{"id":8812,"date":"2023-11-17T16:48:23","date_gmt":"2023-11-17T16:48:23","guid":{"rendered":"https:\/\/therailwaydog.co.uk\/?p=8812"},"modified":"2023-11-17T16:48:23","modified_gmt":"2023-11-17T16:48:23","slug":"yoshi-visits-steam","status":"publish","type":"post","link":"https:\/\/therailwaydog.co.uk\/?p=8812","title":{"rendered":"Yoshi visits STEAM"},"content":{"rendered":"\n
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Yoshi visited STEAM: The Museum of the Great Western Railway and saw GWR King Class 4-6-0 No. 6000 ‘King George V’ – 11\/11\/2023<\/figcaption><\/figure>\n\n\n\n

November 10th 2023 to November 17th 2023<\/strong><\/p>\n\n\n\n

Having not seen any of the locomotive operated Rail Head Treatment Trains (RHTT) this year, we decided to combine a visit to the McArthur Glen Designer Outlet in Swindon with a visit to STEAM Museum and the chance of photographing an RHTT or two. The railways of Dorset are serviced by Multi Purpose Vehicles (MPV) during leaf fall season with leaves on the railway line causing problems. <\/p>\n\n\n\n

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An early morning MPV RHTT working crosses Upton Viaduct on the Holes Bay Causeway, Poole as 3S81 0547 Totton Yard to<\/small> Totton Yard – 07\/11\/2023<\/figcaption><\/figure>\n\n\n\n

Windy conditions can cause heavy leaf fall in a short space of time and rain means they are more likely to stick to the rails. When trains pass over leaves, the heat and weight of the trains bake them into a thin, slippery layer on the rail. This is equivalent to black ice on the roads.\u00a0This can create operational issues for the signalling system (track circuits) and reduce a trains grip \u2013 which can change the ability of a train to start from a station, accelerate and climb hills, or stop at stations and signals.\u00a0Across the GB Rail Network, there are 32 MultiPurpose Vehicles and 29 locomotive hauled RHTT’s.\u00a0Both types of train are equipped with a high-pressure water pump delivering 1,500 Bar and, if required, can apply adhesion modifier – a mixture of suspension gel (so it can be pumped), sand (to help train wheels grip the rail), and steel or iron shot that is pushed through contamination (compressed leaves and debris) on the rail head to help the track circuits work correctly – to each running rail. If the track circuits fail to identify, or \u2018lose\u2019 a train (because the leaf and debris contamination is preventing this) then the signalling system is designed to automatically stop all the trains to prevent an accident.<\/p>\n\n\n\n

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Colas Class 66 No.’s 66848 & 66850 \u2018David Maidment OBE www.railwaychildren.org.uk\u2019 on the approach to Swindon working 3S59 09:00 Hereford to Swindon Transfer Yard Rail Head Treatment Train – 11\/11\/2023<\/figcaption><\/figure>\n\n\n\n

Swindon has been synonymous with railways, and in particular the Great Western Railway (GWR) since the 1840\u2019s, when Daniel Gooch – working under Isambard Kingdom Brunel \u2013 picked the Wiltshire town as the location for a central repair works with the site opening on 2nd January 1843. The Works transformed Swindon from a small market town with a population of 2,500 into a bustling railway themed hive of industry. Built to the north of the main town centre, Swindon works had a need for locally accessible housing and services for the men and women who worked there. The development of the railway village was on the lines of similar Victorian-era model village lifestyle concepts, such as Bournville near Birmingham, and architect\/builder Rigby’s were given license to create a commercially viable development by the GWR. The completed village provided the town with medical and educational facilities that had been previously sorely lacking, together with the large St Mark’s Church and the Bakers Arms public house, all completed before 1850.<\/p>\n\n\n\n

The first locomotive constructed at Swindon Works, emerging in 1846 having taken less than two weeks to build, was the \u2018Premier\u2019, originally built with a 2-2-2 wheel arrangement but later converted to 4-2-2 and renamed \u2018Great Western\u2019 becoming part of the\u00a0Iron Duke Class of broad gauge locomotives. She was joined by six more engines, with the Iron Dukes being considered the fastest broad gauge engine of its day. By 1851, the works employed over 2,000 people and were producing about one locomotive a week, with the first standard gauge engine being built in 1855. In addition to locomotive building standardised goods vehicles were produced, and in 1867 Swindon was made the central workshop for the construction of carriages and wagons.<\/p>\n\n\n\n

