“GWR 6000 Class”的意思、由来-开放百科全书

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GWR 6000 Class

释义

Background and development
Design
Production
Naming
Operations
King George V in the United States
Further developments
Withdrawal
Accidents and incidents
List of King Class locomotives
Preservation
Civic heraldry
Audio files
References
Sources
External links

{{Use dmy dates|date=January 2018}}{{Use British English|date=January 2018}}{{Infobox Locomotive
|name=6000 King-class
|powertype=Steam
|image=Hugh llewelyn 6024 (5363454683).jpg
|caption = 6024 King Edward I with the "Torbay Express", 2009
|designer=Charles Collett
|builder = GWR Swindon Works
|ordernumber = Lots 243, 267, 309
|builddate=1927–1928 (20), 1930 (10), 1936 (1)
|totalproduction = 31
|whytetype=4-6-0
|uicclass = 2'Ch4
|gauge={{track gauge|uksg|allk=on}}
|leadingdiameter={{convert|3|ft|0|in|m|3|abbr=on}}
|driverdiameter={{convert|6|ft|6|in|m|3|abbr=on}}
|minimumcurve = {{convert|8|chain}} normal,
{{convert|7|chain}} slow
|length = {{convert|68|ft|2|in|m|2|abbr=on}} over buffers
|width = {{convert|8|ft|11+1/2|in|m|3|abbr=on}}
|height = {{convert|13|ft|4+3/4|in|m|3|abbr=on}}
|axleload = {{long ton|22|10}}
({{convert|22|LT|10|Lcwt|ST|1|abbr=on|disp=output only}}) full
|weightondrivers = {{long ton|67|10}}
({{convert|67|LT|10|Lcwt|ST|1|abbr=on|disp=output only}}) full
|locoweight = {{long ton|89|0}}
({{convert|89|LT|0|Lcwt|ST|1|abbr=on|disp=output only}}) full
|tenderweight = {{long ton|46|14}}
({{convert|45|LT|14|Lcwt|ST|1|abbr=on|disp=output only}}) full
|locotenderweight= {{long ton|135|14|lk=on}}
({{convert|135|LT|14|Lcwt|ST|1|abbr=on|disp=output only}})
|fueltype=Coal
|fuelcap={{long ton|6|0}}
({{convert|6|LT|0|Lcwt|ST|1|abbr=on|disp=output only}})
|watercap={{convert|4000|impgal|abbr=on}}
|boiler=GWR Standard Number 12
|boilerpressure={{convert|250|lbf/in2|MPa|2|abbr=on}}
|cylindercount=Four, two inside, two outside
|cylindersize={{convert|16.25|x|28|in|mm|0|abbr=on}}
|valvegear = Inside cylinders: Walschaerts
Outside cylinders: derived from inside cylinders via rocking bars
|tractiveeffort={{convert|40300|lbf|kN|1|abbr=on}} original ,
{{convert|39700|lbf|kN|1|abbr=on}} after 1st overhaul
|operator=Great Western Railway/Western Region
|operatorclass=6000 King-class
|numinclass=30
|fleetnumbers=6000–6029
|officialname=King-class
|powerclass=GWR: Special
BR: 8P
|axleloadclass=GWR: Double Red
|withdrawndate = 1936 (1), 1962 (30)
|preservedunits = 6000, 6023, 6024
|disposition = Three preserved, remainder scrapped.
}}

The Great Western Railway (GWR) 6000 Class or King is a class of 4-6-0 steam locomotive designed for express passenger work and introduced in 1927. They were the largest locomotives built by the GWR, apart from the unique Pacific (The Great Bear). The class was named after kings of the United Kingdom and of England, beginning with the then reigning monarch, King George V, and going back through history. They handled the principal GWR expresses on the main line from London to the West of England and to on the GWR main line to Birmingham and Wolverhampton, until 1962 when the class was withdrawn.

Background and development

By 1918 it was apparent to the GWR Chief mechanical engineer George Jackson Churchward that his Star Class 4-6-0 locomotives would soon be incapable of handling the heaviest West of England expresses without assistance. He therefore proposed fitting the {{convert|6|ft|m|2|abbr=on}} diameter boiler used on his 4700 Class 2-8-0 on to a 4-6-0 chassis, in 1919, to create a more powerful express locomotive, but was prevented from doing so by the weight restrictions on the GWR main line.{{sfn|Nock|1980|p=120}} The future problem was therefore left for his successor, C.B. Collett to solve.

