| Powertype: | Steam |
| LMS Stanier Class 5 4-6-0 | |
| Designer: | William Stanier |
| Serialnumber: | AW: 1166–1265, 1280–1506 VF: 4565–4614, 4618–4667 |
| Builddate: | 1934–1951 |
| Totalproduction: | 842 |
| Uicclass: | 2′C h2 |
| Leadingdiameter: | 3feet |
| Driverdiameter: | 6feet |
| Length: | 63feet or 63feet |
| Locoweight: | 72.1LT to 75LT |
| Tenderweight: | 53.7LT |
| Fueltype: | Coal |
| Fuelcap: | 9LT |
| Watercap: | 4000impgal |
| Boiler: | LMS type 3B |
| Boilerpressure: | 225lbf/in2 superheated |
| Firearea: | NaNsquare feetNaNsquare feet or 28.5square feet |
| Tubesandflues: | 1426square feet1479square feet |
| Fireboxarea: | 156square feet171square feet |
| Superheaterarea: | 228square feet365square feet |
| Cylindercount: | Two, outside |
| Cylindersize: | NaNx |
| Valvegear: | Most Walschaerts; Several fitted with Caprotti; one fitted with outside Stephenson |
| Tractiveeffort: | 25455lbf |
| Operator: | LMS, BR |
| Axleloadclass: | BR: Route Availability 7 |
| Withdrawndate: | 1961–1968 |
| Disposition: | 18 preserved, remainder scrapped |
The London, Midland and Scottish Railway (LMS) Stanier Class 5 4-6-0, commonly known as the Black Five, is a class of steam locomotives. It was introduced by William Stanier and built between 1934 and 1951. A total of 842 were built initially numbered 4658-5499 then renumbered 44658-45499 by BR. Several members of the class survived to the last day of steam on British Railways in 1968, and eighteen are preserved.
The Black Five was a mixed-traffic locomotive, a "do-anything go-anywhere" type, designed by Stanier, who had previously been with the GWR. In his early LMS days, he designed his Stanier Mogul, experimenting with the GWR school of thought on locomotive design. A number of details in this design he would never use again, realising the superiority of details not used on the GWR. Stanier realised that there was a need for larger locomotives. These were to be the LMS version of the GWR Halls, but they were not copies, as the Hall was too wide to run in most places in Britain. They shared a similar cylinder arrangement (two outside), internal boiler design and size and 6 foot driving wheel diameters.[1]
In their early days the locomotives were known as the "Black Staniers" from their black livery, in contrast to Stanier's other class of 4-6-0, the LMS Jubilee Class, which were painted crimson (and known until April 1935 as the "Red Staniers").[2] [3] Later on, the nickname of the former became "Black Five", the number referring to the power classification. This was originally 5P5F, but from 1940 was shown on cabsides as the simple figure 5. Eight hundred and forty-two were constructed. The locomotives were an instant success and were well-liked by their crews for their versatility.[4] [5] One of them was recorded to have reached a speed of 96 mph in service.[6] [7] [8]
There were a number of detail variations in the locomotives and they did not all remain in the same condition as built. Some locomotives built under British Railways administration were used as test beds for various design modifications, with a view to incorporating the successful modifications in the Standard Classes of locomotives built from 1951 onwards. These modifications included outside Caprotti valve gear, roller bearings (both Timken and Skefco types) on the coupled and tender axles in varying combinations, and an experimental steel firebox. Other locomotives had modified draughting to "self clean" the smokebox (thereby reducing turn-around and disposal times and eliminating or mitigating one of the most unpopular jobs).[9]
Numbering started from 5000, with the first twenty being ordered from Crewe Works in April 1934, and a further fifty (5020–5069) ordered from the Vulcan Foundry in 1933. The first of the Vulcan Foundry engines entered service in 1934, and the entire order of 50 was delivered before the first Crewe-built engine, No. 5000, was completed in February 1935. The first 57 locomotives were built with domeless boilers with straight throatplates and a low degree of superheat (14 elements in two rows), the boilers of the remaining 13 (5007–5019) were provided with a three-row version (21 elements) having greater total surface area and giving less obstruction to gas flow. The original 57 boilers were converted later to higher superheat (24 elements) and fitted with a dome. Further orders were placed with Crewe (5070–5074), Vulcan Foundry (5075–5124) and Armstrong Whitworth (5125–5224) for a total of 155 locomotives which were also built with domeless boilers with straight throatplates and 21 element superheaters. All these boilers, including the early converted ones with a dome, were fitted indiscriminately to any of the first 225 engines, which could appear at various times with domed or domeless boilers.
