As one of a number of classes of locomotive based on simplicity, standardisation and high route availability, the Class 5MT 4-6-0s were designed by R.A. Riddles. As a direct successor to the “Black Five”, it proved impossible to better these locomotives and Riddles produced a similar engine which was merely “standardised”. Indeed, Stanier’s original boiler survived almost intact but was married to new frames and cylinders, with motion easily accessible for maintenance beneath a high running board, a feature that was to characterize the Standards and give them their own distinctive style. Walschaerts valve gear was fitted whilst such novelties as self-cleaning smokeboxes, rocking grates and self-emptying ashpans were included as time-saving aids for the locomotive crew. With a maximum axle load of a little over 19 tons, the engine was completed with a modern tender to produce a handsome and reliable piece of engineering that soon found favour with almost all the locomotive crew and shed staff that were to come into contact with them.

Meanwhile, on the S&D, the Southern Region was still wrestling with the problems of motive power having realised the limitations of their Pacifics on the particularly difficult Mendip grades. It was 1954 and Bath shed still had two Stanier “Black Fives” on charge alongside the three “West Country’s”. The LMR was agitating for their return but there was still a real need for them on the line. Things were coming to a head and even as trials were proceeding with Class U and Ul 2-6-0s to test their suitability, the Southern Region must have been negotiating the acquisition of some of Derby’s latest products. With the complete failure of the 2-6-0s in March, the SR’s case must have been considerably strengthened because in the following month three of the “Seventy Three’s”, as the locomotive crews came to know them, were promised to the S&D.

All three were brand new; the first, No. 73050, was completed in April. She had, however, been earmarked for display at the International Railway Congress Association Exhibition at Willesden and had received a special finish for this event. As a result, the first engine to appear on the line was No. 73051 which had contrived to work from Derby light engine to Bournemouth via Basingstoke. On 29 May, she picked up a three-coach stopping train and ambled up the S&D to arrive at her new home in the late afternoon. She was soon joined by No. 73052, but the trio was not completed until the arrival from London of No. 73050 on 19 June.

Once the new Standards were on the line, it didn’t take long for the S&D enginemen to appreciate the wisdom of Riddles’ adaptation of the “Black Fives” and they soon proved to be their equals if not better in many respects; the stamp of approval was duly given. No time was wasted in putting the three into revenue-earning service alongside their two older sisters, Nos. 44917 and 45440. Within a short time, the “West Country’s” were duly reallocated back to Bournemouth, although they remained frequent visitors to the line, particularly on busy summer Saturdays.

The need for more than three “Seventy Three’s” was obvious from the start but there were just not enough available, whilst the difficult operating style of the S&D with extremely heavy summer traffic and relatively light winter traffic made economic use of motive power a difficult problem. The answer to this was partly found by borrowing suitable motive power for the summer season from sheds which were likely to be able to spare a locomotive for the four or five-month period.

The first approach was made in the spring of 1955 when the LMR agreed to lend two similar engines to Bath. No. 73073 was the first to come south in late April followed shortly afterwards by No. 73074, both from Patricroft (10C). Apart from having larger tenders they were, of course, identical to their S&D counterparts and were used quite indiscriminately on S&D and Midland line services out of Bath throughout the summer. In September, both were duly packed off to their home shed. Once the success of this pattern of operation had been established, the routine was repeated each year thereafter. In all cases, the loaned locomotives were properly allocated to Bath shed along with all the regular engines of this class.

Although an increase in the S&D’s own establishment was still eagerly awaited, Bath had to wait until the early summer of 1956. In May, Nos. 73047 and 73049 had arrived to augment the existing fleet of three Standards and two “Black Fives”, but their arrival did not alter the position regarding summer services and again a bid was made for the loan of two extra locomotives for the summer season. This time it was the Southern Region itself that obliged and resulted in the allocation of Nos. 73087 and 73116. They both came to Bath in May and were returned to their parent sheds in September.

With the pattern now firmly established, Bath’s five Standards were again augmented during the summer of 1957 by Nos. 73087 and 73116. Both came to Bath from Eastleigh but on their return in September No. 73087 went to Stewarts Lane (73A) and 73116 to Nine Elms (70A).