On taking up office in 1922, Collett began to develop the more powerful GWR Castle class from Churchward's Star class. However, the design was limited to a maximum axle-loading of {{convert|19.5|lt|kg}} due to the weakness of some underline bridges. The new class would not therefore be able to pull 13+ carriage express trains unaided. Following their introduction in 1923 the Castle Class was the most powerful express passenger class in the country in terms of tractive effort, but this honour was lost to the Southern Railway Lord Nelson class in 1926.{{sfn|Nock|1983|p=234}}

The GWR's General Manager, Sir Felix Pole, was anxious for a new design that would once again enable the company to claim to run the most powerful locomotive. Pole agreed to allow Collett to explore a design for a "Super-Castle", subject to getting the tractive effort above {{convert|40,000|lbf|abbr=on}}.{{sfn|Nock|1980}} By 1927 a series of bridge renewals had taken place on the Great Western mainlines. This was coupled with the widely known (but as yet unpublished) findings of the Bridge Stress Committee, which gave engineers a better scientific understanding of the impact of hammer blow, and enabled the GWR Civil Engineer to agree to raise the maximum allowable axle-loading to {{convert|22.5|lt|kg}} for the new ‘Super Castle’ class.{{sfn|Nock|1980|pp=121–2}}

Design

Although Collett was nominally responsible for the design of the class, the detailed work was undertaken by his Chief draughtsman Frederick Hawksworth.{{sfn|Nock|1980|page=127}} The bulk of the necessary increase in power was achieved through a new, longer, boiler with a working pressure raised to a maximum of {{convert|250|psi|MPa|2}}, and also by increasing the cylinder stroke from {{convert|26|in|mm|0|abbr=on}} to {{convert|28|in|mm|0|abbr=on}}.{{sfn|Nock|1980|p=124}} These factors together would have increased the tractive effort to around {{convert|38165|lbf|abbr=on}} slightly below the figure required by Pole.

The {{convert|16|ft|0|in|m|2}} long GWR ‘Standard No.12’ boiler was only used on this class. It had a maximum diameter of {{convert|6|ft|0|in|m|3}} tapering to {{convert|5|ft|6+1/4|in|m|3}}. There were 171 x {{convert|2+1/4|in|mm|0}} fire tubes, and 16 x {{convert|5+1/8|in|mm|0}} flue tubes. The firebox area | {{convert|194|sqft|m2}}, with a tube area of {{convert|2008|sqft|m2}}. As built they had 96 × {{convert|1|in|mm|0}} superheater tubes.

There are two conflicting accounts as to why and at what stage the "King" class were equipped with smaller {{convert|6|ft|6|in|m|3|abbr=on}} driving wheels rather than the standard {{convert|6|ft|8.5|in|m|3|abbr=on}} used on "Castle" class. In the first of these accounts, the decision was taken at an early stage in the design to allow for the maximum sized boiler within the loading gauge. In the second account, the decision was made relatively late as a means of increasing the tractive effort by a further {{convert|1145|lbf|abbr=on}} to bring it closer to the {{convert|40,000|lbf|abbr=on}} requested by Pole. In either event, this decision added significantly to the construction and maintenance costs of the class, requiring new patterns to be made.{{sfn|Nock|1983|p=124}} and it still fell short of the target. Therefore, the first six locomotives to be built had their cylinders bored out to {{convert|16.25|in|1|adj=on}} giving a further {{convert|990|lbf|abbr=on}}, thereby enabling the ‘Kings’ to achieve a tractive effort of {{convert|40300|lbf|kN|1|abbr=on}}.{{sfn|Nock|1980|p=124}}

To accommodate larger inner and outer cylinders the distinctive design of the leading bogie, with outside bearings on the fore wheel and inside bearings on the rear wheel. However, operational experience showed that clearance of the cylinders was problematic, resulting in the replacement of the outer pair on each locomotive's first major overhaul, which resulted in a reduction of tractive effort to {{convert|39700|lbf|kN|1|abbr=on}}.

