Great Western Railway 2900 Saint class
2981 Ivanhoe at Tilehurst hauling the Cheltenham Spa Express
Type and origin
Power typeSteam
DesignerGeorge Jackson Churchward
BuilderGWR Swindon Works
Build date1902-1913
Total produced77
Specifications
Configuration:
​
 • Whyte4-6-0 (thirteen examples were built as 4-4-2 but rebuilt to 4-6-0 1912/13).
 • UIC2'Ch2
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.3 ft 2 in (0.965 m)
Driver dia.6 ft 8+1⁄2 in (2.045 m)
Trailing dia.4 ft 1+1⁄2 in (1.257 m) (4-4-2 only)
Wheelbaseloco: 27 ft 1 in (8.26 m) –
27 ft 7 in (8.41 m)
loco & tender:
53 ft 4+3⁄4 in (16.28 m) –
53 ft 10+3⁄4 in (16.43 m)
Length63 ft 0+1⁄4 in (19.21 m)
Width8 ft 11 in (2.718 m)
Height13 ft 3+1⁄2 in (4.051 m)
Axle load18 long tons (18 t; 20 short tons)
Loco weight68.30 long tons (69.40 t; 76.50 short tons)
Tender weight43.15 long tons (43.84 t; 48.33 short tons)
Fuel capacity5 long tons (5.1 t; 5.6 short tons)
Water cap.3,500 imp gal (16,000 L; 4,200 US gal) – 4,000 imp gal (18,000 L; 4,800 US gal)
Firebox:​
 • Grate area27.22 sq ft (2.529 m2)
BoilerGWR Standard No. 1 (with variations)
Boiler pressure225 psi (1.55 MPa) (production series)
Heating surface:​
 • Tubes and flues1,485.96 sq ft (138.050 m2)
 • Firebox154.94 sq ft (14.394 m2)
Superheater:
​
 • Type"Swindon No. 3"
 • Heating area307.52 sq ft (28.570 m2)
CylindersTwo, outside
Cylinder size18 in × 30 in (457 mm × 762 mm) or
18+1⁄2 in × 30 in (470 mm × 762 mm)
Valve gearStephenson
Valve type10 inches (254 mm) piston valves
(2935 rebuilt with poppet valves)
Performance figures
Tractive effort20,530 lbf (91.32 kN) – 24,395 lbf (108.51 kN)
Career
OperatorsGreat Western Railway
British Railways
Class2900 or Saint
Power classGWR: C
BR: 4P
Number in class76
Numbers2900–2955, 2971-2990, 2998
Axle load classGWR: Red
Retired1924–1953
DispositionOne rebuilt as Hall class (2925/4900 Saint Martin), remainder scrapped; One 4900 example has been backdated to 29XX specification

The Great Western Railway 2900 Class or Saint Class, which was built by the Great Western Railway's Swindon Works, incorporated several series of 2-cylinder passenger steam locomotives designed by George Jackson Churchward and built between 1902 and 1913 with differences in the dimensions. The majority of these were built as 4-6-0 locomotives; but thirteen examples were built as 4-4-2 (but converted to 4-6-0 during 1912/13). They proved to be a highly successful class which established the design principles for GWR 2-cylinder classes over the next fifty years, and influenced similar classes on other British railways.

Background

After finally converting the last broad gauge lines in 1892, the Great Western Railway (GWR) began a period of modernization as new cut-off lines shortened its routes to west of England, South Wales and Birmingham. During the first decade of the twentieth century the Chief Mechanical Engineer, George Jackson Churchward, designed or acquired a number of experimental locomotives with different wheel arrangements and boiler designs to help him plan for the future motive power needs of the railway.[1] The first of these was a two-cylinder 4-6-0 locomotive, designed in 1901 whilst Churchward was still the Chief Assistant of his predecessor William Dean.

Prototypes

Between 1902 and 1905 Churchward built and tested three prototype locomotives with detail differences, before using the third as the basis for the production series.

