View source for George Jackson Churchward

{{Short description|English railway engineer}}
{{EngvarB|date=September 2013}}
{{Use dmy dates|date=May 2024}}
{{Infobox person
|name = George Jackson Churchward
|image = 
|honorific_suffix   = {{post-nominals|size=100%|country=GBR|CBE}}
|birth_date = {{birth date|df=yes|1857|1|31}}
|birth_place = [[Stoke Gabriel]], [[Devon]], England
|death_date = {{death date and age|df=yes|1933|12|19|1857|1|31}}
|death_place = [[Swindon]], [[Wiltshire]], England
|occupation = [[Mechanical engineering|Mechanical engineer]]
|awards = {{post-nominals|country=GBR|CBE}}
}}

'''George Jackson Churchward''' {{post-nominals|country=GBR|CBE}} (31 January 1857 – 19 December 1933) was an English railway engineer, and was [[chief mechanical engineer]] of the [[Great Western Railway]] (GWR) in the United Kingdom from 1902 to 1922.

==Early life==
Churchward was born at Rowes Farm, [[Stoke Gabriel]], Devon, where his ancestors (the senior line residing at Hill House; his paternal grandfather, Matthew, was the younger son of the head of the family) had been squires since 1457. He was the first son in a family of three sons and two daughters, brothers John (b.1858) and James (b.1860) and sisters Mary (b.1863) and Adelina (b.1870). His father, George Churchward, a farmer, married his cousin, Adelina Mary, daughter of Thomas Churchward, of [[Paignton]], Devon, a corn and cider merchant.<ref>{{cite ODNB |title=Churchward, George Jackson (1857–1933), railway engineer |url=https://www.oxforddnb.com/view/10.1093/ref:odnb/9780198614128.001.0001/odnb-9780198614128-e-37284 |year=2004 |access-date=11 March 2021|doi=10.1093/ref:odnb/37284}}</ref> He was educated at the [[Totnes Grammar School|King Edward VI Grammar School]], contained within the Mansion House on Fore Street, [[Totnes]], Devon. His father's cousin, Frederick Churchward, head of the family, arranged private tuition at Hill House during the school holidays.<ref>{{cite web |title=George Jackson Churchward (1857-1933) |url=https://stokegabrielchurch.co.uk/history/george-jackson-churchward-1857-1933 |website=Stoke Gabriel Church |access-date=11 March 2021}}</ref>

==Early career==
[[File:Beaulieu National Motor Museum 18-09-2012 (8516778752).jpg|thumb|The [[Grenville steam carriage]] preserved at the [[National Motor Museum, Beaulieu]] ]]
He started his engineering training in 1871 with John Wright, the Locomotive Superintendent of the [[South Devon Railway Company|South Devon]], [[Cornwall Railway|Cornwall]] and [[West Cornwall Railway|West Cornwall]] railways, at the [[Newton Abbot]] works of the South Devon Railway. While there, he and his fellow pupil Robert Neville-Grenville{{sfn|Venn|2022}}{{efn|Griffiths incorrectly has 'Richard Neville Grenville', with no hyphen}} developed a [[Grenville steam carriage|steam-powered car]] based on the boiler from a [[Merryweather & Sons|Merryweather]] fire-engine.{{sfn|Griffiths|1987|p=34}}

When the GWR took over the South Devon Railway in 1876, Churchward had to move to the [[Swindon Works]]. In 1877, at the end of his pupilage, he moved to the drawing office, where he worked with [[Joseph Armstrong (engineer)#Children|"Young Joe" Armstrong]] to develop a vacuum brake. He was appointed Inspecting Engineer in June 1882, and six months later became assistant to the Carriage Works Manager, [[James Holden (locomotive engineer)|James Holden]], taking over as Manager on Holden's departure in 1885. Ten years later he became Assistant Works Manager, and soon after Manager, of the locomotive works, and in 1897 became [[William Dean (engineer)|William Dean]]'s Chief Assistant and natural successor.{{sfn|Griffiths|1987|pp=34–35}}

After 5 years as Chief Assistant, during most of which time Dean was ill and delegating much of his design work to Churchward, in 1902 he formally succeeded Dean as Locomotive Superintendent.<ref>Herring, p.21 (except apprenticeships)</ref> In 1900 he became the first mayor of Swindon.

