GWR 6000 Class

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6000 King-class
King Edward I 6024 Didcot (4).jpg
6024 King Edward I at Didcot
Specifications
Power type Steam
Designer Charles Collett
Builder GWR Swindon Works
Order number Lots 243, 267, 309
Build date 1927–1928 (20), 1930 (10), 1936 (1)
Total produced 31
Configuration 4-6-0
Gauge 4 ft 8 12 in (1,435 mm)
Leading wheel
diameter
3 ft 0 in (0.914 m)
Driver diameter 6 ft 6 in (1.981 m)
Minimum curve 8 chains (530 ft; 160 m) normal,
7 chains (460 ft; 140 m) slow
Length 68 ft 2 in (20.78 m) over buffers
Width 8 ft 11 12 in (2.73 m)
Height 13 ft 4 34 in (4.08 m)
Axle load 22 tons 10 cwt (50,400 lb or 22.9 t) full
Weight on drivers 67 tons 10 cwt (151,200 lb or 68.6 t) full
Locomotive weight 89 tons 0 cwt (199,400 lb or 90.4 t) full
Tender weight 46 tons 14 cwt (104,600 lb or 47.4 t) full
Locomotive and tender
combined weight
135 long tons 14 cwt (304,000 lb or 137.9 t)
Fuel type Coal
Fuel capacity 6 tons 0 cwt (13,400 lb or 6.1 t)
Water capacity 4,000 imp gal (18,000 l; 4,800 US gal)
Boiler GWR Number 12
Boiler pressure 250 lbf/in2 (1.72 MPa)
Heating surface:
– Tubes
2,008 sq ft (186.5 m2)
– Firebox 194 sq ft (18.0 m2)
Superheater area 313 sq ft (29.1 m2)
Cylinders Four, two inside, two outside
Cylinder size 16.25 in × 28 in (413 mm × 711 mm)
Valve gear Inside cylinders: Walschaerts
Outside cylinders: derived from inside cylinders via rocking bars
Tractive effort 40,300 lbf (179.3 kN) original ,
39,700 lbf (176.6 kN) after 1st overhaul
Career
Railroad(s) Great Western Railway/Western Region
Class 6000 King-class
Power class GWR: Special
BR: 8P
Number in class 30
Number 6000–6029
Official name King-class
Axle load class GWR: Double Red
Withdrawn 1936 (1), 1962 (30)
Preserved 6000, 6023, 6024
Disposition Three preserved, remainder scrapped.

The Great Western Railway 6000 Class or King is a class of 4-6-0 steam locomotive designed for express passenger work. With the exception of one Pacific (The Great Bear), they were the largest locomotives the GWR built. They were named after kings of the United Kingdom and of England, beginning with the reigning monarch, King George V, and going back through history. Following the death of King George V, the highest-numbered engine was renamed after his successor; and following the abdication of the latter, the next-highest engine was also renamed after the new King.

Background[edit]

This class was designed under the direction of C. B. Collett, as an enlarged version of Collett's Castle Class, which in turn was an enlargement of George Jackson Churchward's Star Class. Churchward had proposed fitting the 6ft diameter boiler used on his 4700 Class 2-8-0 on to a 4-6-0 chassis in 1919 to create a more powerful express locomotive, but had been prevented from doing so due to weight restrictions on several bridges on the GWR main line.[1] Collett's Castle class of 1923 was therefore a compromise with a 5' 6" boiler. However, bridge strengthening and a better understanding of the effect of hammer blow on structures brought about by the work of the 'Bridge Stress Committee' set up by the Department of Scientific and Industrial Research led to the relaxation of these restrictions.[2]

The new design was partly to meet future traffic requirements, but was also a response to the Great Western Railway publicity department's desire to regain the title of having the 'most powerful express passenger steam locomotive in Britain', which had been taken from the Castle Class in 1926 by the Southern Railway Lord Nelson Class. The engines, as originally designed, delivered 39,700 lbf (177,000 N) tractive effort, with 16-inch (410 mm) bore by 28-inch (710 mm) stroke cylinders and 250 pounds per square inch (1.72 MPa) boiler. At a request from Sir Felix Pole, the Great Western's General Manager, to get the tractive effort up to above 40,000 lbf (a major goalpost), the cylinders were enlarged to 16 14-inch (412.8 mm) bore, bringing the figure up to 40,300 lbf (179,000 N). This increase was removed on all members of the class at their first major overhaul. The distinctive design of the leading bogie (with outside bearings on the fore wheel and inside bearings on the rear wheel) was to allow for these larger cylinders.

The first, No. 6000 King George V, appeared in 1927 and was sent on a tour of North America, for the Centenary celebrations of the Baltimore and Ohio Railroad (B&O), where its sleek appearance and smooth performance impressed all who witnessed it. The application of pressurised oil lubrication showed its advantages over the largely grease-lubricated American Locomotives, and was even incorporated into a later design for the B&O in 1928. King George V was presented with a brass bell to mark the occasion. The original scheme for the 'Kings' had been to name them after cathedrals, but when the US trip was planned it was felt that a more unmistakably British icon was needed. During planning and construction the engine was dubbed the 'Super-Castle'.

They were engines to be reckoned with, powering the Western Region's crack expresses like the Cornish Riviera Limited up until the end of regular steam hauled express services on the WR. The 'Kings', however, were unable to serve Cornwall, due to the Royal Albert Bridge being too weak for their weight, and so when they were hauling the Cornish Riviera Limited, they had to be swapped for a 'Castle' or 'Hall' at Devonport.[3]

An interesting fact is that although the railway claimed that the class was built in response to longer and heavier trains, it was several years after its introduction before the platforms at the company's major stations were lengthened to accommodate these trains. The class was restricted to the London-Taunton-Plymouth (via both Bristol and Westbury) and London-Birmingham-Wolverhampton (via Bicester) main lines,[4] and even then, only after bridge strengthening had taken place, due to the engines' large boilers giving them a high axle weight of 22.5 long tons (22.9 t). William Stanier based his LMS Princess Royal Class design on the King Class, but with an enlarged boiler and firebox necessitating a 4-6-2 wheel arrangement.