However, many of the early frames were converted to accept sloping throatplate boilers, as listed below. This modification was carried out to provide a stock of spare boilers for the early engines, which would minimise the time spent in works by engines awaiting a fresh boiler. All locomotives from no. 5225 were fitted when new with the sloping throatplate boiler. All extra boilers made had the sloping throatplate arrangement, and only one example of a later engine having been fitted with a straight throatplate boiler is known - no. 45433. Several different patterns of boiler were used on the locomotives, running into double figures. The throatplate design was the most significant, but there were also different numbers of superheater flues, firegrate arrangement, stay material, dome and water feed arrangements, washout plug placement, etc. in various combinations.
The following locomotives were built with straight throatplate boilers, but were later fitted with a sloping throatplate boiler (date in brackets). Conversion was done by relocating the frame stretcher immediately in front of the firebox. Some of them reverted to straight throatplate at a later date, and these are also shown where known. Those marked with an asterisk were fitted with a boiler which had the top feed on the front ring on the date shown. In the case of no. 45087 it had previously been converted. The first conversion was carried out on no. 5022, and the last known was on no. 45163, which has been preserved.
5002 (12/37), 45007 (1/60), 45008 (1/60*), 45011 (1/49*+), 5020 (2/37), 5022 (10/36) reverted (10/58), 5023 (2/38) reverted (3/53), 5026 (2/37) reverted (1/59), 5027 (12/36), 5040 (11/36), 5045 (11/54), 5047 (1/37), 45049 (7/54) reverted (8/59), 5054 (1/37), 5057 (11/37), 5058 (11/37), 5059 (7/45), 45066 (4/60), 45082 (12/56*), 45087 (9/55) (12/60*), 5097 (1/37), 5108 (6/45), 45109 (5/48), 5142 (12/37), 45151 (3/51), 45163 (5/61), 45169 (7/55), 45197 (5/60)
A further 227 were ordered from Armstrong-Whitworth in 1936, the largest single locomotive order ever given by a British railway to an outside contractor. Crewe built a further 20, which had higher degree superheat boilers, with 28 elements, unlike the AW boilers, which had 24 elements.
5471, built at Crewe in 1938, would be the last built for five years. During the early stages of the Second World War, the priority was for heavy freight engines, and the closely related 8Fs were produced in large numbers.
In 1943 construction was restarted, with Derby Works building its first. Construction continued up to no. 5499. As the numbering block from 5500 was allocated to the Patriot Class, a further batch of 200 locomotives were numbered from 4800 to 4999, followed by a batch from 4658 to 4799. By this time the LMS had been nationalised, and British Railways added 40000 to all numbers. Eventually the 842 examples would number 44658–45499.
From early 1947, engines were built with the top feed on the front ring of the boiler (from no. 4998), and Nos 44758-767 had a longer wheelbase (27 ft 6in rather than 27 ft 2in, with the change in the coupled wheelbase from 7 ft + 8 ft to 7 ft + 8 ft 3in); this was necessary in order to accommodate the Timken roller-bearing housings without fouling the ashpan. In 1948, George Ivatt introduced more modifications to bearings and valve gear; other experimental Ivatt features included the use of steel rather than copper fireboxes on certain engines, and the fitting of double blastpipes & chimneys in some instances. 44738-57 were built with Caprotti valve gear. The last two, nos. 44686 and 44687 built at Horwich in 1951, were fitted with a new arrangement of Caprotti valve gear, which was later used on some of the BR standard Class fives, and the BR class 8 4-6-2.
