National Coal Board
What operated GWR 5700 Class from 1959 to 1975?
GWR 5700 Class The GWR 5700 Class , or 57xx class , was a class of 0-6-0 pannier tank steam locomotive , built by the Great Western Railway ( GWR ) and British Railways ( BR ) between 1929 and 1950 . With 863 built , they were the most prolific class of the GWR , and one of the most numerous classes of British steam locomotive . Although officially designated by GWR as light goods and shunting engines , they were also used for passenger working on branch , suburban , and shorter mainline journeys . They were distributed across most of the GWR network and , after nationalisation of the railways in 1948 , across the British Railways Western Region , and also other regions . The 5700s were not as glamorous as the GWR Castles and Kings , but became just as much of an icon of the GWR . As a result of the 1955 Modernisation Plan , the 5700 Class was withdrawn from BR service between 1956 and 1966 . Nineteen withdrawn locomotives were sold to London Transport and industry , of which ten were later preserved , along with six that were retrieved from scrapyards . Background . The GWR started designing and building 0-6-0 tank locomotives in 1860 , and this continued into the BR era until 1956 , with a total of 2,393 being built . The GWR also used 0-6-0 tank locomotives from other manufacturers designs ( from its subsidiary and absorbed railways stock ) , and since 1898 it always had at least 1,000 tank locomotives in stock . The early 0-6-0 tank engines were fitted with either saddle tanks ( wrapped over the boiler ) or side tanks ( mounted at the side of the boiler and reaching down to the running platform ) . GWR first fitted pannier tanks ( mounted on the side of the boiler but not reaching down to the running platform ) in 1898 to nine 4-4-0 tank locomotives and , in 1901 , to five 0-6-0T locomotives which were also fitted with Belpaire fireboxes . The shape of the Belpaire firebox gives a larger surface area which improves heat transfer and steam production , but their rectangular shape made them difficult to combine with saddle tanks . Locomotives fitted with pannier tanks have a lower centre of gravity than those with saddle tanks ( enabling higher speeds on curves ) , and access for maintenance is easier than for those fitted with side tanks . George Churchwards period as Chief Mechanical Engineer ( 1901–21 ) is well known for significant improvements in locomotive design and manufacture , and the development of standard designs . However , the scope of the standard designs did not include the 0-6-0 tank locomotive , and the GWR did not introduce any new 0-6-0 tank designs from 1897 to 1928 ( with exception of the GWR 1361 class of five 0-6-0 saddle tanks in 1910 ) . However , pannier tanks and Belpaire fireboxes became the standard for the rebuilding of various 0-6-0 tank locomotives ( projected in 1902 and getting fully underway by 1910 ) . The rebuilding program also included a number of other changes including : - improved cab designs , eventually becoming fully enclosed - superheating , which by 1929 , had been found to have little benefit on shunting engines - adaptation for working with autocoaches for push–pull trains ( auto-working ) - increasing boiler pressures , for example , the various rebuilds of the GWR 2721 class started at , increasing to , and then to With the completion of grouping in 1923 , GWRs collection of 0-6-0 tank locomotives was expanded with the stock from 28 acquired companies . The acquired tank locomotives came from different manufacturers , were a mixture of side , saddle and pannier , and varied widely by size and state of repair . In addition , GWRs stock was wearing out , and the variety of classes was problematic for maintenance and rostering . Collett had to produce a new standard design for 0-6-0 pannier tanks . The result was the 5700 class . Design . The first batch of 300 locomotives built between 1929 and 1931 included a medium height chimney , a mid-boiler dome , safety valve with cover , and an enclosed cab . The boiler included a top-feed ( between the chimney and dome ) . They were similar in appearance to older 0-6-0 tank engines that had been rebuilt as pannier tanks , particularly the later rebuilds of the 2721 class . The 2721 class was itself a development of the 1854 class , which in turn was based on the 645 class . Specification . The table below gives the technical specifications of the 5700 class . Values are from GWR diagram B48 unless referenced otherwise . The 5700s were given the GWR route colour Blue ( based on axle load ) , and were in the GWR power group C ( based on tractive effort ) . The classifications were shown on the cab with the letter C in a blue disc . le Fleming describes the 5700 class as an almost unaltered continuation of the 27xx rebuilds and Holcroft describes