Big 4 loco fleets, 1947

[Bevan Price]

Following the recent discussion about steam shunting locos, I though that some members might be interested in the composition of the loco fleet at the transition from Big 4 to BR. The figures below are summarised from the RCTS Locomotive Stock Book for 1948.

LMSR
7805 steam locos; 45 diesels (all shunters except 10000);
13 service locos (11 steam, one diesel, one battery-electric)
69 steam locos on loan from WD or LNER)

Steam fleet comprised:
4-6-2: 50 (2 classes)
4-6-0: 1104 (11 classes)
4-4-0: 651 (14)
2-8-0: 567 (2) plus 67 Stanier 8F on loan (built by LNER)
2-6-0: 308 (4)
2-4-0: 3 (1)
0-10-0: 1
0-8-0: 706 (4)
0-6-0: 2180 (15) &&
4-6-2T: 10 (1)
4-4-2T: 68 (2)
2-6-4T: 498 (4)
2-6-2T: 219 (3)
2-4-2T: 167 (3)
2-4-0T: 1
0-8-4T: 14 (1)
0-8-2T: 9 (1)
0-6-2T: 94 (4)
0-6-0T: 864 (9) **
0-4-4T: 193 (5)
0-4-2T: 3 (2)
0-4-0T: 62 (7)
2-6-6-2T (Garratt): 33
Plus 2 WD 2-10-0 on loan.

&& The ex-MR Class 3F 0-6-0 are counted as a single class, but there were some minor differences in wheel diameter and other details within the class.
** Total includes side tanks, saddle tanks.
-----------------------------------------------------------------------------

LNER
6525 steam locos; 4 diesel shunter, 2 petrol, 14 electric (mostly stored)
Plus 22 service/departmental locos (all steam)
Plus 270 locos on loan from WD.

4-6-4: 1
4-6-2: 139 (7 classes)
4-6-0: 547 (11)
4-4-2: 53 (4)
4-4-0: 507 (18)
2-8-0: 681 (5), plus 270 WD 2-8-0 on loan)
0-8-0: 246 (4)
2-6-2: 186 (2)
2-6-0: 274 (5)
0-6-0: 1698 (22)
4-8-0T: 13 (1)
0-8-4T: 6 (1)
0-8-0T: 13 (1)
4-6-2T: 117 (4)
2-6-4T: 22 (3)
2-6-2T: 92 (1)
0-6-4T: 2 (1)
0-6-2T: 619 (12)
0-6-0T: 818 (21)
4-4-2T: 152 (5)
2-4-2T: 118 (7)
0-4-2T: 4 (2)
0-4-0T: 88 (8)
2-8-8-2T Garratt: 1


GWR & SR lists to follow.
--- old post above --- --- new post below ---
To continue:

GWR
3856 steam locos
1 diesel shunter
5 service / departmental locos(all petrol)
Plus 98 locos on loan from WD.

4-6-0: 675 (9 classes)
4-4-0: 85 (3 classes)
2-8-0: 221 (3) plus 89 WD 2-8-0 on loan.
2-6-0: 253 (2)
2-4-0: 3 (1)
0-6-0: 183 (3)
2-8-2T: 54 (1)
2-8-0T: 151 (1)
2-6-2T: 458 (9)
2-4-0T: 13 (3)
0-8-2T: 1
0-6-2T: 391 ((16)
0-6-0T: 1251 (30 classes). Mostly Pannier tanks, but some 0-6-0T or 0-6-0ST
0-4-2T: 100 (3) **
0-4-0T: 17 (4)

** - I have counted 14xx & 58xx as a single class, as the locos were identical apart from the absence of "push-pull" equipment on the 58xx series.

Note that, for its size, the GWR had relatively few 0-6-0 tender locos, but plenty of 0-6-0T.

-------------------------------------------------------------------------------

SR
1838 steam locos
2 electric locos
3 diesel shunters
plus 12 service/departmental locos (8 steam, 2 electric, 1 petrol, 1 diesel)

4-6-2 : 80 (2 classes)
4-6-0: 177 (6 classes)
4-4-2: 9 (2)
4-4-0: 372 (17)
2-6-0: 174 (5)
0-6-0: 322 (9)
0-4-2: 4 (1)
4-8-0T : 4 (1)
4-6-2T: 7 (3)
4-4-2T: 47 (3)
2-6-4T: 15 (1)
2-4-0T: 3 (1)
0-8-0T: 9 (2)
0-6-4T: 5 (1)
0-6-2T: 142 (9)
0-6-0T: 124 (10)
0-4-4T: 287 (8)
0-4-2T: 18 (2)
0-4-0T: 29 (4)

plus 50 WD 2-8-0 on loan. None of these remained long on the Southern Region.