==Chief Mechanical Engineer==
{{See also|Locomotives of the Great Western Railway#George Jackson Churchward (1902-1922)}}
In the 19th and early 20th century, railway companies were fiercely competitive. Speed meant revenue and speed was dependent on engineering. Churchward delivered to the GWR from Swindon a series of class-leading and innovative locomotives. Arguably, from the early 1900s to the 1920s the Great Western's 2-cylinder and 4-cylinder 4-6-0 designs were substantially superior to any class of locomotive of the other British railway companies. On one occasion, the GWR's directors confronted Churchward, and demanded to know why the [[London and North Western Railway]] were able to build three 4-6-0 locomotives for the price of two of Churchward's "Stars". Churchward allegedly gave a terse response: "Because one of mine could pull two of their bloody things backwards!"<ref>Tuplin (1971) p.74</ref>

The biggest engineering challenge of the GWR's operations was travelling over the [[South Devon Banks]], a series of steep inclines linking Exeter and Plymouth in Devon, on the GWR's most important route. Although speed was a key competitive driver across the whole GWR route, the South Devon Banks rewarded sure-footed locomotive designs with good adhesion. The largest opportunity to any GWR CME was the resulting large [[loading gauge]] legacy of the GWR's conversion from Brunel's broad gauge track to standard gauge, allowing for wider and higher designs than any of the other later [[Big Four (British railway companies)|Big Four railway companies]].

===Philosophy===
Churchward's design philosophy followed a number of streams of development, for which he thoroughly researched both competitor UK designs, as well as European and [[North American]] locomotives.<ref name=DJohn>{{cite web|url=http://www.greatwestern.org.uk/m_in_gwr_gjc.htm|title=G. J. Churchward|first=John |last=Daniel |publisher=Great Western Archive|date=2000|access-date=10 October 2007}}</ref><ref name=Haresnape>{{harvnb|Haresnape|Swain|1976}}</ref>

Following principles based on Belgian inventor [[Alfred Belpaire]], Churchward preferred free steaming boilers. This resulted in his use of a Belpaire-style rectangular firebox, which due to its greater surface area for evaporation was less prone to foaming and carry over of water to the cylinders. Churchward inherited from Dean a series of parallel cylindrical boilers, but by applying mathematical principles to the flow of boiler water, quickly improved the flow of steam by adopting tapered boilers, which give their largest area to the point of highest steam production. Churchward then dispensed with the need for a large dome to collect steam, using instead top-feed of water supply from injectors, which together with top-fitted [[clack box]]es hidden within a brass "bonnet" minimised boiler stress.<ref name=DJohn/><ref name=Haresnape/>

Churchward experimented with compounding, a principle development for marine engines which was widely adopted in European locomotive design. Although through his experimentation Churchward found little difference in operation in terms of the total power developed in compounding locomotives, the use of European locomotives in his trial led to his adoption of higher pressure boilers, and drive power split between two axles on four cylinder designs.<ref name=DJohn/><ref name=Haresnape/>

His third stream of philosophy was based around piston valves. Churchward's valves were 50% larger than anything seen in the UK to that time, travelled 50% further, and were designed to be concealed. The result gave the minimum loss of pressure as steam passed to the cylinders.<ref name=DJohn/><ref name=Haresnape/>

Churchward's resulting locomotive designs excluded [[trailing wheels]], which maximised adhesion on the South Devon Banks. He was an early adopter in UK locomotive design of [[superheater|superheating]], made efficient through the GWR's exclusive use of the high calorific-value steam coal from the [[South Wales Coalfield]]. He also adopted large bearing surfaces to reduce wear, something common in North America.

Churchward is credited<ref>Tuplin (1971) pp.78–84, and Hollingsworth pp.70–71</ref> with introducing to Britain several refinements from American and French steam locomotive practice. Among these were the tapered boiler and the casting of cylinders and saddles together, in halves. His choice of outside cylinders for express locomotives was also not standard in Britain for that time. Many elements of British practice were retained, of course. His locomotives for the most part used British plate frames, and the crew was accommodated in typical British fashion. The selection of a domeless boiler was more common to Britain than to the US.

