David Heys steam diesel photo collection - 24 - BR WESTERN REGION - 4

this titled train was so named in April 1951 to celebrate the Festival of Britain; indeed the Western Region 

nominated a host of expresses for naming around this period and designed some excellent and colourful headboards, which also included the relevant coat of arms, in this case the Merchant Venturers of Bristol coat of arms - along with the Latin quotation 'Indocilis Pauperium Pati' (A poor man to suffer ignorance) - all of which added prestige to an already smart service. The less than pristine 'King' has all the modifications in place although the engine received no repairs during 1958, but following a Heavy General repair at Swindon, it started the year with its cast-iron chimney fitted and a second change of the WB boiler, providing more steaming capabilities. In fact the locomotives were far superior performers than at any time previously in their careers and although much extra weight had been added, the class were at their zenith at this late stage. Maintenance records strongly suggest that the leading bogie failed late in 1955 and what was thought to be a rare occurrence or a mere trickle was, in fact, the start of a torrent of trouble as one engine after another were diagnosed as needing urgent attention to rectify cracks within the plate frames of the leading bogie, resulting in the withdrawal of 27 'Kings' in January 1956. Shed allocations were about average for the class; more than 25 years resident at one particular depot (Plymouth) No 6016 then moved around between Stafford Road, Old Oak and Laira again before a final ignominious ending at Wolverhampton for the last 3 months from June 1962, leading to disposal at Cox & Danks of Oldbury, a scrap merchant responsible for dismantling ten other class members.

BR MODIFICATIONS.
1.  New front frames, indicated by the large support washer on the frame end, now seen [12/54].
2.  Extended covers for inside valves [added 12/54].
3.  Modified outside steam pipes [1953].
4.  WB boiler [02/53].
5.  Cast-iron double chimney [fitted 01/58].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie has welded repairs done [01/56].
8.  Cab roof vents inserted [1954].
9.  BR later emblem added [01/58].
10. Raised step over the inside cylinders, below smokebox.

                            6017 King Edward IV



(Above) Ex-GWR 'King' class 4-6-0 No 6017 'King Edward IV' awaits the assistance of a pilot engine at Newton Abbot before tackling the south Devon banks to Plymouth with down 'Cornish Riveria' on 7 September 1952. No 6017's front half-frames were changed at Swindon Works between September to December 1955, one of four engines to be treated that year. The work involved a complete strip down of all components prior to cutting through the frames on both sides at a point midway between the first and second drive axles; the new half-frames were then optically aligned with the remaining rear sections before the two divisions were reset by welding. The stripping down also involved the removal of cylinders and axles, whilst all components were checked for serviceability and a reconditioned boiler fitted. Following completion of the work, the prominent visual changes to the front of the locomotives included the fitting of two large support washers to reinforce the lifting eyelets on the frame end, and in almost all cases (except for '6019') the originally short covers for the inside valves were extended in unison. The leading bogie of a 'King' class locomotive does not have simple movement about a horizontal point and must be free to slip sideways to enable the engine to follow curves accurately, however this required a springing mechanism to ensure the bogie returned to its natural centre. Control of this lateral movement was achieved by the use of helical coiled springs working against a journal to a limit of 3.22 inches. The sliding bogie of this type was patented by William Adams in 1865. Withdrawal of '6017' came in July 1962 with a recorded mileage of 1,853,262.

BR MODIFICATIONS
1.  New front frames were fitted 12/55.
2.  Original covers for inside valves [changed 12/55].
3.  Original outside steam pipes [modified 1953].
4.  WB boiler [08/52].
5.  Single chimney still [fabricated type fitted 12/55].
6.  Mechanical lubrication unit in place [in first position].
7.  Leading bogie had welded repairs done later [02/56].
8.  Cab roof vents not yet inserted [1954].
9.  BR old emblem added.
10. Diamond treadplate added over the inside cylinders, below smokebox.



(Above) Still displaying the 'Mayflower' headboard from its journey to the capital, ex-GWR 'King' class 4-6-0 No 6017 'King Edward IV' backs out of Paddington for servicing at Ranelagh Bridge depot before its return working to Plymouth. Built in June 1928 and retired in July 1962, this 1957 view reflects the ten main changes to the class. An early recipient of a new WB boiler in August 1952, No 6017 was used for draughting experiments following tests carried out with ex-LNER Class V2 No 60845, which reportedly returned to Doncaster from its long stint at Swindon with its 'King' chimney still extant. In December 1955, No 6017 was one of fifteen class members to be seen with the early version of the fabricated double chimney; the others perceived were: 6001-2, 6005-7, 6009-11, 6013, 6015, 6020, 6022, 6027 and 6029. Unusually, the engine was seen on the wheel-drop at Bristol Barrow Road depot in August 1950, as Bath Road did not have the equipment to cope with the operation. The rather grubby engine is displaying the new British Railways crest on the tender, albeit the lion is facing to the front of the locomotive which, unbeknown to BR, fell foul of the British Transport Commission's agreement with the College of Heraldry for the use of their registered left-facing lion (right) and as a consequence BR was instructed to replace all the offending heraldic devices with the correct ones as issued by the college. 6017 had spells at all of the sheds that housed the 'Kings' (except for Cardiff Canton) and accumulated a total of 14 years of service during two spells at Stafford Road depot. Withdrawn from Wolverhampton and cut up locally by Cox & Danks of Langley Green.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, fitted 12/55.
2.  Extended covers for inside valves [12/55].
3.  Modified outside steam pipes [1953].
4.  WB boiler [08/52].
5.  Fabricated double chimney fitted 12/55 [cast-iron version from June 1957].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie has welded repairs done [01/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added 06/57 [facing wrong way].
10. Raised step over the inside cylinders, below smokebox.



(Above) A pristine 'King' class 4-6-0 No 6017 'King Edward IV' awaits testing at Swindon in June 1957. The Swindon Factory was always capable of turning out a quality product, be it an 0-6-0 pannier tank or a top notch express engine such as this. The locomotive is in its final form, with the notable exception of the original tapered buffers, which were replaced in 1958. The modifications carried out at this time included the new elliptically shaped cast-iron double chimney which replaced the straight-sided, fabricated version that saw service on fourteen other 'King' engines. The Laira (83D) based engine is also displaying the (SC) plate indicating that it is fitted with 'self cleaning equipment', so designed to ease the task of cleaning out the smokebox on a daily basis by emitting ash deposits out through the chimney. Designed by CB Collett, the ultimate 4-6-0 4-cylinder engine had a tractive effort of 40,285 lbs and was dubbed the 'most powerful engine in the land', but the power/weight ratio was not in its favour…in other words, the locomotive had to expend much effort simply to move its own weight. It is certainly doubtful that the additional expenditure of constructing new wheels and different sized crank-axles, not to mention the No 12 boiler, was a worthwhile cost to pay for the prestige and 'bragging rights' associated with the higher tractive effort figure. In 1952, the engine gained a WB boiler (as well as green livery) and Swindon Workshops fitted an experimental sleeved chimney and a smaller blastpipe to improve its steaming capability which was suffering due to general usage of inferior coal following WW2.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, now seen.
2.  Extended covers for inside valves now added[12/55].
3.  Modified outside steam pipes [1953].
4.  WB boiler [08/52].
5.  Cast-iron double chimney now fitted [first type 12/55].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie has welded repairs done [01/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [facing wrong way].
10. Raised step over the inside cylinders, below smokebox.

                             6018 King Henry VI



(Above) Ex-GWR 'King' class 4-6-0 No 6018 'King Henry VI' eases through Savernake Junction Low Level station with train '636', a relief to the up 'Cornish Riviera' which ran some 10 minutes before the main express; note the elderly coaching stock, including a 'Dreadnought'. Savernake is in the County of Wiltshire, where the branch for Marlborough can be seen diverging right towards Swindon. '6018' was finished in a light blue livery, similar to the old Caledonian Railway Blue in Scotland until it was turned out in the preferred Brunswick Green in April 1952, and so I am fairly confident that this image dates from the summer of 1952, as only one of the ten BR modifications (as listed below) has been done, this being the addition of the early emblem (item 9). The high viewpoint clearly shows the absence of a cab roof vent and this aids to identify the present chimney as being an early type with a capuchon (lip) fitted to prevent a downdraught, which would be in unison with a 'jumper' ring on the blastpipe giving a wider opening when the engine was working hard. '6018' was the engine selected in the 1948 British Railways Locomotive Exchanges for tests between Kings Cross and Leeds over the East Coast main line route, but its performance was marred by heavier coal consumption hence overall it did not compare favourably. No 6018 was a long-term resident of Newton Abbot shed from early 1929 to the final days of 1948 and from about that time the locomotive was in possession of the unique slotted bogie.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves stayed original [short].
3.  Modified outside steam pipes [1953].
4.  WA boiler is still fitted [WB type 12/53].
5.  Cast-iron double chimney added later [fitted 03/58].
6.  Mechanical lubrication unit [now in first position].
7.  Leading bogie has welded repairs done [02/56].
8.  Cab roof vents inserted [1954).
9.  BR early emblem added [new type 03/58].
10. Raised step over the inside cylinders, below smokebox, not completed.



(Above) Derived from Churchward lineage, CB Collett's 'King' class was considered to be his best design, even more so than his wonderful 'Castle' class locomotives. Here No 6018 'King Henry VI' certainly looks a picture at Old Oak Common (81A) depot in 1956; although 6018 received fewer modifications than most of its classmates it managed to last longer in service despite surviving a broken crank; a signalman at Waltham near Maidenhead, noticed the centre wheel of the 'King' was wobbling as it passed his box at the head of an express and promptly relayed a message to the next man to halt the train, thus averting a certain crash. The fracture was caused by the build-up of heat within the bearing assembly due to a lack of lubrication or else water ingress was the cause of failure; it was fairly common for rain water to find its way into the 'wheel box' and this would mix with the grease causing a thinning of the lubricant. The actual point of the break, or rupture was always relevant and simply down to luck, determining whether the wheel would stay in position or be set free, resulting in a derailment of some kind. It was surprising that the crew noticed nothing untoward at the time, despite travelling at around 60 mph, but they must have felt very relieved that the signalman was alert to the problem. In this view the engine has a single chimney (detectable by the 3 'steps') with a sleeve; it was never fitted with an early type fabricated double chimney (50% of 'Kings' did) but had to wait until March 1958 before benefiting from cast-iron version. Also of note is the recessed first axle wheel splasher due to the position of the steam-sander filling cap and its relevant operating lever on the boiler walkway.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves stayed original [short].
3.  Modified outside steam pipes [1953].
4.  WB boiler [12/53].
5.  Cast-iron double chimney added later [fitted 03/58].
6.  Mechanical lubrication unit [now in first position].
7.  Leading bogie has welded repairs done [02/56].
8.   Cab roof vents inserted [1954].
9.  BR early emblem added.
10. Raised step over the inside cylinders below smokebox.