No. 4767, built at Crewe and delivered in December 1947, had outside Stephenson valve gear: instead of eccentrics, double return cranks were used to drive the eccentric rods, and a launch-type expansion link was used. This one cost £13,278, which was about £600 more than those built at the same time with Walschaerts' valve gear. The aim of the experiment was to find out if a valve gear having variable lead (as opposed to the constant lead of the Walschaerts' motion) would affect performance. On trial, it proved to have no advantage, although in normal service it did gain a reputation as a good performer on banks.
| LMS No. | BR No. | Lot No. | Date | Built at | Boiler type | Valve gear (Walschaerts unless stated) | Bearings (plain unless stated) | Additional notes | |
|---|---|---|---|---|---|---|---|---|---|
| 44658–67 | 199 | 1949 | Crewe | Forward topfeed | Coupled wheelbase 7'+ 8'3" | ||||
| - | 44668/9 | 199 | 1949 | Horwich | Forward topfeed | Skefco roller bearings on driving axles | Coupled wheelbase 7'+ 8'3" | ||
| - | 44670–7 | 199 | 1950 | Horwich | Forward topfeed | Skefco roller bearings on driving axles | Coupled wheelbase 7'+ 8'3" | ||
| - | 44678–85 | 199 | 1950 | Horwich | Forward topfeed | Skefco roller bearings throughout | Coupled wheelbase 7'+ 8'3" | ||
| - | 44686/7 | 199 | 1951 | Horwich | Forward topfeed | British Caprotti | Skefco roller bearings throughout | Coupled wheelbase 7'+ 8'3" | |
| - | 44688–97 | 199 | 1950 | Horwich | Forward topfeed | Timken roller bearings on driving axles | Coupled wheelbase 7'+ 8'3" | ||
| - | 44698–717 | 192 | 1948 | Horwich | Forward topfeed | Coupled wheelbase 7'+ 8'3" | |||
| - | 44718–27 | 192 | 1948 | Crewe | Forward topfeed | Steel firebox, Coupled wheelbase 7'+ 8'3" | |||
| - | 44728–37 | 192 | 1948 | Crewe | Forward topfeed | Coupled wheelbase 7'+ 8'3" | |||
| - | 44738–47 | 187 | 1948 | Crewe | Forward topfeed | Caprotti | Timken roller bearings throughout | Coupled wheelbase 7'+ 8'3" | |
| 4748–53 | 44748–53 | 187 | 1948 | Crewe | Forward topfeed | Caprotti | Timken roller bearings throughout | Coupled wheelbase 7'+ 8'3" | |
| - | 44754–5 | 187 | 1948 | Crewe | Forward topfeed | Caprotti | Coupled wheelbase 7'+ 8'3" | ||
| - | 44756–7 | 187 | 1948 | Crewe | Forward topfeed | Caprotti | double chimney, Coupled wheelbase 7'+ 8'3" | ||
| 4758–66 | 44758–66 | 187 | 1947 | Crewe | Forward topfeed | Timken roller bearings throughout | Coupled wheelbase 7'+ 8'3" | ||
| 4767 | 44767 | 187 | 1947 | Crewe | Forward topfeed | Stephenson link motion | Timken roller bearings throughout | double chimney, preserved - Coupled wheelbase 7'+ 8'3" | |
| 4768–82 | 44768–82 | 187 | 1947 | Crewe | Forward topfeed | ||||
| 4783–99 | 44783–99 | 187 | 1947 | Horwich | Forward topfeed | ||||
| 4800–6 | 44800–6 | 153 | 1944 | Derby | Domed | ||||
| 4807–25 | 44807–25 | 170 | 1944 | Derby | Domed | ||||
| 4826–60 | 44826–60 | 170 | 1945 | Derby | Domed | ||||
| 4861–71 | 44861–71 | 170 | 1945 | Crewe | Domed | ||||
| 4872–920 | 44872–920 | 174 | 1945 | Crewe | Domed | ||||
| 4921–31 | 44921–31 | 174 | 1945 | Crewe | Domed | ||||