them as practically identical to 2721 rebuilds , but according to Oswald Nock it was a thoroughly modern design , and Jones notes that design included numerous detailed improvements and reflected improved construction techniques . The main differences from the 2721 class include : - increased boiler pressure , from to , giving a corresponding increase in tractive effort - improved valve settings - longer frame , from to - fully enclosed cab The initial design also included a return to non-fluted coupling rods and laminated springs beneath the leading and driving axleboxes ( both features harking back to the 1854 class ) . The locomotives were also fitted with cast iron chimneys ( which had only rarely been fitted to earlier locomotives ) , and the whistles were fitted on top of the firebox rather than on top of the cab . 6700 Sub-class . Of the first batch of 300 locomotives , most were fitted with vacuum brakes and steam heating , and some of these were also fitted with GWRs Automatic Train Control ( ATC ) safety system . However , the 50 locomotives of the 6700 Class , or 67xx class , were not fitted with vacuum brakes , steam heating , or ATC , and were fitted with three link couplings only ; they were therefore limited to shunting duties and some freight working . The 6700s had a smaller minimum curve radius of ( normal ) and ( slow ) and an increased axle clearance . 8750 Sub-class . The 8750 Class , or 87xx class , were first built in 1933 , using an updated design which included an improved cab with a higher roof , rectangular windows and grills ( as opposed to the round windows , or spectacles , of the initial design ) , and sliding shutters and hinged doors for more protection from the elements . The new style cab was derived from the sister 5400 class , the first of which were built in 1931 . Vacuum brakes , steam heating , and ATC were fitted as standard ( except for Nos . 6750–79 , built between 1946 and 1950 , which were fitted with steam brakes and three link couplings only ) . The locomotive weight increased to , and the axle load increased to . 9700 Class . The 9700 Class , or 97xx class , pannier tanks were a direct development of the 5700 class . The prototype for the class , No . 8700 ( later No . 9700 ) , was a rebuilt 5700 locomotive . They were specifically for working on the /Hammersmith & City line between Paddington station and . They replaced Metro and 633 class locomotives . The eleven locomotives in the class had condensing apparatus that fed the exhaust steam back into the water tanks . The tanks themselves were shortened to make room for the external exhaust pipes and were extended down to the footplate in front of the cab to increase their capacity . As condensing the steam heated the water , a reciprocating pump ( Weir pump ) was fitted as a boiler feedwater pump because standard injectors will not work with hot water . The pumps led to ( unsuccessful ) tests with these locomotives acting as fire engines during World War II . To work over the electrified underground lines , the 9700 Class locomotives had a special type of ATC equipment that lifted clear of the centre rail and had tripcock brake valves that matched the London Transport signalling system . The design changes resulted in reduced coal ( ) and water ( ) capacities . The locomotive weight increased to , and the axle load increased to . Later developments . From 1936 to 1942 a number of small changes were introduced to new builds : - in 1936 a whistle shield was added to the front of the cab to deflect steam away from the cab windows . - also in 1936 pocket steps and extra railings were added to the firemans side ( left side ) of the cab to improve access to the bunker . - in 1937 a drawing was issued for fitting shutters and doors to the older , pre-8750 class , locomotives . - in 1938 a larger whistle shield was fitted , which became standard for the larger cabs . - in 1942 a new type of top feed was introduced , with separate clackboxes in a taller cover , and internal delivery pipes rather than trays . All these changes ( with the exception of the new top feed ) were later applied to locomotives that had been built earlier . The new top feed became standard for new locomotives in 1944 . Some older boilers and locomotives were later fitted with the new top feed , and some locomotives that were built with the new top feed were later changed back to the old design as boilers were swapped . Variants . A small number of 5700s were adapted for specific tasks : - in 1937 , 1938 and during World War II thirteen 5700s were fitted with spark arresting chimneys for work on industrial and military sites with significant fire risks . - in 1958 No . 3711 was converted to oil burning by Robert Stephenson and Hawthorns . - in 1946 No . 