(Above) Ex-GWR 'King' class 4-6-0 No 6018 'King Henry VI' runs along the Dawlish coastline, which, despite being partially sheltered on the fringes of the English Channel, is a vulnerable stretch of line suffering many instances of structural damage due to severe storms. The pristine keystone-shaped named train headboard is bearing Sans Gill lettering showing 'Express' instead of 'Limited' topped off with the Cornwall County Council's coat of arms, granted in the 1940s and based on the '15 Bezants' (gold coins) ransom paid by the 'Black Prince' for 'King Edward I' who was then the Earl of Cornwall. This wonderful view from 1959 shows a modified engine in its final form, with only the front buffers to be changed from the early tapered variety to the heavier straight barrelled type, albeit somewhat belatedly in 1960. Adjacent to the double chimney is a long narrow cover which protects the superheater pipes and indicates that the newer WB boiler is fitted, replacing the original WA boiler which could be seen on some engines until 1956. In May 1939, a report from Swindon Drawing Office asked for a 50% increase in superheating in order to offset the bad effects of poor quality coal, and this prompted, if somewhat slowly, a start being made on improving the heating surface of the superheater initiated by FW Hawksworth. The rebuilt boiler was fitted to '6022' in March 1948 for test purposes and the success of the project led to the construction of 34 new WB boilers which were fitted to all the 'Kings' from 1951 to 1956.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves stayed original [short].
3.  Modified outside steam pipes [1953].
4.  WB boiler [12/53].
5.  Cast-iron double chimney now added [fitted 03/58].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [but facing to the right on offside].
10. Raised step over the inside cylinders, below smokebox.

                             6019 King Henry V



(Above) Another beautifully presented ex-GWR 'King' class locomotive fresh from the workshops at Swindon in April 1957. Here No 6019 'King Henry V is taking the usual running-in turn from Swindon to Chippenham, aided and abetted by an experienced crew in order to assess any possible repairs prior to the locomotive being released back to Old Oak Common shed. No 6019 'King Henry V' was unique in that it was the only 'King' to have the inside valve covers lengthened without the front frames being altered at any time. Of the entire class, Nos 6000-6019 had the short covers from new, but these were later extended on 60% in conjunction with front half frames; whereas Nos 6020-6029 had the extended covers from new, with only two of these receiving the new front frames…thus making '6019' the odd one out. 'King Henry V' was completed in 1928 and worked consistently well until its demise in September 1962. With the exception of Exeter depot, No 6019 had spells at all the sheds allotted the 'King' class engines and it was one of only three to be allocated to Bristol Bath Road (82A) in the BR era. Noteworthy on this particular image is the rodding and leverage on the boiler walkway to operate the sanding equipment; this can be seen adjacent to the first axle wheel splasher, with a further rod passing beneath the boiler to operate the nearside mechanism; this enabled the driver to control both sides in unison.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves now applied.
3.  Modified outside steam pipes [1953]
4.  WB boiler [09/55].
5.  Cast-iron double chimney [04/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie has welded repairs done [03/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [facing wrong way] 28/04/1957.
10. Raised step now over the inside cylinders, below smokebox.



(Above) Ex-GWR 'King' class 4-6-0 No 6019 'King Henry V' stands amidst the spent ash alongside the enormous coaling stage at Old Oak Common. The old emblem on the tender suggests the photo was taken in 1957, but pinning down the actual date is unfathomable since 6019's tender was changed no less than 6 times from June 1956 to November 1957 (a period of 18 months) with four of the interchanges taking place at shed locations, hence it is perfectly feasible that a new emblem was seen after April 1957, only for it to revert back to the early emblem within four months, or vice versa. From this low angle the cast-iron double chimney appears to be overly tall, almost to the point of equalling those added to many 'Castle' class engines. The viewer should be able to pick out the extra fillet of steel welded to the inclined top edge of the leading bogie frame, just behind the front wheel and immediately next to the second coil spring of the first axle. From this half-angle shot we are treated to a close look at the detail of the leading bogie, a uniquely designed, complex unit that caused much chagrin from its early days until well into the later 1950s. The heavy duty coiled springs are self-evident, being added very early to the ends of the 15-plate semi-elliptical leaf springs to rectify a suspension that was found to be 'too soft'; the springs were also fitted to the bogie's second axle, which is not visible unless the unit is removed. Side stresses are borne by the large centrally positioned bosses which are in constant contact with the frame brackets that have two integral webs for extra strength. The large housings beneath the bosses contain compressed springs which help to lock the whole unit in place, but still allow lateral movements which are crucial to the locomotive's ability to negotiate curved sections of track at speed. Also of note from this view are the taper buffers still being used and the 'SC' plate below the shed code, indicating that self-cleaning equipment was fitted, generally in use from the time of fitting of a double chimney. Plymouth Laira (LA) was the main shed allocation for this engine (13 years) but it also served well for Old Oak Common (81A) and was one of eight class members to serve at Cardiff Canton (88A) depot from September 1960.

BR MODIFICATIONS.
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves applied from 1957.
3.  Modified outside steam pipes [1953].
4.  WB boiler [09/55].
5.  Double chimney [04/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie has welded repairs done [03/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [most likely] 08/1957.
10. Raised step over the inside cylinders, below smokebox can be seen.



(Above) Ex-GWR 'King' class 4-6-0 No 6019 'King Henry V' stands at Swindon in the company of a slightly larger BR Standard Class 7MT 'Britannia' Pacific No 70022 'Tornado' of Cardiff Canton depot; both engines awaiting entry into the nearby Works in the Summer of 1959. When the BR Standard classes were introduced to traffic, comparisons were bound to be made with the former 'Big Four' railway company's engines; this was particularly the case for the GWR's exceptionally devoted enginemen who preferred their Swindon-built locomotive over any competition, but the 'Britannia' Pacifics did prove their worth in the right hands. In this 1959 picture all the relevant modifications have been completed, and as can be seen there was no mechanical lubrication unit on this nearside, only a small relay, receiving oil from the main feed on the offside, which supplied the required increments to the superheater, valves and cylinders. The wheelbase of the leading bogie was lengthened 8 inches on the instructions of Collett from the normal size of 7 foot, to help to accommodate the larger boiler, while the wheels were reduced from 3ft 2in to 3ft in order to increase the clearance below the inside cylinders. Repairs have been carried out on the bogie to help rectify the stress cracking that was so prevalent from the early 1950s and it is a fact that the design was not a roaring success from the outset; indeed even following modification of the 'too soft' springing, many incidents of broken leaf springs were being discovered, necessitating more work to eliminate the problem. The cure came by way of changing the third drive axle road springs from a thicker to a thinner leaf dimension, then increasing the numbers from 21 to 35 creating a far softer suspension and preventing the issue from reoccurring. No 6019 is displaying the elliptically shaped cast-iron double chimney, fitted April 1957, but did not receive the new front half-frames that usually complemented the extended inside valve covers. Allocation of 6019 'King Henry V' included two short spells at Bristol Bath Road depot and two spells at Old Oak (81A) either side of 18 months spent at Cardiff Canton shed (88A) in South Wales from October 1960.

BR MODIFICATIONS
1.  New front frames not ever seen.
2.  Covers for inside cylinders now extended [04/57].
3.  Modified outside steam pipes [1953].
4.  WB boiler [09/55].
5.  Cast-iron double chimney now added [04/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem [added on 28/04/57].
10. Raised step over the inside cylinders, below smokebox, now fitted.

                             6020 King Henry IV



(Above) A superb study of an ex-works 'King' class 4-6-0 No 6020 'King Henry IV' on a running-in turn at Chippenham during April 1952. As mentioned earlier, 1952 was not a good year for the class as most were receiving attention of one sort or another; No 6020 entered Old Oak Common Shops for 4 weeks, Swindon Works twice for a duration of 9 weeks and Stafford Road Works on two occasions (another 9 weeks), representing a grand total of 22 weeks out of action, but one must bear in mind that by 1952 the 25 year-old 'King' class engines had been gainfully employed hauling heavy express trains throughout their working lives. Although the outside steam pipes are still original, a new superheated WB boiler has now been fitted. This was developed in March 1948 under the command of FW Hawksworth, then chief assistant to CB Collett before taking over as Chief Mechanical Engineer of the GWR when the 70-year old Collett retired in 1941. A sleeved single chimney is now fitted, having replaced the early capuchon type, with its integral lip; this would be replaced by the fabricated straight-sided double chimney that was added to 50% of the class and then in October 1957, the final development; a cast-iron elliptically shaped double version was utilised. I must admit that I was expecting the GWR Automatic Train Control to be visible on an image such as this one, given that the lower front of the locomotive is clearly visible, but the equipment is fitted below the cab floor on all 'King' class engines, usually before entering service. Power classification was set as Double Red (7P) by GWR, but BR thought otherwise and designated the engines as '8P' from 1 January 1951.

BR MODIFICATIONS
1.  No new front frames were ever fitted.
2.  Extended covers for inside valves from new.
3.  Original outside steam pipes [ changed 1953].
4.  WB boiler [04/52].
5.  Single chimney still [ fabricated from 08/56].
6.  Mechanical lubrication unit [now in initial position].
7.  Leading bogie had welded repairs done later [02/56].
8.  Cab roof vents not yet seen [inserted 1954].
9.  BR early emblem added.
10. Raised step over the inside cylinders, below smokebox not yet seen [first stage only].