Production

Twenty locomotives were ordered from the GWR Swindon Works in 1927 (Lot 243). The first locomotive No. 6000 King George V, appeared in June 1927. It was followed by five others (6001-6005) a month later. The remaining fourteen (6006-6019) appeared at almost weekly intervals between February and July 1928. A second batch of ten locomotives (6020-6029 Lot 267) appeared between May and August 1930.

No. 6007 King William III was written-off after an accident near {{stnlnk|Shrivenham}} on 15 January 1936, and was condemned on 5 March 1936. A replacement was built (Lot 309) which may have incorporated some parts from the damaged locomotive; it took the same number and name, and was added to stock on 24 March 1936.{{sfn|le Fleming|1960|p=H21}}

Naming

It was originally intended that the class be named after notable cathedrals, but, following an invitation to feature a GWR locomotive in the Baltimore and Ohio Railroad's (B&O) centenary celebrations, the GWR decided to make them more notable by naming the class after British Kings.{{sfn|Nock|1980|p=127}}

Following the death of King George V in 1936, No. 6029 ‘King Stephen’ was renamed ‘King Edward VIII’ after his successor; and following the abdication of the latter in the same year, No. 6028 was renamed ‘King George VI’ after the new King.

Operations

The class proved to be successful and able to cope with the heaviest express trains at a higher-speed timetable average than the "Castle".{{sfn|Nock|1980|p=128}} Due to their size and weight, the King class was however restricted to the London-Taunton-Plymouth (via both Bristol and {{stnlnk|Westbury}}) and the London-Birmingham-Wolverhampton (via Bicester) main lines.{{sfn|Haresnape|1978|p=42}} The class was therefore used on the GWR's crack expresses such as the Cornish Riviera Limited until the end of regular steam hauled express services on the Western Region of British Railways, although they needed assistance for the heaviest services over the South Devon Banks between Newton Abbot and Plymouth. They were unable to serve in Cornwall, due to the weakness of the Royal Albert Bridge, and so when they were hauling the Cornish Riviera Limited, they had to be swapped for a 'Castle' or 'Hall' at Devonport.{{sfn|Roden|2010|p=199}}

King George V in the United States

After six months of operation, No. 6000 was shipped to North America in August 1927 to join in Baltimore & Ohio Centenary celebrations, where its sleek appearance and smooth performance impressed all who witnessed it. King George V was presented with a brass bell and cabside medallions to mark the occasion.

The application of pressurised oil lubrication showed its advantages over the largely grease-lubricated American Locomotives, and was even incorporated into a later design for the B&O in 1928.

Further developments

No. 6014 was partially streamlined in March 1935 with a hemispherical smokebox door, continuous splashers, straight nameplate and a swept-back cab front. However, the appendages were soon removed, with the exception of the cab.{{sfn|le Fleming|1960|p=H21}}

The class proved to be capable and reliable when using the high-calorific South Wales steam coal, on which the GWR had always relied for its good locomotive performance. However, during the 1948 locomotive exchanges, King Henry VI performed disappointingly using Yorkshire coal, despite demonstrating the 4-6-0 type's unique sure-footedness when climbing out of Kings Cross, where pacific types were apt to slip alarmingly.

As originally built the class had a Swindon superheater with an area of {{convert|313|sqft|m2}}. However, in 1947 experiments were undertaken with a four-row high-degree superheater in No. 6022 King Edward III. As a result, the four-row superheaters were fitted to the whole class, and modifications were also made to the draughting arrangement, using No. 6001 King Edward VII as a test-bed. From September 1955, double blast-pipes and chimneys were fitted, initially to No. 6015 King Richard III. Following successful testing the whole of the class was subsequently modified and, as a result, their final years in British Railways ownership saw the very best of their performance, particularly on the steep South Devon Banks at Dainton, Rattery, and Hemerdon.

Withdrawal

The entire class was withdrawn in 1962 and replaced by the Western Region's short-lived diesel hydraulic Western Class locomotives.

Accidents and incidents

There have been two serious accidents involving the class.