7722 was fitted with winding gear to work the Pwllyrhebog Colliery incline on the former Taff Vale Railway . Production . The first 5700s were built in 1929 by North British Locomotive Co . and , later in the year , at GWRs Swindon Works . Between 1929 and 1931 a total of 300 were built , of which 50 were built by GWR , and the rest by outside contractors : - Armstrong Whitworth : 25 ( Nos . 7775–99 ) - W . G . Bagnall : 50 ( Nos . 6700–24 , 8725–49 ) - Beyer , Peacock & Co : 25 ( Nos . 8700–24 ) - Kerr Stuart : 25 ( Nos . 7700–24 ) - North British : 100 ( Nos . 5700–49 , 7725–74 ) - Yorkshire Engine Co : 25 ( Nos . 6725–49 ) It was unusual , but not unprecedented , for GWR to use outside contractors to build locomotives ( 50 of the 200 strong 5600 class had been built by Armstrong Whitworth ) . The building programme was partly funded by interest-free Government loans intended to relieve unemployment during the Great Depression . Also , stricter accountancy rules that distinguished between maintenance and building costs meant that it was often economically worthwhile to build new locomotives rather than repair older locomotives . At first , more 5700s were built than were immediately needed so Nos . 6700–49 were stored for a couple of years before being allocated . Many of these were then assigned to sheds near the South Wales ports of Newport , Barry , Cardiff and Swansea . After a gap of a year , building started again in 1933 , with the 8750 and 9700 classes , and continued until 1950 . All the later locomotives , totalling 563 , were built at Swindon , and the numbers built only dropped in the last few years with the introduction of the 9400 class in 1947 . Numbers built . A total of 863 5700s were built and the table below shows the number built by year . Build details . The 5700s were specified by 27 different order numbers , or lots , shown below . Costs . Some known costs ( either GWRs out-shop value or cost from contractors ) are shown below , along with estimated equivalent values for 2013 . Numbering and liveries . The size of the class demanded that the 5700 class locomotives were spread across several series of numbers . The different series started in the following chronological order ; 57xx ( 1929 ) , 77xx ( 1929 ) , 67xx ( 1930 ) , 87xx ( 1931 ) , 97xx ( 1933 ) , 37xx ( 1936 ) , 36xx ( 1938 ) , 46xx ( 1941 ) , and 96xx ( 1945 ) . GWR locomotives were not renumbered after nationalisation , but a W ( for Western Region ) was temporarily added to some locomotives . The first 5700s built were painted in the standard GWR livery of the time ; mainly green above the running plate with the words GREAT WESTERN painted in yellow letters with red and black shadowing on the side of the pannier tanks , buffer beams painted red with the number shown in yellow letters with black shadowing , and the front of the smokebox and chimney were black . From 1934 the GWR shirtbutton roundel replaced GREAT WESTERN . From 1942 GWR replaced the roundel with the letters G W R , in yellow letters with red and black shading . Due to wartime shortages most locomotives , apart from the Kings and Castles , were painted black from 1942 to 1945 . After nationalisation , some 5700s were painted in BR green with the words BRITISH RAILWAYS on the side of the pannier tanks , but unlined black soon became the standard for tank locomotives , with the BR crest on the sides of the pannier tanks . Some 5700s also had white and red lining on the pannier tanks and cab sides . The BR crest was changed in 1957 . The 5700s bought by London Transport between 1956 and 1963 were repainted in the standard LT maroon livery with yellow and black lining . Those bought by NCB were painted in a light green . Operation . The 5700s were used on GWR for various duties including shunting , pilot work , and light to medium goods . They were also used on branch , commuter and shorter mainline passenger trains . They were also used on standby for more powerful locomotives , sometimes producing firework displays as they strived to keep to the schedule with heavier loads . The 5700s were never fitted remote control gear for working autotrains . This was left to smaller pannier locomotives that followed ; the 5400 class ( introduced in 1930 ) and the 6400 Class ( introduced in 1932 ) . The 9700s ( fitted with condensing equipment for underground working ) and built specifically for working the line between Paddington and Smithfield , were allocated to Old Oak Common . The 6700s ( built for shunting only and kept in storage for a couple of years because of a lack of suitable work ) eventually found their niche working the marshalling yards between the South Wales coalfields and the coal exporting docks of Llanelli , Swansea , Cardiff , Barry and Newport . Some were allocated to just one shed for their entire working life ( Nos . 6700–9 at Cardiff East Dock and Nos . 