===1901 outline scheme===
In 1901 Churchward produced a scheme of six different locomotive types based on a few standard parts. All would have cylinders with {{convert|18|in|cm|1|abbr=on}} diameter and {{convert|30|in|cm|1|abbr=on}} stroke, piston valves of {{convert|8+1/2|in|cm|1|abbr=on}} diameter, and all leading or trailing wheels would be {{convert|3|ft|3|in|cm|1|abbr=on}} diameter. Locomotive classes corresponding to all these proposals were eventually built, with some differences in the dimensions.
<!-- The image sizes are an attempt to show the engines to a consistent scale -->
{| class="wikitable sortable"
|+ Churchward's 1901 outline scheme<ref name=Haresnape/>
|-
! Wheel<br />arrangement
! Driving<br />wheel<br />diameter
! Boiler<br />barrel<br />length
! Connecting<br />rod<br />length
! Corresponding<br />class
! Date of<br />first<br />engine
! class="unsortable" | Engines<br />as built
|- 
| data-sort-value="8-2-0"|2-8-0
| {{convert|4|ft|7+1/2|in|cm|1|abbr=on}}
| {{convert|15|ft|m|2|abbr=on}}
| {{convert|10|ft|8+1/2|in|m|2|abbr=on}}
| [[GWR 2800 Class|2800 Class]]
| 1903
| 
[[File:GWR 28xx Consolidation 2803 (Howden, Boys' Book of Locomotives, 1907).jpg|200px]]
|- 
| data-sort-value="6-4-0"|4-6-0
| {{convert|5|ft|8|in|cm|1|abbr=on}}
| {{convert|15|ft|m|2|abbr=on}}
| {{convert|10|ft|8+1/2|in|m|2|abbr=on}}
| [[GWR 6800 Class|6800 ''Grange'' Class]] (by [[Charles Collett|Collett]])
| 1936
| {{CSS image crop
|Image         = 6816 Frankton Grange Neath 15-04-63 (29356201834).jpg
|bSize         = 190
|cWidth        = 200
|cHeight       = 70
|oTop          = 30
|oLeft         = 21
}}
|-
| data-sort-value="6-4-0"|4-6-0
| {{convert|6|ft|8+1/2|in|cm|1|abbr=on}}
| {{convert|15|ft|m|2|abbr=on}}
| {{convert|10|ft|8+1/2|in|m|2|abbr=on}}
| [[GWR 2900 Class|2900 ''Saint'' Class]]
| 1902
| [[File:GWR 4-6-0 No.98.jpg|200px]]
|- 
| data-sort-value="6-2-2T"|2-6-2T
| {{convert|5|ft|8|in|cm|1|abbr=on}}
| {{convert|11|ft|2|in|m|2|abbr=on}}
| {{convert|6|ft|10+1/2|in|m|2|abbr=on}}
| [[GWR 5100 Class|5100 Class]]
| 1903
| [[File:GWR 3120 Prairie locomotive (Howden, Boys' Book of Locomotives, 1907).jpg|130px]]
|- 
| data-sort-value="4-4-2T"|4-4-2T
| {{convert|6|ft|8+1/2|in|cm|1|abbr=on}}
| {{convert|11|ft|2|in|m|2|abbr=on}}
| {{convert|6|ft|10+1/2|in|m|2|abbr=on}}
| [[GWR 2221 Class|2221 ''County Tank'' Class]]
| 1905
| [[File:GWR County tank class 2221 (Howden, Boys' Book of Locomotives, 1907).jpg|130px]]
|- 
| data-sort-value="4-4-0"|4-4-0
| {{convert|6|ft|8+1/2|in|cm|1|abbr=on}}
| {{convert|11|ft|2|in|m|2|abbr=on}}
| {{convert|6|ft|10+1/2|in|m|2|abbr=on}}
| [[GWR 3800 Class|3800 ''County'' Class]]
| 1904
| [[File:GWR 3818 County of Radnor (Boys' Book of Locomotives, 1907).jpg|180px]]
|}

===Notable locomotives===
====GWR 4-4-0 3700 Class====
[[File:GWR 3433 City of Bath (Howden, Boys&#039; Book of Locomotives, 1907).jpg|thumb|GWR 3700 Class No. 3433 ''City of Bath'' showing tapered boiler and Belpaire firebox]]
{{main|GWR 3700 Class}}
In September 1902 Churchward had a member of the [[GWR 4100 Class#Atbara class|Atbara Class]], no. 3405 ''Mauritius'', reboilered with a [[Belpaire firebox]] and the first use of a tapered boiler on the GWR. The boiler became the prototype for Churchward's GWR Standard No. 4 boiler.<ref name=OSNa58>{{harvnb |Nock |1977 |p=58}}</ref> This experiment led to the design of the [[GWR 3700 Class|City]] class, with the first outshopped from Swindon in March 1903, No. 3433 ''City of Bath''.<ref name=OSNa59>{{harvnb |Nock |1977 |p=59}}</ref> It was fitted with the final form of the Standard No.4 boiler, with slightly curved sides and a tapered top to the firebox.<ref name=OSNb89>{{harvnb |Nock |1978 |p=89}}</ref> The class soon became one of the most famous classes of locomotives in the world, when ''[[City of Truro]]'' became the first engine in the world to haul a train at 100 miles per hour in 1904 (although unauthenticated).