(Above) The driver of ex-GWR 'King' class 4-6-0 No 6020 'King Henry IV' awaits clear signals during the short trip from Paddington to Ranelagh Bridge service yard where the engine will be prepared for its return to Wolverhampton (Low Level) via the Birmingham Line in 1956. This side-on view allows the onlooker to pick out the position of the valve regulator control rod lever (between the first and second wheel splasher) which is hard to the left, showing the engine is in reverse gear; also the unusual position of the coupling rods provides a good view of the centre drive wheel balance weight, covering 7 spokes as opposed to 5 on the other two axles. Plus we have an excellent view of the cab roof vent, introduced in 1954 to give the footplate crew some cooling relief on the warmest days. The engine was a mainstay of Plymouth Laira (LA) depot for over 18 years, and during the British Railways era it became a constant Wolverhampton Stafford Road favourite right through to its early demise in July 1962. The 'Kings' limited shed allocations was due to their size and their restrictive, accumulated weights which were, in fact, six or seven tons over their original tonnage. We have another good view of the position of one of the welded strips applied to the upper section of the leading bogie, seen immediately above the 8 large bolt-heads, adjacent to the first axle laminated spring. Also we should note the initial position (in most cases) of the mechanical lubrication unit, between the first axle splasher and the outside steam pipe; this was moved to the front of the steam pipe following complaints by shed staff.

BR MODIFICATIONS.
1.  New front frames, indicated by the large support washer on the frame end, not seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953).
4.  WB boiler [04/52].
5.  Fabricated sheet steel double chimney now fitted [from 04/56].
6.  Mechanical lubrication unit [now in first position].
7.  Leading bogie has welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR old emblem extant [new seen 10/1957].
10. Raised step over the inside cylinders, below smokebox, can be seen.



(Above) Two classic Collett 4-6-0 locomotives; ex-GWR 'King' class 4-6-0 No 6020 'King Henry IV' and an unidentified 'Castle' class engine make a very powerful pairing as they back away from platform 10 at London Paddington Station. This emotive image is dated October 1957, just after 6020's release from the Swindon 'Factory' where the engine received a Heavy General service and its last boiler change, plus an elliptically shaped double chimney was added to replace the fabricated, straight-sided type fitted earlier in August 1956; at the same time the mechanical lubrication unit was repositioned further forward on the offside of the boiler. The inside valve covers were extended from new and appear to be leaking some steam, but no support washers were ever seen on the frame ends, suggesting that the frames remained as original. Still extant are the original taper buffers secured by 4 bolts as opposed to the straight versions which were retained with 8 bolts. The new British Railways emblem can be seen on the tender, but this early sighting shows the 'lion' is facing to the right, which was allowed on the first BR emblem, but not so with the second version; this irregularity was frowned upon by the Heraldry Society and by late 1959 most right-facing emblems had been removed and locomotives were sporting the correct version (with the lion facing to the left). The engine spent many years at Plymouth Laira (LA) depot prior to it becoming a Stafford Road (84A) resident from early in 1949 until its demise in July 1962. No 6020 was built 22 months after No 6019 'King Henry V' and was the first of the class to have fitted independent springing on the drive axles as the first 20 built had balance beam suspension, which was designed to allow for faulty track and to compensate for that. It is quite evident from this angle that the wheel splashers did not align for a variety of reasons, including the space provided to fit the nameplate and room for fitting the gear operating lever mechanism behind the centre splasher. Also worthy of note is the position of the outside cylinders, which appeared to be further back than was necessary, but this was to shorten the outer connecting rods to then match the inner rods, which of course powered the first axle, thereby creating an operating balance that was critical to the fast running of these locomotives.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not seen.
2.  Extended covers for inside valves applied from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [04/52].
5.  Fabricated double chimney [08/56].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [offside facing wrong way] 04/10/1957.
10. Raised step over the inside cylinders, below smokebox can be seen.



(Above) Just one week after returning from Swindon Works, this splendid vista of 'King' class 4-6-0 No 6020 'King Henry IV' striding majestically through Olton Station, six miles from Birmingham Snow Hill en route from London Paddington to Birkenhead in late August 1959, is captured on film by the redoubtable Michael Mensing. The engine resided at Wolverhampton Stafford Road from January 1949, one of six 'Kings' at (84A) in 1952 to become the subject of complaints from the general public raising strong concerns about the generally poor appearance of the locomotives used on the London services and the way in which they were driven. In 1952 the ailing class members were in poor condition, the rigours of the War period, compounded by a backlog of repairs and shortage of staff led to much disarray. Many engines were 25 years old and in need of maintenance, while records show that the period between August and October that year, no less than 23 'King' class members were either waiting to enter a workshop, or were actually under repair at one of the many Great Western Railway facilities. 1952 was also the year the Swindon Factory set out to repaint the whole class from the Caledonian Blue livery to the preferred BR Brunswick Green, a task which took the most part of two years to accomplish. 'King Henry IV' was built a little over 22 months after '6019' suggesting the decision to construct more class members was not straightforward and maybe based on financial constraints. The last 10 engines were slightly different to those already in service, having independently suspended road springs on the drive axles and extended covers for the inside valve assemblies.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, were not fitted.
2.  Extended covers for inside valves added from new [first of class].
3.  Modified outside steam pipes [late 1954].
4.  WB boiler [04/52].
5.  Elliptically shaped cast-iron chimney fitted [10/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie has welded repairs done [02/56].
8.  Cab roof vents inserted [later in 1954].
9.  BR new emblem on added 04/10/57.
10. Raised step over the inside cylinders, below smokebox, fitted.

                             6021 King Richard II



(Above) Ex-GWR 'King' class 4-6-0 No 6021 'King Richard II' eases an express from Plymouth past the tenement buildings at Westbourne Park on the approach to London Paddington Station in 1948. This early British Railways scene allows us to compare No 6021's present condition to its original construction in 1930; three minor alterations from new can be viewed at the front end; the top lamp iron was originally situated atop of the smokebox with an accompanying small footstep welded to the lower offside section of the smokebox door to help the fireman reach up there; the lamp iron was soon repositioned to the upper section of the smokebox door and the footstep dispensed with. The front angle sections of the frames were always clear from new until the lifting eyelets were added (ie holes were made) from around 1946, to provide a more secure method of raising the front of the locomotive instead of using the lower edge of the buffer beam, as previously. The step in front of the smokebox is the original design, but this was improved later with diamond treadplate to square off the edges and provide better footing for crew members; also the extended covers for the inside valve assemblies were fitted from new, being introduced into the construction programme for the final ten 'King' locomotives. By this time the train identification numbering scheme had been in use for some considerable time on the Western Region, however the fitting of the train reporting number frame on the smokebox door obscured the engines BR numberplate, whereas the old GWR-style stencilled number on the buffer beam helped enormously to distinguish one 'King' from another. We are just able to identify the lip on the single chimney from this low position, which was termed a capuchon and said to prevent a downdraught into the chimney in service.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves added from new.
3.  Original outside steam pipes [modified 1953].
4.  WA boiler [WB boiler 03/56].
5.  Single chimney added with capuchon (lip).
6.  Mechanical lubrication unit not fitted until 03/56.
7.  Leading bogie had welded repairs done later.
8.  Cab roof vents not inserted yet.
9.  GW original emblem added [early BR emblem 1951].
10. Original step over the inside cylinders, below smokebox, fitted.



(Above) Prior to its release back to Plymouth Laira (83D) depot, an ex-Works 'King' class 4-6-0 No 6021 'King Richard II' waits at Chippenham station during a running-in turn from Swindon under the supervision of an experienced crew. No details came with this image, but the fact that the leading bogie is modified coupled with the engine's single chimney indicates a day in March 1956, by which time the running department at 83D will be only too happy to have another member of its flock available again. Alas 1956 was a bad year for the Western Region involving the withdrawal of no fewer than twenty seven 'King' class members. The 'King crisis', as it was dubbed at the time, began when evidence of hairline cracks appeared in the leading bogie which ultimately led to the complete failure of the bogies on two locomotives. And to make matters a worse, the bogie issue coincided with a rising number of frame fractures, a direct result of the continual hard work carried out by the class over the previous 25 years; some fractures were repaired by welding, but almost half the class required further 'surgery' and a need for the replacement of the front half frames with some urgency. Although the modifications added extra weight to an already heavy machine, the 'Kings' continued to produce very good work throughout until 1962, at which point the demise of the class was swiftly reached due to their inability to be diverted to other routes, in the same way as the lighter 'Castle', 'Hall' and 'Grange' classes.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/56].
5.  Single chimney still [double version fitted 03/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie has welded repairs done [03/56].
8.  Cab roof vents inserted [1954].
9.  BR early emblem added [new version 02/58].
10. Raised step over the inside cylinders, below smokebox.



(Above) Highlight of the day at Exeter St David's Station was surely the arrival of the 'Cornish Riviera Express'. The early sighting of the impressive keystone-shaped headboard heralded the arrival of the Western Region's premier long-term train, hauled this day in July 1958 by ex-GWR 'King' class 4-6-0 No 6021 'King Richard II'. The front frames remained the same throughout its career and the extended valve covers, seen below the smokebox remained in their original form. Brunswick Green livery was seen from May 1953, nearly three years prior to the fitment of a WB boiler, in conjunction with the mechanical lubrication unit, supplying exact increments to the cylinders, valves and superheater, thereby absolving full responsibility of the driver. When the so-called 'King Crisis' was in its infancy, No 6021 was undergoing a Heavy General repair at Swindon and in due course received a modified leading bogie assembly. A small moment of fame was heaped on the loco during a running-in turn from Swindon in March 1958 when the 'King' was and commandeered to haul a 'dead' gas turbine loco, No 18100, having failed for a second consecutive day on the 'Bristolian'. Unusually for an Old Oak engine, the 'King' was observed with a Plymouth to Liverpool train on the West to North route in October 1960, completing the section between Bristol and Shrewsbury, then returning with a Liverpool to Bristol train. The engine entered Swindon Works as late as July 1961 for a Heavy General repair and emerged with a reconditioned boiler amongst other things, yet was withdrawn from service less than twelve months later, which surely represented an expensive loss.

