimal advantages for shunting locomotives
• Modifications enabling compatibility with autocoaches to facilitate push–pull train operations (auto-working)
• Incremental increases in boiler pressure; for instance, rebuilds of the GWR 2721 Class began at 150 psi and were subsequently raised to 165 psi and then to 180 psi

Following the railway grouping completed in 1923, GWR’s inventory of 0-6-0 tank locomotives expanded significantly through absorption of stock from twenty-eight companies. These acquired engines represented a diverse mix of side, saddle, and pannier tank types, varying considerably in size and condition upon integration. Concurrently, GWR’s existing fleet was aging, and the wide range of classes complicated maintenance procedures and scheduling. To address these issues, Collett developed a new standardized design for 0-6-0 pannier tank locomotives, resulting in the creation of the well-known 5700 Class.

Design

The initial series of 300 locomotives produced between 1929 and 1931 featured a chimney of moderate height, a dome positioned mid-boiler, safety valves with protective covers, and a fully enclosed cab. Their design and outward appearance closely resembled earlier 0-6-0 tank engines that had been converted into pannier tanks, especially the later rebuilds of the 1854 Class. They retained the 'four down, two up' spring arrangement characteristic of the 1854 rebuilds, along with a longer smokebox and a chimney placed further forward—this adjustment was necessary due to relocating the regulator inside the smokebox. The cylinder diameter of 17½ inches and wheel diameter of 4 ft 7½ in from the subsequent '2721' class were adopted, while the leading frame overhang was extended from 4 ft 9 in to 5 ft 6 in. The frames themselves were reinforced and reconfigured to align with the extended smokebox, unlike the earlier '1854' rebuilds. Additionally, injectors, valances, and wheel centers underwent redesign; notably, a 14-spoke offset crankpin wheel replaced the previous 16-spoke inline design. The 1854 Class itself was derived from the 645 Class.

Specification

The following table outlines the technical details of the 5700 class locomotives. Unless otherwise noted, data are sourced from GWR diagram B48.

5700s technical specifications

Dimensions	Overall length (buffers included): 31 ft 2 in (9.50 m) Width: 8 ft 7 in (2.62 m) Height: 12 ft 3+1⁄16 in (3.74 m)
Firegrate area	15.3 sq ft (1.42 m2)
Firebox	External dimensions: 5 ft 4 in (1.63 m) by 4 ft 7+3⁄8 in (1.41 m) by 4 feet (1.2 m) Internal dimensions: 4 ft 7+3⁄16 in (1.40 m) by 3 ft 8 in (1.12 m) by 3 ft 3+3⁄4 in (1.01 m) Height: 6 feet (1.8 m) plus half an inch (0.5 in (0.013 m))

|- ! style="text-align: right;" | Tubes

|

• Two tubes with diameter 5+1⁄8 in (130 mm)
• Two hundred thirty-three tubes with diameter 1+5⁄8 in (41 mm)
• Length: 10 ft 6+13⁄16 in (3.221 m)

|} |- ! style="vertical-align:top; text-align:right;" | Heating surface

|

• Tubes surface area: 1,075.7 sq ft (99.94 m²)
• Firebox surface area: 102.3 sq ft (9.50 m²)
• Total heating surface: 1,178.0 sq ft (109.44 m²)

|} |- ! style="text-align: right;" | Boiler

|

• Barrel length: 10 ft 3 in (3.12 m)
• Outside diameter: ranges between 4 feet 5 inches (1.35 m) and 4 feet 3+7⁄8 inches (1.318 m)
• Boiler pitch height: 6 feet 11+3⁄4 inches (2.127 m)

|} |- ! style="text-align: right;" | Working pressure | 200 lbf/in² (1.38 MPa) |} |- ! style="text-align: right;" | Cylinders

|

• Quantity: two
• Positioning: inside
• Diameter: 17+1⁄2 inches (440 mm)
• Stroke length: 24 inches (610 mm)

|} |- ! style="text-align: right;" | Valve gear | Stephenson valve gear (slide type) |} |- ! style="text-align: right;" | Wheels | Coupled wheels measuring 4 feet 7+1⁄2 inches (1.410 m) in diameter |} |- ! style="text-align: right;" | Wheelbase | Total wheelbase of 15 ft 6 in (split as 7 ft 3 in + 8 ft 3 in) |} |- ! style="text-align: right;" | Tractive effort (85%) | Rated at 22,515 pounds-force (100,150 N) (100.1 \kilo\newton) |} |- ! style="text-align: right;" | Coal capacity | Holds up to three long tons and six hundredweight of coal |} |- ! style="text-align: right;" | Water capacity | Stores approximately 1200 imperial gallons of water |} |- ! style="vertical-align:top; text-align:right;"  Weight (full)   |

• First axle load: sixteen long tons and fifteen hundredweight
• Second axle load: sixteen long tons and fifteen hundredweight
• Third axle load: fourteen long tons
• Total locomotive weight fully loaded: forty-seven long tons and ten hundredweight

|} |- ! style="text-align: right;" Minimum curve   |

• Standard operation curve radius: five chains
• Slow speed curve radius allowed down to four and a half chains

|} The 5700 locomotives carried the (GWR route colour) Blue rating based on axle load. In 1950 this classification was updated to Yellow due to their low hammer blow. They were also assigned to power group C under the Great Western Railway Power Classification system, which is determined by tractive effort. These classifications were displayed on the cab as a blue disc featuring the letter C.

According to le Fleming, the 5700 series represented "an almost unaltered continuation of the 27xx rebuilds," while Holcroft described them as "virtually identical to the 2721 rebuilds." Conversely, Oswald Nock regarded them as "a thoroughly modern design," and Jones highlighted that they incorporated "numerous detailed improvements" reflecting advancements in manufacturing methods. Key distinctions from the earlier 2721 class include:

• Raised boiler pressure from 180 lbf/in² to 200 lbf/in², resulting in increased tractive effort
• Enhanced valve timing settings
• Extension of frame length from 26 ft 9 in to 27 ft 6 in
• Introduction of a fully enclosed cab

The original design also reverted to non-fluted coupling rods and laminated springs under both leading and driving axleboxes—features reminiscent of the earlier 1854 class. Additionally, cast iron chimneys were installed—an element seldom seen on previous locomotives—and whistles were mounted atop the firebox rather than on the cab roof.

