Churchward’s Masterpiece-Lode Star In-Depth Tour | Curator with a Camera
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- čas přidán 2. 07. 2024
- Get a Lode (Star) of this!
Join Anthony Coulls for this instalment of Curator with a Camera, as he looks at Lode Star, the sensational steam engine designed by George Jackson Churchward.
"This is an incredibly precise and complex machine."
Built in the 1907, Lode Star was one of the first GWR 4000 Class to be created-and today it's the last to survive.
This episode of was filmed at the National Railway Museum in York. To find out more about NRM, visit: www.railwaymuseum.org.uk
Chapters:
00:00 Intro
00:22 The modernisation of the railway
01:05 Churchward’s experimentation
02:23 Lode Star
02:59 Piston rods and valve gear
04:08 What a corker!
05:21 A maintenance nightmare…
05:56 ...but an effective loco
07:03 The Star Classes
08:11 Edwardian elegance
09:20 Cab tour
16:14 Legacy of Lode Star
16:48 Like and subscribe!
#gwr #steamengine #lodestar - Auta a dopravní prostředky
My son met Anthony at locomotion last week. His passion for the project was clearly on show and loves that people are watching these videos and then being inspired to visit all their sites. Highly recommend anyone who hasnt been, to visit all their museum sites and see these engines in person AND maybe stumble across all the hosts of these videos and share your appreciation for them in person!
Churchward's Saint Class was described by OS Nock as the "keystone in the arch" and was arguably the most important engine built in Britain as it was such a huge leap forward in loco development. Churchward was interested in "balance" and the avoidance of "hammer blow" to avoid track damage that a two cylinder engine like the Saint might cause and that was also why he was interested in those four cylinder French locos that were bought. Churchward's engines were considered ugly when introduced and they were beautified by Holcroft- with the curves instead of the previous drop ends and these curves debuted on the Star. Both the Saint and the Star had the same boiler which had very high pressure and very high degree of ( for the time) superheating- and that was revolutionary in Britain back then. Arguably, the Star was complicated and maybe developing the Saint further would have made sense. Clearly, the Star was the start of a family of successful engines that also extended to the LMS when Stanier left the GWR for that railway. During World War One the brass beading was removed from the splashers and for some reason this was not replaced when the engine was restored for display- although the later "elbow" steam pipes were removed as they were a later addition. The Saint really was the engine that brought the Great Western into the 20th century- not the Star and Stanier's Black 5 class- a very close but mixed traffic derivative of the Saint hauled Britain's last steam train in August 1968 which sums up the reality of the importance of the Saint class.
And 2999 ‘Lady of Legend’ is a working reproduction of the Saint design, which has appeared on several heritage railways recently, and is based at Didcot.
@@johnkeepin7527 "W.A. Tuplin commented; "No other locomotive design, except perhaps Stephenson's 'Rocket', has represented such a long leap in the right direction as GWR No. 98." Number 98 was the second prototype Saint and had the new taper boiler. The last Saint in service- Saint David was subject to a preservation attempt. I have seen a letter sent from the British Transport Commission- of which BR was a part, with words to the effect that " the engine represents a national asset and we cannot wait to realise its value". Pretty stupid as there were probably dozens of engines awaiting scrapping at Swindon at that time and one engine not being dismantled in haste would hardly be a major cash flow problem for BR. Just an example of idiotic officialdom at work.
Standard No1 boiler - also used on the 28xx 2-8-0, the Hall and the Grange, and even briefly the prototype 47xx 2-8-0. As for reducing hammerblow, Churchward could have done even more if he'd employed four sets of valve gear and 135-degree crank spacing as in the later Southern Lord Nelsons.
It’s interesting to see the differences between a GWR and LNER/LMS locomotive, great video
Steam locos are so fascinatingly complicated to operate, and vary so much.
It would be great to see a view of the running gear from an inspection pit!
If you visit STEAM in Swindon, you can walk under Caerphilly Castle. It's pretty much the same.
@@rogercantwell3622
Thank you
We will
Beautiful engineering. Truly beautiful to behold.
Thanks Anthony for another great video
Fascinating! Thank you very much!
A wonderful engine and video , well done team
Nice to see LNTN get a mention!
My home town. Had to be done!
I really appreciate this top drawer tour of the Star class. Thanks so very much.
Fascinating! Thankyou!
Excellent tutorial, Doctor Coulls. As a slight aside, the engineer Harold Holcroft was the man responsible for the GWR 'house' style. He later went on to work with Sir Nigel Gresley in developing the valve gear for locomotives, such as Flying Scotsman & Mallard.