====Experimental 4-6-0 locomotives====
[[File:GWR no. 100 (45859211164).jpg|thumb|Experimental 4-6-0 No. 100 ''William Dean'']]
In 1901, whilst still assistant to Dean, the GWR board approved Churchward's plan to build a series of two cylinder 4-6-0 locomotives.

No. 100 was out-shopped in February 1902,<ref name=RCTS1>{{harvnb|le Fleming|1953 |p=H22}}</ref> named ''Dean'' (later ''William Dean'') in June 1902 to mark the latter's retirement. It incorporated a domeless [[fire-tube boiler|parallel boiler]], raised [[Belpaire firebox]], {{convert|19|in|cm|1|abbr=on}} diameter outside cylinders with {{convert|30|in|cm|1|abbr=on}} piston stroke, and boiler pressure of {{convert|200|psi|MPa|2|abbr=on|lk=on}}.<ref name=Nock12>{{harvnb |Nock |1983 |p=12}}</ref> The piston valves were driven by rocking levers actuated by the expansion link of [[Stephenson valve gear]] – this particular design was only used on no. 100.<ref name=Nock21>{{harvnb |Nock |1983 |p=21}}</ref>

No. 98 was out-shopped in March 1903, to a similar design but with a taper boiler, re-designed valve gear layout and cylinders, and a shorter wheelbase.<ref name=RCTS2>{{harvnb |le Fleming|1953 |p=H23}}</ref> Valve diameters were increased from {{convert|6+1/2|in|mm}} to {{convert|10|in|mm}}.<ref name=GWS29xxOvw>[http://www.greatwestern.org.uk/m_in_snt.htm Great Western Society – GW 2900 Class overview] (Accessed 26 April 2009)</ref>

No. 171 was out-shopped in December 1903, incorporating the improvements to No. 98 but with a {{convert|225|psi|MPa|2|abbr=on|lk=on}}  boiler and minor amendments to the heating surface and grate area. Built as a 4-6-0, in October 1904 it was converted to a 4-4-2 to enable better comparison with the performance of the French de Glehn compound; it was reconverted to 4-6-0 in July 1907.<ref name=RCTS2/> Named ''Albion'' in 1904, it received a [[superheater|superheated]] boiler in 1910.

====Experimental French locomotives====
[[File:GWR de Glehn compound locomotive 104 Alliance (Howden, Boys' Book of Locomotives, 1907).jpg|thumb|de Glehn 4-4-2 No. 104]]
[[File:GWR 2900 Class No. 181.jpg|thumb|GWR Saint class No. 181 ''Ivanhoe'' running as {{nobr|4-4-2}} for comparison]]
On succeeding Dean, the GWR board authorised Churchward to purchase three French [[Compound locomotive#De Glehn|de Glehn]]-du Bousquet four-cylinder compound locomotives, in order to evaluate the benefits of compounding. Similar to the Paris-Orleans Railway's 3001 class and built by [[Société Alsacienne de Constructions Mécaniques]],<ref name=Haresnape22>{{harvnb |Haresnape |Swain |1976 |p=22}}</ref> the first locomotive [[GWR 102 La France|no.102 ''La France'']] was delivered in 1903, with [[GWR 103 President|Nos. 103 and 104]] purchased in 1905. The locomotives had two high pressure cylinders fitted between the frames, and two low pressure cylinders outside.<ref name="RM">{{cite magazine | last = Freezer | first = Cyril | title = La France |magazine= Railway Modeller | volume = 22 | issue = 252 |page=334 | publisher = Peco Publications and Publicity Ltd | location = Seaton, Devon | date = October 1971}}</ref>