No. 100

No. 100 as built in 1902

The first prototype was completed at the Swindon Works of the GWR (Lot 132) in February 1902.[2] It was numbered 100 and in June 1902 was named Dean (later William Dean) to mark the latter's retirement. The new design incorporated all of Churchward's current ideas including a domeless parallel boiler, raised Belpaire firebox, 19 in (48.3 cm) diameter outside cylinders with 30 in (76.2 cm) piston stroke, and boiler pressure of 200 psi (1.38 MPa).[3] The piston valves were driven by rocking levers actuated by the expansion link of Stephenson valve gear – this particular design was only used on no. 100.[4] The parallel boiler was later replaced with a taper boiler, and then the first superheated taper boiler in 1910. Churchward had studied American boiler design, but he was also later influenced by continental practice in efficient motion design. From the Société Alsacienne de Constructions Mécaniques (SACM) a de Glehn 4-4-2 compound engine was ordered for comparative trials on the GWR.[5] According to E.C. Poultney, No. 100 was the first 4-6-0 locomotive to have high enough boiler capacity and steam ports large enough to handle the steam flow required by large cylinders: "The engine probably influenced to a large extent the use made of engines of the 4-6-0 type".[6] No.100 was renumbered 2900 in 1912, and was withdrawn from service in 1932.

No. 98

The second prototype No. 98 as built 1903

A second prototype locomotive, No. 98, was built at Swindon Works in March 1903 (Lot 138) to a similar design but with a taper boiler, re-designed valve gear layout and cylinders and a shorter wheelbase.[7] Valve diameters were increased from 6+1⁄2 inches (170 mm) to 10 inches (250 mm).[5] According to Poultney, these improvements "may truly be said to be the keystone of the arch upon which all modern locomotives are designed".[8] In 1906 this locomotive was re-boilered with a 225 psi (1.55 MPa) boiler to correspond with the third prototype. This prototype locomotive was named Vanguard in 1907 (renamed Ernest Cunard in the same year). It was renumbered 2998 in 1912, received a superheated boiler in 1911 and was withdrawn in 1933.

No. 171

A third prototype, No. 171, was built at Swindon in December 1903 (Lot 145) incorporating the improvements to No. 98 but with a 225 psi (1.55 MPa) boiler and minor amendments to the heating surface and grate area. It was built as a 4-6-0 but in October 1904 it was converted to a 4-4-2 to enable better comparison with the performance of the French built de Glehn 4-4-2 Compound; it was reconverted to 4-6-0 in July 1907.[7] The conversion was carried out by substituting 4 ft 1+1⁄2 in (1.257 m) trailing wheels with outside suspension for the final set of driving wheels. It was named Albion in 1904, renumbered 2971 in 1912, received a superheated boiler in 1910 and was withdrawn in 1946. No. 171 formed the basis of the main production series, introduced in 1905, although at this time Churchward was still unsure of the relative merits of the 4-4-2 and 4-6-0 wheel arrangements.

Production series

The Saint class appeared in four production series built between 1905 and 1913, each of which differed in dimensions. There were also differences between members of each series in terms of the boilers used, wheel arrangement, and arrangements for superheating. Different series and individual locomotives within series were also fitted with different tenders ranging from 3,500 imp gal (16,000 L; 4,200 US gal) to 4,000 imp gal (18,000 L; 4,800 US gal) capacity.

Scott series

First series No. 181 Ivanhoe as built as a 4-4-2

Whilst 171 was undergoing trials in 1905 nine further locomotives were ordered to be built at Swindon Works to a similar design (Lot 154) followed by a further ten (Lot 158), totalling 19 locomotives in this series. Thirteen of these were built as 4-4-2s and six as 4-6-0s. However, by January 1913, Churchward was persuaded by the superior adhesion provided by a 4-6-0 and they had all been converted to this wheel arrangement.[9] The new locomotives were numbered 172–190 (renumbered 2972–2990 in 1912). Twelve of the series were named after characters in the novels of Sir Walter Scott. Directors of the GWR accounted for most of the other names. The series was withdrawn between 1931 and 1951.

Ladies

A second series of ten similar locomotives appeared in May 1906 (Swindon Lot 164), numbered 2901–10 and named after historical, mythological or poetical 'Ladies'. Nos. 2904–6 had short tapered boilers and short smokeboxes, whereas Nos. 2902–03 and 2907–10 had longer versions. All except 2901 had 18.125 in × 30 in (460 mm × 762 mm) cylinders, giving a tractive effort of 23,382 lbf (104.01 kN). No. 2901 Lady Superior was the first British locomotive to be built with a modern Schmidt superheater.[7] The remainder of the locomotives were fitted with Swindon No.3 superheaters between 1909 and 1911 and were withdrawn between 1933 and 1952.