In addition, SR had large numbers of EMUs:
Class 2-NOL: 87
2-BIL: 148
2-HAL: 91
3-SUB: 150
4-SUB: 326
4-LAV: 35
4-COR: 58
4-RES: 16
4-BUF: 13
5-BEL: 3 (then owned by Pullman Car Co.)
6-PUL: 23
6-PAN: 17
Waterloo & City: 12 motor coaches.

 

[30907]

On a very quick analysis, the GWR had significantly the highest proportion of 060Ts in its fleet (almost 1 in 3 - and that's ignoring the 062Ts). It also used them as a passenger (or rather mixed traffic) loco to a far greater extent than any other railway (I would go so far as to say they were unique in this, except on light railways - but I expect to be proved wrong!).

 

[Calthrop]

Perhaps I'm blind; but I can't see under LNER, any mention of the 2-4-0 wheel arrangement. This would seem to miss out the class E4 2-4-0 tender locos, ex-GER; which, by my understanding, carried on in use on branch passenger duties on parts of the old Great Eastern system well into BR days.

 

[70014IronDuke]

I found myself going through the list trying to identify the classes, at least of the rarer wheel arrangements. What were the LMS 4-6-2Ts - my first thought was Furness Railway, but they were 4-6-4Ts, weren't they? Were these pacific tanks L&Y?

More significantly, I was surprised by the relatively small number of GWR steam locos, roughly half the number of the LMS stock. Of course, the LMS was a much larger railway, but was it THAT much larger? Perhaps the GWR managed its stock better, and had fewer spare locos?

The other number that stands out is the SR 4-4-0s -at 372 !!!!

OK, they had 40? or so modern, chunky Schools - but that means there were still 332 ageing 2-cylnder 4-4-0s rambling around the system. I suppose this was a result of the desire to electrify - why build more modern replacements if you are planning that. Nonetheless, 332 4-4-0s seems an awful lot of relatively underpowered 3P locomotives for the the 50s.

A lot of people complain that the Standards were not needed, but I should imagine the SR would find the 75xxx and 73xxx useful replacements for a lot of these, both in terms of the extra power and easier maintenance.

 

[Bevan Price]

I found myself going through the list trying to identify the classes, at least of the rarer wheel arrangements. What were the LMS 4-6-2Ts - my first thought was Furness Railway, but they were 4-6-4Ts, weren't they? Were these pacific tanks L&Y?

.

The 4-6-2T were ex Caledonian Railway. Other 4-6-2T (LNWR) and 4-6-4T (L&YR, LTSR, GSWR, Furness R) were all displaced by the large numbers of 2-6-4T built by Fowler, Stanier & Fairburn.

Many LNWR and L&YR 4-4-0s & 4-6-0s also fell victim to replacement by Stanier Black 5s, and to some extent by LMSR continuing to build 4-4-0s to basically MR designs (the 2Ps, and the 4P compounds). Locos from smaller constituents also often had short lives under LMSR - it was probably considered uneconomical to keep lots of spares for small batches of non-standard locos.

LMSR had made a start on replacing ancient 0-6-0s by new Ivatt 2-6-0s (2MT & 4MT) - but still had lots of 0-6-0s built between the 1860s and 1900. It is perhaps not totally surprising that BR initially continued to build new steam locos to replace very old locos that the LMSR probably could not have afforded to replace rapidly.

When I have time, I will also post some information about the loco stock when the "Big 4" were formed in 1922 (GWR) / 1923 (LMSR, LNER, SR).

 

[70014IronDuke]

The 4-6-2T were ex Caledonian Railway. Other 4-6-2T (LNWR) and 4-6-4T (L&YR, LTSR, GSWR, Furness R) were all displaced by the large numbers of 2-6-4T built by Fowler, Stanier & Fairburn.
.......

These Caledonian jobs had passed me by. They were used on Glasgow suburban runs, perhaps?