In its heyday, Swindon works employed 14,000 people as Charles Collett (GWR\u2019s Chief Mechanical Engineer from 1921 to 1941) greatly improved boiler making and facilities for working heavy gauge sheet metal. In 1927 the GWR’s most powerful and largest class of locomotive, the King\u2019s, were introduced becoming the flagship of the GWR fleet. The King\u2019s had been developed from the Castle Class which, along with the Hall Class, helped cement GWR’s reputation and image.<\/p>\n\n\n\n

At the nationalisation of British Railways (BR) in 1948, the works was producing 60 new locomotives a year, with this number reducing to 42 in 1954. From 1948 to 1956, the works made 452 steam engines to GWR designs and between 1951 and 1960 200 BR standard classes. When the decision was made to transition the railways from steam to diesel and electric motive power, the works produced BR’s last steam locomotive; No. 92220 \u2018Evening Star\u2019. By this time the works employed 5,000 people and had become the regional hub for the storage and scrapping of steam locomotives and rolling stock. \u00a0<\/p>\n\n\n\n

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BR Standard Class 9F 2-10-0 No. 92220 ‘Evening Star’ at the National Railway Museum, York 03\/07\/2012<\/figcaption><\/figure>\n\n\n\n
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Nameplate and commemorative plaque commemorating No. 92220’s status as the final steam locomotive built for BR at Swindon – 03\/07\/2012<\/figcaption><\/figure>\n\n\n\n

As part of its Modernisation Plan, \u00a0BR Western Region opted to develop and build diesel hydraulic locomotives rather than the diesel electric varieties employed across the rest of the network. From 1957 the works produced 38 “Warship” class D800\u2019s and 30 \u201cWestern\u201d class D1000\u2019s. <\/p>\n\n\n\n

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Class 42 Warship Diesel Hydraulic No. D818 ‘Glory’ at Swindon Works. This locomotive entered traffic on 30th March 1960 and was withdrawn on 1st November 1972. She was cut up in November 1985. ‘Glory’ was a static exhibit at Swindon longer than she was in revenue earning service. Although No. D818 donated much needed parts to fellow classmate No. D821 ‘Greyhound’, it is still sad that this third candidate for preservation was lost – 06\/06\/1981<\/figcaption><\/figure>\n\n\n\n
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Class 52 Western Diesel Hydraulic No. D1023 ‘Western Fusilier’\u00a0at Swindon where she had been built in September 1963. She was withdrawn in February 1977 having operated various runs including the last ever Western hauled rail tour; the \u2018Western Tribute\u2019. In 1973 she was the last ever hydraulic to have a general repair at Swindon. The locomotive was preserved as part of The National Collection and placed on display in the National Railway Museum at York in 1977. No. D1023 has been placed on loan to\u00a0the Didcot Railway Centre for a period of five years commencing January 2023 – 06\/06\/1981<\/figcaption><\/figure>\n\n\n\n
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Class 14 0-6-0 650hp diesel hydraulic No. D9551 in non-original ‘golden ochre’ livery at Kidderminster on the Severn Valley Railway. 56 of these locomotives were built by BR’s Swindon Works between 1964 and 1965. Locomotives of the class were given the nickname “Teddy Bears”, after a comment by Swindon Works foreman George Cole, “We’ve built the Great Bear, now we’re going to build a Teddy Bear!” – 15\/05\/2021<\/figcaption><\/figure>\n\n\n\n

Locomotive building ceased at Swindon in 1965 following the construction of the Class 14 “Teddy Bear’s” after which the works became a heavy repair facility. In the 1970\u2019s it was decided that the diesel hydraulic\u2019s were non-standard and were withdrawn in favour of the diesel electric classes. \u00a0The works were absorbed into British Rail Engineering Ltd (BREL) but won less and less maintenance business against the internal competition of Crewe and Derby Works. With the town of Swindon expanding and needing land close to its centre for development, the decision was made to close the works with the final day of operation being 26nd March 1986.<\/p>\n\n\n\n