In May 1906 Charles Collett, then assistant manager of Swindon Works, supervised a demonstration run of number 2903 Lady of Lyons, newly released from the erecting shop. By mile-post timings observed from the engine and from passing times recorded at Little Somerford and Hullavington signal boxes, 4+1⁄2 miles apart and with a descending gradient of 1 in 300 between them, a speed of approximately 120 miles per hour (190 km/h) was recorded, but not in a sufficiently accurate manner as to be considered a record.[10][11][12]

Saints

No. 2920 Saint David; from the third production series, built 1907, at Cardiff Central departing east towards Birmingham, 1953

A third series of twenty further locomotives appeared during August and September 1907 (Swindon Lot 170), numbered 2911–30 and named after Saints. The framing for these had long curved ends under the cab and over the cylinders, which greatly improved the rather angular appearance of the earlier locomotives. They were fitted with cone boilers and smokeboxes. In October 1908, No. 2922 Saint Gabriel was fitted with a Swindon No. 2 superheater. The following year the Swindon No. 3 superheater became standard for the class.[13] Between 1909 and 1912 the remainder of the locomotives were fitted with the Swindon No. 3 superheater. The Saints were withdrawn between 1932 and 1951. No. 2925 Saint Martin was rebuilt with smaller wheels in December 1924 to become the prototype Collett 4900 and renumbered 4900 but still carrying the same name.

Courts

2934 Butleigh Court from the fourth production series at Swindon Locomotive Depot in 1950

A fourth series of 25 locomotives appeared during the years 1911 to 1913 (Swindon Lots 185, 189 and 192). These were numbered 2931–55 and named after famous Courts (i.e. mansions). They were all built with superheaters and there were detailed differences between the boilers used on different lots.[13] They were all withdrawn between 1948 and 1953.

Table of orders and numbers[14]
YearQuantityLot No.Works Nos.Locos Nos. (pre-1912)Loco Nos. (post-1912)Notes
1902113219281002900
190311381990982998
1903114520241712971
190591542106–2114172–1802972–2980Scott-series
1905101582128–2137181–1902981–2990Scott-series
1906101642199–22082901–29102901–2910Lady-series
1907201702259–22782911–29302911–2930Saint-series
1911101852426–24352931–29402931–2940Court-series
1912101892476–24852941–29502941–2950Court-series
191351922506–2510—2951–2955Court-series

Performance

2935 Caynham Court as rebuilt in 1931 with Lentz-style rotary-cam poppet valves, at Swindon 1946

The locomotives performed well as passenger locomotives over all the long-distance routes of the GWR and on all but the fastest express trains until they gradually became displaced to secondary services by the Castle Class in the late 1920s and 1930s.[15][16] However, the 6 ft 8+1⁄2 in (2.045 m) driving wheels limited their usefulness on freight trains. Churchward had recognized this limitation by the introduction of his GWR 4700 Class 2-8-0 design with 5 ft 8 in (1.727 m) driving wheels in 1919, intended for express goods trains. However, Churchward's successor Charles Collett felt that a smaller-wheeled version of the 'Saint' class could form the basis of a successful mixed-traffic class of locomotives. He therefore rebuilt No. 2925 Saint Martin with 6 ft (1.829 m) driving wheels to become the prototype of his successful Hall Class locomotives. Thus the 2900 class became a template for later GWR 2-cylinder 4-6-0 classes including the Modified Hall, Grange, Manor and County classes, all of which were of the same basic design.[17] Moreover they also influenced similar engines on other railways such as the LMS "Black Fives", the LNER B1s and the BR Standard Class 5s.[18]

Collett also experimented on several other members of the class. In 1923 No. 2933 was given an altered blastpipe and in 1927 No. 2947 was fitted with cylinder by-pass valves. In 1931 No. 2935 was rebuilt with Lentz-style rotary cam poppet valve gear,[19] which remained in use until the engine was scrapped in 1948.[20]

Assessment

The class incorporated many revolutionary advances which were influential in British locomotive design for the next fifty years. According to The Great Western Society, 'Saint' class locomotives "represented one of the most important steps forward in railway traction of the 20th century", and they "are now acknowledged to have had a profound influence on almost every aspect of subsequent steam locomotive development".[21] W.A. Tuplin commented; "No other locomotive design, except perhaps Stephenson's 'Rocket', has represented such a long leap in the right direction as GWR No. 98.".[18]