6725–32 at Newport , Pill ) . A number of 6700s were also allocated to Swindon , with 6733–41 spending a long time there . Thirteen 5700s were fitted with spark arresting chimneys for working in industrial and military systems and sidings , particularly the War Department ammunition dump at Milton , near Didcot during World War II . The Pwllyrhebog Colliery incline on the former Taff Vale Railway was a 1-in-13 incline with a continuous rope cable so that a descending train was partially counterbalanced by an ascending train . The locomotives ( Taff Vale Railway H class ) on the incline were fitted with coned boilers so that there was always sufficient water above the firebox . To provide additional control and power a stationary locomotive , fitted with two intergeared drums , controlled the cable . No . 2750 Class 2721 had been fitted with the necessary winding gear to control the incline in 1935 , but was withdrawn in 1945 , and replaced by 5700 No . 7722 which was fitted with the winding gear in 1946 . Operation of the incline ended in 1952 . Allocation . The 5700s route classification ( Blue ) meant that they were allowed on approximately 70% of the GWR network . By 1938 only 15 ( out of approximately 70 ) running sheds did not have any 5700s allocated . In 1950 , the route classification was changed to Yellow because of the 5700s low hammer blow . The change did not apply to Nos . 9700–10 . This meant that 5700s were now allowed on almost 90% of the old GWR network ( roughly equivalent to the new Western Region of British Rail ) . By 1954 only five running sheds ( Abercynon , Aberystwyth , Machynlleth , Treherbert and Truro ) did not have any 5700s allocated . BR working . In the early years of British Railways the boundaries between the Western Region and the Southern Region changed a number of times . 5700s took up new duties in a variety of places : - At Weymouth , 5700s operated the branch line to the Isle of Portland ( replacing LSWR O2 class 0-4-4T locomotives ) . They were also seen pulling boat trains through the streets of Weymouth . - Six 5700s were allocated to Nine Elms and worked empty stock between Waterloo and Clapham Junction ( replacing LSWR M7 class 0-4-4T locomotives ) . - The short Folkestone Harbour branch line from Folkestone Harbour station to Folkestone Junction was always problematic when hauling heavy boat trains up the 1-in-36 incline . Six 5700s were allocated to Dover for working ( including banking ) on the branch ( replacing SER R1 class 0-6-0T locomotives ) . The last scheduled passenger trains hauled by 5700s on BR were on seen London Midland Region on the Wrexham to New Brighton route ( passing over old LNER territory ) . The Wrexham to Seacombe service ended at the beginning of 1960 but was immediately replaced by a Diesel Multiple Unit ( DMU ) service between Wrexham and New Brighton . The service on Bank Holidays was so popular that demand outstripped available DMUs , and a relief train of four coaches pulled by No . 3749 was laid on . Two more 5700s were used over the Spring Bank Holiday that year , but from then BR Standard Class 4 2-6-4T locomotives usually handled the relief services . In 1965 5700s were used for the last time on Whit Monday and August Bank Holiday relief services . The 5700s were the last steam locomotives used on GWR/Western region . The last working locomotives were allocated to Croes Newydd , and were working goods trains and shunting until November 1966 . By the end of the steam era the record keeping of allocations and working of local steam locomotives was rather lax , and it was not unknown for locomotives to be used after being officially withdrawn . For many years Nos . 4646 , 4696 , and 9774 were thought to be the last ex-GWR locomotives to work on British Rail , but No . 9641 was also still in steam at Croes Newydd at the same time . Accidents and incidents . - On 26 August 1940 , a bombing raid destroyed a goods shed at Bordesley , West Midlands . During the raid Peter Smout , an 18-year-old engine cleaner who was acting as the fireman on a shunter , volunteered to drive No . 7758 to pull wagons out of the blazing goods shed . He made three more trips . He was assisted by Frederick Blake , a wagon examiner and a navy veteran from World War I , who operated the points levers . When they finished , the right hand side of the footplate was too hot to touch , and Blake had to use his hat to work the points as the levers were also too hot to touch . Both men were awarded the George Medal for their courage . - On 7 December 1961 , a locomotive of the class was in collision with a freight train at Bodmin General station , Cornwall due to a faulty signal failing to give a clear danger aspect . Other pannier tank locomotives . There were numerous other classes of pannier tanks built by the GWR . The majority belonged to two families of large and small designs . Others included absorbed stock , more specialised types and conversions of tender locos . The two main groups were:- - A large group originally featuring saddle tanks ( or in a few cases side tanks ) , 46 driving wheels and double frames e.g . 