MEET THE LOCOMOTIVE

Cecil J  Allen  in Fifty Years of Euston-Crewe Locomotive Performance (Trains Illustrated Annual 1961) stated:

At their best the ‘George the Fifth’ 4-4-0s were, with the exception of the later Southern ‘Schools’, the most competent engines of this wheel arrangement  that have ever worked over British metals.

The ‘George The Fifth Class’ steam locomotives were introduced in 1910 by the London and North Western Railway to cover the most arduous express passenger duties within its network emanating from Euston and embracing Birmingham, Manchester, Liverpool, Carlisle and Holyhead. The design was based on that of the ‘Precursor’ class, a classic Edwardian locomotive but featuring high temperature superheat, piston valves and improved steam circuits.

Charles Bowen Cooke became CME of the L&NWR in 1909, inheriting from his predecessor, George Whale, the reliable and competent ‘Precursor’ and ‘Experiment’ 4-4-0 express passenger classes. Cooke took the helm at a time when the benefits of superheating were becoming known. Following a locomotive exchange initiated by him with the LB&SCR he set Crewe to work quickly on a superheated version of the ‘Precursor’ class – with spectacular results!

In June 1910 two engines emerged from Crewe locomotive works – superheated loco 2663 GEORGE THE FIFTH and 2664 QUEEN MARY which was not superheated. Crewe then produced a further 9 of each type for comparison purposes. The results quickly demonstrated that the cost of superheating was justified and a further seventy were commissioned, the ten Queen Mary class were also converted giving a total class of 90 locomotives fit for the Premier Line.

High temperature superheat (from the large Schmidt superheater) was arguably the principal development in steam locomotive design in the twentieth century. It reduced fuel consumption by around 25% and by permitting more effective use of the stream produced it enabled high power outputs to be more easily sustained for long periods (on trial GEORGE THE FIFTH was able to demonstrate, for example, the ability to sustain an average speed in excess of a mile a minute from Euston the Crewe).

The arrangement also permitted high efficiency to be achieved with modest boiler pressures and hence boiler maintenance costs. Such was the efficiency of the locomotive that in terms of power to weight ratio the design for these routes was never equalled in the steam era and the company deservedly acquired the accolades of being ‘right time’ and ‘The Premier Line’.

SEE BELOW FOR:

David Joy – the twentieth century draughtsman!

DAVID JOY (VALVE GEAR)

• † Locomotives that had 20000 added to their number from 1934 
• ‡ Locomotives that had 20000 added to their number from 1934, and were allocated the BR numbers 58011 (25350) and 58012 (25373 Ptarmigan). Neither survived long enough to carry them.
• # SEE CONSTRUCTION VIDEO @ https://vimeo.com/243695568 with grateful acknowledgement to the North West Film Archive at Manchester Metropolitan University for permission to link.
•   AND NOW ;

   2013       Prince George