| 4932–43 | 44932–43 | 174 | 1945 | Horwich | Domed | ||||
| 4944–66 | 44944–66 | 174 | 1946 | Horwich | Domed | ||||
| 4967–81 | 44967–81 | 174 | 1946 | Crewe | Domed | ||||
| 4982–90 | 44982–90 | 183 | 1946 | Horwich | Domed | ||||
| 4991–6 | 44991–6 | 183 | 1947 | Horwich | Domed | ||||
| 4997–9 | 44997–9 | 187 | 1947 | Horwich | Forward topfeed | 4997 was fitted with boiler 12462 from new which had the top feed on the 2nd ring, the other two had later pattern boilers. | |||
| 5000–19 | 45000–19 | 114 | 1935 | Crewe | Domeless | ||||
| 5020–65 | 45020–65 | 119 | 1934 | Vulcan Foundry | Domeless | ||||
| 5066–9 | 45066–9 | 119 | 1935 | Vulcan Foundry | Domeless | ||||
| 5070–4 | 45070–4 | 122 | 1935 | Crewe | Domeless | ||||
| 5075–5124 | 45075–5124 | 123 | 1935 | Vulcan Foundry | Domeless | ||||
| 5125–5224 | 45125–5224 | 124 | 1935 | Armstrong Whitworth | Domeless | ||||
| 5225–98 | 45225–98 | 131 | 1936 | Armstrong Whitworth | Domed | ||||
| 5299–5451 | 45299–5451 | 131 | 1937 | Armstrong Whitworth | Domed | ||||
| 5452–71 | 45452–71 | 142 | 1938 | Crewe | Domed | ||||
| 5472–81 | 45472–81 | 151 | 1943 | Derby | Domed | ||||
| 5482–91 | 45482–91 | 152 | 1944 | Derby | Domed | ||||
| 5492–9 | 45492–9 | 153 | 1944 | Derby | Domed |
Only five Black Fives received names during their mainline working lives, a small percentage of the total produced,[14] although seven more have been named in preservation (see below). All of those named in mainline service were named after Scottish regiments. Locomotive 5155 carried the name The Queen's Edinburgh for only two years during the Second World War. Some sources have noted that no photographic confirmation of this naming is extant,[15] although this is neither unique to the class, nor unexpected given restrictions on photography during wartime. The evidence for the naming of the locomotive is set out in full in various sources.
| -- please do not include names of preserved engines in this list--> | + Stanier Class 5 4-6-0 names | LMS No. | BR No. | Name | Date named | Name removed |
|---|---|---|---|---|---|---|
| 5154 | 45154 | Lanarkshire Yeomanry | 1937 | 1966 (withdrawal from service) | ||
| 5155 | 45155 | The Queen's Edinburgh | 1942 | 1944 (remained in service until 1964) | ||
| 5156 | 45156 | Ayrshire Yeomanry | 1936 | 1968 (withdrawal from service) | ||
| 5157 | 45157 | The Glasgow Highlander | 1936 | 1962 (withdrawal from service) | ||
| 5158 | 45158 | Glasgow Yeomanry | 1936 | 1964 (withdrawal from service) |
The class remained intact until 1961 when 45401 was the first Black Five to be withdrawn from stock following a collision at Warrington, although the boiler was re-used and actually lasted to the end of steam on BR. The remainder of the class were withdrawn between 1962 and 1968. Some members of the class, 46 in total, survived to the last day of steam on BR in August 1968.[16] No. 45318, a Lostock Hall based engine, hauled the last scheduled train on 3 August 1968; a Preston to Liverpool exchange. The locomotive was withdrawn a few days later and then scrapped the following year at Drapers.[17] [18]