1076 Class or inside frames GWR 645 Class , culminating in the 94xx . - A small group originally built at Wolverhampton Works with saddle tanks and driving wheels of 4 ft commencing with the GWR 850 Class and culminating in the BR 16xx For example , within the small group , the GWR 5400 Class locomotives were derived from the William Dean -designed GWR 2021 Class ( an enlargement of the 850 Class ) , with larger wheels for higher top speed and fitted with autotrain apparatus ( auto-fitted ) for push-pull passenger work . The GWR 6400 Class were similar to the 5400 Class , also being auto-fitted , but having the same size wheels as the 5700 . The GWR 7400 Class were very similar to the 6400 Class , but were not auto-fitted and had a higher boiler pressure . Within the large group , the GWR 9400 Class was the post-war updated design of the 8750 variant of the 57xx : heavier and longer , but nominally no more powerful , using the same taper boiler as the GWR 2251 Class . For a list of classes , see GWR 0-6-0PT . Withdrawal and mileages . After the 1955 Modernisation Plan , the reduction in branch line work and the introduction of diesel shunters , the Western Region embarked on dieselisation programme which , along with a reduction in branch line work , reduced the demand for the services of the 5700s . Withdrawal from service with BR started in 1956 and was completed in 1966 . Twenty locomotives were sold and continued in use until 1971 ( London Transport ) and 1975 ( National Coal Board ) . le Fleming noted that the mileages of those withdrawn between March 1956 and March 1958 ranged between 500,000 and 556,000 . Some other known mileages are shown below . Use after British Railways . Nineteen 5700s were sold for further use after being withdrawn by British Railways . The National Coal Board ( NCB ) bought five , one was bought by P.D . Fuels , and thirteen were bought by London Transport . One more locomotive , No . 9642 , was withdrawn in 1964 and sold for scrap to Hayes Scrapyard . It was used for three years to shunt other locomotives being scrapped , and was later saved for preservation . London Transport . Although the London underground network had been electrified for many years ( the then Metropolitan railway was electrified in 1905 ) a small number of steam locomotives were retained for engineering and ballast trains . By the 1950s the locomotives were past their prime and expensive to maintain , and the planned quadrupling of part of the Metropolitan line would require reliable locomotives . London Transport considered replacing the steam fleet with diesel shunters , and had also tested ( unsuccessfully ) a Great Northern Railway Class J52 locomotive in 1955 . The first 5700 locomotive , No . 7711 , underwent trials from January to April 1956 , first running between Finchley Road and Baker Street . Modifications were needed to the cab for clearance and the tripcock brake valves after problems were found when running in reverse . Curtains were also fitted to the cab to reduce smoke and fumes in tunnels . In May , the 5700s became the standard for engineering trains on London Transport when they bought No . 7711 ( for £3,160 ) , decided to buy another ( No . 5752 ) , and planned to buy more over the coming years . Thirteen 5700s were bought by London Transport ( from 1956 to 1963 ) . They were numbered L89 to L99 and were allocated to the depots at Lillie Bridge ( Fulham ) and Neasden . Only eleven were running at any one time , the original L90 and L91 were withdrawn for repairs but scrapped instead and replaced by other locomotives which carried the same number . They worked permanent way trains and were never used on normal passenger services . Main line running included trips between depots , to Acton Works and runs out to Croxley Tip , near Watford . Three of the LT 5700s lasted until the end of steam on London Transport in 1971 and were the last steam locomotives used for regular mainline working in the UK . London Transport commemorated the end of operating steam locomotives with a special run from Moorgate station to Neasden depot . The train comprised No . L94 ( No . 7752 ) and a selection of maintenance rolling stock . Three diesel-hydraulic locomotives were bought to carry out the shunting duties from then on . National Coal Board . Between 1959 and 1965 the National Coal Board ( NCB ) bought five 5700s from BR for use at pits in South Wales , continuing a tradition of the GWR selling withdrawn pannier tank locomotives to the NCB . The engines retained their BR numbers . The NCB locomotives did not receive maintenance to match GWR standards and were run into the ground , saving the cost of expensive overhauls . One of the NCB 5700s , No . 