BR MODIFICATIONS
1.  New front frames not ever seen.
2.  Extended covers for inside valves added from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/56].
5.  Cast-iron double chimney now added [03/57].
6.  Mechanical lubrication unit [now in first position].
7.  Leading bogie has welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [10/57].
10. Raised step over the inside cylinders, below smokebox, now fitted.

                              6022 King Edward III



(Above) Ex-GWR 'King' class 4-6-0 No 6022 'King Edward III' arrives at Exeter St David's Station with a Paddington to Plymouth express; a roster the engine will have covered many times before during its 25 years of service based at Laira (LA and 83D). Although the records state that the WB boiler was fitted in June 1951, the engine received a 24-element superheated boiler at Swindon Works between January 1948 and early March. This development was cultivated by the successor to the Chief Mechanical Engineer CB Collett, namely FW Hawksworth, who was instructed to improve the steaming of the class to offset the poor quality of coal then available. At about the same time the running department was calling for longer trains to be supplied to facilitate a significant increase in the WR's passenger numbers. The much larger heating surface of the prototype reconditioned boiler was found to produce a 56% increase in the steaming capabilities of the engine than the previous type with 16 elements. Designated 'WB', thirty four new boilers were subsequently constructed between 1951 and 1955 to satisfy all of the class and by October 1956 all were suited. The engine's livery appears to be light blue in this shot, but as the locomotive is very grubby it defies accurate assessment, however I would settle for Brunswick Green, which puts the date at August 1953, even though the outside steam pipes are original at this time and would generally have been modified by now. Also of note is the original cab roof, which was not generally altered until 1954, with possibly just one exception.
  
BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not yet seen.
2.  Extended covers for inside valves fitted from new.
3.  Original outside steam pipes [modified late 1953].
4.  WB boiler [03/48].
5.  Fabricated double chimney [05/56].
6.  Mechanical lubrication unit [now in first position].
7.  Leading bogie had welded repairs done later [02/56].
8.  Cab roof vents not yet seen [1954].
9.  BR old emblem added [new from 11/1957].
10. Raised step over the inside cylinders, below smokebox not added.



(Above) Ex-GWR 'King' class 4-6-0 No 6022 'King Edward III' waits in the sprawling yard at Old Oak Common (81A) depot during the summer of 1956, turned and coaled in readiness for its next duty (facing West). The engine appears in good order and so it should, as many repairs have been completed in recent visits to Swindon Works, including front half-frames (November 1954), reconditioned leading bogie and a fabricated double chimney, completed just two months prior to this image. From the point of entry to Swindon Works in July 1954, the locomotive was under repair for a total of 9 months during the next two years and this included visits to Taunton Repair Shops, three to Laira and three more to Swindon. All of the class members were allocated to Old Oak Common (PDN and 81A) depot at some stage in their careers, with some spending the majority of their service days working from the Harlesden depot; however Nos 6006, 6008 and 6020 were only resident at the shed during the 1930s for short spells, and never during the BR era. It is not always easy to distinguish, but the engine has the early fabricated version of the double chimney with straight sides, basically an interim measure before the cast-iron type was readily available, initially from November 1957. When a WB boiler was fitted in March 1948, the engine was still in its original GWR livery, as applied to all class members, and it remained this way for nearly 2 more years until the Caledonian Blue finish was applied in December 1949. As can be seen there are no mechanical lubrication unit fitted to this side, only a small relay unit to cater for the nearside cylinders.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, now seen.
2.  Extended covers for inside valves fitted from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/48].
5.  Fabricated double chimney [05/56].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR first emblem added [new from 11/1957].
10. Raised step over the inside cylinders, below smokebox can be seen.



(Above) During the summer of 1957, ex-GWR 'King' class 4-6-0 No 6022 'King Edward III' of Old Oak Common arrives at Paddington with an early morning train from Weston-super-Mare; the ensemble is dwarfed by the mammoth goods depot which dominates the scene. The front half-frames had to be replaced in late 1954, due to fracture, a long pains-taking task that required all components to be removed enabling the frames to be cut through halfway between the first and second axles. No 6022 was the second engine to be found with this problem and I do think that the failure of the frames related to high mileage locomotives; the first 'King' No 6013 to be treated had recorded the highest of the class, but next in line was No 6005 which returned the second lowest figure, although it was, of course three years older than 'King Edward III'. Four engines were discovered with a defective frame in 1954, another 4 in the following year and a further 3 engines in 1956 - the year of the 'King Crisis'. As a result, all but 3 'Kings' were removed from service from January. The prototype WB boiler was fitted to No 6022 as seen from March 1948, with the engine still in Great Western lined green livery and most likely before a smokebox numberplate was added, as British Railways was still very much in its infancy. The leading bogie was a complicated and vital part of a locomotive, enabling the engine to negotiate curves in a safe and stable way and the more weight added to the 'King' meant the harder the bogie had to work, causing more stress cracking of the side plates. Withdrawal came in early September 1962 from Stafford Road depot and was sold to Cox & Danks of Langley Green, West Midlands.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, now seen.
2.  Extended covers for inside valves fitted from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/48].
5.  Fabricated double chimney [05/56].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR first emblem added [new from 11/1957].
10. Raised step over the inside cylinders, below smokebox can be seen.



(Above) During the rather wet summer of 1960, ex-GWR 'King' class 4-6-0 No 6022 'King Edward III' is captured at Wolverhampton's Cannock Road sidings, as the crew prepare the engine for its imminent journey to London, as indicated by the 'A01' headcoding. Selected for the fitment of a new prototype boiler, devised by FW Hawksworth, the engine was seen from early 1948 with a slightly different shaped cover for the superheater pipework (see insert right). The subsequent success of the new boiler prompted the construction of a further 34 to accommodate the whole of the class and still have spare units to hand as required by Swindon. Extended valve covers for the inside cylinders were fitted from new in June 1930 and long remained so, while the engine was an early recipient of new half-frames, which had to be welded to the rear sections; this involved a complete strip down enabling access to cut the frame at a point between the second and third driving axles. Also a couple of months before that work, the unlucky locomotive suffered a catastrophic broken drive axle, seemingly caused by overheated bearings and quite possibly the linear stresses from this failure had an adverse affect on the chassis frame. From this low angle the elliptically-shaped cast-iron double chimney (fitted November 1957) appears to be taller than usually seen on the 'King' class, but this is surely an optical illusion. The shed code can be made out as Wolverhampton Stafford Road (84A), one of eleven class members resident there at that time. However the engine was a favourite at Laira (83D) depot for just over 25 years before making its mark at Old Oak Common (81A) for near on 4 years; it finally settled in the West Midlands from June 1959 until its withdrawal in September 1962.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, now seen [added 11/54].
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [changed 1953].
4.  WB boiler was the first fitted [03/48].
5.  Double chimney now [first type 05/56].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie shows welded repairs done [01/56].
8.  Cab roof vents inserted (1954).
9.  BR new emblem added [11/57].
10. Raised step over the inside cylinders, below smokebox now seen.

                              6023 King Edward ll



(Above) Despite the recent lack of opportunities due to the insurgence of the Western Region's new diesel-hydraulics, ex-GWR 'King' class 4-6-0 No 6023 'King Edward II' backs down onto its train at platform 3, to form the 11.40 weekday Paddington to Penzance passenger service, as identified by the 'C35' headcode. The WR's new headcodes were introduced in 1960, using a letter in the Reporting Number to comply with the new system of train reprting numbers adopted by BR for use nationwide. From the summer of 1959, the Old Oak Common 'Kings' were far less likely to be rostered to the West Country and more commonly to be found on the Birmingham expresses, augmenting the additional engines already received by Stafford Road depot. When CB Collett was given the task of designing the 'King' class locomotives, he was in direct competition with Henry Fowler (Derby, LMS), Nigel Gresley (Doncaster, LNER) and Richard Maunsell (Eastleigh, SR). At the time, the GWR was keen to build a larger locomotive that would enable the company to reclaim the lofty status it previously held of having the most powerful steam locomotive in the land. Collett's manager, Sir Felix Pole, was adamant that the mantle should be recovered from the Southern Region, which had succeeded in taking top-spot with their recently built 'Lord Nelson' class 4-6-0s. Collett duly obliged; the estimated tractive effort of his proposed new engine was to blow the competition out of the water! Soon after this photograph was taken, No 6023 would shortly be off to Cardiff Canton (88A) depot to upstage the WR 'Britannia' Pacifics on the 'Red Dragon' and 'Capitals United Express' passenger services. However, in November 1959 it was reported that the Old Oak Common's steeds were not up to the task being asked of them and the diagram of early morning newspaper train down to Cardiff - returning with the 'Capitals United' - had to be shelved until the selected 'Kings' had been through Swindon Works for a Heavy General or Intermediate repair. This particular 'King' had recently done just that and received a complete overhaul, including reconditioned boiler and tender.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.   WB boiler [03/52].
5.  Cast-iron double chimney [fitted 06/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added 06/57.
10. Raised step now fitted over the inside cylinders, below smokebox.



(Above) Having been well prepared for 'Dragon' duty, a resplendent ex-GWR 'King' class 4-6-0 No 6023 'King Edward II' waits at Cardiff Canton depot in July 1961. The 'King' will haul the 'Red Dragon' restaurant car express from Cardiff General Station with arrival due into London Paddington around lunch-time. The train was titled in June 1950, a splendid name set out on a crescent-shaped cast board, with a rampant red lion representing the spirit of Wales. This colourRail shot highlights the brass and copper fittings used on the majestic 'King' class, including the brass end-caps for the front wheel bearings on the leading bogie, which stand out vividly as does the recent paint on buffer beam, however old paintwork remains on the later type buffers, suggesting a visit to Cardiff shops for some remedial work. The now-preserved locomotive was a long-term resident of Newton Abbot depot (NA) with Nos 6018 and 6024 being the only other 'Kings' to have served any length of time there, all before 1949; this explains why their final mileages were considerably lower than the rest of the class. Beginning in October 1960, Cardiff Canton was allocated six 'Kings', and in spite of a raft of 'Britannias' already in residence there, the 'Kings' managed to take the mantle from the much younger Pacifics for the Cardiff-London restaurant expresses, leaving the 4-6-2s to turn their usefulness towards the West to North trains, although they could still be seen on 'Red Dragon' duty when recently ex-works. Following the transfer of the 'Britannias' to the LMR in September 1961, two more 'Kings were allocated to Cardiff, bringing the stock up to 8 engines. In October 1961, No 6023 was obliged to use the route via Gloucester due to a fire on board a DMU in the Severn Tunnel, quite possibly the only occasion a 'King' class was seen in that area. Withdrawal came in June 1962 from Cardiff and the prized possession was sold to TW Ward of Briton Ferry, but very soon it was resold to Woodham Brothers of Barry, from where the famous engine was bought for restoration.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/52].
5.  Cast-iron double chimney [fitted 06/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added 06/57.
10. Raised step fitted over the inside cylinders, below smokebox.

