7200 is a direct descendant from the original 1910 G.J. Churchward design, for a locomotive that could cope with the heavy loads of coal and the harsh topographical conditions of the valley branch lines of the South Wales coalfields. The G.W.R. was struggling against local competition (before grouping) and had previously produced the successful 28xx heavy freight locomotives that were really main line engines, but they were found to be unsuitable for working the branch lines, leaving the G.W.R. to rely on vintage tank stock to carry out these tasks.
This required the Swindon office to create a new design that was capable of bringing the Great Westerns principal traffic of coal, to the main line and the docks together with iron ore to the local steelworks in the most efficient and economical manner. With the ever increasing demand for coal and steel it was necessary to introduce more modern motive power to cope with these demands and a specification was developed calling for a short haul tank engine with high tractive effort, the use of standard parts, and minimum running costs.
The original design in 1905 had called for a 2-8-2T but this had been rejected (because of the long wheel base). Thus 4201, a 2-8-0T, was constructed utilising the28xx standard size cylinders 18.5in x30in allied with the 4 ft 7.5in wheels giving a tractive effort of 31,450lbs,and the standard No4 boiler. With the sloping side tanks holding 1800 gallons and the straight-sided bunker holding three tons of coal the total locomotive weight of weight 82 tons clearly highlighting the short haul nature of the locomotive but with excellent adhesion. After trials over a period of fourteen months in 1912, a further twenty 42xx locomotives were built with flared bunkers to carry an extra half-ton of coal with a further 74 examples with slight modifications being built at the Swindon works between 1913-1923.
After the 1923 grouping Swindon inherited a large variable collection of locomotives, which did not fit into their standardisation programme, and it was decided to replace these with an updated version of the 42xx. Thus the first batch of 10, 5205s were constructed fitted with larger cylinders, 19in x 30in and outside steam pipes, this boosting their tractive effort to 33,170 lbs and a further 60 examples were built with minor detail alterations between 1923 and 1926.
In 1930 a further batch of twenty locomotives 5275-94 was ordered to lot no 266, one noticeable change being the replacement of the austere looking running plate with the raised platform over the cylinders and the Holcroft curved drop ends. Barely had the construction and running in of these locomotives begun (5275 completed 1408 miles during this period) when the U.K was gripped in the great depression that took a heavy toll on the coal and steel industry of South Wales, which entailed a reduction in motive power. It also meant that there was no necessity to replace the older, absorbed locomotives with new ones. This created a great dilemma at Swindon, faced with the prospect of laying off skilled labour that would be lost forever to the railway industry, it was decided to continue the construction of this last batch. They were put into store at Swindon on completion, allowing the older 42xx, which they were to replace and only being twenty years old, to continue in service.
This is how they remained until the 23rd July 1934 when under the auspices of CME Charles B. Collett 5275 and 5276 with the others to follow entered the A shop at Swindon and 5275 was converted to the prototype 2-8-2T 7200, the final development of the GWR eight-coupled freight tank locomotive. This included extending the frames by 4ft 1in, adding the radial truck with 3ft.8in diameter wheels, the enlarged bunker increasing the water capacity to 2500 gallons the coal capacity to 6 tons and the loco weight thus increased to 92.6 tons. This greater coal and water capacity allowed them to operate the main line coal trains from South Wales to London and take heavy freight over the red routes to which they were restricted. Because of the overall success of the 72xx conversion and the upsurge in coal and steel production in mid to late thirties, it was decided to convert another 20 '5205's, this time 5255-74 were converted in 1935-36 becoming Nos 7220-39, with the last batch of 14 known as 7240 class as they were rebuilt from August 1937 to December 1939 under lot No 318, the '42xx' 2-8-0Ts taking the number 7240-53.
After completion and running in 7200 left Swindon for the Welsh Neath division and was shedded at Llanelli until 1940, when she returned to the Swindon pool for light repairs and again in 1942 for a intermediate repair. For some reason in 1943, 7200 ended up at Tyseley for repairs, leaving soon afterwards to return to her home ground. In 1944 after completing 226,294 miles she was shopped at Caerphilly, where she received her second boiler C2606 and then returned to Llanelli and Landore for a short while.
In 1947 7200 then moved on to new pastures, the Newton Abbot Division. Regularly carrying out banking duties from Aller Junction and for a short while being used on the heavy china clay traffic out of St Blazy, she was even known to have worked holiday trains from Paignton to Newton Abbot. Returning to the Swindon pool in 1952 for a heavy general overhaul 7200 received her third boiler C3174 after 408,686 miles. On completion of the overhaul 7200 returned to her old stomping grounds of Llanelli, Ebbw Junction, Landore, completing only a further 75,281 miles before returning to Caerphilly in 1956 for her third heavy general and her fourth boiler C5218 (which she still carries to the present day.
From there 7200 moved on to DanyGraig, Llanelli and Landore, clocking up another 70,000 miles with general freight and iron ore duties, before returning from Duffryn Yard in 1960 for her last heavy intermediate repair at Caerphilly. During the last two years of service 7200 managed to clock up a further 50,000 miles including a trip to Stafford Road Wolverhampton for her final light casual in February 1962.
A year later 7200 was condemned on the 2nd of July 1963 aged 33 years and with a total of 605,523 miles. On the 9th October 1963 7200 was sold to Woodhams Brothers at Barry Wales, where she stood in a siding for eighteen years, before moving to the Buckinghamshire Railway Centre where she is being restored by the 7200 Trust members to her former glory. One wonders what might have been if Churchward had chosen the 2-8-2T design in 1910 instead of the 42xx 2-8-0T ?
Given that the 7200 Trust has only been in existence for just 24 months some very startling progress has been made. The chassis sent to Swindon Works in March this year and within 2 years will back at Quainton overhauled to 'Rolling Chassis' status. The boiler, cab, bunker and tanks have been dismantled and are now adjacent to the restoration shed at Quainton. The latter four items will be overhauled by the 7200 Working Group and they will also prepare the boiler for overhaul by qualified personnel.
How can you help return this engine to steam? The Working Party definitely needs more people of all skills! The Treasurer needs more cash! Either "come on down" as they say or the 7200 Trust will be delighted to accept your donation. Remember NO example of this class of engine has steamed in preservation. This is also the unique prototype freight engine. There are very, very few chances to get involved in a truly unique project. The aim is to steam 7200 within 5 years. Please get in touch with Chris Parr, Working Party Leader 0208 4408 779 (phone/fax)
Author: C.L.H. Parr
Acknowledgement: The author would like to thank Sean Dunne, Editor of the Trust Newsletter, 'The Prototype' and Dusty Miller Hon Sec of 7200 Trust for their help in the compilation of the article.
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