Each was initially fitted with a standard-pattern GWR chimney, a GWR tender and had their numbers positioned in GWR fashion on the sides of the cab. They were then each placed into service to evaluate performance, and then following engine crew feedback were modified to test other aspects of Churchward's design experimentation and philosophy.<ref>{{harvnb |Rogers |1975 |p=133}}</ref><ref>{{harvnb |Nock|1975 |p=75}}</ref> In 1926, the three locomotives were based at Oxford shed.<ref name="pendon">{{cite web
 |title=Trains in the vale
 |work=Pendon Museum
 |url=http://www.pendonmuseum.com/vale/trains.html
 |access-date=2008-11-12
 |archive-url=https://web.archive.org/web/20080626022636/http://www.pendonmuseum.com/vale/trains.html
 |archive-date=26 June 2008
 |url-status=dead
}}</ref> In operational practice, compounding did not provide any significant improvement in either performance or economy compared to No 171 ''Albion'', Churchward's prototype 4-6-0, which was converted to a 4-4-2 specifically for direct comparison with them.<ref>{{cite journal
  | last = Foster
  | first = Richard
  | title = Churchward: The man and his machines
  | journal = Steam Railway
  | issue = 342
  | pages =66–72
  | publisher = EMAP Ltd
  | location = Peterborough
  | date = Nov 2007
}}</ref> A further 13 engines in the Saint class were also originally built as 4-4-2s.<ref name=Haresnape />

====GWR 4-6-0 2900 Saint class====
{{main|GWR 2900 Class}}
Experimental 4-6-0 No. 171 formed the basis of the [[GWR 2900 Class|GWR 2900 ''Saint'' Class]]. It appeared in four production series built between 1905 and 1913, each of which differed in dimensions. There were also differences between members of each series in terms of the boilers used, wheel arrangement (Churchward was unsure of the choice between 4-4-2 and 4-6-0), and arrangements for superheating.

The locomotives performed well as passenger locomotives over all the long-distance routes of the GWR and on all but the fastest express trains until they gradually became displaced to secondary services by the [[GWR 4073 Class|Castle Class]] in the late 1920s and 1930s. However, the {{convert|6|ft|8+1/2|in|m|3|abbr=on}} driving wheels limited their usefulness on freight trains. Churchward had recognized this limitation by the introduction of his [[GWR 4700 Class]] [[2-8-0]] design with {{convert|5|ft|8|in|m|3|abbr=on}} driving wheels in 1919, intended for express goods trains. However, Churchward's successor [[Charles Collett]] felt that a smaller-wheeled version of the 'Saint' class could form the basis of a successful [[mixed-traffic locomotive|mixed-traffic]] class of locomotives. He therefore rebuilt No. 2925 ''Saint Martin'' with {{convert|6|ft|m|3|abbr=on}} driving wheels to become the prototype of his successful [[GWR 4900 Class|Hall Class]] locomotives. Thus the 2900 class became a template for later GWR 2-cylinder 4-6-0 classes including the [[GWR 6959 Class|Modified Hall]], [[GWR 6800 Class|Grange]], [[GWR 7800 Class|Manor]] and [[GWR 1000 Class|County]] classes, all of which were of the same basic design.<ref name=RCTS5>{{harvnb |le Fleming|1953 |p=H4}}</ref>

The class incorporated many revolutionary advances which were influential in British locomotive design for the next fifty years.  According to The Great Western Society, 'Saint' class locomotives "represented one of the most important steps forward in railway traction of the 20th century", and they "are now acknowledged to have had a profound influence on almost every aspect of subsequent steam locomotive development".<ref>{{cite web |last1=Didcot Railway Centre |title=The impossible dream |url=https://didcot-railway-centre.business.site/posts/289177238764242589 |access-date=24 October 2021 |date=21 April 2019}}</ref>

====Standard locomotive classes====
{{further|List of GWR standard classes with two outside cylinders}}
The Saints and their derived classes were only part of Churchward's scheme. Based on a limited number of standard parts—including boilers, cylinders, wheels and valve gear—he planned a range of locomotives for duties such as express passenger, mixed traffic, heavy freight and suburban trains, with both tender and tank versions. He began to construct some of his designs immediately; he also extended the range of designs as the demands of the business required, producing the [[GWR 4300 Class|4300 Moguls]] and [[GWR 4700 Class|4700 express freight]] engines. His mixed-traffic design did not appear until Collett built the Granges in 1936.