It's kind of interesting that so many of the pre-grouping railways had gone and designed large tank locos with a two-axle pony truck at the front end. The question has to be: why? And why, or how come they were replaced with class 4 MT 2-6-4Ts based, in essence, on the Fowler design?

I can only assume that a) the original need was for a lot of tractive effort to get heavy suburban trains on the move and b) that meant they needed big cylinders to get the ooopmh they needed.

Presumably, by the time Fowler designed the 2-6-4Ts, in the 1920s, they could safely design higher pressure boilers (combined with better superheating?) so they could get the same power output using smaller cylinders - hence there was reduced weight at the front end, and the need only for a single-axle front pony truck?

Even the Stanier 3-cylinder LT&SR 2-6-4Ts - with three sets of Walschaerts valve gear - were still 2-6-4Ts. (Of course, they had smaller cylinders than their 2-cylinder sister locos.)

LMSR had made a start on replacing ancient 0-6-0s by new Ivatt 2-6-0s (2MT & 4MT) - but still had lots of 0-6-0s built between the 1860s and 1900. It is perhaps not totally surprising that BR initially continued to build new steam locos to replace very old locos that the LMSR probably could not have afforded to replace rapidly. ....

Then, as now, there was surely limited dosh for an awful of needed investment. Not easy managing the railways after WW1 and in the middle of the capitalist crisis.

 

[Taunton]

These Caledonian jobs had passed me by. They were used on Glasgow suburban runs, perhaps?

By nationalisation they were actually used as bankers at Beattock.

Then, as now, there was surely limited dosh for an awful of needed investment. Not easy managing the railways after WW1 and in the middle of the capitalist crisis.

The LMS spent a lot of money in the 1920s just building significant numbers of what was a continuation of Midland Railway 4-4-0 (passenger), 0-6-0 (freight) and 0-6-0T (local and shunting) locos. Sticking the 4-4-0s on expresses, double headed in Midland style, eventually exasperated the directors, who went behind Fowler's back and approached Sir Felix Pole, chairman of the GWR, to recruit Stanier, Collett's No 2, who had been in line for the top job there, just not for another 10 years or so.

 

[Bevan Price]

By nationalisation they were actually used as bankers at Beattock.


The LMS spent a lot of money in the 1920s just building significant numbers of what was a continuation of Midland Railway 4-4-0 (passenger), 0-6-0 (freight) and 0-6-0T (local and shunting) locos. Sticking the 4-4-0s on expresses, double headed in Midland style, eventually exasperated the directors, who went behind Fowler's back and approached Sir Felix Pole, chairman of the GWR, to recruit Stanier, Collett's No 2, who had been in line for the top job there, just not for another 10 years or so.

Yes, the early LMSR management was dominated by ex-Midland Railway staff, notably one J.E.Anderson, who became Motive Power Superindent for several years. They was an over-obsession with standardisation of components, such as valves and axle boxes. Components designed for 4F 0-6-0s were also inflicted on the Fowler 7F 0-8-0s, and the Beyer Garratts. Not surprisingly, these components proved totally unsuitable for the higher power locos, and gave endless problems. Both classes had short lives, the 7Fs starting to disappear as soon as large numbers of WD 2-8-0s became available.

Fortunately, a few classes managed to "escape" the worst of Anderson's ideas, and were quite good (e.g. the Fowler 2-6-4Ts, the Royal Scots, whilst the Crab 2-6-0s were designed at Horwich by George Hughes - although Fowler insisted on using Midland tenders, which were narrower than the locos.)

LMSR freight loco history might have been very different if LMSR had pursued an opportunity to buy up to 300 Robinson 2-8-0s surplus from the MOS (Ministry of Supply) after WW1. The LNWR had bought some, and the LMSR bought others - but primarily for their tenders (which were in short supply on the LMSR at that time.). However, there were problems with clearances and axle loads, especially on former Midland lines, so an opportunity to get something much better than a 4F 0-6-0 was lost.
(These locos were the same as Class O4 2-8-0s on the LNER, where they proved to be quite successful, and had long lives.)

 

[30907]

The other number that stands out is the SR 4-4-0s -at 372 !!!!

OK, they had 40? or so modern, chunky Schools - but that means there were still 332 ageing 2-cylnder 4-4-0s rambling around the system. I suppose this was a result of the desire to electrify - why build more modern replacements if you are planning that. Nonetheless, 332 4-4-0s seems an awful lot of relatively underpowered 3P locomotives for the the 50s.