Accidents and incidents

  • On 6 January 1932, locomotive No. 2949 Stanford Court was hauling a milk train that overran signals at Didcot East Junction and collided with a freight train, which was being hauled by GWR 2800 Class 2-8-0 No. 2808. The locomotive was derailed and six wagons were slightly damaged.[22]

List of locomotives

No.NameBuiltWithdrawnNotes
2900William Dean February 1902June 1932Originally unnamed. Carried name Dean from June to November 1902
2901Lady Superior May 1906April 1933Named October 1906
2902Lady of the Lake May 1906August 1949Named April 1907
2903Lady of Lyons May 1906November 1949Named April 1907
2904Lady Godiva May 1906October 1932Named April 1907
2905Lady Macbeth May 1906April 1948Named April 1907
2906Lady of Lynn May 1906August 1952Named May 1907 Connecting rods donated to 2999 Lady of Legend project
2907Lady Disdain May 1906July 1933Named April 1907
2908Lady of Quality May 1906December 1950Named May 1907
2909Lady of Provence May 1906November 1931Named May 1907
2910Lady of Shalott May 1906October 1931Named May 1907 Whistle donated to 2999 Lady of Legend project
2911Saint Agatha August 1907March 1935
2912Saint Ambrose August 1907February 1951
2913Saint Andrew August 1907May 1948
2914Saint Augustine August 1907January 1946
2915Saint Bartholomew August 1907October 1950
2916Saint Benedict August 1907July 1948
2917Saint Bernard August 1907October 1934
2918Saint Catherine August 1907February 1935
2919Saint Cuthbert September 1907February 1932Originally named Saint Cecelia; renamed October 1907
2920Saint David September 1907October 1953The Last Saint to be withdrawn from service
2921Saint Dunstan September 1907December 1946
2922Saint Gabriel September 1907January 1945
2923Saint George September 1907October 1934
2924Saint Helena September 1907March 1950
2925Saint Martin September 1907December 1924Rebuilt to prototype Hall class
2926Saint Nicholas September 1907September 1951
2927Saint Patrick September 1907December 1951
2928Saint Sebastian September 1907August 1948
2929Saint Stephen September 1907December 1949
2930Saint Vincent September 1907November 1949
2931Arlington Court October 1911February 1951
2932Ashton Court October 1911June 1951
2933Bibury Court November 1911January 1953
2934Butleigh Court November 1911June 1952
2935Caynham Court November 1911December 1948
2936Cefntilla Court November 1911April 1951
2937Clevedon Court December 1911June 1953
2938Corsham Court December 1911August 1952
2939Croome Court December 1911December 1950
2940Dorney Court December 1911January 1952
2941Easton Court May 1912December 1949
2942Fawley Court May 1912December 1949
2943Hampton Court May 1912January 1951
2944Highnam Court May 1912November 1951
2945Hillingdon Court June 1912June 1953
2946Langford Court June 1912November 1949
2947Madresfield Court June 1912April 1951
2948Stackpole Court June 1912November 1951
2949Stanford Court May 1912January 1952
2950Taplow Court May 1912September 1952
2951Tawstock Court March 1913June 1952
2952Twineham Court March 1913September 1951
2953Titley Court March 1913February 1952
2954Tockenham Court March 1913July 1952
2955Tortworth Court April 1913May 1950
2971Albion December 1903February 1946Built as No. 171. Named Albion February 1904. Rebuilt to 4-4-2, October 1904. Renamed The Pirate March 1907. Rebuilt back to 4-6-0, July 1907 and renamed Albion. Renumbered 2971, 1913.
2972The Abbot February 1905March 1935Built as 4-4-2 No. 172 Quicksilver, named after a stagecoach operating between London and Devonport.[23] Renamed March 1907. Rebuilt as 4-6-0, April 1912.
2973Robins Bolitho March 1905July 1933Built as No. 173
2974Lord Barrymore March 1905August 1933Built as No. 174 Barrymore. Renamed, May 1905
2975Lord Palmer March 1905November 1944Built as unnamed No. 175. Named Viscount Churchill, 1907. Renamed Sir Ernest Palmer, February 1924. Renamed Lord Palmer, in October 1933.
2976Winterstoke April 1905January 1934Built as unnamed No. 176. Named, April 1907.
2977Robertson April 1905February 1935Built as unnamed No. 177. Named, April 1907.
2978Charles J. Hambro April 1905August 1946Built as No. 178 Kirkland, named after racehorse owned by Sir Frank Bibby.[24] Renamed, May 1935.
2979Quentin Durward April 1905January 1951Built as 4-4-2 No. 179 Magnet. Renamed, March 1907. Rebuilt as 4-6-0, August 1912.
2980Coeur de Lion May 1905May 1948Built as unnamed 4-4-2 No. 180. Named in March 1907 after subject of the novel Ivanhoe by Sir Walter Scott.[25] Rebuilt as 4-6-0, January 1913.
2981Ivanhoe June 1905March 1951Built as unnamed 4-4-2 No. 181. Named in 1907. Rebuilt as 4-6-0, July 1912.
2982Lalla Rookh June 1905June 1946Built as unnamed 4-4-2 No. 182. Named in 1906. Rebuilt as 4-6-0, November 1912.
2983Redgauntlet July 1905March 1946Built as 4-4-2 No. 183 Red Gauntlet. Rebuilt as 4-6-0, April 1912. Renamed Redgauntlet, June 1915.
2984Guy Mannering July 1905May 1933Built as 4-4-2 No. 184 Churchill. Renamed Viscount Churchill in 1906. Renamed Guy Mannering, 1907. Rebuilt as 4-6-0, August 1912.
2985Peveril of the Peak July 1905August 1931Built as unnamed 4-4-2 No. 185. Named Winterstoke, February 1906. Renamed Peveril of the Peak, April 1907. Rebuilt as 4-6-0, May 1912. Withdrawn August 1931. First scheduled withdrawal.
2986Robin Hood July 1905November 1932Built as unnamed 4-4-2 No. 186. Named in April 1906. Rebuilt as 4-6-0, May 1912.
2987Bride of Lammermoor August 1905October 1949Built as unnamed 4-4-2 No. 187. Named Robertson after a GWR Director,[26] November 1905. Renamed Bride of Lammermoor, April 1907. Rebuilt as 4-6-0, June 1912.
2988Rob Roy August 1905May 1948Built as unnamed 4-4-2 No. 188. Named, 1907. Rebuilt as 4-6-0, May 1912.
2989Talisman September 1905September 1948Built as unnamed 4-4-2 No. 189. Named, 1906. Rebuilt as 4-6-0, October 1912.
2990Waverley September 1905January 1939Built as unnamed 4-4-2 No. 190. Named, 1906. Rebuilt as 4-6-0, November 1912.
2998Ernest Cunard March 1903June 1933Built as unnamed No. 98. Named Persimmon, 1906. Renamed Vanguard, March 1907. Renamed Ernest Cunard, December 1907. Renumbered 2998 in 1913.
2999Lady of Legend April 2019 Rebuilt in 2019 from GWR 4900 Class 4942 Maindy Hall. When running as a 4-4-2 Atlantic, will carry the identity 191 Churchward.