====GWR 4-6-0 4000 Class====
{{main|GWR 4000 Class}}
The [[Great Western Railway]] '''4000''' or '''Star''' class were 4-cylinder [[4-6-0]] passenger locomotives introduced from early 1907. The prototype was built in May 1906 as a 4-4-2 Atlantic (but later converted to 4-6-0). The design benefited from experience gained from the 'Saint' class and the De Glehn engines. The locomotives proved to be very successful, handling the heaviest long-distance express trains, reaching top speeds of {{convert|90|mph|km/h|0|abbr=on}}, and they established the design principles for GWR 4-cylinder classes over the next twenty-five years.<ref>{{cite book |title=Train: The Definitive Visual History |date=2014 |publisher=DK Publishing |isbn=978-1465436580 |page=97 |url=https://books.google.com/books?id=LrWBBAAAQBAJ |access-date=2 October 2020}}</ref>

====The Great Bear Pacific====
[[File:Great bear.jpg|thumb|''The Great Bear'']]
[[GWR 111 The Great Bear|GWR 111 ''The Great Bear'']] was the first [[4-6-2]] (Pacific) locomotive used on a railway in Great Britain,<ref name="SR">{{cite magazine | last = Foster  | first = Richard  | title = The man and his machines: The Great Bear | magazine = Steam Railway | issue = 342  |page=69  | publisher = EMAP Ltd  | location = Peterborough | date = November 2007 }}</ref> the only one of that type ever built by the GWR, which is today seen as Churchward's notable failure in locomotive design. No clear GWR commercial reason existed for the design, so it is concluded by many as a further Churchward experiment, considered to explore what came beyond the Star Class when train loads increased beyond their capability.<ref>{{harvnb |Nock |1983 |p=163}}</ref> Basically a developed Star class locomotive, the larger boiler over trailing wheels allowed a firebox surface of {{convert|182|sqft|abbr=on}}, a 17.5% increase in size compared to the Star Class.<ref>{{harvnb |Nock |1983 |p=164}}</ref> It was also built with a Swindon No. 1 superheater.

Due to its weight and {{convert|20|LT|9|Lcwt|abbr=on}} axle load, the locomotive was restricted to the [[Great Western Main Line|Paddington to Bristol]] main line, mainly under Paddington driver Thomas Blackall, originally from [[Aston Tirrold]], Oxfordshire. Despite later experimental developments, in service the performance of ''The Great Bear'' proved to be disappointing, and not a significant improvement on existing classes.<ref name=RCTS1953H13>{{harvnb|le Fleming|1953|p=H13}}</ref> The excellent performance of the Star Class and advent of the [[First World War]] brought a stop to further experimentation without significant improvement.

Although not a technical success, ''The Great Bear'' was considered the company's flagship locomotive from its introduction until Churchward's retirement in 1922.<ref>{{harvnb |Nock |1980 |p=85}}</ref> With the introduction of [[GWR 4073 Class|4073 ''Caerphilly Castle'']] in 1923 with a higher [[tractive effort]], the locomotive ceased to have any publicity value and became an embarrassment. Due for heavy repairs in January 1924, it was withdrawn from service by Churchward's successor [[Charles Collett]].<ref>{{harvnb |Nock |1980 |p=89}}</ref> It emerged from Swindon later that year as a 4-6-0 Castle Class, given the name ''[[Viscount Churchill]]''.

===Legacy===
In 1922 Churchward retired, and [[Charles Collett|C. B. Collett]] inherited his legacy of excellent, standardised designs. These designs influenced British locomotive practice to the end of steam. Major classes built by the [[London, Midland and Scottish Railway|LMS]] and even [[British Rail]]ways 50 years later are clearly developments of Churchward's basic designs. The [[LMS Stanier Class 5 4-6-0]] and the [[BR standard class 5]] are both derived from his [[GWR 2900 Class|Saint class]] early examples of which date to 1902.<ref>Tuplin (1971) p.94</ref>

[[Western Region of British Railways|BR Western Region]] [[British Rail Class 47|class 47]] locomotive no. D1664 (later 47079) was named ''George Jackson Churchward'' upon delivery in February 1965.<ref>{{harvnb|Strickland|1983|pp=110–1}}</ref><ref>{{harvnb|Marsden|1984|p=66}}</ref> It was renamed ''G. J. Churchward'' in March 1979,<ref>{{harvnb|Marsden|1984|p=67}}</ref> and the name was removed in October 1987.{{citation needed|date=February 2013}}