6700 Sub-class

Within the initial production of 300 locomotives, the majority were equipped with vacuum brakes and steam heating, with some also incorporating the Great Western Railway's Automatic Train Control (ATC) safety system.

In contrast, the 50 locomotives classified as 6700 or 67xx Class were not fitted with vacuum brakes, steam heating, or ATC systems and featured only three-link couplings. Consequently, their operational role was restricted primarily to shunting and certain freight tasks. These 6700s had a reduced minimum railway curve radius of 4 chains (260 ft; 80 m) under normal conditions and 3+1⁄2 chains (230 ft; 70 m) when operating at slower speeds, along with an increased axle clearanceTemplate:Fix/category.

8750 Sub-class

The 8750 or 87xx Class locomotives were introduced in 1933 featuring an updated design that included an enhanced cab with a raised roofline, rectangular windows and grills replacing the original round "spectacle" windows, as well as sliding shutters and hinged doors to provide superior weather protection. This redesigned cab was influenced by the sister 5400 Class, which had been first constructed in 1931. Standard fittings for these locomotives included vacuum brakes, steam heating, and ATC, except for units numbered 6750–79 built between 1946 and 1950; these latter machines were equipped solely with steam brakes and three-link couplings. The locomotive’s weight rose to Template:Long ton, accompanied by an axle load increase to Template:Long ton.

9700 Class

A pannier tank locomotive adapted for underground working. The pannier tank shown is shorter than usual, starting behind the smokebox and after about a third of its length extends down to the footplate. At the front there is a pump and extra pipe work, which also extends above the boiler.

No. 9701 at Paddington, showing the modified tanks and condensing apparatus

The 9700 or 97xx Class pannier tanks evolved directly from the 5700 class design. The prototype locomotive for this series was No. 8700 (later renumbered to No. 9700), which was a rebuilt example of a 5700 class engine. These locomotives were specifically assigned to service on the Hammersmith & City line between Paddington station and the Smithfield Meat Market in London. They replaced earlier Metro and GWR 633 Class locomotives.

This class of eleven engines was equipped with condensing apparatus that recirculated exhaust steam back into the water tanks. To accommodate external exhaust pipes, the tanks were shortened but extended downward in front of the cab to increase water capacity. Since condensing raised water temperature inside the tanks, a reciprocating (Weir pump) was installed as a boiler feedwater pump because conventional injectors cannot function effectively with hot water. These pumps also facilitated experimental use of these locomotives as firefighting apparatus during World War II, although these trials were unsuccessful.

Operating on electrified underground lines required that the 9700 Class be fitted with specialized ATC equipment capable of lifting clear from the centre rail and incorporating tripcock brake valves compatible with London Transport’s signalling system. These modifications led to a reduction in coal capacity to Template:Long ton, while water capacity slightly increased by approximately 1,230 imperial gallons (5,600 L; 1,480 US gal). The total locomotive weight rose to Template:Long ton, with axle load increasing to Template:Long ton.

Subsequent modifications

Between 1936 and 1942, several minor alterations were implemented on newly constructed locomotives:

• In 1936, a whistle deflector was installed at the front of the cab to redirect steam away from the cab windows.
• That same year, pocket steps along with additional handrails were added on the fireman’s side (left side) of the cab to facilitate easier access to the bunker.
• In 1937, instructions were issued for fitting shutters and doors to earlier locomotives built before number 8750.
• By 1938, a larger whistle shield had been introduced and became the standard for locomotives with bigger cabs.
• In 1942, a redesigned top feed was developed featuring separate clackboxes housed in a taller casing and internal delivery pipes replacing trays.

With the exception of the new top feed design, these updates were retroactively applied to previously built locomotives. The updated top feed became standard equipment on new builds starting in 1944. Some older boilers and engines were later retrofitted with this top feed system, while certain locomotives initially equipped with it reverted to the original design during boiler exchanges.

Specialized versions

A limited number of 5700 class engines underwent modifications for particular operational roles:

• From 1937 until the conclusion of World War II, thirteen units were equipped with spark arrestor chimneys to reduce fire hazards when operating in industrial or military areas prone to ignition risks. This modified chimney was occasionally known as a 'Busby' or 'bird cage'.
• In 1958, locomotive No. 3711 was converted to oil firing by Robert Stephenson and Hawthorns. Although GWR had trialed oil-burning conversions between 1946 and 1950, the 5700 class had not been included during those experiments.
• Locomotive No. 7722 was fitted in 1946 with winding gear specifically for managing the Pwllyrhebog Colliery incline on the former Taff Vale Railway.

Manufacturing history

The initial batch of 5700 class engines was produced in 1929 by North British Locomotive Company, followed later that year by construction at GWR’s Swindon Works. From 1929 through 1931, a total of 300 units were manufactured; fifty of these came from GWR itself, while the remainder were contracted out to external builders:

• Armstrong Whitworth: 25 units (Nos. 7775–7799)
• W. G. Bagnall: 50 units (Nos. 6700–6724, 8725–8749)
• Beyer, Peacock & Co: 25 units (Nos. 8700–8724)
• Kerr Stuart: 25 units (Nos. 7700–7724)
• North British: 100 units (Nos. 5700–5749, 7725–7774)
• Yorkshire Engine Co: 25 units (Nos. 6725–6749)

While it was somewhat uncommon for GWR to outsource locomotive construction, it was not unprecedented; for example, Armstrong Whitworth had built fifty of the two hundred locomotives comprising the GWR 5600 Class. Between 1923 and 1938, GWR commissioned a total of 306 locomotives from outside manufacturers. The production program benefited partly from interest-free government loans aimed at alleviating unemployment during the Great Depression. Additionally, accounting regulations that separated maintenance expenses from capital costs made it financially advantageous to commission new locomotives rather than extensively repair older ones.

Initially, more locomotives were produced than immediately required; as a result, Nos. 6700–6749 remained in storage for several years before being allocated. Many of these stored engines were subsequently assigned to depots near South Wales ports such as Newport, Barry, Cardiff, and Swansea.