| 1961 | 842 | 1 | align=left | 45401. | ||
| 1962 | 841 | 21 | align=left | 45030/36/85–86/98, 45119/25/51–52/57/59/65/69/74/79, 45265–66, 45355, 45452–53/58. | ||
| 1963 | 820 | 29 | align=left | 44706/40/44/47/50/55, 44885, 44969, 45010/22–23/49/87/99, 45100/23/66/75/89/99, 45244/51, 45315/17/20/58/67, 45457/85. | ||
| 1964 | 791 | 67 | align=left | 44660/76, 44701/19/38/42/45–46/48–49/51–52/54/56/83–85/89/93, 44801/49, 44922–23/57/61/67–68/76/94/96, 45007–08/32/35/66/88, 45103/21–22/36/44/53/55/58/70/72–73/83, 45356/61/66/84, 45400/13/56/59/62/65/68/70/76/79. | ||
| 1965 | 724 | 97 | align=left | 44673/86, 44702/16/21/39/41/53/57/63–64/69/87/99, 44823/27, 44901/04/21/24/31/39/55/59/70/73/79–80, 45002/09/11/20/26/37/68/74/77–78/80/84/92/94, 45102/08/13/17/42–43/46/48/63/71/78/80/84/92/94, 45229–30/37/45/57/72/86/91/93, 45300–01/06/13–14/27/34–35/37/51/54/60/62/78–80/87/89/98, 45414/16/29/39/43/60/71/86/91/98. | 44901, 45163, 45293, 45337/79, 45491 preserved | |
| 1966 | 627 | 171 | align=left | 44668/70/87–88/92/98, 44700/03–05/07/10/12/14/18/20/23–24/26/29/31/43/60/62/79/82/86/88/91/97–98, 44808/10–11/13/20/39/41/47/50/69/80–81, 44908/19/25/35/41/45/51–54/56/60/66/72/74/77/84/87/92/95/99, 45004/12/16/18/29/33/44–45/47/51/53/58/63/82/84/91/97, 45105/12/15/18/27–29/37–38/40/54/60–62/64/68/76–77/81–82/85/95, 45205/07/10/13–14/16–18/20/23–24/33/35/38/48–49/52/89, 45309/11/22/25/29/32–33/38/44/48/57/64–65/70/72/85/93/96/99, 45403/08/10/18–19/22/27/30/32–34/38/42/51/61/63–64/67/69/72–75/77–78/80/83/88–90/92. | ||
| 1967 | 456 | 305 | align=left | 44658–59/61–62/66–67/69/71/74–75/77–82/84–85/89/91/93–97/99, 44717/22/25/27/30/32–34/36–37/59/65–68/70–76/78/90/92/94–96, 44805/12/14/17/19/21–22/24–26/28/30–35/37/40/43–44/52–54/56–63/65–67/70/72–73/75–76/79/82–83/86–87/92–93/95–96/98, 44900/02/05/07/09/11–18/20/27–28/30/33–34/36–38/43–44/46/48/58/62/64/81–83/85–86/88–91/93/97–98, 45000/03/06/14–15/19/21/24/28/31/39–43/48/50/52/56–57/59–62/64/67/69–72/75/79–80/83/89/92/94, 45106–07/09/11/16/20/24/26/30/32/35/39/41/45/47/67/86/88/91/93/96–98, 45204/08/11/15/19/21–22/25–26/28/32/34/36/39–43/46–47/50/56/59/61/63–64/67/70–71/73–78/80–81/83/85/88/92/95/97–99, 45302–04/07–08/19/21/23–24/26/28/31/36/39–41/43/46–47/49/52/59/63/68–69/71/73–74/77/83, 45402/04–06/09/12/15/17/23/25/28/31/37/40–41/46/48–50/54–55/66/81/94–95. | 44767, 45000/428 preserved | |
| 1968 | 151 | 151 | align=left | 44663–65/72/83/90, 44708–09/11/13/15/28/35/58/61/77/80–81, 44800/02–04/06–07/09/15–16/18/29/36/38/42/45–46/48/51/55/64/68/71/74/77–78/84/88–91/94/97/99, 44903/06/10/26/29/32/40/42/47/49–50/63/65/71, 45001/05/13/17/25/27/34/38/46/54–55/65/73/76/95–96, 45101/04/10/14/31/33–134/49–50/56/87/90, 45200–03/06/09/12/27/31/53–55/58/60/62/68–69/79/82/84/87/90/94/96, 45305/10/12/16/18/30/42/45/50/53/75–76/81–82/86/88/90–92/94–95/97, 45407/11/20–21/24/26/35–36/44–45/47/93. | 44806/71/932, 45025/110, 45212/31, 45305, 45407 preserved |