The redevelopment of the works took account of the listed building status of the original core infrastructure. The engineers’ office is now the headquarters of English Heritage, with most of the remaining buildings redeveloped as part of the Designer Outlet Village. The rest of the site’s extensive railway yard was used for housing and commercial buildings including purpose built storage for the English Heritage Archive and the National Trust’s central office building, known as “Heelis”, the married name of Beatrix Potter, one of the key figures in the early history of the organisation.<\/p>\n\n\n\n

Another original works building houses STEAM: The Museum of the Great Western Railway, which “tells the story of the men and women who built, operated and travelled on the GWR, a network that, through the pioneering vision and genius of Isambard Kingdom Brunel, set the standard for rail travel.\u00a0The story is brought to life with famous GWR locomotives, story-telling displays, videos \u2013 mixing rare archive film footage with the stories of ex-railway workers \u2013 hands-on exhibits, interactive displays and a large number of rare GWR objects and memorabilia.”<\/em><\/p>\n\n\n\n

The folk at STEAM had very kindly given Yoshi permission to accompany me on my visit to the museum and we are very grateful for the team in extending the hand of friendship and being very helpful during our time there, which coincided with the National Trust’s AGM being held at the venue, so everyone was already very busy indeed. <\/p>\n\n\n\n

King Class 4-6-0 No 6000 ‘King George V<\/strong>‘<\/p>\n\n\n\n

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GWR King Class 4-6-0 No. 6000 ‘King George V’ on display at STEAM 11\/11\/2023<\/figcaption><\/figure>\n\n\n\n

Charles Collett, Chief Mechanical Engineer at Swindon Works 1922 \u2013 1941, designed the King Class to be the most powerful express passenger steam locomotive in Britain.<\/p>\n\n\n\n

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In 1927, King George V was the first of the King locomotives to be built. The engine was named after the reigning monarch and later locos were named after previous kings of England.<\/figcaption><\/figure>\n\n\n\n

The King locos were much heavier than previous engines. A number of bridges and platforms had to be strengthened to accommodate them. The Kings weren\u2019t used in Cornwall because the Royal Albert Bridge was too weak to support their weight.<\/p>\n\n\n\n

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In 1927, No. 6000 ‘King George V’ was sent to the USA to take part in the centenary celebrations for the Baltimore and Ohio Railroad. While there, it was presented with the brass bell which is still attached to the front of the locomotive.<\/figcaption><\/figure>\n\n\n\n

In 1947, the GWR began experiments leading to a number of modifications to ensure the King locomotives continued to perform well. By the time ‘King George V’ was retired in 1962, it had travelled nearly two million miles. But this wasn’t the end of the story as No. 6000 was preserved as part of the national collection and restored to main line running order at the Bulmer’s Railway Centre in Hereford. In 1971 ‘KGV’ became the first steam locomotive to break the British Rail mainline steam ban that had been in place since the completion of the “Fifteen Guinea Special” – the last main line passenger train to be hauled by steam locomotives over BR metals on 11th August 1968. No. 6000’s restoration to main line service and subsequent operation is often credited with opening the door for the return of steam to the mainlines of the UK.<\/p>\n\n\n\n

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Back in the 1980’s when I could afford to travel on steam hauled excursion trains, “run-pasts” were a feature where passengers would de-train and the locomotive would back up the stock and then go hell for leather through the station to enable travellers to get photographs of the steam locomotive as here with No. 6000 ‘King George V’ at Craven Arms during a “Welsh Marshes Pullman” tour – 21\/11\/1981<\/figcaption><\/figure>\n\n\n\n
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GWR King Class 4-6-0 No. 6000 ‘King George V’ at Shrewsbury – 21\/11\/1981<\/figcaption><\/figure>\n\n\n\n
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GWR King Class 4-6-0 No. 6000 ‘King George V arrives at Bristol Temple Meads at the head of “The Brunel Pullman” – 12\/06\/1983<\/figcaption><\/figure>\n\n\n\n
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GWR King Class 4-6-0 No. 6000 ‘King George V’ pauses under the Royal Mail conveyor which was situated at the northern end of Bristol Temple Meads railway station. Built in the 1970’s to convey mail to the sorting office situated adjacent to the eastern edge of the station, use of the conveyor was stopped after closure of the sorting office on the transfer of Royal Mail’s activities to the West of England Mail Centre at Filton. It has now been removed – 12\/06\/1983<\/figcaption><\/figure>\n\n\n\n
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GWR King Class 4-6-0 No. 6000 ‘King George V’ at Bristol Bath Road diesel depot – 12\/06\/1983<\/figcaption><\/figure>\n\n\n\n
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GWR King Class 4-6-0 No. 6000 ‘King George V’ runs light engine through Bristol Temple Meads – 12\/06\/1983<\/figcaption><\/figure>\n\n\n\n