Following a one-year pause, production resumed in 1933 with the introduction of the 8750 and 9700 classes and continued uninterrupted until 1950. All subsequent builds—totaling 563 locomotives—were completed exclusively at Swindon Works. Production numbers only declined in the final years due to the arrival of the GWR 9400 class in 1947.

Production Quantities

In total, 863 locomotives of the 5700 class were constructed. The following table details the annual production figures.

Annual production numbers for the 5700 class

Year	1929	1930	1931	1932	1933	1934	1935	1936	1937	1938	1939	1940	1941	1942	1943	1944	1945	1946	1947	1948	1949	1950
Quantity Built	97	138	65	0	31	49	40	45	50	37	53	32	18	37	26	22	43	29	10	17	14	10

Manufacturing Specifications

The production of the 5700 class was divided among twenty-seven distinct order batches, or lots, as outlined below.

Costs

Below is a table presenting some documented expenses, either representing the Great Western Railway's in-house valuations or contractor charges, alongside estimated equivalent amounts adjusted to 2013 values.

Date	Lot Number	Quantity Built	GWR/BR Numbers	Manufacturer and Serial Numbers	Remarks
Jan–Apr 1929	256	50	5700–49	North British Locomotive Company 23818–67	Initially equipped with vacuum brakes only; steam heating and Automatic Train Control#GWR ATC (ATC) were installed subsequently. Delivered with brass number plates, consistent with all later builds by external contractors.
Apr–Sep 1929	258	30	5750–79	Swindon Works, Great Western Railway	Constructed with vacuum brakes and steam heating from the outset. ATC was fitted within a few years after delivery. Equipped with cast iron number plates, standard for Swindon-built locomotives.
Dec 1929 – Nov 1930	260	20	5780–99	Swindon Works, GWR	Delivered with vacuum brakes and steam heating; Nos. 5790–99 came with ATC pre-installed, while Nos. 5780–89 received ATC in subsequent years.
Dec 1929 – Feb 1930	264	25	7725–49	North British Locomotive Co. 23921–45	Supplied with vacuum brakes and steam heating; ATC was added several years post-delivery.
Jan–Mar 1930	263	25	7700–24	Kerr Stuart 4435–59	Fitted with vacuum brakes and steam heating; ATC was installed a few years later. Featured riveted tanks and polished brass safety valve covers.
Feb–Oct 1930	262	25	6700–24	W. G. Bagnall 2381–2405	Constructed with steam brakes only and three-link couplings. Featured riveted tanks.

5700s costs

GWR No.	Manufacturer	Date	Original Cost	2013 Labour Equivalent	2013 Economic Equivalent
5764	Swindon Works, GWR	REDIRECT Template:Date table sorting	£2,651	£419,500	£894,900
7714	Kerr Stuart	REDIRECT Template:Date table sorting	£1,160	£185,000	£398,100
7754	North British Locomotive Co.	REDIRECT Template:Date table sorting	£2,800	£446,500	£961,000
3650	Swindon Works, GWR	REDIRECT Template:Date table sorting	£2,844	£414,100	£761,200
4612	Swindon Works, GWR	REDIRECT Template:Date table sorting	£3,451	£425,000	£576,500
9682	Swindon Works, BR	REDIRECT Template:Date table sorting	£5,280	£429,900	£657,200

Numbering and liveries

Due to the extensive quantity of locomotives in this class, the 5700 series engines were allocated across multiple numbering blocks.

• 3600 – 3699
• 3700 – 3799
• 4600 – 4699
• 5700 – 5799
• 6700 – 6779
• 7700 – 7799
• 8700 – 8799
• 9600 – 9682
• 9700 – 9799

These numbering groups were introduced chronologically as follows: 57xx in 1929; then 77xx also in 1929; followed by 67xx in 1930; then 87xx in 1931; next came 97xx in 1933; subsequently 37xx in 1936; then 36xx in 1938; followed by 46xx in 1941; and lastly the series starting with 96xx in 1945. After nationalisation, GWR locomotives retained their original numbers but some temporarily had a 'W' prefix indicating Western Region.

Initially, the earliest built 5700 locomotives wore the standard GWR paint scheme of that era: predominantly green above the running plate with "GREAT WESTERN" inscribed on the pannier tanks in yellow letters featuring red and black shadowing; buffer beams were painted red with yellow numbers outlined in black; and both smokebox fronts and chimneys were black. Starting from 1934, the GWR "shirtbutton" roundel replaced the "GREAT WESTERN" lettering. From 1942 onwards, this roundel was substituted with the letters "G W R" rendered in yellow with red and black shading. Due to wartime material shortages between 1942 and 1945, most locomotives—except for the GWR 6000 Class#Kings and GWR 4073 Class#Castles—were painted black.

Following nationalisation, several of these engines received British Railways green livery with "BRITISH RAILWAYS" lettering on their pannier tanks. However, unlined black soon became the prevalent standard for tank engines accompanied by the BR crest on pannier tank sides. Some examples featured additional white and red lining on both pannier tanks and cab sides. The BR emblem was updated in 1957.

The units acquired by London Transport between 1956 and 1963 were repainted into LT's characteristic maroon color with yellow and black lining. Meanwhile, those procured by the National Coal Board bore a light green finish.

Operation

On the Great Western Railway, the 5700 class locomotives fulfilled a variety of roles such as shunting, pilot duties, and handling light to medium freight services. They were also employed on branch lines, commuter routes, and shorter mainline passenger trains. Occasionally, these engines served as backups for more powerful locomotives, sometimes creating dramatic "firework displays" as they struggled to maintain schedules under heavier loads.

Unlike later pannier tank engines, the 5700s were never equipped with remote control apparatus for autotrains. This functionality was instead incorporated into smaller pannier classes that succeeded them, specifically the 5400 Class introduced in 1930 and the 6400 Class launched in 1932.

The 9700 series, designed with condensing gear for underground operations and built specifically for the route between Paddington and Smithfield, were based at Old Oak Common depot.