Eighteen Black Fives have been preserved, with twelve of them being purchased directly from BR for preservation (these being 44767, 44806, 44871, 44932, 45000, 45025, 45110, 45212, 45231, 45305, 45407 & 45428), the remaining six being rescued from Woodham Brothers' Barry Scrapyard (these being 44901, 45163, 45293, 45337, 45379 & 45491). Members of each of the builder's batches have survived into preservation: seven LMS-built engines and eleven by outside contractors. Of the eighteen to be preserved, fourteen have operated in preservation, the class members that have not yet run being 44901, 45163, 45293 & 45491. Twelve Black Fives have been operated on the main line in preservation: 44767, 44871, 44932, 45000, 45025, 45110, 45212, 45231, 45305, 45337, 45407 & 45428.
As of December 2023 there are eight Black Fives in traffic, six of which have valid main line certificates. 44871, 44932, 45212, 45231 & 45407 have full main line certificates for use over the national network, while 45428 is certified for main line use only between Grosmont and Whitby with occasional visits to Battersby, both 44806 and 45025 are only able to operate on preserved lines. 44767 & 45337 are in the process of undergoing overhauls while four, 44901, 45163, 45293 and 45491, are undergoing restorations from Barry Scrapyard condition.
No. 44781 was a candidate for preservation, but was scrapped. In 2019, parts were rediscovered in Bartlow and in the National Railway Museum's collection in York.[19] [20] [21]
Note: Some locos may usually have a nameplate but marked names indicate that the loco is not presently wearing them. Loco numbers in bold indicate their current number.
| Number | Name† | Builder | Boiler Type | Built | Withdrawn | Home Location | Status | Livery | Dual Braked | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| LMS / BR | Service Life | |||||||||
| 4767 44767 | George Stephenson | Crewe Works | Forward Topfeed | Dec 1947 | Dec 1967 | Undergoing a major overhaul. | BR Lined Black, Late Crest (on completion) | No | This locomotive was the sole member of the class equipped with Stephenson valve gear. | |
| 20 Years, 1 Month | ||||||||||
| 4806 44806 | Derby Works | Domed | Jul 1944 | Aug 1968 | North Yorkshire Moors Railway | Running In [22] | BR Lined Black, Late Crest[23] | No | Formerly named Magpie and later renamed to Kenneth AldcroftRunning in commenced in December 2023 with full return to service planned for 2024. The engine is to also be mainline certified for use on Grosmont to Whitby & Whitby to Battersby trains. | |
| 24 Years, 1 Month | ||||||||||
| 4871 44871 | Crewe Works | Domed | Mar 1945 | Aug 1968 | East Lancashire Railway | Operational and mainline certified. | BR Lined Black, Early Emblem | Yes | Hauled Fifteen Guinea Special in August 1968.[24] | |
| 23 Years, 5 Months | ||||||||||
| 4901 44901 | Crewe Works | Domed | Oct 1945 | Aug 1965 | Vale of Berkeley Railway | Awaiting restoration from ex-Barry condition | N/A | No | ||
| 19 Years, 10 Months | ||||||||||
| 4932 44932 | Horwich Works | Domed | Sep 1945 | Aug 1968 | Carnforth MPD | Operational and mainline certified. | BR Lined Black, British Railways Lettering | No | The engine is to be trialed out with the fitment of ETCS (in-cab signalling).[25] | |