Withdrawal

The below list shows when all of the original 2900's were withdrawn from service.

Table of withdrawals
YearQuantity in
service at
start of year		Number withdrawnQuantity
withdrawn		Locomotive numbers
192477112925.
193176342909–10/85.
193273482900/4/19/86.
1933696142901/7/73–74/84/98.
1934634182917/23/76/82.
1935594222911/18/72/77.
1939551232990.
1944542252922/75.
1945521262921.
1946514302914/71/78/83.
1948478382905/13/16/28/35/80/88–89.
1949398462902–3/29-30/41–42/46/87.
1950315512908/15/24/39/55.
19512613642912/26–27/31–32/36/43–44/47–48/52/79/81.
1952139732906/34/38/40/49–51/53–54.
195344772920/33/37/45.

Preservation

2999 Lady of Legend, on the demonstration running line at Didcot Railway Centre in April 2019

None of the original Saints survived into preservation, so the Great Western Society purchased GWR 4900 Hall Class 4-6-0 No. 4942 Maindy Hall from Barry Scrapyard in 1974, with the intention to rebuild it as a Saint. This would reverse the procedure whereby a Saint was rebuilt as the Hall prototype. The project finally began in earnest in 1995, by which time engineering capability in the preservation movement had greatly increased. It was decided that the engine would be built in the original straight frame form like the first Saints instead of the later curved frame style as fitted to Maindy Hall.[27] Following thirty years of storage and fifteen years of rebuilding work, 2999 Lady of Legend made its first moves in April 2019 and was formally launched at the Didcot Railway Centre in the same month.[28]

