Churchward Locomotives A pictorial history by Haresnape & Swain w/ dust jacket
Churchward Locomotives A pictorial history by Haresnape & Swain w/ dust jacket
Churchward Locomotives A pictorial history by Haresnape & Swain w/ dust jacket
Churchward Locomotives A pictorial history by Haresnape & Swain w/ dust jacket
Churchward Locomotives A pictorial history by Haresnape & Swain w/ dust jacket

Churchward Locomotives A pictorial history by Haresnape & Swain w/ dust jacket

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Churchward Locomotives A pictorial history by Haresnape & Swain w/ dust jacket
Churchward LocomotivesA pictorial history by Brian Haresnape and Alec Swain
Hardbound with Dustjacket 112 pages
Copyright 1975?

Foreword by J. E. Kite6
Introduction by Brian Haresnape6
The Dean/Churchward Transition14
The French Locomotives22
The Churchward Standard Locomotives24
2900 class (The Saints) 2 cyl 4-6-024
2800 class. 2 cyl 2-8-0 Heavy Mineral Engines 34
3100 (5100), 3150, 5101, 6100, 8100, 3100 (1938) Classes 2-6-2T Passenger
Tank Engines42
4400 class 2-6-2T Light Tank
Engines 54
3800 class 4-4-0 (County)56
2221 class 4-4-2T (County Tanks)60
4000 class 4 cyl 4-6-0 (The Stars)64
4500, 4575 class 2-6-2T Light Tank
No 111 4 cyl 4-6-2 (The Great Bear)784200, 5205 class 2-8-0T Goods Tank Engines 82
4300 class 2-6-0 Mixed-Traffic86 4600 class 4-4-2T Light Suburban Tank Engine 94
4700 class 2-8-0 Mixed-Traffic
Engines 96
Miscellaneous Designs of the Churchward Era100
Appendix 1Subsequent Rebuilds of Churchward Locomotives 106
Appendix 2Named Locomotives108
Bibliography 112

George Jackson Churchward, who succeeded William Dean as the Great Western Railway's Locomotive, Carriage and Wagon Superintendent in 1902, was one of the giants among British locomotive engineers. He revolutionised locomotive design on his own railway, the GWR, and moreover his ideas influenced practice throughout the country. While other locomotive engineers stuck to traditional concepts, Churchward made bold advances in the design of valve gear and steam passages which significantly enhanced both the performance and the economy of GWR locomotives. To the end of steam on the GWR this was ac-coustically evident in the contrast of a GWR engine's explosive exhaust on starting with its exceptional quietness at speed; the combination was testimony to the economical way in which the steam was being used and the freedom with which it was being exhausted after use.
In this new pictorial history Brian Haresnape succinctly describes the development, performance and use of every Churchward locomotive class. His comprehensive history is backed by a brilliant collection of illustration of Churchward engines at rest and in action.
The completion of a striking new 4-6-0 locomotive, No 100, at Swindon in February 1902 was to prove the keystone of the arch between Victorian and modern British steam design. Outwardly the locomotive was a dramatic departure from the stylistic 'signature' of William Dean, although that much revered gentleman still held office as Locomotive, Carriage and Wagon Superintendent of the Great Western Railway. Indeed, the severe lines and unquestionably American features of No 100, shocked the enthusiasts of the day, because they represented such a dramatic change from the established conventions. This locomotive heralded the dawn of the most exciting phase of locomotive development on the GWR and gave a positive indication of the manner in which Dean's chosen successor, George Jackson Churchward, intended to apply himself to the task of modernising Swindon locomotive practice.
Locomotive No 100 marked the commencement of ten years' steady development by Churchward, which was to result in a fleet of standardised modern steam locomotives without parallel in Britain at the time, and in the establishment of sound practices which were to influence later designs by other engineers. Since 1896, when Churchward had taken over as Works Manager at Swindon, a succession of experimental engines had appeared which were, in the main, concerned with improvement to the design of the boiler and smokebox. Some extraordinary looking engines were produced, which retained the massive outside frames that had characterised the products of Dean at Swindon for many years. Although Dean was still in the chair, his health was failing, and Churchward was called upon to take increasing responsibility for the jobs in hand. In 1898 he had been appointed chief assistant to Dean and this was taken as a fair indication that in due course he would be his successor. This event took place on June 1, 1902 - four months after the emergence of No 100 - when Churchward was 45 years old. A thoughtful gesture by Churchward was to name No 100 Dean, later William Dean, soon after the retirement of his old chief.

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