| 22 Years, 11 Months | ||||||||||
| 5000 45000 | Crewe Works | Domeless | Mar 1935 | Oct 1967 | Shildon Locomotion Museum | Static Display. | LMS Lined Black | No | Part of the National Collection | |
| 32 Years, 8 Months | ||||||||||
| 5025 45025 | Vulcan Foundry | Domeless | Aug 1934 | Aug 1968 | Strathspey Railway | Operational | LMS Lined Black | No | Oldest surviving member of the class. | |
| 34 Years | ||||||||||
| 5110 45110 | Vulcan Foundry | Domeless | Jul 1935 | Aug 1968 | Carnforth MPD[26] | Stored | BR Lined Black, Late Crest | No | Purchased from Severn Valley Railway by private owner in August 2023.[27] Hauled Fifteen Guinea Special in August 1968, and formerly named RAF Biggin Hill | |
| 33 Years, 1 Month | ||||||||||
| 5163 45163 | Armstrong Whitworth | Domed | Aug 1935 | May 1965 | Colne Valley Railway | Under restoration. | N/A | No | ||
| 29 Years, 9 Months | ||||||||||
| 5212 45212 | Armstrong Whitworth | Domed | Nov 1935 | Aug 1968 | Keighley and Worth Valley Railway | Operational and mainline certified. | BR Lined Black, Late Crest | Yes | ||
| 32 Years, 9 Months | ||||||||||
| 5231 45231 | The Sherwood Forester | Armstrong Whitworth | Domed | Aug 1936 | Aug 1968 | Operational and mainline certified. | BR Lined Black, Late Crest | Yes | ||
| 32 Years | ||||||||||
| 5293 45293 | Armstrong Whitworth | Domed | Dec 1937 | Aug 1965 | Colne Valley Railway | Under restoration. | N/A | No | ||
| 27 Years, 8 Months | ||||||||||
| 5305 45305 | Alderman A. E. Draper | Armstrong Whitworth | Domed | Jan 1937 | Aug 1968 | Great Central Railway | Under overhaul | TBC | No | |
| 31 Years, 7 Months | ||||||||||
| 5337 45337 | Armstrong Whitworth | Domed | Apr 1937 | Feb 1965 | East Lancashire Railway | Under overhaul | LMS Lined Black (on completion)[28] | No | ||
| 27 Years, 10 Months | ||||||||||
| 5379 45379 | Armstrong Whitworth | Domed | Jul 1937 | Jul 1965 | Mid-Hants Railway | Stored | BR Lined Black, Late Crest | No | Boiler ticket expired in early September 2018 | |
| 28 Years 1 Month | ||||||||||
| 5407 45407 | The Lancashire Fusilier | Armstrong Whitworth | Domed | Sep 1937 | Aug 1968 | East Lancashire Railway | Operational and Mainline Certified | BR Lined Black, Early Emblem | Yes | Owned by Ian Riley.[29] |
| 30 Years, 11 Months | ||||||||||
| 5428 45428 | Eric Treacy | Armstrong Whitworth | Domed | Oct 1937 | Oct 1967 | North Yorkshire Moors Railway | Operational and mainline certified. | LMS Lined Black | No | |
| 30 Years | ||||||||||
| 5491 45491 | Derby Works | Forward Topfeed | Dec 1943 | Jul 1965 | Great Central Railway | Under restoration | N/A | No | Only surviving example having a boiler with top feed on the front ring in conjunction with Walschaerts valve gear. | |
| 21 Years, 7 Months | ||||||||||
In The Railway Series children's books by the Rev. W. Awdry and its television adaption Thomas and Friends, the character Henry the Green Engine was rebuilt into a Black Five at Crewe Works after his accident with the Flying Kipper.
A Black 5 locomotive appears in the 1938 René Magritte painting Time Transfixed.[30] [31]