Holcroft actually went to the SR and worked under Richard Maunsell. He came up with a 3-cylinder conjugated layout that gave Gresley some ideas (there was a lot of knowledge sharing between the SR, LMS and LNER - GWR was more insular). However, Holcroft's layout wasn't successful and the SR Schools Class ended up having three sets of valve gear.
@@rogercantwell3622 Yes, that's how I understand it.
@@rogercantwell3622 the Holcroft valve gear was perfectly successful on the Maunsell 3-cylinder types - N1, U1, W, Z. Anyway, he just ripped it off Henschel, who implemented it very successfully on the G.12 2-10-0, one example of which is still working freight and passenger trains on the main line in Germany today (no. 58 311, aka 58 1111-2).
Very well made video as per usual , now Cheltenham is back please keep her in as last ran BR green ,also any chance one day of seeing Mallard in as last ran BR green even if for a year only
An excellent and informative video of my favourite NRM locomotive. Would love to see an additional video on the exhaust steam injector and maybe a GWR Churchward combined vacuum, ejector and steam brake (City of Truro might have one as Lode Star has a separate vacuum brake and ejector with no steam brake) but understand they’d be omitted for being very technical for general viewing!
To be fair, those are great suggestions, we can look at them when we do those locos, I try not to repeat endless regulator and reverser facts and have started cross-referencing films. Will see what we can do!
@@anthonycoulls7301 Thank you for your response and for your tremendous efforts in bringing new, educational and engaging content to the internet. I loved manning loco cabs as an events volunteer at the NRM and it was always nice to add new knowledge from explainer and volunteer insights. The GWR combination brake is of particular interest as I did a footplate ride on 4555 last month and just couldn’t quite understand how it functioned as a steam brake as well as an ejector.
@@mcollier4566 having worked Truro and 5972 with it, challenge accepted. We're looking for more cab access volunteers at York now if you could be tempted back 😁
@@anthonycoulls7301 I’ve only had a go on 4270 and Erlestoke Manor to date, both of which have a separate ejector. Everything makes sense with the combination brake up to the point where you disconnect the vac bags and can use it as a steam brake! I’d love to come back and help out, albeit on a fairly infrequent basis as I now live and work in the Midlands. Henry Oakley was my last regular steed and despite knowing very little about diesels I always found the Deltic very interesting. Always hoped for Lode Star. Maybe one day!
I wonder why Swindon didn't re-fit brass beadings to the splashers when preparing it for display in 1962? They removed the outside steam pipes and fitted a tall safety valve casing to present a pre WW1 appearance.
Great insight into a great engine.Thank you for these videos.
I'd never realised what the condenser in the cab roof did for the displacement lubricator. I'd made a wild guess that it was for heating - which made zero sense with the firebox in front! Thank you for that..
As an American who may never visit the UK due to a fear of flying, I love this series. Could y’all review the Chinese 4-8-4 sometime?
The Chinese 4-6-4 is a British Export that came back home, which is why it is here
@@NJPurling I’m aware.
@@Train_Tok_Man Just curious about your interest. Have you seen images of 'The Agenoria'. It did do thirty years work, which is clear in the wear of the wheel tyres. Made by Foster Rastrick & Co 1829 as was 'Stourbridge Lion'.
'Stourbridge Lion' deserved a better opportunity to shine after it's arrival in the USA. But it needed an iron railroad.
@@NJPurling Pretty sure all that’s left of that engine is just its boiler sadly. But there is a replica on display somewhere I believe.
The Queen Mary 2 still sails from New York to Southampton multiple times a year.
Will we be getting a video on the Lancashire & Yorkshire Railway Class 5? That’s one of my favourite locos at York, and I love seeing it when I the NRM.
Lode Star is ok too, but I’m more partial to other pre-grouping locos, like what they have in the station hall (any idea when that will be reopening?).
Depending on when these episodes were filmed, the L&YR Class 5 has currently been moved to the Bury Transport Museum at the ELR to be with LMS 2500
From what I know, the station hall should be reopening late 2024 - early 2025
Imagine if the chronology had been slightly different....if Churchward had taken charge slightly later. Suppose that he had got the GWR to buy deGlehn / du Bousquet 4-6-0s instead of Atlantics. Compounds that could climb Dainton with a decent load. Could have totally changed the direction of British locomotive development.
One of the class members is 4002 “Evening Star” the locomotive built before Lode Star
Can we see a video on the beautiful Livingston Thompson. To represent the Narrow Gauge audience??
I'm glad I never had to work on one but its a beautiful machine. Elegant as were all its followers. Nice explanations .:I believe lode' is an old Norse word meaning 'the north' or 'Pole' star. ?-)
The directors asked Churchward why his locomotive cost twice as much as those of one of their competitors. His retort was that one of his would pull two of theirs backwards.