A lot of people complain that the Standards were not needed, but I should imagine the SR would find the 75xxx and 73xxx useful replacements for a lot of these, both in terms of the extra power and easier maintenance.

The BR5s were used as replacements for the King Arthurs on class 1 duties, and ISTR the SR didn't receive huge numbers of BR4s, no doubt because it had 2-6-0s in fair numbers (not to mention Light Pacifics).
The pre-grouping 4-4-0s were partly replaced by cascaded larger locos, partly (eg East Sussex) by BR4 and LM4 tanks, and substantially on the LSW by the Hampshire DEMUs.
The Eastern 4-4-0s owed their survival partly to weight restrictions at Holborn Viaduct.

 

[Taunton]

On a very quick analysis, the GWR had significantly the highest proportion of 060Ts in its fleet (almost 1 in 3 - and that's ignoring the 062Ts). It also used them as a passenger (or rather mixed traffic) loco to a far greater extent than any other railway

A 57xx Pannier could handle just about anything, they were quite capable of working a full-sized passenger train (such as all the empty stock from Paddington to Old Oak Common), and much local freight. They were particularly good at being able to do a good day's work on one bunkerful of coal. The ones at Taunton would work passenger services on the branches to Chard, and even Minehead, turn-and-turn-about with the 45xx 2-6-2T (a notably older, classic-Churchward design). Surprisingly, for a design without carrying wheels, the 57xx did not sway about much at speed.

The GW had long had substantial and powerful tank locos, back to broad gauge days. The accident in 1890 just outside Taunton, at Norton Fitzwarren, featured a broad gauge special ocean liner express from Plymouth to Paddington, being hauled at high speed by a broad gauge 4-4-0T.

 

[EbbwJunction1]

The LMS spent a lot of money in the 1920s just building significant numbers of what was a continuation of Midland Railway 4-4-0 (passenger), 0-6-0 (freight) and 0-6-0T (local and shunting) locos. Sticking the 4-4-0s on expresses, double headed in Midland style, eventually exasperated the directors, who went behind Fowler's back and approached Sir Felix Pole, chairman of the GWR, to recruit Stanier, Collett's No 2, who had been in line for the top job there, just not for another 10 years or so.

From Wiki: "The small engine policy was, perhaps, carried on too long, giving rise to the derisive poem:
"M is for Midland with engines galore
Two on each train and asking for more" . "

 

[Bevan Price]

Next - the loco fleets from 1922/23 to 1947. This may take some time, because my broadband connection is getting increasingly slower and less stable.

I will start with the LMSR and its constituents, and note that for reasons of time & space, the lists will omit any constituent railway having less than 20 locos (e.g. Wirral Railway, Cleator & Workington Railway.)

Two numbers are shown for each railway - the number of locos passed to LMSR in 1923, and then the number of those locos still in service when BR was formed. A second list will show wheel arrangements in the LMSR at the same dates. Note that the L&YR and LNWR merged in 1922, but their locos are shown separately. Also the Somerset & Dorset locos only passed to LMSR in January 1930.

LNWR 3469 (1923) / 788 (1948)
MR 3019 / 1301
L&YR 1654 /587
Cal.R 1070 / 737
GSWR 528 /1
NSR 194 / 0
HR 173 / 29
FR 136 / 6
S&DJR 80 / 42
Maryport & Carlisle 33 / 0

Wheel Arrrangements (includes locos built / bought by LMSR)

4-6-2 0 (1923) / 50 (1948)
4-6-0 818 / 1104
4-4-2 40 / 0
4-4-0 1213 / 651
4-2-2 43 / 0
2-8-0 48 / 567
2-6-0 16 / 308
2-4-0 369 / 3
0-10-0 1 / 1
0-8-0 856 / 706
0-6-0 3479 / 2180
0-4-2 81 / 0

4-6-4T 19 / 0
4-6-2T 59 / 10
4-4-4T 2 / 0
4-4-2T 134 / 68
4-4-0T 98 / 0
2-6-4T 2 / 498
2-6-2T 18 / 219
2-6-0T 1 / 0
2-4-2T 585 / 167
2-4-0T 28 / 1
0-8-4T 0 / 14
0-8-2T 35 / 9
0-8-0T 6 / 0
0-6-4T 66 / 0
0-6-2T 492 / 94
0-6-0T 1210 / 864
0-4-4T 409 / 193
0-4-2T 24 / 3
0-4-0T 161 / 62
Garratt 0 / 33