==Death==
[[File:Grave of G J Churchward, Christ Church, Swindon - geograph.org.uk - 1113212.jpg|thumb|Churchward's grave, Christ Church, Swindon]]
Although Churchward had retired in 1922, he continued to live in a GWR-owned house near to the line at [[Swindon]], and he retained his interest in the company's affairs. He never married.<ref>{{Cite ODNB|url=https://www.oxforddnb.com/view/10.1093/ref:odnb/9780198614128.001.0001/odnb-9780198614128-e-37284|doi = 10.1093/ref:odnb/37284|title = The Oxford Dictionary of National Biography|year = 2004}}</ref><ref name=DJohn/> On 19 December 1933, now with poor eyesight and hard of hearing, he was inspecting a defectively-bedded [[railroad tie|sleeper]] on the [[Rail directions#Up and down|down]] [[main line (railway)|through]] line, when he was struck and killed by a Paddington to Fishguard express, pulled by No. 4085 ''[[Berkeley Castle]]''. The locomotive was of the [[GWR Castle class]], a successful design by [[Charles Collett]] derived from Churchward's [[GWR 4000 Class|"Star" class]].

In Churchward's will of 4 October 1933 he bequeathed various sums of money to his staff, including his gardener, housekeeper, maidservant, parlour maid, assistant gardeners and two friends. He awarded his chauffeur £4,000 along with 2 lathes with various tools and accessories including guns, motor cars and accessories, fishing rods and tackle and wearing apparel. The majority of his £60,000 plus estate was divided equally between his two sisters, Mary and Adelina.{{Citation needed|date=October 2021}}
He is buried in the churchyard of [[Christ Church, Swindon|Christ Church]] in Old Town, Swindon. His grave is marked by a polished black marble headstone with a kerb which was designated as a [[listed building]] in 1986.<ref>{{National Heritage List for England|num=1023483|desc=CHURCHWARD TOMB, 60 METRES EAST NORTH EAST IN CHURCHYARD OF EAST CHANCE WALL, CHRIST CHURCH|grade=II|access-date=12 May 2022}}</ref>

The home ground of the football team in Churchward's birthplace of [[Stoke Gabriel]], [[Stoke Gabriel A.F.C.]], is named the G.J. Churchward Memorial Ground in honour of his legacy.

Swindon also has a street named Churchward Avenue and a district called Churchward, both named after him.

==See also==
* {{Section link|Locomotives of the Great Western Railway|George Jackson Churchward (1902–1922)}}

=== Churchward’s Locomotive Designs ===
{{columns-list|colwidth=20em|
*[[GWR 101 Class|GWR 101 oil burning {{nobr|0-4-0T}}]]
*[[GWR 111 The Great Bear|GWR 111 ''The Great Bear'' {{nobr|4-6-2}}]]
*[[GWR 1361 Class|GWR 1361 Class {{nobr|0-6-0ST}}]]
*[[GWR 2221 Class|GWR 2221 County Tank Class {{nobr|4-4-2T}}]]
*[[GWR 2800 Class|GWR 2800 Class {{nobr|2-8-0}}]]
*[[GWR 2900 Class|GWR 2900 Saint Class {{nobr|4-6-0}}]]
*[[GWR 3100 Class|GWR 3100 Class {{nobr|2-6-2T}}]]
*[[GWR 3150 Class|GWR 3150 Class {{nobr|2-6-2T}}]]
*[[GWR 3700 Class|GWR 3700 City Class {{nobr|4-4-0}}]]
*[[GWR 3800 Class|GWR 3800 County Class {{nobr|4-4-0}}]]
*[[GWR 4000 Class|GWR 4000 Star Class {{nobr|4-6-0}}]]
*[[GWR 4200 Class|GWR 4200 Class {{nobr|2-8-0T}}]]
*[[GWR 4300 Class|GWR 4300 Class {{nobr|2-6-0}}]]
*[[GWR 4400 Class|GWR 4400 Class {{nobr|2-6-2T}}]]
*[[GWR 4500 Class|GWR 4500 Class {{nobr|2-6-2T}}]]
*[[GWR 4600 Class|GWR 4600 Class {{nobr|4-4-2T}}]]
*[[GWR 4700 Class|GWR 4700 Class {{nobr|2-8-0}}]]
*[[GWR steam rail motors]]
*[[GWR petrol-electric railcar]]
}}

