GWR 6000 Class
6024 King Edward I at Didcot
|Builder||GWR Swindon Works|
|Order number||Lots 243, 267, 309|
|Build date||1927–1928 (20), 1930 (10), 1936 (1)|
|Gauge||4 ft 8 1⁄2 in (1,435 mm)|
|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 1⁄2 in (2.73 m)|
|Height||13 ft 4 3⁄4 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
|135 long tons 14 cwt (304,000 lb or 137.9 t)|
|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)|
|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
|Railroad(s)||Great Western Railway/Western Region|
|Power class||GWR: Special
|Number in class||30|
|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|Withdrawn||1936 (1), 1962 (30)|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.
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. 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.
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 bore by 28-inch 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 1⁄4-inch 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'.
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, 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 locomotives.
|Boiler type||Number 12||Boiler maximum dia.||6 feet 0 inches (1.829 m)|
|Boiler minimum dia.||5 feet 6 1⁄4 inches (1.683 m)||Fire tubes, no. and dia.||171 x 2 1⁄4 inches (57 mm)|
|Flue tubes, no. and dia.||16 x 5 7⁄8 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
|No.||Name||Date built||Date Double Chimney||Date withdrawn||First shed||Last shed||Notes|
|6000||King George V||June 1927||December 1956||December 1962||Old Oak Common||Old Oak Common||Shipped to America August 1927 to join in Baltimore & Ohio Centenary celebrations. Presented with bell and cabside medallions. Alfloc water treatment fitted 1954. 1,910,424 miles (3,074,529 km) recorded on withdrawal. Restored by Bulmer's Railway Centre, Hereford. Preserved, National Railway Museum, York|
|6001||King Edward VII||July 1927||February 1956||September 1962||Old Oak Common||Wolverhampton, Stafford Road||Scrapped at Cox & Danks, Oldbury|
|6002||King William IV||July 1927||March 1956||September 1962||Plymouth Laira||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury|
|6003||King George IV||July 1927||July 1958||June 1962||Old Oak Common||Cardiff Canton||Involved with incident at Midgham August 1927 when bogie derailed producing redesign of bogie springing on the whole of 'King' class. Scrapped by Swindon Works|
|6004||King George III||July 1927||July 1958||June 1962||Plymouth Laira||Old Oak Common||Scrapped by Swindon Works.|
|6005||King George II||July 1927||July 1956||November 1962||Old Oak Common||Old Oak Common||'Alfloc' water treatment fitted 1954. Scrapped at Cashmore's, Great Bridge.|
|6006||King George I||February 1928||June 1956||February 1962||Plymouth Laira||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped by Swindon Works.|
|6007||King William III||March 1928||September 1956||September 1962||Old Oak Common||Wolverhampton, Stafford Road||Severely damaged in Shrivenham collision 15 January 1936 and condemned 5 March 1936. Replacement 6007 King William III built March 1936 using some parts of the original engine. 'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury|
|6008||King James II||March 1928||December 1958||June 1962||Plymouth Laira||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped by Swindon Works.|
|6009||King Charles II||March 1928||May 1956||September 1962||Old Oak Common||Old Oak Common||'Alfloc' water treatment fitted 1954. Scrapped at Cashmore's, Newport.|
|6010||King Charles I||April 1928||March 1956||June 1962||Plymouth Laira||Cardiff Canton||Scrapped by Swindon Works.|
|6011||King James I||April 1928||March 1956||December 1962||Old Oak Common||Old Oak Common||'Alfloc' water treatment fitted 1954. 1,718,295 miles (2,765,328 km) recorded on withdrawal. Scrapped by Swindon Works.|
|6012||King Edward VI||April 1928||February 1958||September 1962||Newton Abbot||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury|
|6013||King Henry VIII||May 1928||June 1956||June 1962||Old Oak Common||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped by Swindon Works|
|6014||King Henry VII||May 1928||September 1957||September 1962||Newton Abbot||Wolverhampton, Stafford Road||Fitted with streamlining from March 1935, but all removed by January 1943 except for 'v'-shaped cab. 'Alfloc' water treatment fitted 1954. 1,830,386 miles (2,945,721 km) on withdrawal. Scrapped at Cox & Danks, Oldbury|
|6015||King Richard III||June 1928||September 1955||September 1962||Old Oak Common||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury.|
|6016||King Edward V||June 1928||January 1958||September 1962||Plymouth Laira||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury|
|6017||King Edward IV||June 1928||December 1955||July 1962||Old Oak Common||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury|
|6018||King Henry VI||June 1928||March 1958||December 1962||Plymouth Laira||Cardiff Canton||Re-instated to work last King journey under BR from Birmingham via Southall to Swindon. Scrapped by Swindon Works|
|6019||King Henry V||July 1928||April 1957||September 1962||Wolverhampton, Stafford Road||Wolverhampton, Stafford Road||Scrapped at Cashmore's, Newport.|
|6020||King Henry IV||May 1930||February 1956||July 1962||Plymouth Laira||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury.|
|6021||King Richard II||June 1930||March 1957||September 1962||Old Oak Common||Old Oak Common||Scrapped at Cashmore's, Newport.|
|6022||King Edward III||June 1930||May 1956||September 1962||Plymouth Laira||Wolverhampton, Stafford Road||'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury.|
|6023||King Edward II||June 1930||June 1957||June 1962||Newton Abbot||Old Oak Common||Acquired by Woodham's, Barry in December 1962. One pair of driving wheels deliberately cut to enable shunting within the scrap yard. Sold to Brunel Trust, Bristol Temple Meads and left as the 159th departure from Barry December 1984. After protracted preservation (with new driving wheels having been cast; the only steam locomotive in preservation to have received such treatment), the locomotive was restored and entered traffic with an official launch ceremony at Didcot on 2 April 2011.|
|6024||King Edward I||June 1930||March 1957||June 1962||Plymouth Laira||Cardiff Canton||Acquired by Woodham's, Barry in December 1962. Sold to Quainton Road, Bucks and left as the 36th departure from Barry March 1973. Preserved, owned and operated by the 6024 Preservation Society.|
|6025||King Henry III||July 1930||March 1957||December 1962||Old Oak Common||Old Oak Common||Scrapped by Swindon Works.|
|6026||King John||July 1930||March 1958||September 1962||Old Oak Common||Old Oak Common||Scrapped by Swindon Works.|
|6027||King Richard I||July 1930||August 1956||September 1962||Old Oak Common||Wolverhampton, Stafford Road||Scrapped at Cox & Danks, Oldbury.|
|6028||King George VI||July 1930||January 1957||November 1962||Old Oak Common||Cardiff Canton||Originally built as King Henry II, renamed January 1937. 1,663,271 miles (2,676,775 km) at withdrawal. Scrapped at Bird's, Newport. Involved in Norton Fitzwarren rail crash (1940); severely damaged but repaired.|
|6029||King Edward VIII||August 1930||December 1957||July 1962||Old Oak Common||Old Oak Common||Originally built as King Stephen, renamed May 1936. Scrapped at Cashmore's, Newport|
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|
||On static display. Only original height King|
||Main line certificate expired March 2012, with overhaul scheduled to take place at the West Somerset Railway|
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- 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.
|Wikimedia Commons has media related to GWR 6000 Class.|
- Great Western Society pages on King Class
- King Edward II
- 6024 Preservation Society Ltd
- Winchester, Clarence, ed. (1 February 1935), "How mighty are the Kings", Railway Wonders of the World, pp. 21–26, contemporary account of the class