RSS Fetcher Posted March 13, 2013 Share Posted March 13, 2013 The Great Western Railway6000 Class or King is a class of 4-6-0steam locomotive designed for express passenger work. With the exception of one Pacific (The Great Bear), they were the largest locomotives the GWR built. Proving to be the most reliable to the GWR. The 1930s were at the stake of competition of speed and velocity. The Southern Railways had the Battle of Britain locomotives, the LNER had the Gresley A3s , the LMS had the Royal Scots and the Jubiliees while the GWR had the Castles. But there was something more reliable than the castles. And those locomotives had to be these: The GWR King 4-6-0s 31 of them were built between 1927-1936 and proved to be reliable as well as attractive. Designed by Charles Collett for express passenger work you may think that this is a simply rebuilt castles but not only they seem to be rebuilt but also to be modernized or improved. Built by Swindion works they had the gorgeous lashings of brass. Like the Castles you may think that they were just Churchman Stats and to an extent you may have a point.The chassis and size and length of the drive wheels were the same and also the four cylinder layout (two outside and two inside). But the boiler is slightly modified with a pressure of 250 psi. The cab was slightly bigger. Looking impressive their performance as well. Loco specification Specification - GWR 6000 King Class Boiler type Number 12 Boiler maximum dia. 6 feet 0 inches (1.829 m) Boiler minimum dia. 5 feet 61?4 inches (1.683 m) Fire tubes, no. and dia. 171 x 21?4 inches (57 mm) Flue tubes, no. and dia. 16 x 57?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) The class pioneer ws no 6000 King George IV was completed on June 1927 with the next four at the next month 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. Of course 4472 was much better performed but won the battle of Fuel economy. Problems But like everything there were problems. One problem that affected the 'Kings' for a number of years were fatigue cracks on the front bogie frames. Normally repairs were made by simply welding over the cracks, however by January 1956 the cracks became sufficiently numerous that the whole class had to be temporarily withdrawn until stiffening strips were fitted to the bogie frames. Loco specificationBut even these engines failed to save the day. The first one to be withdrawn was in Febuary 1962 which ws no 6006 King George I. The rest were withdrawn throughout the year 1962. The last three to be withdrawn were removed from service on December 1962. Truley they were withdrawn early but never suffered the indignity of relegation to menial jobs. Preservation At least three of these locomotives are still preserved. With the famous King George IV being on static display at the NRM at York. But with two brother kings operational we can see them almost anywhere in Great Western. Take this one for example: Number 6024 King Edward I was withdrawn on June 1962 along with its brother King Edward II along with a few other members of the class. The two Edwards were sent to Woodham Brothers scrapyard in Barry, South Wales, where both remained for a number of years before King Edward I being bought by Jeremy Housking first for preservation. Leaving his brother alone. It returned to steam in 1989 and has since been certified for mainline running. Modifications After running almost 10,000 mainline miles, in March 1995 the locomotive withdrew from traffic for its heavy overhaul at the end of its mainline boiler certificate, and it retired to a secure Ministry of Defence site at Kineton in Warwickshire for the Society to carry out the work. In September 1996 it reappeared with a number of small but significant modifications, incorporated in order to make it more adaptable and to increase its availability. The modifications included the fitting of dual-braking equipment (air and vacuum) to increase flexibility in the use of passenger rolling stock, and the reduction of its chimney, safety valves and cab-roof heights to permit it to fit within the standard loading gauge. This allowed it to make its return to Plymouth, first double-headed in November 1996, and then in April 1997 running solo. This was the first time an unassisted steam locomotive had been entrusted with a passenger train over the route since the early 1960s. In August 2002 No. 6024 broke the record for steam haulage with the fastest modern-day time for the 52 miles from Plymouth to Exeter, in 58 minutes 6 seconds. With a further 15,000 mainline miles on the clock, in October 2002 the locomotive was again withdrawn for its second major overhaul, which was being carried out by the Society within the site of Tyseley Locomotive Works. To keep pace with safety improvements, the locomotive was fitted with standard Train Protection & Warning System (TPWS), and the Society also completed its Water Wagon project for mainline trials. This will enable mainline water-stops to be avoided on certain routes. No. 6024 returned to the mainline on 7 October 2004, on its third 7-year main line certificate. An then there is the King of all Kings: King Edward II (as mentioned above) was withdrawn on June 1962 at Cardiff along with its brother King Edward I along with a few other members of the class and was sent to Swindon for breaking up. It had one final unusual task — coupled to its twin, 6024 King Edward I, it was towed over a bridge for weight testing purposes. Both locomotives survived and ended up being sold to http://en.wikipedia.org/wiki/Woodham_Brothers" class="bbc_url" title="External link">Woodham Brothers scrapyard in Barry, South Wales, where both remained for a number of years before King Edward I being bought by Jeremy Housking first for preservation. Leaving his brother Edward II alone. For most of its working life it was allocated to http://en.wikipedia.org/wiki/Newton_Abbott" class="bbc_url" title="External link">Newton Abbott and Laira (Plymouth). She remained at the scrapyard due to the rear driving wheels being badly damaged in a shunting accident (as shown in the picture below). However as part of the 150th anniversary of GWR's formation in 1985, the hulk was acquired by Harvey's of Bristol, and was moved to a bay platform at Bristol Temple Meads railway station called the Fish Dock. Therefore King Edward II was preserved and saved by the Great Western Society. The Brunel Engineering Centre Trust, under a Manpower Services Commission scheme, completely dismantled 6023 and restoration began. Work continued until the autumn of 1988, when the MS scheme funding was withdrawn and the future of 6023 was cast into doubt. 6023 was then bought by the Great Western Society and moved to Didcot in March 1990 for its restoration to continue. The restoration has included the casting of new rear driving wheels in 1994, followed by re-wheeling the chassis in 1995. The casting is notable since it is thought to be the first wheels to be created for a standard gauge locomotive in preservation. The damaged wheels were also acquired by the Great Western Society at Didcot and can today be seen on display there. On 12 April 2010, King Edward II's boiler passed its steam test, and on 20 January 2011 it moved for the first time under its own power since 1962. It was due to re-enter service on 2 April 2011.[2] Initially, King Edward II has been painted in the early BR Express Passenger Blue livery, rather than the later standard BR Brunswick Green livery currently carried by 6000 King George V and 6024 King Edward I. As shown here: Return to service The locomotive re-entered passenger service on the Mid-Norfolk Railway on 4 June 2011, as part of a running-in programme leading to the engine's return to the main line.[3] During the road journey to Dereham the locomotive lost its safety valve cover, with the Mid-Norfolk offering a cash reward for its safe return.[4] The cover was restored to the locomotive by Sunday 5 June. Number of survivors 6000 King George V 6023 King Edward II 6024 King Edward I Conclusions ?To sum up then even the Kings were not too perfect. With the front bogies having problems even they needed attention if they were to perform at their best. And there maybe other engines better for hauling heavier goods. But there is no denying their significance in history and building. With the rank of first place in Great Westerns books some people claim them to be as good as most of the LNER Pacifics of LMS Stanier designes. The world may never see anything like this again. If they had not arose perhaps the 1930s could have been so much different... Until Next Time, Thank you for Reading Good Night! View the full article Link to post Share on other sites More sharing options...
Recommended Posts
Archived
This topic is now archived and is closed to further replies.