On 15 January 1936, a freight train became divided at {{rws|Shrivenham}}, Berkshire. Due to errors by the guard of the freight train and a signalman, an express passenger train hauled by No. 6007 King William III ran into the six wagons that had been left behind and derailed. Two people were killed.{{sfn|Trevena|1982|pp=38–39}} As a result, the locomotive was written off and replaced by another with the same name and number.
On 4 November 1940, an express passenger train hauled by No. 6028 King George VI was derailed at {{rws|Norton Fitzwarren}}, Somerset due to the driver misreading signals. Twenty-seven people were killed and 57 were seriously injured.{{sfn|Trevena|1982|pp=42–43}}

List of King Class locomotives

Thirty-one locomotives were built at Swindon, although only 30 were in service simultaneously:{{sfn|Allcock|Davies|le Fleming|Maskelyne|1951|pp=33, 35, 36}}{{sfn|le Fleming|1960|p=H20}}

No.	Name	Date built	Date Double Chimney	Date withdrawn	First shed	Last shed	Notes
6000	King George V	1927\|06}}	1956\|12}}	1962\|12}}	Old Oak Common	Old Oak Common	1910424\|mi\|km}} recorded on withdrawal. Restored by Bulmer's Railway Centre, Hereford. Preserved, National Railway Museum, York Currently at Steam Railway Museum, Swindon.
6001	King Edward VII	1927\|07}}	1956\|02}}	1962\|09}}	Old Oak Common	Wolverhampton, Stafford Road	Scrapped at Cox & Danks, Oldbury
6002	King William IV	1927\|07}}	1956\|03}}	1962\|09}}	Plymouth Laira	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury
6003	King George IV	1927\|07}}	1958\|07}}	1962\|06}}	Old Oak Common	Cardiff Canton	Involved with incident at Midgham August 1927 when bogie derailed producing redesign of bogie springing on the whole of 'King' class. Scrapped by Swindon Works
6004	King George III	1927\|07}}	1958\|07}}	1962\|06}}	Plymouth Laira	Old Oak Common	Scrapped by Swindon Works.
6005	King George II	1927\|07}}	1956\|07}}	1962\|11}}	Old Oak Common	Old Oak Common	'Alfloc' water treatment fitted 1954. Scrapped at Cashmore's, Great Bridge.
6006	King George I	1928\|02}}	1956\|06}}	1962\|02}}	Plymouth Laira	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped by Swindon Works.
6007	King William III	1928\|03}}	-	1936\|03}}	Old Oak Common	Old Oak Common	Severely damaged in Shrivenham collision 15 January 1936 and condemned 5 March 1936.
6007	King William III	1936\|03}}	1956\|09}}	1962\|09}}	Old Oak Common	Wolverhampton, Stafford Road	Replacement built using some parts of the original engine. 'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury
6008	King James II	1928\|03}}	1958\|12}}	1962\|06}}	Plymouth Laira	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped by Swindon Works.
6009	King Charles II	1928\|03}}	1956\|05}}	1962\|09}}	Old Oak Common	Old Oak Common	'Alfloc' water treatment fitted 1954. Scrapped at Cashmore's, Newport.
6010	King Charles I	1928\|04}}	1956\|03}}	1962\|06}}	Plymouth Laira	Cardiff Canton	Scrapped by Swindon Works.
6011	King James I	1928\|04}}	1956\|03}}	1962\|12}}	Old Oak Common	Old Oak Common	1718295\|mi\|km}} recorded on withdrawal. Scrapped by Swindon Works.
6012	King Edward VI	1928\|04}}	1958\|02}}	1962\|09}}	Newton Abbot	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury
6013	King Henry VIII	1928\|05}}	1956\|06}}	1962\|06}}	Old Oak Common	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped by Swindon Works
6014	King Henry VII	1928\|05}}	1957\|09}}	1962\|09}}	Newton Abbot	Wolverhampton, Stafford Road	1830386\|mi\|km}} on withdrawal. Scrapped at Cox & Danks, Oldbury
6015	King Richard III	1928\|06}}	1955\|09}}	1962\|09}}	Old Oak Common	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury.
6016	King Edward V	1928\|06}}	1958\|01}}	1962\|09}}	Plymouth Laira	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury
6017	King Edward IV	1928\|06}}	1955\|12}}	1962\|07}}	Old Oak Common	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury
6018	King Henry VI	1928\|06}}	1958\|03}}	1962\|12}}	Plymouth Laira	Cardiff Canton	Re-instated to work last King journey under BR from Birmingham via Southall to Swindon. Scrapped by Swindon Works
6019	King Henry V	1928\|07}}	1957\|04}}	1962\|09}}	Wolverhampton, Stafford Road	Wolverhampton, Stafford Road	Scrapped at Cashmore's, Newport.
6020	King Henry IV	1930\|05}}	1956\|02}}	1962\|07}}	Plymouth Laira	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury.
6021	King Richard II	1930\|06}}	1957\|03}}	1962\|09}}	Old Oak Common	Old Oak Common	Scrapped at Cashmore's, Newport.
6022	King Edward III	1930\|06}}	1956\|05}}	1962\|09}}	Plymouth Laira	Wolverhampton, Stafford Road	'Alfloc' water treatment fitted 1954. Scrapped at Cox & Danks, Oldbury.
6023	King Edward II	1930\|06}}	1957\|06}}	1962\|06}}	Newton Abbot	Old Oak Common	Acquired by the famed Woodham Brothers Scrapyard, Barry Island, South Wales in December 1962. One pair of driving wheels deliberately cut to enable shunting within the scrap yard. Sold to Brunel Trust, Bristol Temple Meads and left as the 159th engine to make it out of Barry December 1984. After protracted preservation (with new driving wheels having been cast; the only steam locomotive in preservation to have received such treatment), the locomotive was restored and entered traffic with an official launch ceremony at Didcot on 2 April 2011.
6024	King Edward I	1930\|06}}	1957\|03}}	1962\|06}}	Plymouth Laira	Cardiff Canton	Acquired by Woodham Brothers Scrapyard in Barry Island in December 1962. Sold to Quainton Road, Bucks and left as the 36th departure from Barry March 1973. Currently owned by the Royal Scot Locomotive and General Trust, under overhaul at the West Somerset Railway.
6025	King Henry III	1930\|07}}	1957\|03}}	1962\|12}}	Old Oak Common	Old Oak Common	Scrapped by Swindon Works.
6026	King John	1930\|07}}	1958\|03}}	1962\|09}}	Old Oak Common	Old Oak Common	Scrapped by Swindon Works.
6027	King Richard I	1930\|07}}	1956\|08}}	1962\|09}}	Old Oak Common	Wolverhampton, Stafford Road	Scrapped at Cox & Danks, Oldbury.
6028	King George VI	1930\|07}}	1957\|01}}	1962\|11}}	Old Oak Common	Cardiff Canton	1663271\|mi\|km}} at withdrawal. Scrapped at Bird's, Newport. Involved in Norton Fitzwarren rail crash (1940); severely damaged but repaired.
6029	King Edward VIII	1930\|08}}	1957\|12}}	1962\|07}}	Old Oak Common	Old Oak Common	Originally built as King Stephen, renamed May 1936. Scrapped at Cashmore's, Newport

