Wolverhampton-built locomotives

A detailed history of the construction and rebuilding of locomotives at the Stafford Road Works, and the differences from those built at Swindon, would easily require a complete book in itself to do the subject full justice, so this is an overview. The newly formed GWR Northern Division had come about by way of a series of amalgamations with other smaller railway companies, and the locomotives and stock that was acquired was extremely varied, to say the least, as there were few alike. At first the policy had to be one of repair and rebuilding wherever possible, and as a result it was not until 1859 that Stafford Road Works managed to build its first completely new locomotive, followed by another two during 1860 and 1862.

The Works capacity for new builds had been made even worse on the assimilation of the extra West Midland Railway stock in 1863, but nonetheless this difficult situation was accepted and dealt with. After Joseph Armstrong moved down to Swindon in 1864, his brother George Armstrong then had to continue with what was almost a constant 'make and mend' policy, bringing into use standard boilers, parts, cylinders, and other elements of construction whenever possible. As a result, it took some years before the regular construction of new locomotives could be moved forward to any extent, due to the fact that the Works was hard pressed just to maintain its eclectic collection of locomotives, let alone find the time to build new ones.

It soon became clear that an extension of the Works was now an urgent requirement, and so the Works was expanded as quickly as possible within the area of land that was available. The first new locomotive built to a George Armstrong design eventually appeared in 1866, amidst the never ending maintenance and rebuilds of the other locomotives.

Despite these adverse conditions, as from 1866 onwards, construction of new engines at Stafford Road Works increased rapidly, which were, in the main, various classes of small 0-6-0Ts or 0-4-2Ts, with the surprise exception of six '3226' class 2-4-0 tender engines for passenger use, which appeared in 1889. By way of example, there were 170 locomotives that comprised the '850' and '1901' classes of 0-6-0Ts built at the Works in fourteen lots between 1874 and 1895, and which were in essence to become the 'stock in trade' of Wolverhampton Works for some thirty years. The well known '517' class 0-4-2Ts, which comprised some 156 engines, were all built at Stafford Road Works over a period of years from 1868 to 1885, and there were also a number of 'one-off' 0-4-0STs and 0-4-0ST rebuilds.

Alongside all of this construction work, however, many larger passenger locomotives and other types of engines were being built as 'renewals'. In the latter case there were large numbers of 2-2-2 and 2-4-0 tender engines (even some whole classes) that were formally designated as 'renewals', although in reality almost nothing of the original locomotive actually remained in the finished Stafford Road product. These were termed 'Accountant's Rebuilds', and as such no actual Works numbers were given to them.

The Wolverhampton Style

It is worth noting that the wide independence which the GWR Northern Division established at Wolverhampton was evidenced by many features. George Armstrong soon developed what became known as 'The Wolverhampton Style'. For a long time the Stafford Road-built locomotives were even painted in a different style to those at Swindon, harking back to the days of the Oxford, Worcester & Wolverhampton Railway livery. In relation to Wolverhampton locomotive colour schemes, it is difficult to be absolutely precise on this subject as there are only limited sources for this information, which sometimes tend to differ. However, on a general basis the Wolverhampton livery as noted from 1880 was a blue-green colour with black boiler bands, with borders and panelling lined out in white. Outside frames and wheels were in a dark purple brown, edged in black and picked out in red. Wheel bosses were bordered with black rings, with a red line around each edge. However, from about 1894 Wolverhampton started to adopt the Swindon-style GWR green livery, but no doubt it would have taken some time for full conformity with Swindon to be established at Wolverhampton.

Apart from colour schemes and distinctive lining-out patterns, there were also numerous obvious detail differences. By way of example, Wolverhampton-built (or rebuilt) locomotives were often fitted with a distinctive 'roll-top' chimney, and there were also smokebox 'wing-plates' (on some classes of 0-4-2Ts), typical Wolverhampton-style cabs and also spectacle plates, and flat or dished smokebox doors. In the early years, very distinctive L&NWR-style cast-iron 'H' -section wheels were fitted to certain classes of 0-6-0STs. Wolverhampton Works was justifiably proud of the individuality of its locomotives from the Swindon-built products and strived to maintain this situation for as long as possible, and there was always some degree of rivalry with its Swindon counterpart.

George Armstrong retired in 1896, and during his 33 years in charge, Wolverhampton Works had built 627 new locomotives and rebuilt a further 513 engines. J. A. Robinson was then appointed as the Northern Division Locomotive Superintendent to carry on the work from 1897 up until 1918. It was during the course of his superintendency that the last two Lots of locomotives actually to be built at Stafford Road Works were completed and turned out during 1905 and 1906, after which time the building of new engines at Wolverhampton ceased altogether.

Over thirty years passed, during which time the Works was only able to deal with locomotive repairs falling within its capacity. It was not until 1932, when the major and final expansion of the Works premises had been completed, that Wolverhampton was to some extent restored to the front rank, so as to speak, able to cope with the heaviest of the GWR locomotives, which remained the case up to its official closure.

At one stage the Stafford Road Factory (as it was locally known) had earned itself the nickname of 'The Museum' as a result of the collection of old-style Cambrian Railways or Dean 0-6-0s that would often be found there awaiting attention, together with the various old-style Wolverhampton saddle tanks and other oddities.

With the opening of the new locomotive shed at Oxley in 1907 (mainly for goods engines), the engine shed at Stafford Road then catered only for the larger passenger locomotives, shed No 2 becoming a tank repair shop, later falling, as did No 3 shed, into disrepair. However, as the years went by a general mixing of both goods and mixed traffic locomotives became the case at both Oxley and Stafford Road sheds, apart from the Wolverhampton-allocated 'King' class locomotives that were always the province of Stafford Road shed.

Crane engines Nos 17 and 18 were built at Swindon Works in 1901, but they were in effect based on the Wolverhampton designed '850' class tanks, with the rear frame extended backwards to accommodate the steam crane. Even the wheels were of the Wolverhampton 'H'-section pattern.

No 17 Cyclops was attached to Stafford Road Works from 1903 onwards and (among other locations) was once photographed in 1914 on the Brunel-designed twin tubular bridges which crossed the adjacent canal, a section of the double bridge that provided the access to a separate coaling plant. No 17 Cyclops is seen here on shed at Stafford Road. In due course, in March 1934, Cyclops would be transferred from its duties at Wolverhampton to Swindon, with this locomotive eventually being withdrawn in September 1936. Author’s Collection.

The Swindon-built 'Queen' class numbered some 21 locomotives that sprang from a single engine, No 55 of September 1873, Queen herself (as the name suggests) being often used on Royal trains, on which duty it was adorned with a large detachable plaque carrying the Royal Coat of Arms in brass. In due course 'Queen' class locomotives were variously modified and rebuilt at Wolverhampton Stafford Road Works with new boilers, closed-in splashers, and other Wolverhampton-style features. These engines initially worked expresses from London to Swindon and Gloucester, and also to Wolverhampton. No 999 Sir Alexander, together with Nos 1000, 1116, 1121, and 1127, were allocated to Wolverhampton. By the turn of the century they were employed mainly on the Wolverhampton expresses. However, by 1904 the 'Queens' had become obsolete and so they were relegated to secondary duties from Oxford and Swindon. Authors Collection.