Originally constructed solely for shunting tasks, the 6700 class locomotives remained unused in storage for several years due to insufficient demand. Eventually, they found their primary role in managing marshalling yards connecting the South Wales coalfields with coal export docks at Llanelli’s North Dock, Swansea, Cardiff, Barry, and Newport. Some units spent their entire careers assigned to a single depot—for instance, numbers 6700–9 at Cardiff East Dock and 6725–32 at Newport Pill. Additionally, several 6700s were stationed at Swindon, with numbers 6733–41 having extended tenures there.

During World War II, thirteen 5700 locomotives were fitted with spark arrestor chimneys to operate safely within industrial and military sidings. This was particularly important for service at the War Department ammunition storage facility near Milton, close to Didcot.

The Pwllyrhebog Colliery incline on the former Taff Vale Railway was a three-quarter-mile stretch with a steep 1-in-13 gradient operated by a continuous rope system. This arrangement allowed descending trains to be partially balanced by ascending ones. The locomotives used on this incline (Taff Vale Railway H class) featured coned boilers to ensure adequate water coverage above the firebox. A stationary engine equipped with two intergeared drums managed the cable’s tension and movement. In 1935, locomotive No. 2750 of the GWR 2721 Class was adapted with winding gear to control this incline but was withdrawn in 1945. It was subsequently replaced by 5700 No. 7722 outfitted with similar winding equipment in 1946. Operations on this incline ceased in 1952.

Allocation

The route classification assigned to the 5700s by the Great Western Railway was Blue, which permitted their operation over roughly 70% of the GWR network. By 1938, only fifteen out of around seventy running sheds did not have any of these locomotives allocated.

In 1950, due to their minimal hammer blow effect on tracks, the classification for the 5700s was lowered to Yellow—except for numbers 9700–10—which expanded their permitted routes to nearly 90% of the former GWR system (corresponding broadly with British Rail’s Western Region). By 1954, only five sheds—Abercynon, Aberystwyth, Machynlleth, Treherbert, and Truro—remained without any assigned 5700 class engines.

BR service

During the initial period of British Railways, the demarcation between the Western and Southern Regions was altered several times. The 5700 class locomotives were assigned diverse roles across different locations:

• At Weymouth, 5700s took over operations on the branch line leading to the Isle of Portland, replacing the LSWR O2 class 0-4-4T engines. They were also frequently seen hauling boat trains through Weymouth’s streets.
• Six units were stationed at Nine Elms, where they managed empty coaching stock transfers between Waterloo and Clapham Junction, succeeding the LSWR M7 class 0-4-4T locomotives.
• The short but challenging Folkestone Harbour branch line, running from Folkestone Harbour to Folkestone Junction, posed difficulties when pulling heavy boat trains up its steep 1-in-36 gradient. Six 5700s were allocated to Dover for duties on this branch, including banking assistance, replacing the SER R1 class 0-6-0T locomotives.

The final scheduled passenger workings by 5700s on British Rail occurred in the London Midland Region, specifically on the route between Wrexham and New Brighton, which crossed former LNER lines. The Wrexham to Seacombe service ceased at the start of 1960 but was immediately substituted by a DMU operation between Wrexham and New Brighton. Due to high demand during Bank Holidays exceeding DMU availability, a relief train consisting of four coaches hauled by No. 3749 was introduced. Additional 5700s operated during the Spring Bank Holiday that year; however, subsequent relief services were mostly handled by BR Standard Class 4 2-6-4T locomotives. The last use of 5700s for Whit Monday and August Bank Holiday relief trains occurred in 1965.

Within the Western Region, the 5700s were the final steam locomotives in active service. Their last allocations were at Croes Newydd, where they continued handling goods trains and shunting tasks until November 1966. Although British Rail prohibited steam operation on main lines from August 1968 onward, London Transport’s purchased 5700s occasionally ran on nearby British Rail tracks around Lillie Bridge. Towards the end of steam traction, record-keeping regarding local steam locomotive assignments became less rigorous, and it was not uncommon for engines to operate beyond their official withdrawal dates. While Nos. 4646, 4696, and 9774 were long considered the last ex-GWR engines in BR service, No. 9641 was also still active at Croes Newydd during that period.

5700s in operation

• A pannier tank locomotive, travelling in reverse, is pulling a train of open and closed goods wagons through a station.
  No. 3620 with a typical goods train at Southall station
• A pannier tank locomotive with a conical chimney is pulling a shunter's wagon and guards van.
  No. 4601 fitted with a spark arrestor chimney shunting at WD sidings in Milton
• A green pannier tank locomotive is pulling green passenger coaches past a row of parked cars. In the foreground is a harbour with moored pleasure craft. Behind the train is a row of buildings.
  A boat train alongside Weymouth quay hauled by No. 4624
• A pannier tank locomotive pulling five passenger coaches through a station
  No. 9792 moving empty coaching stock at Swansea High Street
• A pannier tank locomotive pulling a train of three wagons through a station. The coaches are a parcel van, a goods wagon, and a passenger coach.
  No. 9662 performing pilot duties at Newport High Street
• A pannier tank locomotive is standing at a station platform and taking on water from a large filling pipe. The fireman is standing on the locomotive. The driver is controlling the water valve, but may have been distracted by the photographer, as water is cascading over the side of the locomotive. A boy watches.
  No. 3769 refilling water at Shrewsbury station
• Two steam engines are passing through a station. On the left is a large passenger express locomotive, and on the right, slightly ahead, is a pannier tank locomotive pulling a goods train of open wagons and a flat bogey. It looks as though the locomotives are racing, but as the plumes of steam from the locomotives are at different angles, the fast express will probably quickly catch up with the pannier and pass it.
  No. 9791 alongside Castle Class No. 7006 Lydford Castle at Southall
• The inside of an engine shed with part of a turntable in the foreground. A number of engines are arranged round the turntable, each with their chimneys under large ventilation cowls.
  Llanelly depot showing Nos. 7211 (7200 class), 1633 (1600 class), 3642 (5700 class), 1607 (1600 class), and 5722 (5700 class)

Accidents and incidents

• On 26 August 1940, a bombing attack resulted in the destruction of a goods shed at Bordesley, West Midlands. During this event, Peter Smout, an 18-year-old engine cleaner serving as the fireman on a shunting locomotive, voluntarily took control of No. 7758 to remove wagons from the burning shed. He completed three additional runs. Assisting him was Frederick Blake, a wagon examiner and World War I naval veteran, who managed the points levers. After their efforts, the right side of the footplate became too hot to handle, and Blake had to use his hat to operate the points since the levers were also excessively hot. Both men received the George Medal in recognition of their bravery.
• On 11 November 1960, while descending a gradient with an unfitted coal train, locomotive No. 9737 lost control and collided with a diesel multiple unit at Template:Rws, Glamorgan. The accident resulted in two fatalities and twenty injuries.
• On 7 December 1961, a locomotive from this class collided with a freight train at Bodmin General station, Cornwall, caused by a malfunctioning signal that failed to display a clear danger indication.