7754 , was the last in industrial service , and after working at various collieries was moved to Deep Duffryn Colliery at Mountain Ash in 1970 , where an ex-GWR fitter kept it working until 1975 when a loose piston resulted in a blown cylinder cover . No . 7754 could still be seen on shed in 1980 . The NCB donated No . 7754 to the National Museum Wales , who placed it on permanent loan to the Llangollen Railway . It is now owned by the Llangollen Railway Trust . Other uses . No . 3650 was withdrawn in 1963 and then sold to P.D . Fuels , a division of Stephenson Clarke Ltd. , and was used to move spoil to slag heaps at Gwaen-Caer-Gurwen colliery near Ammanford , Carmarthenshire . It was later bought and restored by members of the Great Western Society and became operational in 2009 . No . 9642 was withdrawn in 1964 and sent to Hayes Scrapyard , near Bridgend . Rather than being scrapped , it was used to shunt other locomotives being scrapped . It was due to be scrapped in 1967 , making it the 346th locomotive to be scrapped there , but thanks to the last minute intervention , the locomotive was bought ( 1968 ) and restored by the South Wales Pannier Group , becoming the first member of the class to be preserved . It was moved to Maesteg Colliery where it gave break van rides from the late 1960s and throughout the 1970s . Preservation . Sixteen 5700 class locomotives have been preserved , of which six are currently operational . Four of the class have worked mainline trains : 7715 , 7752 , 7760 and 9600 . As of 2020 none of the engines are mainline certified , 7752s operational but only on heritage railways while 7715 , 7760 and 9600 are stored out of service awaiting overhauls . Two locomotives are on static display , and two are in store . Six locomotives are undergoing , or waiting for , maintenance . One locomotive , No . 9629 , is being restored , and has not been in steam since it was sent to Barry Scrapyard in 1965 . A number of those bought from London Transport , which had been maintained by British Railways , were still in running order and were used on heritage railways with minimal work . No . 5764 ( LT L95 ) was steamed the day it arrived at Bridgnorth on the Severn Valley Railway , being lit-up before it had been removed from the low-loader on which it was delivered . As of June 2018 , Nos . 7752 ( LT L94 ) and 5786 ( LT L92 ) can be seen running in the maroon livery of London Transport , but No . 7715 ( LT L99 ) is currently out of service . The locomotives that were preserved after NCB and industrial use required rather more work than those acquired from London Transport . Some had been laid up for sometime after being withdrawn , and had received very little , if any , maintenance . Of the twelve 5700s that went to Barry Scrapyard , five were saved for preservation and one ( No . 3612 ) was bought for spares by the Severn Valley Railway . In fiction . No . 5775 on the Keighley and Worth Valley Railway featured in the film The Railway Children painted brown and lettered with GN&SR ( Great Northern and Southern Railway ) . In May 2014 , No . 5775 was moved to National Railway Museum Shildon , for cosmetic restoration back to the livery used in the film . No . 5775 also featured in the Full Steam Behind episode of Last of the Summer Wine ( series 5 ) , in its LT livery ( number L89 ) but with LONDON TRANSPORT replaced with KWVR ( Keighley and Worth Valley Railway ) on the side of the tank . Duck the Great Western Engine in The Railway Series books by the Rev . W Awdry and the TV series Thomas the Tank Engine and Friends is a 5700 Class pannier tank . In the books , his number was No . 5741 . For the TV series , it was changed to No . 8 . No . 5764 appeared several times in the 1976 BBC television adaptation of Charles Dickens short ghost story , The Signal-Man . Model railways . Mainline Railways had OO gauge Class 5700 models in their catalogue in 1982-3 , with models in GWR green and BR black . Bachmann Branchline has made OO gauge models of the 5700 and 8750 classes in various GWR and BR liveries , and also in the liveries of LT , NCB , Stephenson Clarke , and even GNSR ( the fictional railway company in The Railway Children ) . Hornby produced various OO gauge models of the 8750 class in GWR and LT liveries . Graham Farish has made British N gauge models of the 5700 and 8750 classes in various GWR and BR liveries . Dapol make British N gauge models of the 5700 and 8750 classes in various GWR and BR liveries . Just Like The Real Thing make an O gauge kit for the 5700 and 8750 classes . Dapol since their merger with Lionheart Models in August 2016 are planning on producing models of the 57xx class in O gauge in 2017/2018 . Minerva models has also released 0 gauge models of the 57xx in Great Western and British railway liveries .