As I noted in the film
Lode Star's trailing pair of driving wheels are of a different (later) pattern to the leading and middle pair. The trailing wheels are from the "Castle" class with webbing reinforcement and the crankpin is between the spokes, whereas the other four driving wheels have the crankpin in line with the spoke and have no webbing. It's likely the trailing pair were swapped in when Lode Star was being cosmetically restored following withdrawal.
Closer examination of the number stampings on the wheel hubs should show which engine previously had the trailing pair.
I don't know why the narrator uses G.J. Churchward's name as though he was in the dock, accused of a crime. If you see the nameplate of the 4073 class named after him, it is as I have used it here. The Directors and everyone else on the GWR referred to him as Mr. Churchward. They do the same with Brunel and if you look at the Tamar Bridge with his name on it, it is I.K. Brunel.
It's how I refer to him conversationally, that's all. In the presentation it didn't feel right to simply say George Churchward, or GJ Churchward. Doesn't take any admiration away from him. I'd personally say Isambard Kingdom Brunel as well. Each to their own and neither of us is wrong.
Are the drives for the engines on each side diametrically opposed, or quartered?
It looks like a saint locomotive
It's pretty much the same thing, it's a 4-cylinder version of a Saint. Same wheels, same boiler.
Nice to know about Lode Star wonder if she will ever steam again
Although It'd be nice, it's Unlikely, as the Engine already owns Several Operational Engines, Cheltenham, Sir Lamiel, Flying Scotsman, etc
@@TheSudrianTerrier653while seeing the Star work again is a tantalising idea, she is simply too good to steam. The restoration to museum (as built - they went above and beyond!) condition was carried out at Swindon works by artisans who serviced her in regular service - this can never be repeated as the works are no more, those people gone, remaining tools scrapped or dispersed. Returning the Star to steam would require strip down and servicing, new parts etc and after being used for 10years would require another strip down for continued operation/ restoring to museum condition. This would erase the efforts by those at Swindon. There are plenty of Star derivatives (Castles) which still go and let the Star be enjoyed and looked after in the NRM
There was a list of National Collection engines that had steamed at one time or other, whilst others had never steamed, but were now considered too old or unviable to risk steaming - for example, the Compound, the GNR Single, the D-class, the J17, J69, Aerolite, the Dean Goods and 9400. That also includes Mallard, Evening Star and Green Arrow. Likewise Lode Star which I understood to have flaws in one or more of the cylinder castings.
@@smhorseIt has had the outside steam pipes removed but still has the new post 1949 cylinders
It’s very unlikely to steam again, as prior to its preservation it was cosmetically (at least, but that’s another story) overhauled at Swindon and still carries the same paint job, and as a way to preserve/honour their work it’s how it will remain as any attempts to overhaul it mechanically will require a new paint job at the end.
10:44 Hang on, isn’t that duke of Gloucester cab on the ground?
does seem to be the right number to be that loco yes.
Yes, it is. A mock up made in the early 1950s
Where is the brass splasher beading??
As for steaming certain locomotives again there are some that are out of the question now. Even though they did get revived after the end of BR steam in 1968.
The GNR 'Single', the Midland 'Compound'. You can add 'Green Arrow' and Lode Star too.
The GNR loco has a very poor firebox & the driving wheel tyre is at scrapping thickness,. 'Green Arrow' still has its original cylinder block, which is now badly cracked. Lode Star looks to have very thin tyres all round & who knows about the state of the boiler? I don't suppose it has been surveyed.
As for 'Evening Star'... I rode behind it on the Scarborough Spa Express which was many years ago. The locomotive is the 3rd newest steam locomotive in Britain & was never thrashed on freight trains, which was what it was designed for. On the modern railway a speed limit may apply on account of it having smaller driving wheels, but it definitely has the low-down grunt.
Evening Star is never going out on the mainline again (or any other 9F for that matter) as the flangeless centre driving wheels are incompatible with the raised checkrails on some modern points. Risk of the wheel riding up on the checkrail and derailing the loco.
They said the T3 would never run again either, because of the heavily patched state of the inner firebox... so Swanage just got a new one built! There's nothing to prevent Lode Star getting new tyres if needed.
@@richardharrold9736 Being the only locomotive in preservation outshopped by Swindon, it will never be considered for steaming, that has always been the line of the museum.
@@mattp7136 nonsense, it will need repainting soon just like the T3 did. That was on the "it'll never steam" list too.
@@richardharrold9736 just because you don't like the answer doesn't make it nonsense, the T3 was in poor mechanical condition totally different, but now made possible by technology advancements. There's only is one ex works Swindon loco remaining, and after over 60 years, while no longer pristine, it still is original, and will be remaining so for as long as it can be left. not everything in the collection should steam again, and there's already plenty for the brasso fans to enjoy.