Other pannier tank locomotives

The GWR produced several other pannier tank classes, mostly categorized into two primary "families" based on size: "large" and "small" designs. In addition to these groups, there were absorbed locomotives, specialized variants, and tender engine conversions. The principal categories included:

• A "large" design group initially featuring saddle tanks (with some exceptions having side tanks), equipped with 4 ft 6 in driving wheels and double frames—examples include the 1076 Class or inside frame types such as the GWR 645 Class, culminating in the 9400 Class.
• A "small" design group originally manufactured at Wolverhampton Works, characterized by saddle tanks and 4 ft driving wheels, beginning with the GWR 850 Class and ending with the 1600 Class.

For instance, within the "small" category, the GWR 5400 Class locomotives were developed from William Dean's GWR 2021 Class, itself an enlarged version of the 850 Class. These featured larger wheels for increased top speed and were equipped with autotrain gear ('auto-fitted') for push-pull passenger services. The GWR 6400 Class resembled the 5400 Class but shared wheel dimensions with the 5700 Class and also had auto-fitted capabilities. The GWR 7400 Class closely mirrored the 6400 Class but lacked auto-fitted equipment and operated at a higher boiler pressure.

Regarding the "large" family, the post-war GWR 9400 Class represented an updated iteration of the 8750 variant of the 57xx series: it was heavier and longer but maintained similar power output, utilizing the same taper boiler as found on the GWR 2251 Class.

A comprehensive list of these classes can be found at GWR 0-6-0PT.

Withdrawal and Mileage Records

Following the implementation of the 1955 Modernisation Plan, the Western Region initiated a dieselisation strategy. This, combined with a decline in branch line operations and the deployment of diesel shunters, led to a diminished need for the 5700 class locomotives. British Railways began phasing out these locomotives in 1956, completing the process by 1966.

A total of twenty units were sold and remained operational until 1971 under London Transport and until 1975 with the National Coal Board.

Withdrawal figures for 5700 class by year

Year	1956	1957	1958	1959	1960	1961	1962	1963	1964	1965	1966
Number withdrawn	4	16	48	67	67	67	170	114	144	139	27

le Fleming recorded that locomotives retired between March 1956 and March 1958 had mileages ranging from approximately "500,000 to 556,000". Additional mileage data for specific engines is presented below.

Mileage statistics for selected 5700 class locomotives

Locomotive Number	Construction Date	Withdrawal Date	Total Mileage Covered
3650	December 1939	September 1963	493,100 mi (793,600 km)
3738	September 1937	July 1963	500,000 mi (800,000 km)
4612	February 1942	July 1965	427,707 mi (688,328 km)
5764	June 1929	(December 1963)	668,771 mi (1,076,283 km)
7714	April 1930	January 1959	520,259 mi (837,276 km)
9629	December 1945	(September 1961)	385,188 mi (619,900 km)
9682	May 1949	August 1965	over 250,000 mi (400,000 km)

Post-British Railways Utilization

Following their withdrawal from British Railways, nineteen 5700 class locomotives found new roles. The National Coal Board (NCB) acquired five units, P.D. Fuels purchased one, and thirteen locomotives were obtained by London Transport.

Locomotive No. 9642 was retired in 1964 and sold to Hayes Scrapyard, where it served for three years moving other engines destined for scrapping. Eventually, it was preserved rather than dismantled.

London Transport

A pannier tank locomotive pushing a shunter's wagon and pulling a guard's van. The engine is painted in faded maroon with black and yellow lining, with much of the paint worn away revealing black beneath. The side displays "LONDON TRANSPORT" in yellow lettering.

LT No. L95, aged 40, performing shunting duties at Croxley Tip during autumn 1969

Despite the London Underground system being electrified for many decades (with the Metropolitan Railway electrification dating back to 1905), a limited number of steam engines continued to be employed for engineering and ballast transport tasks. By the 1950s, these locomotives were aging and costly to upkeep, while the planned expansion involving quadrupling sections of the Metropolitan line demanded dependable motive power. London Transport explored replacing their steam shunters with diesel alternatives and had trialed a Great Northern Railway Class J52 locomotive in 1955, though this was unsuccessful.

The initial 5700 class engine trialled by London Transport was No. 7711, tested between January and April 1956 on the route from Finchley Road to Baker Street. Operational issues arose when running in reverse, prompting cab modifications to improve clearance and adjust the tripcock brake valves. Additionally, cab curtains were installed to mitigate smoke and fumes within tunnels. In May of that year, No. 7711 was formally purchased for £3,160, followed by acquisition of No. 5752 and plans for further purchases, establishing the 5700 class as the standard for engineering trains on London Transport.

Between 1956 and 1963, thirteen locomotives of this class were procured by London Transport. These were numbered L89 through L99 and assigned to depots at Lillie Bridge in Fulham and Neasden. At any given time, only eleven were operational; the original L90 and L91 units were withdrawn for repairs but ultimately scrapped and replaced by other locomotives bearing the same numbers.

Their duties included hauling permanent way trains; they never operated regular passenger services. Mainline journeys involved transfers between depots, trips to Acton Works, and runs out to Croxley Tip near Watford.