See also

References

  1. ↑ Nock 1980, p. 11
  2. ↑ le Fleming 1953, p. H22
  3. ↑ Nock 1983b, p. 12
  4. ↑ Nock 1983b, p. 21
  5. 1 2 Great Western Society – GW 2900 Class overview (Accessed 26 April 2009)
  6. ↑ Poultney 1952, p. 47-7
  7. 1 2 3 le Fleming 1953, p. H23
  8. ↑ Poultney 1952, p. 66
  9. ↑ Atlantic Option
  10. ↑ "Two Miles a Minute". The Railway Magazine: 305. April 1932.
  11. ↑ "This month in history". Didcot Railway Centre. 12 May 2017. Archived from the original on 26 February 2022. Retrieved 2 September 2018.
  12. ↑ "Retirement of G.W.R. Chief Locomotive-Inspector". The Times: 20. 14 January 1932.
  13. 1 2 le Fleming 1953, p. H24
  14. ↑ Allcock et al. (1968), pp. 29–31.
  15. ↑ Nock, Oswald Stevens (1983). Great Western "Saint" class 4-6-0. Patrick Stephens Ltd. ISBN 0-85059-632-7. OCLC 11029500.
  16. ↑ Waters, Laurence (2017). Great Western Saint Class Locomotives. Pen and Sword. ISBN 978-1-4738-5035-4. OCLC 972290341.
  17. ↑ le Fleming 1953, p. H4
  18. 1 2 Tuplin 1958, p. H33
  19. ↑ le Fleming 1953, p. H25
  20. ↑ "A History of Lentz Valve Gear on British Steam Locomotives". LNER Encyclopedia. Retrieved 22 March 2021.
  21. ↑ Saint Project
  22. ↑ Anderson 1932
  23. ↑ Davies 1993, p. P141
  24. ↑ Davies 1993, p. P129
  25. ↑ Davies 1993, p. P113
  26. ↑ Davies 1993, p. P143
  27. ↑ 2999 - Lady of Legend Didcot Railway Centre information page.
  28. ↑ Lady of Legend: launch weekend New Build Steam 14 April 2019
  • Allan, Ian (March 1944). The ABC of Great Western Locomotives. Ian Allan Publishing.
  • Allcock, N. J.; Davies, F. K.; le Fleming, H. M.; Maskelyne, J. N.; Reed, P. J. T.; Tabor, F. J. (1968) [1951]. White, D. E. (ed.). The Locomotives of the Great Western Railway, part one: Preliminary Survey. Kenilworth: RCTS.
  • Anderson, E. P. (26 February 1932). "Great Western Railway" (PDF). Board of Trade.
  • Bradley, Rodger (1988). GWR Two Cylinder 4–6–0s and 2–6–0s. Newton Abbot, Devon: David and Charles Publishing plc.
  • Davies, Ken (April 1993). The Locomotives of the Great Western Railway, part fourteen: Names and their Origins - Railmotor Services - War Service - The Complete Preservation Story. Lincoln: RCTS. ISBN 0-901115-75-4. OCLC 59928196.
  • le Fleming, H.M. (July 1953). White, D.E. (ed.). The Locomotives of the Great Western Railway. Part 8. Modern Passenger Classes (1st ed.). Kenilworth: The Railway Correspondence and Travel Society. ISBN 0-901115-19-3. OCLC 500544523.
  • le Fleming, H.M. (February 1962). White, D.E. (ed.). The Locomotives of the Great Western Railway, part nine: Standard Two-Cylinder Classes. RCTS. ISBN 0-901115-37-1. OCLC 655827210.
  • Nock, O. S. (1983a). British Locomotives of the 20th Century Vol.1. London: Book Club Associates.
  • Nock, O. S. (1983b). Great Western 'Saint' Class 4–6–0. Cambridge: Patrick Stephens Ltd. ISBN 0-85059-632-7.
  • Nock, O. S. (1980). The GWR Stars, Castles and Kings. London: Book Club Associates.
  • Poultney, Edward Cecil (March 1952). British Express Locomotive Development. George Allen and Unwin.
  • Tuplin, W.A. (1958). Great Western Steam. George Allen and Unwin.
  • "The Atlantic Option". 2999 Lady of Legend. Retrieved 12 June 2015.
  • "Latest News". 2999 Lady of Legend. May 2015. Retrieved 12 June 2015.
  • "The Saint Project". 2999 Lady of Legend. Retrieved 12 June 2015.
  • "Lady of Legend details". Great Western Society website. Retrieved 10 June 2008.
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