There were lots of different loco classes in most of these wheel arrangement, too numerous to list here. However, there were also a few massive classes, including 935 Johnson 0-6-0s from the Midland R, although these contained some variations in wheel size, and many locos had been reboilered and converted from 2F to 3F, whilst others were built as 3F power class.
.
--- old post above --- --- new post below ---
Referring to the Johnson 0-6-0s, it should be noted that 43 similar locos were built for the S&DJR, many of these joined the LMSR in 1930. In addition, 16 locos were built (by contractors) for the M&GNR, all of which became LNER Class J40 or J41 in 1936, but none survived to join BR stock.

The Class 4F 0-6-0s were just an enlarged version of the same design, with 192 built for MR and a further 580 for LMSR.

 

[ChiefPlanner]

A 57xx Pannier could handle just about anything, they were quite capable of working a full-sized passenger train (such as all the empty stock from Paddington to Old Oak Common), and much local freight. They were particularly good at being able to do a good day's work on one bunkerful of coal. The ones at Taunton would work passenger services on the branches to Chard, and even Minehead, turn-and-turn-about with the 45xx 2-6-2T (a notably older, classic-Churchward design). Surprisingly, for a design without carrying wheels, the 57xx did not sway about much at speed.

The GW had long had substantial and powerful tank locos, back to broad gauge days. The accident in 1890 just outside Taunton, at Norton Fitzwarren, featured a broad gauge special ocean liner express from Plymouth to Paddington, being hauled at high speed by a broad gauge 4-4-0T.

Indeed - the ultimate South Wales "maid of all work" - freight and passenger -along with the bigger 0-6-2 Valley tanks. Stories of Panniers pressed inot service on desperate measures from Banbury to Reading on class 1 trains - which at least got the delayed passengers home (and warm) ...

 

[Cowley]

Indeed - the ultimate South Wales "maid of all work" - freight and passenger -along with the bigger 0-6-2 Valley tanks. Stories of Panniers pressed inot service on desperate measures from Banbury to Reading on class 1 trains - which at least got the delayed passengers home (and warm) ...

A few years back I had a ride behind a pannier on the Gloucester and Warwickshire railway and although I'd been behind panniers on preserved lines quite often before, for some reason it struck me just how capable a little locomotive it was, it barely broke into a sweat and it could have easily handled a few more carriages than the six it had.

 

[Bevan Price]

LNER Loco fleet, 1923 to 1948.
Note that the Hull & Barnsley Railway (HBR) merged with North Eastern Railway (NER) in 1922, but the fleets are shown separately. Also, the M&GNR (Midland & Great Northern) locos only joined the LNER fleet in October 1936.

NER 2018 (Locos at Jan. 1923) / 1141 (remaining at Jan. 1948)
GNR 1359 (1923) / 712 (1948)
GCR 1358 / 781
GER 1336 / 773
NBR 1075 / 622
HBR 138 / 12
GNSR 122 / 44
M&GNR 85 / 8

Wheel arrangements (the 1948 numbers include locos obtained by LNER)

4-6-4 0 (1923) / 1 (1948)
4-6-2 4 / 139
4-6-0 263 / 547
4-4-2 241 / 53
4-4-0 920 / 507
4-2-2 6 / 0
2-8-0 179 / 681
2-6-2 0 / 186
2-6-0 85 / 274
2-4-0 183 / 18
0-8-0 374 / 246
0-6-0 2527 / 1698
0-4-0 1 / 0

4-8-0T 10 / 13
4-6-2T 51 / 117
4-4-4T 45 / 0
4-4-2T 163 / 152
4-4-0T 33 / 0
2-6-4T 20 / 22
2-6-2T 0 / 92
2-4-2T 341 / 118
2-4-0T 2 / 0
2-2-4T 2 / 0
0-8-4T 4 / 6
0-8-2T 41 / 0
0-8-0T 1 / 13
0-6-4T 9 / 2
0-6-2T 529 / 619
0-6-0T 1034 / 818
0-4-4T 259 / 110
0-4-2T 4 / 4
0-4-0T 71 / 88
Garratt 2-8-8-2 0 / 1

Petrol/Diesel locos 1 / 6
Electric locos 13 / 14.
(2 electric locos for Newcastle area, the remainder for the Shildon area; the latter spent many years in store.)