Preservation

As a result of its previous {{track gauge|7ft0.25in|lk=on}} broad-gauge system, the GWR had the largest loading gauge of all the pre-nationalisation railways in the UK. To allow for maximum power creation and resultant speed, the GWR designed the King class to its maximum mainline loading gauge, specifically a maximum height allowance of {{convert|13|ft|5|in}}. Consequently, this restricted them as to where they could operate under both GWR and British Railways ownership.

Developments in high-speed rail from the 1970s mean that ballast depths have increased, resulting in a present decrease in UK pan-network loading gauge height. This has recently started to be reversed with the introduction of pan-European loading gauge standards on some mainlines, mainly originating from ports. The present result of these civil engineering changes is that an original height King locomotive would not pass through various points of the modern Network Rail system, designed to a loading gauge height of {{convert|13|ft|1|in}}.

All three preserved Kings have been on the mainline in preservation but only 6000 King George V and 6024 King Edward I have operated on the main line.

Faced with a choice of either not operating their locomotives on the mainline or modifying to allow them to pass within the current restricted UK loading gauge, private societies choose to reduce the height of their locomotives by {{convert|4|in|0}} by: reducing cab and chimney height; modifying some upper pipe work. The National Railway Museum, owners of 6000 King George V, decided to keep this locomotive in its original condition.