Three of these London Transport 5700s remained in service until steam operations ceased on London Transport in 1971, marking them as the final steam locomotives regularly used on mainline routes within the UK. Although steam locomotives now occasionally appear on British mainlines as special excursions, these three represented the end of routine steam usage. (It is worth noting that the WT Class 2-6-4Ts operated by Northern Ireland Railways were also among the last regularly used steam engines; withdrawn in 1971 but last steamed in 1970.) To mark this milestone, London Transport organized a commemorative run from Moorgate station to Neasden depot featuring No. L94 (BR No. 7752) along with selected maintenance vehicles.

Following this transition, three diesel-hydraulic locomotives (DL81-DL83) replaced steam engines for shunting tasks.

London Transport 5700 Class Locomotives

LT Number	BR Number	Year Built	Date Acquired by LT	Withdrawal Year	Remarks
L89	5775	1929	1963	1969	Transferred to Keighley & Worth Valley Railway, arriving January 1970; later featured in filming of The Railway Children
L90 (I)	7711	1930	1956	1961	Scrapped after withdrawal
L90 (II)	7760	1930	1961	1971	Sold to 7029 Clun Castle Ltd (Tyseley Collection custodian)
L91 (I)	5752	1929	1956	1960	Scrapped following withdrawal
L91 (II)	5757	1929	1960	1968	Scrapped after service ended
L92	5786	1930	1958	1969	Acquired by Worcester Locomotive Society; currently based at the South Devon Railway (heritage railway)
L93	7779	1930	1958	1968	Scrapped post-withdrawal
L94	7752	1930	1959	1971	Transferred to 7029 Clun Castle Ltd (Tyseley Collection)
L95	5764	1929	1960	1971	Sold to Severn Valley Railway under Pannier Tank Fund ownership; one of three acquired by this group
L96	7741	1930	1961	1967	Scrapped following retirement
L97	7749	1930	1962	1970	Scrapped after withdrawal
L98	7739	1929	1962	1970	Scrapped post-service
L99	(BR)7715	(1930)	(1963)	(1969)	(Sold to Quainton Railway Society which operates as Buckinghamshire Railway Centre)

National Coal Board

A pannier tank locomotive, seen from above and to the front, is passing through hilly countryside. The locomotive, particularly at the front, is streaked with vertical stains. The lettering "NCB 7754" is shown on the side of the pannier tank.

No. 7754 in service with the NCB in 1965

From 1959 until 1965, the National Coal Board (NCB) acquired five 5700 class locomotives from British Railways to operate at coal mines in South Wales, continuing the Great Western Railway's established practice of transferring retired pannier tanks to the NCB. These locomotives kept their original BR numbering. Maintenance standards were notably lower than those of the GWR era, resulting in the engines being run extensively without costly major repairs.

Among these locomotives, No. 7754 was the final one to remain in industrial use. After serving at several collieries, it was relocated in 1970 to Deep Duffryn Colliery near Mountain Ash, where a former GWR fitter maintained it until 1975 when a piston failure caused a cylinder cover to blow out. The locomotive was still visible on the shed as late as 1980. Subsequently, the NCB gifted No. 7754 to the National Museum Wales, which placed it on long-term loan to the Llangollen Railway. Presently, ownership rests with the Llangollen Railway Trust.

NCB 5700s

BR No.	Date Built	Date to NCB	Location	Notes
3663	1940	1962	Nine Mile Point	Scrapped in 1966
7714	1930	1959	Penallta	Acquired by Severn Valley Railway
7754	1930	1959	Mountain Ash	Donated by NCB to National Museum Wales
9600	1945	1965	Merthyr Vale	Purchased by 7029 Clun Castle Ltd
9792	1936	1964	Maerdy	Scrapped in 1973

Other uses

A pannier tank locomotive stands alone in a scrapyard next to a semi-derelict building. In the background are other locomotives waiting to be scrapped. To the left is a fence of concrete posts with wire.

No. 9642 at Hayes scrapyard in 1965

Locomotive No. 3650 was retired from service in 1963 and sold to P.D. Fuels, part of Stephenson Clarke Ltd., where it was employed for transporting spoil at Gwaun-Cae-Gurwen colliery close to Ammanford, Carmarthenshire. Later on, members of the Great Western Society purchased and restored it, returning it to operational condition by 2009.

Withdrawn in 1964, No. 9642 was sent to Hayes Scrapyard near Bridgend. Instead of immediate scrapping, it was utilized for shunting other locomotives awaiting dismantling. Scheduled for disposal in 1967 as the yard’s 346th locomotive scrapped, a last-minute rescue led to its purchase in 1968 by the South Wales Pannier Group. This made it the first locomotive of its class preserved. It was relocated to Maesteg Colliery and provided brake van rides during the late 1960s and throughout the following decade.

Preservation

A total of sixteen locomotives from the 5700 class have been saved, split evenly between the original 5700 Class and the 8750 sub-class. Among these, eleven were constructed at Swindon, while the other five originated from external manufacturers. Out of these sixteen preserved engines, five remain operational. Four locomotives—7715, 7752, 7760, and 9600—have experience running on mainline services. However, as of 2020, none hold current mainline certification; these four are stored awaiting major overhauls. Additionally, two locomotives are exhibited as static displays, two are held in storage, and six are either undergoing or awaiting maintenance work. Locomotive No. 9629 is in the process of restoration and has not steamed since its arrival at Barry Scrapyard in 1965.

Several engines acquired from London Transport, which had been maintained by British Railways, were still operational upon purchase and required minimal refurbishment for use on heritage railways. For example, No. 5764 (LT L95) was steamed immediately upon arrival at Bridgnorth on the Severn Valley Railway, even before being unloaded from its transporter. By June 2018, Nos. 7752 (LT L94) and 5786 (LT L92) were active in London Transport's maroon livery, whereas No. 7715 (LT L99) was out of service at that time.

Locomotives preserved following industrial service with the National Coal Board (NCB) or other sectors generally demanded more extensive restoration compared to those sourced from London Transport. Some had been out of service for prolonged periods post-withdrawal with little to no maintenance during that time.

Of the twelve 5700 class engines sent to Barry Scrapyard, five were rescued for preservation purposes; one additional locomotive, No. 3612, was purchased by the Severn Valley Railway for spare parts.