2800 Class 2-8-0 No 2818<\/strong><\/p>\n\n\n\n

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No. 2818 was built at Swindon Works in 1905 and has bee resident at STEAM since 2018 – 11\/11\/2023<\/figcaption><\/figure>\n\n\n\n

George Jackson Churchward, Chief Mechanical Engineer at Swindon Works 1902 \u2013 1921, designed the 2800 class of heavy freight locos – a completely new design and not based on any previous loco type. Churchward\u2019s design proved to be so successful that they were built from 1903 until 1942. During the 60 years that they were in service, they only underwent minor changes to their original build.<\/p>\n\n\n\n

The original paint livery was black with red lining. This was changed to green during the First World War. Once the locomotive was under British Railways ownership, it was given the standard unlined black livery.<\/p>\n\n\n\n

No. 2818 was allocated to work in South Wales where she hauled heavy coal trains. During the First World War, the loco, along with most others in the class, hauled the Jellicoe Specials, transporting coal to the Royal Navy\u2019s fleet of ships based in Scapa Flow. Unusually for freight locos, the 2800\u2019s were also used on Bank Holiday passenger special trains, where they demonstrated both their strength and their speed.<\/p>\n\n\n\n

City Class 4-4-0 No 3717 ‘City of Truro<\/strong>‘<\/p>\n\n\n\n

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Yoshi meest ‘City of Truro’ at STEAM – 11\/11\/2023<\/figcaption><\/figure>\n\n\n\n

George Jackson Churchward also designed the City Class of locomotive. For the City locos, he used initial designs prepared by his predecessor, William Dean. The GWR built ten City Class locomotives between 1903 and 1907. They also converted ten GWR Atbara Class locos into the City Class.<\/p>\n\n\n\n

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‘City of Truro’ nameplate – 11\/11\/2023<\/figcaption><\/figure>\n\n\n\n
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City Class 4-4-0 No 3717 ‘City of Truro’ at STEAM, Swindon – 11\/11\/2023<\/figcaption><\/figure>\n\n\n\n

In 1903, No. 3440 ‘City of Truro’ became the 2,000th loco built at Swindon Works. She was re-numbered No. 3717 by GWR in 1912. This meant that locos of the same class all had consecutive numbers.<\/p>\n\n\n\n

On 9th May 1904, ‘City of Truro’ laid claim at being the first steam locomotive to reach over 100 miles an hour. She was travelling between Plymouth and London Paddington, hauling the “Ocean Mails” consisting of a light load of 8-wheeled parcels vans with 1,300 bags of mail onboard giving a total weight of 148 tonnes. ‘City of Truro’ was timed as taking 8.8 seconds to travel a quarter of a mile; equal to 102.3 miles an hour. This was while descending Whiteball in Somerset and\u00a0can only ever be a claim. It was recorded by railway journalist Charles Rous-Marten, but there was no second timekeeper to confirm his reading. \u2018City of Truro\u2019s record has therefore always been a matter of dispute, however if Rous-Marten\u2019s timings are accurate they would indeed correspond to a speed of 102.3mph.<\/p>\n\n\n\n

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No. 3440 ‘City of Truro’ in readiness to work the RCTS “North Somerset Rail Tour” – 28\/04\/1957 (Photo courtesy of Chris Bancroft)<\/figcaption><\/figure>\n\n\n\n
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No. 3440 ‘City of Truro’ at Reading on the RCTS “North Somerset Rail Tour”. This tour was the first one for the RCTS that used ‘City of Truro’- 28\/04\/1957 (Photo courtesy of Chris Bancroft)<\/figcaption><\/figure>\n\n\n\n
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Video screen grab of No. 3440 ‘City of Truro’ working the return leg of Pathfinders Tours “The Ocean Mail 100” celebrating the oft disputed record run of 9th May 1904 when Charles Rous-Marten claimed the locomotive exceeded 100mph. The loco is seen on the Exeter to Taunton section of the GW main line on which the controversial speed record was recorded – 10\/05\/2004<\/figcaption><\/figure>\n\n\n\n
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