In 1958, the Western Region took over responsibility for the S&D’s motive power and almost immediately steps were taken to release the final two “Black Fives” back to the LMR. Both went to Birkenhead in May but were replaced in June by Nos. 73019 and 73028, both coming from Bristol (St.Philips Marsh) (82B). Bath now had seven Standard 5s, but this was increased to nine during the summer season by the loan from the SR of its two friends, 73087 (from Stewarts Lane) and 73116 (from Nine Elms). As usual, they were returned in the following September.

1959 saw a repeat of the previous years’ operations with all seven resident locomotives available. Stewarts Lane again provided No. 73087 and Nine Elms No. 73116 in June, but at the end of the summer 73087 was reallocated back to Nine Elms along with her sister.

1960 commenced much as before, but trials with the new BR Standard Class 9F 2-10-0s over the line resulted in a summer allocation of four of that class. Accordingly, Bath’s Class 5 allocation was temporarily reduced. The first locomotive to be re-allocated was No. 73049 which went to Shrewsbury (84G) in April. In July, No. 73019 went to Bristol (Barrow Road) and was followed in August by No. 73028. Paradoxically, No. 73087 again appeared at Bath from Nine Elms in June and remained to help work the summer timetable but the second loaned locomotive was not required.

Oddly, it seems that 73116 did appear on the S&D on more than one occasion during that summer when she was commandeered by Bournemouth shed when in that area and substituted for the more regular Light Pacific for a quick trip up to Bath and back. Apparently, she conveniently retained her tablet catcher from previous years on the line.

The reduced Bath allocation now consisted of Nos. 73047, 73050, 73051, 73052, and, of course, 73087 which remained until September before returning to Nine Elms. In September and October, the 9Fs were dispersed elsewhere and Nos. 73019 and 73028 were duly returned to Bath during September to bring the establishment back up to six.

The allocation of No. 73054 from Bristol (Barrow Rd) in March 1961 returned the strength to seven, this locomotive being one of the WR examples finished in the very smart Brunswick Green livery. With the coming of the summer allocation of 9Fs, No. 73028 was again re-allocated to Bristol (Barrow Rd) in May but yet again our old friend from Nine Elms, No. 73087, came up for the summer season returning home in September.

In November 1961, Bath played host to two more 5MTs when No. 73094 was allocated from Shrewsbury followed by No. 73031 from Bristol (Barrow Rd) in December. The reasoning for their appearance seems a little obscure unless they were to cover for other members of the class away on overhaul because both had hardly managed to make themselves at home before their marching orders were given. Both went to Gloucester (Barnwood) (85C), No. 73094 in January 1962 with No. 73031 following shortly afterwards, it is believed.

No. 73050 left the line in the early months of 1962 bound for an overhaul at Eastleigh from whence she was re-allocated to Gloucester in July. This was but a temporary sojourn for she was back at Bath by October.

No. 73019 also left Bath and was reallocated to Gloucester (Barnwood) in May 1962 but in July old friend No. 73049 returned from Shrewsbury shed. Thus for the summer, Bath had called on Nos. 73047, 73049, 73051, 73052, and 73054, with 73050 from October. Notably, our friend from Nine Elms was not required for this, the last season before all through services were withdrawn.

Sadly, the S&D was never to be the same again but happily, the requirement for the 5MT 4-6-0s remained and 1963 saw a remarkably steady allocation using the same six locomotives listed in the paragraph above. At least, this was the situation until later in the summer when No. 73049, which had been nursing a damaged running plate, was sent down to Eastleigh for repairs.

On 14 September Bath’s allocation was brought back up to strength with the arrival of No. 73164 from Huddersfield (55G), but at about this time, No. 73012 also arrived, on loan from Swindon shed (82C). The latter locomotive did not stay long before returning, but No. 73164 lasted until 19 November when she moved to Bristol (Barrow Rd).