Any chance of this loco steaming again?
What's above the pit now that lode star has moved?
Oh, so this has an inverse Gresley conjugated valve gear!
Also question I’ve had for a long time, why do most brake handles have the drilled holes in them?
Holcroft gear. Gresley just 'borrowed' Holcroft's ideas. Much as Holcroft stole them off Henschel!
A worthwhile enhancment would be to replace corks with a proper closure with a hinged cap with projecting lug which could be opened with the spout of the oil can. This is a standard fitment on Swedish steam locos.
More modern engines used hinged caps, this engine pre dates that though and has no plans to be steamed again
The cork had the advantage that, if it fell out, it would cause no damage to the motion. The reed was actually unnecessary - other railways used corks and found there was no problem with oil flow.
Pleaee cover Cheltenham, we already miss her at the watercress
That'll be one for my colleague Thomas to do, he's a Southern devotee 😊
@@anthonycoulls7301will 925 or 850 be getting overhauled at any time?
Is all that gleaming steel chromium alloy? What kept these parts from rusting?
It’s kinda surprising they didn’t put the valve gear on the outside , with bell cranks driving the inside cylinders, reversing the layout.
LMS did that but it didn't fit the GWR aesthetic. GWR only used outside valve gear on the 1500 class pannier rank, I think - and that was just before nationalisation.
@@rogercantwell3622 supposedly Hawksworth wanted to do a second batch of Counties with 15xx type outside valve gear - or possibly a 4-cylinder version with 15xx cylinders, I forget.
@@rogercantwell3622 They also used outside gear on the three 2-foot gauge 2-6-2 tanks they built for the Vale of Rheidol railway in 1923/4.
What’s her boiler like?
There appears to be a tap on the lower left smokebox front... what might it used for...?
It's a steam take off and cock for a steam lance, could be used for cleaning using steam
Tea.
It's a steam lance cock.
It's a steam valve, locomotive cleaners used to connect a steam Lance to it, this was used to clean out the boiler tubes
@@stuarteasthope3048 Thx for the info!
If there was no dome, how did they get steam out without risk of water coming out too ?
I think the tapered boiler overcame that problem.
@@northstar1950 thanks
Why would it float
But will it ever run again?
These days someone will probably build a new one . .
@@chrisburton9645
Possibly using the chassis of Castle 7027 which has lost its boiler to construct a replica 4700 class.
@@henrybn14ar then it wouldn't be a Star, nothing like. The frames are completely different, especially at the front, the wheels are different, the cylinder stroke is longer...
George Jackson Churchward not Churchwood
I take it the "king" class was developed from this ?
Eventually . . .
It was put through the Swindon Works photocopier.
Castles first, then Kings.
Why were some railways right- hand drive and others left-hand drive ... why not standardize driver position like they standardized the track gauge? Any advantages to left-hand verse right-hand positions?
Individual railways generally had a standardized side for driving, so would have all their engines manufactured that way. However there are always exceptions.
In Victoria, Australia the government railway, Victorian Railways, drove on the left side on the Broad Gauge. The narrow gauge line due to the first engines being imported from America were right hand drive as were all the locally made copies. When two additional engines were bought from Beyer Peacock, Garratt engines G41 & G42 they were also right hand drive.
Does it really make a difference. Maybe. But with a tank engine when half the time you are going bunker first, you are then on the opposite side of the cab. If you have a second person in the cab they are also responsible for looking for signals and collecting and delivering safe working tokens as required. The biggest obstacle is sight lines due to boiler or tender or hoods.
I think it was to do with what side the signals and signs were on but I could be wrong
@@Kevin-go2dw thank you
RHD is easier for most firemen when it comes to accurately placing the coal onto the grate but means they have to help look out for signals, which are almost always on the left. The other big three railways settled on LHD, with many locos being converted from RHD - like Flying Scotsman - but the GWR always did its own thing.
@@terrier_productions Yes that is part of it, more so for express or high speed running. On "branch lines" probably not as important, nor where turning facilities were not available.
Ditching Brussels gauge was a mistake but not as bad as new Zealand going for a very narrow gauge.
Never trust Domeless engines said a voice.
One loco that should be restored to steam.
Difficult to hear the speaker through the - really annoying - music.
Wooo GWR by the dude who grew up on GWR grounds.
GWR and LNWR joint to be accurate 😁
@@anthonycoulls7301 Oh! you said on one of the Q&A videos you grew up on GWR territory. you said it when I asked if city of turo that's in steam in swindon could be looked at