                             6024 King Edward I



(Above) After bringing in the ex-Weston-super-Mare, early morning express from Bristol Temple Meads in the summer of 1959, ex-GWR 'King' class 4-6-0 No 6024 'King Edward I' awaits clearance from platform 10 at Paddington before reversing out to Ranelagh Bridge for turning. Today the evocative Train Reporting number '007' conveys an instant association with James Bond, but back in 1959 it will have had little significance as the first Bond film 'Doctor No' wasn't released until 1962. No 6024 was allocated to Newton Abbot for fifteen years, one of only four 'Kings' to work from there for any length of time; it also saw service at Laira (LA and 83D), Old Oak Common (81A) and in September 1961 it joined seven other class members at Cardiff Canton (88A) for employment on the Cardiff-London expresses, but not before authorisation was given for regular 'King' haulage on the scheduled 'Red Dragon' and 'Capitals United Express' restaurant trains; authorisation was finally granted following clearance tests carried out in the Severn Tunnel and at Newport Station.The external diameter of the Kings' WB boiler across the front end was slightly more than 5'6" which was just about 4" larger than the 'Castle' class engines, and being 1ft 2in longer it gave the 'Kings' a more impressive, bolder look than Collett's earlier design. In September 1957, the unique slotted bogie found its way onto No 6024, having taken possession of it from No 6000, but the bogie was soon given up to No 6005; this shows that the 'King' bogies were repaired as a separate job, hence the units were frequently transferred from one engine to another, more especially in the latter years of the class to guard against further failures which were rife from 1950 onwards. Six other engines were noted as being paired with the 1927-built slotted bogie: Nos 6004, 6014, 6018, 6021, 6023 and 6028...No 6021 being the last in line to receive the unit.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [09/53]
5.  Cast-iron double chimney [fitted 03/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added 03/57 [facing wrong way].
10. Raised step over the inside cylinders, below smokebox.



(Above) After surmounting the stiff climb from Warwick, the now preserved 'King' class 4-6-0 No 6024 'King Edward I' takes a breather from its exertions on Hatton Bank, a five-mile long slog that tested the ability of any locomotive to the full, none more so than the majestic 'Kings' which regularly hauled the heaviest expresses of the day. An accurate date of 23rd September 1957 is provided by the photographer, Michael Mensing, which, with the aid of service records, indicates that the latest version of the double chimney was fitted in March 1957 along with the new style emblem on the tender; No 6024 was in fact the first of the class to receive the new logo. Having spent many years in the south west based at Plymouth Laira and Newton Abbot depots, 6024 was allocated to Old Oak Common (81A) before ending its days at Cardiff Canton (88A) to plug the gap left by the transfer of the 'Britannia' Pacifics to the LMR. However, from 1959 a new fleet of diesel-hydraulics was taking over the 'Kings' stronghold on the London to West of England expresses, and many of the class sought alternative employment, some finding themselves on menial work whilst others made headway into South Wales where they took turns with the Canton 'Britannias' to haul the 'Capitals United Express', a new titled train so named in 1951 because Cardiff had just been nominated as the capital city of Wales. In November 1959, No 6024 was one of the Old Oak 'Kings' utilised on a new diagram taking the early morning Paddington to Cardiff newspaper train, but it proved a major disappointment, losing 25 minutes on the down run and 43 on its return to London with an express passenger. In this photograph, train '180' is nominated as the 09.10 Paddington to Birkenhead, which required a minimum of two locomotive changes, firstly 'King Edward I' will come off at Wolverhampton and a second change will occur at Chester. Items to be picked out on the locomotive are the raised step below the smokebox and the 'SC' plate beneath the shed code denoting a 'self cleaning' firebox complementing the double chimney.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [09/53].
5.  Cast-iron double chimney [fitted 03/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [03/57].
10. Raised step over the inside cylinders, below smokebox now added.

                              6025 King Henry III

                           6027 King Richard 1



(Above) During 1959, ex-GWR 'King' class 4-6-0 No 6027 'King Richard I' arrives at Paddington Station with the Plymouth-London restaurant car express, nominated 'The Mayflower' from 1957, and now with its new evocative headboard and revised train reporting number '035' for the summer timetable from the '605' previously used. Still a Laira (83D) engine at this time, during its career No 6027 spent 11 years working from Plymouth, over 4 years at Newton Abbot (NA) and 16 at Old Oak Common (PDN and 81A) mostly from new. The front frames were changed on this engine in 1956, one of 14 engines so treated in total; this work involved a complete strip down of all components in order to cut through the frames on both sides at a point halfway between the first and second drive axles. The new half-frames, as they were termed, had to be optically aligned with the remaining rear sections before the two divisions were reset by welding. Some engines were recorded as being in Swindon Works for 4 or 5 months whilst the work was completed, as the boiler and axles had to be removed, all components checked for serviceability and reconditioned boilers fitted in all cases. The result of this extra work could only be verified by the change at the front of the engine; the lifting eyelets were reinforced with large flat washers and in almost all cases (except for No 6019) the originally short covers for the inside valves were extended in unison. Following withdrawal in September 1962, the engine was sold to Cox & Danks of Langley Green in the West Midlands, having achieved a splendid recorded figure of 1,836,535 miles.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, now seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [06/53].
5.  Fabricated double chimney 08/56 [later form fitted 03/58].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [facing wrong way].
10. Raised step over the inside cylinders, below smokebox now added [08/56].



(Above) Ex-GWR 'King' class 4-6-0 No 6027 'King Richard I' is seen near the top of Hatton Bank, at John's Bridge, hauling the 1.10 pm from Paddington to Birkenhead on a bright Spring day in March 1962, the last year of operations for the mighty and magnificent 'King' class. It was not unusual to see steam billowing from the inner cylinders of these locomotives, as can be seen here, but records suggest that no Heavy General repairs were received since September 1959, only Light Casual maintenance being carried out at that time. However, from early in 1956 No 6027 was under repair at Plymouth Laira workshops during which the leading bogie was removed for major rectification work or renewal. The heavy workloads put on the 'King' class led to stress cracks of the bogie sideplates, which ultimately developed into a major setback for the whole class. The 'King' leading bogie does not have simple movement about a vertical point and must be free to slip sideways to some degree allowing the locomotive to follow curves accurately and some kind of springing mechanism has to be included to control this movement, but ensuring a return to its natural centre. Control of this lateral or sideways movement was paramount to the stability of an express engine moving at speed over curved sections of track and was achieved with the use of helical coiled springs compressed against a journal to a limit of 3.22 inches. A locomotive will always try to go straight ahead, a rigid form cannot adapt to a curve and has to have tolerances in place to allow the engine to successfully negotiate any bend. The sliding bogie of this type was patented by William Adams in 1865.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, now seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [06/53].
5.  Fabricated double chimney 08/56 [later form fitted 03/58].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [facing wrong way].
10. Raised step over the inside cylinders, below smokebox added 08/56.

                             6028 King George V1



(Above) Ex-GWR 'King' class 4-6-0 No 6028 'King George VI' stands by the extravagant platform canopy at Exeter St. David's Station on a down train, which is to say it was from London Paddington, while the train reporting notation suggests an afternoon express to Plymouth. The locomotive is sporting the Brunswick Green livery, which was the third choice colour selected by BR after the dismal showing of 'Ultramarine' and the relative success of the 'Caledonian Blue', thus the date of this photo is estimated as the early part of 1954. A similar result is achieved if we assess the modified outside steam pipes and the lack of any cab roof vent, strongly indicating a date around the same mark. A single chimney with capuchon (a lip), said to prevent downdraught when in motion, can be seen and this was an original type which seems to have remained in situ until early 1957 with the addition of the cast-iron double chimney. The recorded dates for repairs at Swindon Works do suggest that the cab roof vents were not inserted until early 1955, when also the mechanical lubrication unit was moved to a more convenient position forward of the outside steam pipe. The recent damp weather has taken much of the shine off the paintwork, but the lower half of the boiler casing still shows up well the previous work done by Swindon; also of note is the relative low position of the British Railways legend on the tender emblem when comparing its alignment with the cabside number.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/52].
5.  Single chimney [double chimney fitted 01/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done later [01/56].
8.  Cab roof vents inserted [1955].
9.  BR early emblem added [later version from 02/58].
10. Raised step over the inside cylinders, below smokebox, in first stage only.



(Above) Reversing out of Paddington in 1955, ex-GWR 'King' class 4-6-0 No 6028 'King George VI' is assisting the shunting engine with the empty coaching stock, before 'dropping off' at Ranelagh Bridge service yard, or possibly it will make its way to Old Oak Common (81A) just over three miles to the West. The train reporting number seems to be a misnomer, for '708' is nominated as the 08.17 Carmarthen to Penance running on Saturdays only (see Ed Chaplin page 23). The leading bogie shows no signs of welding modifications (pre-1956) therefore the date is estimated as the early part of 1955, which indicates the engine was still allocated to Old Oak Common where it accrued 25 years of service. A reconditioned WB type boiler was added in 1952 when the livery was still Caledonian Blue, one of five 'Kings' to have the improved boiler and addition of a mechanical lubrication unit in the livery. The modified shape of the outside steam pipe shows up very well in this picture, although the actual pipework is hidden beneath the clever external casing, cosmetic as well as protective of crews and fitters. Also noteworthy is the diamond treadplate now added over the inside valve assembly; this was the first stage improvement of the original step from around 1950 which was further enhanced at a later date with a raised central section following the upgrading of the exhaust ports for the inside cylinders.