Meanwhile, No. 73049 had returned from Eastleigh by early October and was soon back in service complete with her new green livery. The 5MTs were not seriously threatened by the great steam rundown until 1964. The first resident to come under the WR hammer was No. 73050 which was withdrawn from service and placed into storage at Bath on 6 April. She was replaced by No. 73068 which was allocated from Gloucester (Barnwood) on 18 April. Whatever prompted the withdrawal of 73050 is not known but in May the LMR reinstated her and promptly re-allocated the loco to Shrewsbury (6D). No. 73047 was the next to be stored at Bath, being taken out of use on 24 June. Once again the LMR seemed to be quick to take the engine over, it being re-allocated, on paper at least, to Shrewsbury dating from 18 July. There is, however, some doubt about what happened to her since by December she was again quoted as stored at Bath, a situation that apparently existed until March 1965 when she was moved to Cashmore’s scrapyard at Newport.

No. 73092 was 73047’s replacement, coming from Gloucester (Horton Rd) on 20 July, Bath having Nos. 73049, 73051, 73052, 73054, 73068, and 73092 were available for traffic during the late summer of 1964. On 22 August No. 73023 was allocated from Llanelly (87F), but her appearance was brief if at all, for she was further re-allocated to Oxford (81F) on 7 September. Before the year was out, there were two further movements, No. 73049 being also re-allocated to Oxford on 11 November to be followed on 14 November by the placing of No. 73052 in store at Bath.

1965, the last full year of S&D services, was bound to see some changes and they were quick in coming when on 1 January No. 73052 was formally withdrawn. The locomotive remained at Bath until March when it made its final journey to South Wales (along with 73047), ending her days at Buttigieg’s scrapyard, Newport.

Nos. 73051, 73054, 73068, and 73092 kept the services going, but not for long because 73068 was re-allocated to Gloucester (Horton Rd) on 13 January. On 22 February, No. 73092 went into storage at Bath but was re-allocated to Eastleigh on 30 March. By way of replacement, No. 73030 was allocated on loan from Bristol (Barrow Rd) on 11 February but returned to her home depot on 3 March. On 13 March, two further allocations to Bath were made; No. 73001 coming from Bristol (Barrow Rd) and 73093 from Gloucester (Horton Rd). It is conjectural as to whether the latter locomotive ever actually appeared at Bath or was merely a paper transaction because on 31 March it is recorded as having been further re-allocated to Eastleigh.

On 10 April, No. 73068 was allocated back to Bath from Gloucester (Horton Rd), so by May, Bath could still boast Nos. 73001, 73051, 73054, and 73068. To these was added No. 73015 which was allocated from Bristol (Barrow Rd) on 17 July. Within a couple of weeks, however, further withdrawals were made as the final rundown commenced. On 2 August, both 73015 and 73054 were withdrawn and stored until removal to Cashmore’s, Newport, for scrapping in October.

The next locomotive to be withdrawn was No. 73051, the last of the S&D’s original trio which, like her sister No. 73052, only ever saw service on this line. She succumbed on 5 August and was similarly stored until eventual disposal at Cashmore’s in October. After this date, Bath could only muster two serviceable engines of this class, Nos. 73001 and 73068.

No. 73068 was next to expire, being placed into store at Bath on 6 December before being formally withdrawn on 31 December. With the closure of the line scheduled originally for that last weekend of the year, there is little doubt that the last remaining engine, 73001, should have shown a similar withdrawal date but somehow she managed to survive until 10 January 1966 before making her last journey to Cashmore’s at Newport.

Use of the Standard Class 5 diminished greatly after August 1965 and they were all but extinct by the end of the year, but did No. 73001 manage to steal one or two last trips over the Mendips in those first few cold days of 1966 to take the association of the 4-6-0 wheel arrangement into its 28th year since the “Black Fives” first appeared on the line? I wonder!

Footnote on Allocation Dates: Most dates quoted refer to officially notified allocations but these do not necessarily match up with actual events. As always, I would be interested to hear of any additions, alterations, or clarification of events that may have occurred.

CHECKLIST Locomotives allocated to Bath, 1954-66:

73001, 73012, 73015, 73019, 73023, 73028, 73030*, 73031, 73047, 73049, 73050, 73051, 73052, 73054, 73068, 73073*, 73074*, 73087*, 73092, 73093, 73094, 73116*, 73164

*Locomotives allocated on loan.