Number	Image	Name	Owner	Current location
6000	King George V	National Railway Museum	STEAM - Museum of the Great Western	On static display, only original height King.
6023	King Edward II	Great Western Society	Didcot Railway Centre	Operational, not mainline certified. Due to limited time on current boiler ticket is to be certified for mainline use following completion of next overhaul.
6024	King Edward I	Royal Scot Locomotive and General Trust	West Somerset Railway	Overhaul underway at the West Somerset Railway. Being done to mainline standards.

Civic heraldry

The Borough of Swindon commissioned a new coat of arms when it became a unitary authority in 1997. The coat of arms includes an image of 6000 King George V on the shield, recognising the importance of the Swindon works in the development of Swindon.{{sfn|Borough of Swindon|pp=1,15 (The Arms of Swindon)}} The coat of arms of the old Borough of Swindon (1900–74) included an image of GWR 3031 Class 3029 White Horse.

Audio files

{{Listen |filename=6024 Lickey Bank.ogg|title= 6024 King Edward I|description=Climbing Lickey Bank with help from a Class 37.|format=Ogg}}

References

Sources

{{cite book |last1=Allcock |first1=N.J. |last2=Davies |first2=F.K. |last3=le Fleming |first3=H.M. |last4=Maskelyne |first4=J.N. |last5=Reed |first5=P.J.T. |last6=Tabor |first6=F.J. |editor-last=White |editor-first=D.E. |title=The Locomotives of the Great Western Railway, part one: Preliminary Survey |date=June 1951 |publisher=RCTS |location=Kenilworth |isbn=0-901115-17-7 |oclc=650412984 |ref=harv }}
{{cite book |last=Haresnape |first=Brian |title=Collett & Hawksworth Locomotives: A Pictorial History |year=1978 |publisher=Ian Allan |location=Shepperton |isbn=0-7110-0869-8 |ref=harv }}
{{cite book |last=le Fleming |first=H.M. |editor-last=White |editor-first=D.E. |title=The Locomotives of the Great Western Railway, part eight: Modern Passenger Classes |edition=2nd |date=November 1960 |publisher=RCTS |ref=harv }}
{{cite book |last=Nock|first=O.S. |title=The GWR Stars, Castles and Kings: Part 1 & Part 2 (Omnibus edition)|year=1980 |publisher=David & Charles/Book Club Associates |location=London|isbn=9780715379776|ref=harv|author-link=O. S. Nock }}
{{cite book |last=Nock|first=O.S. |title= British Locomotives of the Twentieth Century Part 1 |year=1983 |publisher= Patrick Stephens/London Book Club Associates |location=London|isbn= 0850595959|ref=harv}}
{{cite web

|url=http://www.swindon.gov.uk/cd/foi/cd-foi-publicationscheme/documents/boroughofswindon-officeofmayor.pdf
|title=The Office of Mayor
|website=Swindon Borough Council
|accessdate=27 August 2014
|ref={{sfnref|Borough of Swindon}}
|deadurl=yes
|archiveurl=https://web.archive.org/web/20140903091058/http://www.swindon.gov.uk/cd/foi/cd-foi-publicationscheme/documents/boroughofswindon-officeofmayor.pdf
|archivedate=3 September 2014
|df=
}}

{{cite book|last=Roden|first=Andrew|title=Great Western Railway - A History|date=2010|publisher=Aurum|ref=harv}}
{{cite book |last=Trevena |first=Arthur |title=Trains in Trouble: Vol. 1 |year=1982 |origyear=1980 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-01-X |ref=harv }}
{{Whitehurst GW Engines from 1940|pages=55, 103, 145}}

External links

King Class introduction (Great Western Archive)
No. 6000 King George V (National Railway Museum)
No. 6023 King Edward II (Great Western Society)
No. 6024 King Edward I (6024 Preservation Society)
{{citation |url=http://www.railwaywondersoftheworld.com/kings.html| chapter= How mighty are the Kings| title= Railway Wonders of the World |date=1 February 1935|pages= 21–26 |editor-first=Clarence |editor-last=Winchester }}, contemporary account of the class

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