BR MODIFICATIONS.
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/52].
5.  Single chimney still [double chimney fitted 01/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done later [02/56].
8.  Cab roof vents inserted [1955].
9.  BR early emblem added [later design seen from 02/58].
10. Raised step over the inside cylinders, below smokebox, not yet fitted.



(Above) Having passed the arrivals signal box, ex-GWR 'King' class 4-6-0 No 6028 'King George VI' moves along platform 10 into London Paddington with a weekday train from Wolverhampton (Low Level) in what appears to be a late summer's day in 1959. The engine is almost in its final condition with BR's new emblem added to the tender (see item 9) and the newer straight buffers are in position, but again confirmation of the locomotive's identity is seriously hampered by the position of the Train Reporting Number frame obscuring the smokebox numberplate.
At this juncture, by way of an exercise in detection, we can see that the third digit of the front number plate is an '0' or a '2', followed by another rounded numeral, suggesting any of the following; another '0' or a '2' - '3' - '6' - '8' - or even a '9'. Thus the eleven 'Kings' that fit the clues are as follows: Nos 6000, 6002-3, 6006, 6008, 6009, 6020, 6022-3, 6028 or 6029. However, we can immediately discount No 6000 due to the absence of a bell. Now if we check the modification changes, we will find that all of the earlier engines had extended valve covers and frame repairs by this time (except for No 6019) and No 6022 also had a front half-frame fitted. This leaves us with Nos 6020, 6023, 6028 or 6029, from which we can only discount No 6020 due to it being a Stafford Road engine. On closer inspection of the original photograph, it is only possible to be certain that the name ends with 'VI' which indicates we are looking at No 6028 'King George VI', but again the exercise vividly illustrates how difficult it is to positively identify one 'King' class engine from another without accurate data - alas, more often than not, this becomes lost or distorted over the intervening years. However, on this occasion we are grateful to the photographer for accurately recording the detail of his shot for our benefit.
It is extremely rare to see, but the offside front corner has suffered a slight skirmish and the fallplate is very slightly turned upwards and maybe the engine was booked for a repair at Old Oak Common Workshops in the next few days. Its allocation at this juncture was still Old Oak Common (81A), but the engine had been elbowed out of its usual haunts by the new fleet of diesel-hydraulics which were hauling almost all expresses to the West Country. In just over 12 months No 6028 was off to Cardiff Canton depot (88A) where it completed its service.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves stayed original.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/52].
5.  Cast-iron double chimney now added [fitted 01/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [but facing to the right on offside].
10. Raised step over the inside cylinders, below smokebox.



(Above) The penultimate class member, ex-GWR 'King' class 4-6-0 No 6028 'King George VI' presents a truly magnificent sight during a running-in turn at Swindon station; not only does the 29-year old engine look brand new, even the pristine headlamp have very likely been especially chosen by the crew to complement the locomotive. By this date, June 1960, all of the BR modifications can now be gleaned, including the new emblem which shows the 'lion' looking to the left and the later heavy duty buffers are in prime position. Throughout its career '6028' served Old Oak Common (PDN and 81A) for 25 years and just four at Newton Abbot depot, plus the engine spent 21 months at Cardiff Canton (88A), one of six 'Kings' to be allocated there from September 1960, the others being Nos 6003-4, 6018-9 and 6023; with Nos 6010 and 6024, joining them twelve months later. No 6028 was one of five 'Kings' sporting the earlier livery of Caledonian Blue when fitted with the new WB type of boiler and it was nearly 20 months before the BR livery choice of Brunswick Green was applied. One oddity of No 6028 is that it was the only 'King' to be scrapped at Birds of Risca, a town in Caerphilly, South Wales.

BR MODIFICATIONS.
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/52].
5.  Cast-iron double chimney now [fitted 01/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1955].
9.  BR new emblem added from 02/58 [now facing correct way].
10. Raised step over the inside cylinders, below smokebox.



(Above) Ex-GWR 'King' class 4-6-0 No 6028 'King George VI' is being turned at Wolverhampton Stafford Road depot in readiness for a return to London during 1962, this being the very last of thirty five fruitful years for the class. The 'King' was in receipt of a Heavy General during a visit to Swindon Works between November 1961 and the first week of January 1962, before returning to its home shed of Cardiff Canton (88A). The engine entered Swindon Works again as late as April 1962, then returned to Cardiff, but only briefly before its transfer to Old Oak Common to be put into store. Throughout their distinguished careers, ten titled trains were regularly rostered for 'King' haulage and it is most likely that No 6028 will have powered at least nine of them, possibly missing out on the 'Devonian' on the section between Bristol and Paignton, as the locomotive spent only a relatively short time based at Newton Abbot shed. Rarely seen on any duty but top-link express passenger work, the 'King' class locomotives could be found hauling overnight newspaper trains, TPO Services and occasional milk trains, but often only prior to a visit to Swindon Works for scheduled maintenance. No 6028 was allocated to Old Oak Common (PDN and 81A) for a total of 26 years, starting out there and completing its service in Harlesden, although possibly it was in store for the last 3 months of its career. Infamously and unfortunately it was the engine involved in the fatal crash at Norton Fitzwilliam in November 1940, a derailment which resulted in the deaths of 25 passengers and the fireman.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not ever seen.
2.  Extended covers for inside valves stayed original.
3.  Modified outside steam pipes [1953].
4.  WB boiler [03/52].
5.  Cast-iron double chimney now added [fitted 01/57].
6.  Mechanical lubrication unit [now in final position].
7.  Leading bogie had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR new emblem added [12/02/58].
10. Raised step over the inside cylinders, below smokebox [fitted 1956].

                             6029 King Edward VIII



(Above) Smartly turned out, ex-GWR 'King' class 4-6-0 No 6029 'King Edward VIII' stands freshly 'shopped' at Swindon Works in October 1956; the locomotive is being prepared for running-in and final testing before its release back to Plymouth Laira (83D) depot where it was based for close on 20 years. When first built the engine was named 'King Stephen' and within the first few weeks of service it was displayed at Wavertree Park for the Liverpool and Manchester Railway centenary celebrations in September 1930, during which time the engine was serviced at the ex-Lancashire and Yorkshire depot at Agecroft in Manchester. The image gives the strong impression of an engine without any coal or water on board and it is sitting high on new (reconditioned) road springs, which would normally be changed when undergoing a Heavy General overhaul at the 'Factory'. It is very surprising that the engine emerged from Swindon with the single chimney still in situ, given that by this time twelve engines had already been upgraded to a fabricated type of double chimney and the new cast-iron version was available the following month The recorded accumulative mileage for No 6029 was 1,859,278, which was on a par with some of the class built three years earlier and much greater than No 6005 which had a longer life. The locomotive ended its service life at Old Oak Common (81A) following the arrival of the new diesel-hydraulic fleet which took charge of the West of England services from the Summer of 1959.

BR MODIFICATIONS
1.  New front frames not ever seen.
2.  Extended covers for inside valves added from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [10/53].
5.  Single chimney still [fabricated double chimney 12/57].
6.  Mechanical lubrication unit [now in first position].
7.  Leading bogie has welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR original emblem added [new emblem on 18/12/57].
10. Raised step over the inside cylinders, below smokebox, now fitted.



(Above) This fine elevated view of ex-GWR 'King' class 4-6-0 No 6029 'King Edward VIII', reveals that the offside nameplate is not attached, which, in view of the BR Western Region's policy of maintaining its 'King' class locomotives to a very high standard, is most unusual indeed. The perceived train reporting number '636' indicates a Cornish Riviera relief express that normally ran 10 minutes prior to the actual publicised express service, and although the location and date are a mystery, I would plump for Twyford, during early Summer 1957. We also have a good view of cab vent in use and the sleeved single chimney, which was replaced with a fabricated double chimney in December 1957; this is very odd because 22 engines had already received the new type cast-iron double chimney starting from November 1956. The quite unusual position of the outside cylinders was really governed by the fixed position of the inner cylinder block and the resulting length of the inner connecting rods (driving the first axle) dictated the dimensions of the outer rods and thereby fixed the placement of these outer cylinder assemblies. Also the length of the piston stroke was set by C.B. Collett at 28 inches, as opposed to the 30 inches used by a total of 545 GWR and ex-GWR 4-6-0 locomotives. This decision, in turn, created an urgent need for new crank axles to be made; a 14 inch throw was now the requirement giving 28 inches of travel instead of the usual 15 inches; this resulted in 30 inches of piston displacement, as well as the new patterns to be made for the altered size of drive wheels. Having reset the dimensions at 6ft 6in enabled Collett to attain the required tractive effort of over 40,000 lbs as requested by the General Manager of the Great Western Railway (1921-29) Sir Felix Pole.

BR MODIFICATIONS
1.  New front frames, indicated by the large support washer on the frame end, not seen.
2.  Extended covers for inside valves seen from new.
3.  Modified outside steam pipes [1953].
4.  WB boiler [10/53].
5.  Single chimney [fabricated from 12/57 and new double chimney fitted 05/59].
6.  Mechanical lubrication unit [seen in first position].
7.  Leading bogie has had welded repairs done [02/56].
8.  Cab roof vents inserted [1954].
9.  BR early emblem added [new version from 12/57].
10. Raised step over the inside cylinders, below smokebox.