73000-

73050-2 BR1G tender (like BR1A – additional water capacity – but with fall plate and gangway doors)

  • 73001 BGP Feb 65 – Dec 65 Withdrawn (Lined Green Nov 58 WR Red Spot) WHIT
  • 73002 VISITOR
  • 73012 VISITOR (Lined Green Dec 58)
  • 73019 SPM Sep 53, BGP June 1958 – July 1960 BBR, October 1960 BGP – Apr 62 WHIT73023 BGP Jun 64 – Sep 64
  • 73024 VISITOR (Lined Green Feb 60)
  • 73028 SPM Sep 53, BGP May 1958-August 1960 BBR, Oct 60 BGP – May 61 ATC WHIT
  • 73030 BGP Jan 65 – Feb 65
  • 73031 BGP Nov 61 – Apr 62
  • 73047 BGP May 1956 – Jul 64 WHIT
  • 73049 BGP May 1956 – April 1960; Jul 62 – Sep 64 (Lined Green Aug 63) WHIT
  • 73050 BGP June 1954 – Aug 62; Nov 62 – Mar 64 BR1G. WHIT Preserved
  • 73051 BGP May 1954 – Aug 65 BR1G (Lined Green Sep 63) WHIT
    01/02/64 Bath 0905 Templecombe – Bath P36 BRSSLv2
    01/02/64 Midford 1310 Bath – Templecombe P35 BRSSLv2
  • 73052 BGP June 1954 –Dec 64 BR1G WHIT
  • 73054 BGP Apr 61 – Aug 65 Withdrawn 57 (Lined Green Sep 59 WR Red Spot)
  • 73068 BGP Apr 64 – Jan 65; Apr 65 – Dec 65 Withdrawn (Lined Green Oct 58 WR Red Spot) WHIT73068 BGP Apr 64 – Jan 65; Apr 65 – Dec 65 Withdrawn WHIT
  • 73073 BGP Mar 55 – Aug 55 ex Patricroft
  • 73074 BGP Mar 55 – Aug 55 ex Patricroft
  • 73082 “Camelot” VISITOR Preserved
  • 73086 “The Green Knight” VISITOR
  • 73087 “Linette” BGP May 1956 – September 1956; July 1957 – October 1957; May 58 – Sep 58; May 59 – Oct 59; June 1960 – Sep 60; Jun 61 – Sep 61 ex SR WHIT
  • 73088 “Joyous Gard” BGP May 58 – Jun 58
  • 73092 BGP Jul 64 – Apr 65 (Lined Green May 60)
  • 73116 “Iseult” BGP May 1956 – September 1956; July 1957 – September 1957; May 58 – Sep 58; May 59 – Oct 59 ex SR (BR1F Tender?) WHIT
  • 73164 BGP Sep 63 – Nov 63

More Information

  • Beattie, Ian. B. R. Standard Locomotives to Scale. D. Bradford Barton, 1981, pp.16-19.
  • Clarke, David. British Railways Standard Class 5. Ian Allan Publishing, 2009.
  • Derry, Richard. The Book of the BR Standards. Irwell Press, 1997, pp. 22-27.
  • Fairclough, Tony and Alan Wills. BR Standard Steam In Close-Up Volume One. Bradford Barton, 1980, pp.34-55.
  • Handley, Chris. “Locomotive Allocations of the S & D: BR Standard Class 5 4-6-0s, Part 1, 1954-59.” Bulletin, no. 136, September-October 1986, pp. 6-7.
    Handley, Chris. “Locomotive Allocations of the S & D: BR Standard Class 5 4-6-0s, Part 2, 1960-66.” Bulletin, no. 138, January-February 1987, pp. 6-7.
  • Sixsmith, Ian. Book of the BR Class 5 4-6-0s. Irwell Press, 2011.
  • Talbot, Edward. A Pictorial Record Of British Railways Standard Steam Locomotives.  Ian Allan Publishing, 2000.