Unlike LMSR, there were few classes containing massive numbers of locos. The largest class was eventually the Robinson 2-8-0, but only 148 joined LNER directly from GCR; a further 273 were purchased from M.O.S. / WD in 1924 to 1927.

Thompson's B1 4-6-0s eventually totalled 410, but the final 136 were built by BR.

 

[The Crab]

Thank you for your efforts in producing these analyses.

 

[Bevan Price]

GWR Loco fleet, 1922 - 1948.

Unlike the other members of the "Big 4", Great Western Railway retained its name at the grouping. Several Welsh railways were absorbed into GWR from January 1922, but other railways joined at various dates up to January 1924. Again, railways with fewer than 20 locos are not shown.

GWR: 3148 (Locos at Jan. 1922) / 1008 (those remaining at Jan. 1948)
Taff Vale R: 275 (1922) / 104 (1948)
Barry R. 148 / 26
Rhymney R. 123 / 57
Cambrian R. 99 / 16
Brecon & Merthyr R 47 / 13
Alexandra Docks & R. (Newport) 39 / 6
Cardiff R. 36 / 6
Midland & S.Western Jn R. 29 / 3


Wheel arrangements. The 1948 figures include locos built between 1922 & 1948.

4-6-2 1 (1922) / 0 (1948)
4-6-0 144 / 675
4-4-2 3 / 0
4-4-0 392 / 85
2-8-0 110 / 221
2-6-0 373 / 253
2-4-0 63 / 3
0-8-0 4 / 0
0-6-0 396 / 183

4-4-2T 37 / 0
4-4-0T 7 / 0
2-8-2T 0 / 54
2-8-0T 102 / 151
2-6-2T 178 / 458
2-4-2T 51 / 0
2-4-0T 131 / 13
0-8-2T 12 / 1
0-6-4T 16 / 0
0-6-2T 446 / 391
0-6-0T 1262 / 1251
0-4-4T 7 / 0
0-4-2T 155 / 100
0-4-0T 11 / 17
Petrol/Diesel 0 / 1

As commented elsewhere, many of the 0-6-0T were pannier tanks, some of the older ones having been converted from saddle tanks. The largest class was the 5700 0-6-0T, which eventually reached 863 locos (some built by BR), although there were some minor detail variations within the class. Also noteworthy compared with LMSR and LNER is the lower proportion of 4-4-0 and 0-6-0 tender locos. Many 4-4-0s had been replaced by 4-6-0s by the 1930s, including some competent locos that lasted barely 20 years - but had proved inadequate to cope with ever-increasing train loads.

 

[Bevan Price]

Southern Railway (SR) loco fleet 1923 - 1948

The SR was the smallest of the Big 4. It was formed from three main companies, plus 5 minor railways ( 3 in the Isle of Wight) - none of which owned over 10 locos.

LSWR: 912 (locos at Jan. 1923) / 528 (locos remaining at Jan. 1948)
SE&CR: 729 (1923) / 414 (1929)
LB&SCR: 619 / 389

The SE&CR was formed by an agreed "coming together" of South Eastern Railway (SER) and London, Chatham & Dover Railway (LCDR) after many years of largely futile rivalry.


Wheel arrangements (the 1948 figure includes locos built by SR)

4-6-2: 0 (1923) / 90 (1948)
4-6-0: 73 / 177
4-4-2: 11 / 9
4-4-0: 606 / 372
4-2-2-0: 6 / 0
2-6-0: 30 / 174
0-6-0: 340 / 322
0-4-2: 116 / 4

4-8-0T: 4 ( 1923) / 4 (1948)
4-6-4T: 7 / 0
4-6-2T: 7 / 7
4-4-2T: 120 / 47
4-4-0T: 1 / 0
2-6-4T: 1 / 15
2-4-0T: 14 / 3
0-8-0T: 0 / 9
0-6-4T: 5 / 5
0-6-2T: 136 / 142
0-6-0T: 195 / 124
0-4-4T: 464 / 287
0-4-2T: 112 / 18
0-4-0T: 31 / 29
2-2-0T: 2 / 0
Diesel / Petrol: 0 / 3
Electric: 0 / 2

Many classes consisted of no more than 20 - 30 locos The largest class on the Southern Region was the Bulleid Light Pacifics (WC/BB) with 110 locos.