5700s in Preservation

No.	Photo	Details	Year Built	Place Built	Operated/Owned By
3650 (8750)	A green pannier tank locomotive with a black chimney and red buffer beam stands alongside others.	Withdrawn in 1963 and initially acquired by Stephenson Clarke for colliery work in South Wales. Later purchased by members of the Great Western Society (GWS), it was relocated to Hereford before moving to Didcot Railway Centre around 1970 for comprehensive restoration. Returned to operation in 2008 but withdrawn again in 2016 for overhaul currently underway.	1939	Swindon Works	Didcot Railway Centre
3738 (8750)	A black pannier tank pulling a mixed freight train including a blue milk tank wagon and cream/red passenger carriage.	Sent to Barry Scrapyard after withdrawal in 1965; purchased by two GWS members and moved to Didcot Railway Centre in 1974. Fully restored by 1975 and last returned to service after overhaul in 2007. Removed from service in 2013 due to firebox issues and now displayed statically.	1937	Swindon Works	Didcot Railway Centre
4612 (8750)	A green pannier tank blowing off steam while moving backward.	After withdrawal in 1965 and time at Barry scrapyard, bought by Keighley & Worth Valley Railway (KWVR) in 1981 for spares before private purchase in 1987. Restored at Swindon Railway Workshop and returned to service at Bodmin and Wenford Railway in 2001; underwent a decade-long overhaul completed by 2013.	1942	Swindon Works	Bodmin and Wenford Railway
5764/L95 (5700)	A red pannier tank locomotive displayed indoors surrounded by other engines.	Sold to London Transport in 1960 as L95; acquired by Severn Valley Railway (SVR) in 1971 and operational within a month of arrival. Last steamed on New Year's Eve 2010; currently exhibited at The Engine House in original London Transport livery.	1929	Swindon Works	Severn Valley Railway
5775/L89 (5700)	File:GWR 0-6-0PT Pannier Tank (5775).jpg	Transferred to London Transport as L89 in 1958; sold to KWVR in 1970 where it featured as the fictional Great North & South Railway locomotive in The Railway Children film. Exhibited at National Railway Museum Shildon for repainting before returning to KWVR for film anniversary events. Currently displayed at Oxenhope station pending overhaul.	1929	Swindon Works	Keighley and Worth Valley Railway
5786/L92 (5700)	A black pannier tank pulling passenger carriages along a riverside track.	Acquired by London Transport as L92; sold to Worcester Locomotive Society in 1969 and based at Bulmers Railway Centre until 1993. Since then loaned to South Devon Railway where it resumed service in LT maroon livery in 2013. Boiler certificate expired May 2023; currently undergoing a ten-year overhaul.	1930	Swindon Works	South Devon Railway
7714 (5700)	A green pannier tank locomotive waits at a station platform amid floral displays with smoke rising from chimney.	Withdrawn from service in 1959 and sold to National Coal Board (NCB). Purchased by SVR in 1973; returned to steam after extensive overhaul in 1992. Taken out of service in 2009 but resumed operation after overhaul late November 2016. Currently painted BR Unlined Black livery; notable as the only preserved example retaining a backhead feed boiler.	1930	Kerr Stuart	Severn Valley Railway
7715/L99 (5700)	A maroon pannier tank locomotive with yellow lining stands at platform leading a train.	Renumbered L99 when sold to London Transport in 1959; later acquired by London Railway Preservation Society in 1968 and certified for mainline running on British Railways. Operated specials on LT and loaned elsewhere but withdrawn due to cracked boiler foundation ring. Currently stored at Buckinghamshire Railway Centre awaiting repairs.	1930	Kerr Stuart	Buckinghamshire Railway Centre
7752/L94 (5700)	A green pannier tank locomotive running round its train beside a platform.	Sold to London Transport as L94; famously hauled final steam train on London Underground in 1971 before purchase by Clun Castle Ltd., certified for mainline use thereafter. Has visited multiple heritage lines; repainted into LT livery for fortieth anniversary of last Underground run in 2011. Planned repaint into GWR Green with 'GREAT WESTERN' lettering during loan to West Somerset Railway for the 2019 season.	1930	NBL Glasgow	Vintage Trains, Tyseley Locomotive Works
7754 (5700)	A green pannier tank locomotive with red buffer beam displaying "NCB" lettering.	Withdrawn in 1959 and sold to NCB; worked various collieries until becoming last class member retired from industrial service in 1975. Donated to National Museum Wales then loaned and later owned by Llangollen Railway. Returned under own power after lengthy overhaul incorporating parts from No.3612 held for spares by SVR. Currently undergoing another overhaul after long service life; returned to operation September 2023 wearing Transitional livery.	1930	NBL Glasgow	Llangollen Railway
7760/L90 (5700)	Two green pannier tanks side-by-side near turntable.	Renumbered L90 after sale to London Transport in 1961 replacing scrapped No.7711; sold fully operational to Clun Castle Ltd. in 1971. Loaned extensively across heritage railways with mainline certification achieved by year 2000. As of January 2024 out of service pending overhaul; subsequently sold due to Vintage Trains focusing on other locomotives.	1930	NBL Glasgow
9600 (8750)	A black pannier tank locomotive standing over an ash pit with red buffer beam.	Withdrawn from BR stock in1965 then sold to NCB serving Merthyr Vale colliery until retirement in1973. Purchased by Clun Castle Ltd., restored by1997 with mainline certification granted1999 and renewed2009; regularly operated excursion trains until boiler certificate expired2018—currently awaiting overhaul.	1945	(Swindon Works)	(Vintage Trains), Tyseley
9629 (8750)	Green pannier tank standing on short track section outdoors near brick building.	Withdrawn1964 then sent Barry scrapyard1965; cosmetically restored1981–1986 at Steamtown Carnforth before nine years static display outside Holiday Inn Cardiff. Donated1995 to Pontypool & Blaenavon Locomotive Group where restoration is ongoing with original boiler acquired2012.	1945	(Swindon Works)	Pontypool & Blaenavon Locomotive Group
9642 (8750)	Black pannier tank waiting at platform beside cream/brown carriages with smoke rising.	Withdrawn1964 then sent Hayes scrapyard but used for shunting other locos; rescued1968 by South Wales Pannier Group steaming1969. Later operated Swansea Valley Railway Society then Dean Forest Railway from1994 onward; privately purchased2005 for Gloucestershire Warwickshire Railway where currently under overhaul awaiting return to service.	1946	(Swindon Works)	Gloucestershire Warwickshire Railway
9681 (8750)	Black pannier tank pulling mixed goods train through woodland.	Withdrawn1965 then Barry scrapyard; taken Dean Forest Railway1975 returning steam1984. Removed2013 for overhaul progressing at Norchard site.	1949	(Swindon Works)	Dean Forest Railway
9682 (8750)	Black pannier tank standing at rural station platform with passengers boarding.	Withdrawn1965 then Barry scrapyard; bought1982 by GWR Preservation Group Southall returning traffic2000 after overhaul; loaned various heritage lines including Chinnor & Princes Risborough before withdrawn2009 returning Southall for further overhaul.	1949	(Swindon Works)	Dean Forest Railway