In 1947 experiments had been made with a four-row high-degree superheater in No. 6022 King Edward III, owing to a decline in the availability of high-calorific South Wales steam coal, on which the GWR had always relied for its good locomotive performance. During the 1948 locomotive exchanges, King Henry VI had performed disappointingly using Yorkshire coal, despite demonstrating the 4-6-0 type's unique sure-footedness when climbing out of Kings Cross, where pacific types were apt to slip alarmingly. After this, four-row superheaters were fitted to the class, and modifications were also made to the draughting arrangement, using No. 6001 King Edward VII as a test-bed. From September 1955 double blast-pipes and chimneys were fitted, initially to No. 6015 King Richard III. Following successful testing the whole of the class was subsequently modified and, as a result, their final years in British Railways ownership saw the very best of their performance, particularly on the steep South Devon banks at Dainton, Rattery, and Hemerdon.

They were all withdrawn in 1962, replaced by the western region's short lived diesel Hydraulic Western Class locomotives.

Accidents and incidents[edit]

  • On 15 January 1936, a freight train became divided at Shrivenham, Berkshire. Due to errors by the guard of the freight train and a signalman, an express passenger train hauled by No. 6007 King William III ran into the six wagons that had been left behind and derailed. Two people were killed.[5]
  • On 4 November 1940, an express passenger train hauled by No. 6028 King George VI was derailed at Norton Fitzwarren, Somerset due to the driver misreading signals. Twenty-seven people were killed and 57 were seriously injured.[5]

Loco specification[edit]

Specification - GWR 6000 King Class
Boiler type Number 12 Boiler maximum dia. 6 feet 0 inches (1.829 m)
Boiler minimum dia. 5 feet 6 14 inches (1.683 m) Fire tubes, no. and dia. 171 x 2 14 inches (57 mm)
Flue tubes, no. and dia. 16 x 5 78 inches (149 mm) Superheater tubes, no. and dia. 96 × 1 inch (25 mm)
Boiler pressure 250 psi (1.72 MPa) Boiler length 16 feet 0 inches (4.88 m)
Area of firegrate 34.3 square feet (3.19 m2) Heating surfaces, tubes 2,008 square feet (186.5 m2)
Heating surfaces, firebox 194 square feet (18.0 m2) Heating surfaces, superheater 313 square feet (29.1 m2)

List of King Class locomotives[edit]

Preservation[edit]

King Edward II on the Mid-Norfolk Railway

As a result of its previous broad-gauge system, the GWR had the largest loading gauge of all the pre-nationalisation railways in the UK. To allow for maximum power creation and resultant speed, the GWR designed the King class to its maximum mainline loading gauge, specifically a maximum height allowance of 13 feet 5 inches (4.09 m). Consequently, this restricted them as to where they could operate under both GWR and British Railways ownership.

Developments in high-speed rail from the 1970s mean that ballast depths have increased, resulting in a present decrease in UK pan-network loading gauge height. This has recently started to be reversed with the introduction of pan-European loading gauge standards on some mainlines, mainly originating from ports. The present result of these civil engineering changes is that an original height King locomotive would not pass through various points of the modern Network Rail system, designed to a loading gauge height of 13 feet 1 inch (3.99 m).

Faced with a choice of either not operating their locomotives on the mainline or modifying to allow them to pass within the current restricted UK loading gauge, private societies choose to reduce the height of their locomotives by 4 inches (100 mm) by: reducing cab and chimney height; modifying some upper pipe work. The National Railway Museum, owners of 6000 King George V, decided to keep this locomotive in its original condition. This would restrict it to routes which have the original GWR loading gauge, resulting in its present status preserved as a static exhibit only.

Number Image Name Owner Current location Current status
6000
King George V pulling the Bristolian.JPG
King George V
National Railway Museum
NRM York
On static display. Only original height King
6023
King Edward II 6023 at Dereham.jpg
King Edward II
Great Western Society
Didcot Railway Centre
Operational
6024
6024 King Edward 1 Didcot railway centre.jpg
King Edward I
Jeremy Hosking
West Somerset Railway
Main line certificate expired March 2012, with overhaul scheduled to take place at the West Somerset Railway

Gallery[edit]

Audio files[edit]

Climbing Lickey Bank with help from a Class 37.

Problems playing this file? See media help.

References[edit]

  1. ^ Nock 1980, p. 120
  2. ^ Nock 1980, pp. 121–2
  3. ^ Roden 2010, p. 199
  4. ^ Haresnape 1978, p. 42
  5. ^ a b Trevena, Arthur (1980). Trains in Trouble. Vol. 1. Redruth: Atlantic Books. pp. 38–39, 42–43. ISBN 0-906899-01-X. 

Sources[edit]

  • Haresnape, Brian (1978). Collett & Hawksworth Locomotives: A Pictorial History. Shepperton: Ian Allan. ISBN 0-7110-0869-8. 
  • Whitehurst, Brian (1973). Great Western engines, names, numbers, types, classes: 1940 to preservation. Oxford: Oxford Publishing Company. pp. 55, 103, 145. ISBN 0-902888-21-8. OCLC 815661. 
  • Nock, O.S. (1980). The GWR Stars, Castles and Kings (Omnibus edition). London: Book Club Associates. 
  • Roden, Andrew (2010). Great Western Railway - A History. Aurum. 

External links[edit]