                       SUMMARY OF MODIFICATIONS TO KING CLASS LOCOMOTIVES

1. - Fourteen engines had front half-frames fitted from September 1954. These were Nos 6000, 6002, 6004, 6005, 6007, 6008, 6009, 6012, 6013, 6015, 6016, 6017, 6022 & 6027.
2. - Seven engines did not have the inside valve covers changed from their original short form, these were Nos 6001, 6003, 6006, 6010, 6011, 6014 & 6018.
3. - NineKings were seen with extended inside valve covers without having modified front half-frames; these were Nos 6019, 6020, 6021, 6023, 6024, 6025, 6026, 6028 & 6029.
4. - Fifteen Kings were fitted with the early fabricated double chimney from 1955 onwards, these were Nos 6001, 6002, 6005, 6006, 6007, 6009, 6010, 6011, 6013, 6015, 6017, 6020, 6022, 6027 & 6029.
5. - No 6015 was first to have a fabricated double chimney and last but one to receive the cast-iron version.
6. - No 6004 was the first King to have an elliptically shaped cast-iron double chimney fitted and seen from November 1956.
7. - No 6013 was first to undergo replacement of front half-frames.
8. - Nine engines had a fabricated double chimney applied seen with new front half-frames whereas only 4 Kings were seen without new frames or extended valve covers when so fitted. These were Nos 6002, 6005, 6007, 6009, 6013, 6015, 6017, 6022 & 6027 and 6001, 6006, 6010 & 6011, respectively.
9. - Of those nine engines, six were modified at the same time as the front half-frames, with the remainder having the early type double chimney added later. These were Nos 6002, 6007, 6009, 6015, 6017 & 6027 and 6005, 6013 & 6022, respectively.
10. - No 6019 was the exception to the general rule that half-frames were fitted along with extended valve covers.
11. - No 6029 was the exception to the general rule that the fabricated double chimney was only fitted between September 1955 and September 1956.
12. - No King had replacement front half-frames without also having the extended valve covers.
13. - The mechanical lubrication unit was always fitted in addition to the change to a WB boiler.
14. - Four different liveries were used by the class, though only 4 engines displayed all of them. These were Nos 6001, 6009, 6025 & 6026.
15. - Eighteen Kings had the new BR emblem applied after their double chimney was fitted. These were Nos 6000, 6001, 6002, 6004, 6005, 6006, 6007, 6009. 6010, 6011, 6013, 6015, 6017, 6020, 6021, 6022, 6027 & 6028.
16. - The remaining twelve class members had the two jobs carried out in unison. These were Nos 6003, 6008, 6012, 6014, 6016, 6018, 6019, 6023, 6024, 6025, 6026 & 6029.

                                             KING TENDER No 2815 SEARCH

It would be easy to believe that an engine remained coupled to a particular tender for many years, but as the table below shows 8 different Kings were given unit No 2815 for much shorter durations.

6003 : 12.41 to 03.44...........Swindon Works.
6027 : 03.44 to 05.45...........Swindon Works.
6015 : 05.45 to 10.52...........Swindon Works.
6007 : 10.52 to 04.54...........Swindon Works.
6011 : 03.55 to 03.57...........Swindon Works.
6019 : 04.57 to 08.57...........Swindon Works.
6011 : 08.57 to 09.57...........Stafford Road.
6020 : 10.57 to 08.59...........Swindon Works.
6027 : 09.59 to 03.61...........Swindon Works.
6016 : 11.61 to 09.62...........Swindon Works.

(Right) A rear view of No 6011 King James I at Chippenham following a studious overhaul at the Swindon 'Factory'; this included a change of tender to another 4,000 gallon capacity Collett type and thus it received the new version of BR's Corporate emblem dated from June 1957. The tender was further changed early in August and also in the middle of September, suggesting that Wolverhampton Stafford Road shed was experiencing difficulties with its fleet and resorted to swapping tenders with others heading off to Swindon Works (quite normal practice). Official records show that No 6019 'King Henry V' had received a Heavy General in April 1957 and was coupled to a different tender - No 2815, but this was given up in August that year and in return gained tender No 2922 from '6011', an example of how unexpected problems were overcome in order to keep the trains running.

                                              A GALLERY OF KINGS



(Above-Below) In 1928 the Great Western Railway placed an order for seven Pullman cars - four Kitchen Cars and three Parlour Cars - for use on a new train called the 'Torquay Pullman Limited' which made its inaugural run on 8 July 1929. The train ran two days a week between London Paddington and Paignton, stopping at Newton Abbot and Torquay only, however due to a lack of commercial success the full Pullman train was reduced to a 3-car service in the 1930 summer timetable while the remainder of the train was made up of ordinary coaching stock. The decision was finally taken to terminate the service altogether and the Pullman cars were sold to the Southern Railway the following year. The Pullman train is captured here in the capable hands of a nearly new 'King' No 6010 King Charles I of Laira depot. The early date is confirmed by the original higher position of the top lamp iron and the intermediate footstep on the smokebox. (Below) Much of the hard work has been done by the crew of King class No 6021 King Richard II as it makes its way through Witham in Somerset with a Plymouth-Paddington express. The early 'British Railways' logo is prominent on the tender and serves to remind us that the date is 1949, eight years before the title 'Mayflower' was applied to this service.





(Above-Below) 6027 King Richard I of Laira speeds through Twyford station with train 185, the 1.30pm Paddington to Penzance in 1950. Twyford is the junction for the Henley branch exactly 31 miles from Paddington and soon the 'King' will have to slow for the stop at Reading before diverging on to the Berks & Hants line to Reading West, Newbury and beyond. The next stop then is Westbury at 3.18pm followed by calls at Taunton, Exeter and Newton Abbot before reaching Plymouth at 6.25pm. No 6027 will then be replaced by another 4-6-0 to take the train on to Penzance for an arrival time of 9.15pm. (Below) Identity of this particular 'King' class was somewhat complex but the morning service from Paddington to Falmouth and Newquay was a regular duty for the powerful Class 8P locomotives. The train is passing Charlton Mackerell behind No 6016 King Edward V in typical post-war era condition.





(Above-Below) An unusually smoky scene on the coastline at Dawlish is the result of 'King' class No 6001 King Edward VII making haste with an Up service towards London in 1953. The use of carriage roof destination boards in 1929 preceded the introduction of the GWR's train identification numbers giving passengers a visual reminder of the train they are boarding. (Below) 6029 King Edward VIII of Laira heads the Up 'Cornish Riviera' through Savernake (Low Level) station on Bank Holiday Monday 4 August 1952. On arrival at Savernake the engine has reached the top of the 27 mile climb from Westbury and it is now downhill or level running for the remaining 70 miles to Paddington. A lot of signal arms are to be seen controlling both the main line and the start of the Marlborough branch curving away to the right where it joins the M&SWJR line at North Savernake, just a half mile away. Note both arms of the starter signals are centre-pivoted.





(Above-Below) No 6017 King Edward IV of Laira shed proudly displays the special coronation crown and EIIR fitment above the 'Cornish Riviera' headboard as the locomotive departs Paddington in a stately manner. In the period shortly before the Coronation of HM Queen Elizabeth II, some titled trains carried these fitments in this manner. The 7th Monday after Easter Monday, May 25th 1953, should have been Whit Monday, as per tradition, but as the Coronation Day was set for Tuesday June 2nd, Whit Monday was deferred for one week to June 1st so as to give four consecutive days of bank holidays. It is possible this photograph is dated Monday May 25th 1953 which was the first day these fitments were displayed. (Below) King class 4-6-0 No 6010 King Charles II heads the 11.30am SX Paddington - Penzance between Reading West and Southcote Junction on Monday 2 July 1956. Introduced to traffic in April 1928, 6010's first shed was Laira, followed by Newton Abbot in December 1929, then back to Laira in February 1930 before moving to its final shed at Old Oak Common in April 1959. Withdrawal came in June 1962, with a final mileage of 1,928,258.





(Above) Shortly after having a double chimney fitted in April 1957, No 6003 King George IV of Old Oak Common is enjoying the gentle down gradient of 24 miles from Savernake as it heads train 605, the 13-coach 8.30am Mondays to Saturdays Plymouth to Paddington 'Mayflower' through Midgham station in Berkshire with some 46¾ miles still to go before arrival at Paddington, due there at 1.25pm. Note the workmen on the Down line despite a train being signalled. Between August and September 1960, No 6003 went with five other Kings to Canton, where it ended its days in June 1962 having clocked up 1,920,479 miles. Photograph is by Great Western Trust. Click HERE to visit the excellent Great Western Trust's website. Didcot Railway Centre is the home of the Great Western Society…a must visit place for all WR fans.

Below) 6026 King John of Laira shed heads the newly-titled 'Cornish Riviera Limited' past the attractive hamlet and lock on the Kennet & Avon Canal at Little Bedwyn, near MP65 on Sunday 24 June 1956. The next stations it will pass on its journey west will be Bedwyn, Great Bedwyn, Grafton East, where there are junctions with the Midland & South West Junction Railway, (M&SWJR) at Wolfhall Junction and Savernake (Low Level), East and West. The nearby station on the M&SWJR line is Savernake (High Level). Photo is in the RK Blencowe archive Ref EFG472.





(Above-Below) On a date in the mid-50s No 6017 King Edward IV heads through Keinton Mandeville with train 608, the 6.25am SX Penzance-Paddington, due to pass here at about 12.55pm with arrival at Paddington at 2.50pm. This was the first express train of the day to London out of Penzance, and had extra coaches added at Plymouth including a restaurant car. Many stretches of this route between Taunton and Savernake enabled the 'King' and 'Castle' class locos to show their speed capabilities. OS Nock tabulated many such runs which can be found in his fine book 'Locomotive Practice and Performance'. (Below) 6029 King Edward V111 makes an admirable attempt to conquer the arduous and challenging climb at Grafton Curve on the approach to Savernake. The 'Cornish Riviera Express' was the staple diet of the Kings, but on occasions the express was hauled by a 'Castle' class locomotive, dependent on the loading of the train.





(Above-Below) Newly-fitted with a double chimney in June 1956, 6013 King Henry VIII of Old Oak Common is seen approaching Iver with the Down 'Cornish Riviera Limited' on Saturday 8 September 1956. Although known to Great Western railwaymen as 'The Limited', the train was generally regarded by the public as the Cornish Riviera Express. On 11 June 1956, the Western Region changed its name to Limited, and a set of new headboards were cast, however fifteen months later there was a change back to 'Express' from 10 September 1957 and the previous headboards were resumed. What a strange exercise with, as ever, the cost born by the taxpayer. (Below) 6004 King George III of Laira, now fitted with a double chimney in November 1956, heads the Down 'Cornish Riviera Limited' through Sonning cutting in March 1957. The express has been diverted to the relief line due to engineering works on a Sunday. The Winter timetable allowed 70 extra minutes for this train to reach Plymouth, as there were stops at Exeter St David's and Newton Abbot, notwithstanding the certainty that some form of engineering works will threaten to interfere with time-keeping along the 225½ mile journey. Also there would be a diversion via Bristol if major repair work was in hand between Reading and Taunton.