Liveries

Throughout both their operational service and preservation era, the GWR 5700 class locomotives have been displayed in a variety of liveries.

Livery	Image	Details
GWR Shirtbutton	File:Hugh llewelyn 3650 (6825277981).jpg
GWR	File:Long Rock 2019 - 4612.JPG
Great Western	File:GWR Class 5700 No 5764 Pannier (3000285676).jpg
GWR wartime black	File:Hugh llewelyn 3738 (5594996797).jpg
BR unlined black (early crest)	File:5786 at Littlehempston Station.jpg
BR unlined black (late crest)	File:GWR 5700 Class 7714 Pannier Tank Locomotive Severn Valley Railway (1).jpg
BR lined black (early crest)	File:9600 Tyseley (1).jpg
London Transport	File:L92 1 (16282620804).jpg
Great North & South Railway	File:GWR 0-6-0PT Pannier Tank (5775).jpg	Repainted to represent a fictional livery for the film The Railway Children
National Coal Board	File:GWR 5700 Class 7754 at York Railfest.JPG

In fiction

Locomotive No. 5775, based on the Keighley and Worth Valley Railway, appeared in the movie The Railway Children sporting a brown paint scheme with GN&SR (Great Northern and Southern Railway) lettering. In May 2014, this engine was transferred to the National Railway Museum Shildon for cosmetic refurbishment to restore the film's distinctive livery.

The character named Duck from The Railway Series books and the television series Thomas the Tank Engine and Friends is modeled after a class 5700 pannier tank locomotive. Within the books, Duck carried the number 5741. The actual locomotive numbered 5741 was withdrawn from service on 30 June 1957 and dismantled by 31 May 1958.

No. 5764 was featured multiple times in the BBC's 1976 television adaptation of Charles Dickens' short ghost story, The Signal-Man.

Model railways

During the period of 1982–83, Mainline Railways offered OO gauge models of the Class 5700 in both GWR green and British Rail black liveries. Additionally, Hornby Railways has produced several OO gauge versions of the 8750 class featuring both GWR and London Transport liveries.

Following its merger with Lionheart Models in August 2016, Dapol has manufactured multiple O gauge models of the 57xx class and its subclass, the 87xx, since 2018. Furthermore, Minerva Models has released O gauge replicas of the 57xx series showcasing both Great Western and British Rail liveries.

See also

• GWR 0-6-0PT – catalogue of GWR 0-6-0 pannier tank locomotive classes, featuring a preservation status table
• LMS Fowler Class 3F – the standard shunting locomotive used by the London, Midland and Scottish Railway
• LNER Class J50 – principal shunter class employed by the London and North Eastern Railway
• Hunslet Austerity 0-6-0ST – the designated shunter model for the War Department (United Kingdom)
• British Rail Class 08 – British Railways' primary shunter during the 1950s and 1960s

References

• {{cite book

title = The Golden Age of Steam Locomotive Building last = Atkins first = Philip year = 1999 publisher = Atlantic Transport Publishers and the National Railway Museum edition = First place = Penryn, Cornwall isbn = 0-906899-87-7

• {{cite web

 	|title		= Exceptional Naval and Polar Awards	
 	|url		= https://www.dnw.co.uk/auction-archive/special-collections/lot.php?specialcollection_id=108&lot_id=60284	
 	|website		= Dix Noonan Webb	
 	|archive-url	= https://web.archive.org/web/20150214113404/http://www.dnw.co.uk/auction-archive/special-collections/lot.php?specialcollection_id=108&lot_id=60284	
 	|archive-date	=14 February 2015	
 	|access-date	=14 February 2015	
 	|date		=December 2007	
 	|}

• {{cite book

 	| title    	= Severn Valley Locomotives as They Were     
 	| first    	= Tom     
 	| last     	= Ferris     
 	| year     	=1995     
 	| publisher	= Midland Publishing     
 	| location    	= Leicester, England     
 	|}

Further reading

• Ian Sixsmith and Richard Derry, The Pannier Papers No.2: The 57XX Engines 36XX, 37XX, 46XX, The Irwell Press, Bedford, UK, 2011, ISBN 978-1-906919-33-7, OCLC 755069689
• Ian Sixsmith and Richard Derry, The Pannier Papers No.3: The 57XX Engines 57XX, 67XX, 77XX, The Irwell Press, Bedford, UK, 2011, ISBN 978-1-906919-44-3, OCLC 779581588
• Ian Sixsmith and Richard Derry, The Pannier Papers No.4: The 57XX Engines 87XX, 96XX, 97XX, The Irwell Press, Bedford, UK, 2012, ISBN 978-1-906919-48-1, OCLC 867995656

External links

• Overview of the 5700 Tank Class
• Comprehensive Guide to GWR Pannier Tank Classes
• Steam Locos in Profile – GWR 5700 Pannier Tanks – a fifteen-minute YouTube feature
• No. 3650 Operating at Didcot Railway – includes cab and motion footage (duration: seven minutes)

{{#related:GWR 0-6-0PT}} {{#related:GWR 9400 Class}} {{#related:Locomotives of the Great Western Railway}}