(Above) No 6000 King George V powers away from Kensal Green on its way to Birmingham and Shrewsbury in 1962; it is currently using the main line to the West of England and will have to manoeuvre at some stage to regain the 'Birmingham Line'. Ed Chaplin, who kindly sent me the photo for inclusion in this gallery, accompanied it with his own comments. He wrote - 'This is a more interesting picture than it seems. The photo was taken on Saturday 2 June 1962, and 6000 King George V is passing with the Down Cambrian Coast Express on the Down main (West of England) line. RC Riley writes in Trains Illustrated Summer Annual No.2 'trains from Paddington to the Birmingham line usually cross to the Down Relief line at Subway Junction (0m 76 ch); occasionally they cross at Ladbroke Grove (1 m 65 ch) and sometimes as far as Old Oak Common West (3 m 24 ch) before crossing over...' I have inserted the distances from Paddington in miles & chains...also bear in mind that this photo is taken 2½ miles out, so it will be the third alternative above that applies to this train, assuming it doesn't go as far on the Down Main as the West Ealing Loop line, to about MP6¾ then join the Birmingham line just before Greenford, 7¾ miles out of Paddington, which is feasible if its aim is to avoid a blockage between North Acton and Greenford…' Old Oak Kings played a leading role on this working, but all such engines were barred from going beyond Wolverhampton (Low Level) until April 1959 when bridge strengthening work at Shifnal and improvements to platform clearances at Codsall station had been carried out.

(Below) 6023 King Edward II of Old Oak Common is passing through Patney & Chirton station in April 1958 with the 6.25am SX Penzance to Paddington, due there at 2.50pm. Following arrival in the capital the loco will be turned at Ranelagh Bridge and perhaps returning to Plymouth later in the day, a round trip of 454 miles, including to and from North Road and Laira MPD. On the right is the platform for trains on the old single track line to Devizes. The station was rebuilt in 1900 as part of the building of the Stert Valley line via Lavington.





(Above-Below) 'King' class 6019 King Henry V departs Weston-super-Mare on Friday 5 July 1957 with train 154, the weekday 4.15pm Paddington-Plymouth express via Bristol. Fifteen minutes past the hour from Paddington was a frequent start time for expresses travelling to Bristol, as against half past the hour for trains taking the direct route to the West. 6019 spent all the Fifties based at Old Oak, and went to Canton in September 1960 when WR policy was that the new D6XX and D8XX diesels were to haul West Country trains. The six Kings moved to Canton (all from 81A) in September 1960, but their arrival didn't immediately cause any of the twelve Canton Britannias to be passed on (yet) to the London Midland Region. Canton simply lost three Castles (4073, 4084 and 5095) in exchange for the six Kings (6003, 6004, 6018, 6019, 6023 and 6028). When 6019 was withdrawn from 81A in September 1962, it had clocked up a mileage of 1,912,309 since new in July 1928. (Below) The picturesque setting at Cowley Bridge Junction was often disturbed by the thunderous roar of steam-hauled express passing by to and from Exeter; on this occasion King class No 6003 King George IV rumbles by with TN 144, a late morning service from Paddington to Penzance.





(Above-Below) 6026 King John of Laira shed has arrived at Paddington platform 8 and passengers alight from the newly titled 'Mayflower' restaurant car service (08.30 from Plymouth, due in London at 1.25pm) as seen in July 1957. Paddington's platforms 7 to 12 were the usual arrival platforms but platform 7 seems to be used for something else today. At the far end was a one way road leading to a cab rank between platforms 8 and 9, enabling passengers to get a cab in the dry beneath the station roof. A similar facility was provided between platforms 10 and 11. The locomotive may well return west with the down service departing at 17.30 bearing the train reporting number '157' consisting of coaches for Kingswear which will be removed at Exeter St Davids. (Below) This lovely rear view shot of No 6006 King George I at Banbury station with a London service adequately summarizes the lofty status of these locomotives. The engine was a Stafford Road favourite for almost 32 years and would most certainly have accumulated in excess of 1,250,000 miles on this route between Wolverhampton (Low Level) and Paddington.





(Above) Ed Chaplin kindly sent me this photo for inclusion in the gallery. He wrote - 'This is another picture from a unique viewpoint that came to me with no details except the loco is 6026 King John. As 6026 had a double chimney fitted in March 1958, the date can only be in mid-1958, and the train is the Weekdays 6.30pm Paddington to Weston-Super-Mare. But where is it? I think it only can be where the Down relief line turns away after Old Oak Common West box, at the start of the line to the Midlands. 6026 was a Laira loco at the time, and was withdrawn from Old Oak in September 1962. The intrepid photographer seems to have been between the Up and Down Birmingham (relief) lines, new in 1903...'

(Below) This truly wonderful picture of a 'King' skimming over Rowington troughs near Lapworth in May 1960 is from the files of Warwickshire Railways.com. Identification of the locomotive and working was not straightforward, but with the aid of digital technology, the engine is seen to be No 6011 King James I of Wolverhampton Stafford Road (84A) depot and the train is the early morning departure from Shrewsbury, destined for Wolverhampton (Low Level), Birmingham Snow Hill and arrival at Paddington at 11.05am, dated May 1960.





(Above) A splendid view of well kept King, No 6016 King Edward V, having arrived at Leamington Spa on its way north along the 'Birmingham Line' and still creating interest among the spotting fraternity, most likely because the end of the road was nigh and the locomotive will soon be withdrawn from service and no longer gracing the beautiful old station, still displaying its flower tubs and old gas lamps.



(Above) King class No 6014 King Henry VII heads a Down express near Cullompton Devon in 1936. Legend has it that the erudite Chief Mechanical Engineer of the GWR, Charles Benjamin Collett, was not enamoured by the prospect of the company 'streamlining' one of his beloved 'King' class locomotives. The decision was taken by the GWR's Directors' to satisfy their need to be in vogue and to share in the limelight of publicity they believed would ensue. The perceived desecration of No 6014 took place in the early months of 1935, swiftly followed by No 5005 Manorbier Castle which endured a similar fate. Thankfully, the full encumberment of cylinder and steam pipe fairings only lasted five months, while the additional 'bullet nose' remained until the end of 1942, giving rise to two additional fittings being added - an extra grab handle on top of the smokebox and a cleat fitted over and in front of the inside cylinder lubrication container. The supplementary handle aided the crew to release the nose-cone and the cleat gave an alternative fixing for the reporting number frame which came into use in 1935. From a mechanical standpoint the adaptations were only beneficial when moving into a headwind and even then the actual gain was minimal. From the aesthetic catastrophe that was the first seen alteration, the view here reflects a more acceptable appearance, if rather different to the norm, which remained unaltered for a little over seven years. The single section wheel splashers were returned to three conventional covers in 1944, but the distinctive wedge-shaped cab remained to the end of the engine's service life in 1962.

(Below) Plymouth Laira (83D) depot was second only to Old Oak Common (81A) in its importance to GWR operations and this work-stained King No 6017 King Edward IV displays all the poise and power required to move heavy trains between Plymouth and London.







(Above-Below) It seems fitting to end this page as we started by featuring three shots of the doyen of the class No 6000 King George V, now among the lcomotives enjoying celebrity status in preservation. Though we may have wished to think otherwise, No 6000 was not always turned out in sparkling condition and we commend Norman Preedy for capturing the moment for our benefit. The easy grades from Paddington to Bristol will doubtless cause no issue for the engine or crew as they prepare to start the dash to the West. (Below) On Wednesday 12 June 1957, 6000 King George V of Old Oak Common takes the Down Cornish Riviera Express under the double track flyover after Kensal Green gasworks, 2¼ miles out of Paddington. This flyover was used for the movement of light engines and empty stock to and from Old Oak Common and Paddington.





(Above) 6000 King George V approaches West Ealing on Saturday 4 August 1962 with train A74, the 1.50pm SO from Bristol, due Paddington at 4.30pm. The train consists of a uniform rake of Mk1 coaching stock and a very creditably clean locomotive at speed, showing that even at this late hour (for the King class) this ageing engine can still pull some punches and compete with the newer diesels. Rather odd that for once we can easily view the front numberplate, because of the missing number '7' from the reporting number, but the omnipresent bell tells all! 

                                   THE RAILWAY PHOTOGRAPHS ON THIS PAGE

RAIL PHOTOPRINTS - The Rail Photoprints collection is a labour of love for John Chalcraft, who has taken many hours producing high quality images from transparencies and negatives that photographers were unable to achieve in the old days of the photographic dark room. However john is constantly seeking new material either to purchase or to work with the photographer on a 'Royalty' basis paying a set fee for sales of any prints produced from his work; in such instances the photographer retains ownership and copyright. For further details e-mail John Chalcraft at john.railphotoprints@googlemail.com or you can write to him at 'Stoneycombe', 8 Paulmont Rise, Temple Cloud, near Bristol, BANES, BS39 5DT. Visit the Rail Photoprints website HERE

RK BLENCOWE - My thanks to Rod Blencowe for his generous help in filling the gaps of my own collection. Over the years, Rod's negative archive has swelled to become one the most important collections in the country; not only is the archive regarded a valuable resource for publishers, railway enthusiasts and historians, his high quality images are readily available to all collectors.
If anyone requires traditional photographic prints or any other photographic services, Rod Blencowe's email address is: r.blencowe@ntlworld.com Please note this is not a 'clickable' link via Outlook Express. You will have to email manually.

SV BLENCOWE - This page also features photographs supplied by Stewart Blencowe, who has a superb archive of black & white postcard-sized photographs of locomotives from both the pre-Grouping and 'Big Four' eras. Many pictures are from his own negative collection and can only be purchased direct from him, either by visiting his website HERE or via selected railway book fairs, auctions and Open Days…the venues are listed on his website. Stewart has more than forty years of successful trading in all manner of railway items from secondhand books, photos and timetables to ephemera and railway minutia, relics, tape recordings models and miscellania. Postcard size prints can be ordered at £1.50 each including packing and postage.
Stewart's email address is - stewart.blencowe@btopenworld.com - Please note this is not a 'clickable' link via Outlook Express...you will have to email manually.