==References==

===Notes===
{{notelist}}
{{reflist}}

===Sources===
* {{cite book|first=Ian (comp.)|last=Allan|title=The ABC of Great Western Locomotives|date=March 1944|publisher=McCorquodale and Co|location=London}}
* Daniel, John. (2000). ''G. J. Churchward''. [http://www.greatwestern.org.uk/m_in_gwr_gjc.htm Great Western Archive] retrieved 2007-10-10.
* {{cite book|first=Denis|last=Griffiths|title=Locomotive Engineers of the GWR|publisher=Patrick Stephens Ltd|location=Wellingborough|year=1987|isbn=0-85059-819-2}}
* {{cite book|first1=Brian|last1=Haresnape|last2=Swain |first2=Alec|title=Churchward Locomotives – A Pictorial History|publisher=Ian Allan|location=London|year=1976|isbn=0-7110-0697-0}}
* {{cite book|first=Peter|last=Herring|title=Yesterday's Railways|publisher=David & Charles|location=UK|year=2002|isbn=0-7153-1387-8}}
* {{cite book|first=Brian|last=Hollingsworth|author2=Cook, Arthur|title=Steam Locomotives|year=2000|publisher=Salamander Books, Greenwich Editions|location=London|isbn=0-86288-346-6}}
* {{RCTS-LocosGWR-8|edition=1st }}
*{{cite book |last=Marsden |first=Colin J. |title=BR Locomotive Numbering |date=November 1984 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-1445-0 |id=EX/1184 }}
* {{cite book|first=Oswald Stevens |last=Nock |author-link=O. S. Nock |title=The Great Western Railway in the Twentieth Century|publisher=Ian Allan|location=London|year=1964}}
* {{cite book |last = Nock |first=Oswald Stevens |author-link=O. S. Nock |title=The Pre-grouping Scene, No.1: The Great Western |publisher=Ian Allan |year=1975 |location=Surrey |isbn = 0-7110-0586-9 }}
*{{cite book |first=Oswald Stevens |last=Nock |author-link=O. S. Nock |year=1977 |title=Standard Gauge Great Western 4-4-0s Part 1 Inside Cylinder Classes 1894-1910 |location=Newton Abbot |publisher=David & Charles |isbn=0-7153-7411-7 }}
*{{cite book |first=Oswald Stevens |last=Nock |author-link=O. S. Nock |year=1978 |title=Standard Gauge Great Western 4-4-0s Part 2 Counties to the Close 1904-1961 |location=Newton Abbot |publisher=David & Charles |isbn=0-7153-7684-5 }}
* {{cite book |last=Nock |first=Oswald Stevens |author-link=O. S. Nock |title=The GWR Stars, Castles and Kings: Part 1 1906-1930 |year=1980 |location=Newton Abbot |publisher=David & Charles |url=https://archive.org/details/gwrcastleskings0000unse |url-access=registration}}
* {{cite book | last=Nock | first=Oswald Stevens |author-link=O. S. Nock | title=Great Western "Saint" class 4-6-0 | publisher=P. Stephens | publication-place=Cambridge [Cambridgeshire] | date=1983 | isbn=0-85059-632-7 | oclc=11029500 |url=https://archive.org/details/greatwesternsain0000nock}}
* {{cite book|first=H. C. B.|last=Rogers|title=G. J. Churchward – A Locomotive Biography|publisher=Allen & Unwin|location=London|year=1975|isbn=0-04-385069-3}}
*{{cite book |last=Strickland |first=D.C. |title=D+EG Locomotive Directory |date=March 1983 |publisher=Diesel & Electric Group |location=Camberley |isbn=0-906375-10-X }}
* {{cite book|first= W. A.|last=Tuplin|title=Great Western Saints and Sinners|publisher=Allen & Unwin|location=London|year=1971|isbn=0-04-385057-X}}
* {{cite book|first=W. A.|last=Tuplin|year=1958|title=Great Western Steam|publisher=Allen & Unwin|location=London}}
* {{cite web |ref={{sfnref|Venn|2022}} |title=Searching for Surname=GRENVILLE; Forename=robert |url=https://venn.lib.cam.ac.uk/cgi-bin/search-2018.pl?sur=grenville&suro=c&fir=robert&firo=w&cit=&cito=c&c=all&z=all&tex=&sye=&eye=&col=all&maxcount=50 |website=A Cambridge Alumni Database |access-date=9 October 2022}}

{{s-start}}
{{s-bus}}
{{succession box|
  before=[[William Dean (engineer)|William Dean]]|
  title=[[Locomotive Superintendent|Locomotive, Carriage and Wagon Superintendent]]<br />of the [[Great Western Railway]]|
  years=1902–1916|
  after=(post renamed)|
}}
{{succession box|
  before=(post renamed)|
  title=[[Chief Mechanical Engineer]]<br />of the [[Great Western Railway]]|
  years=1916–1921|
  after=[[Charles Collett|C. B. Collett]]|
}}
{{s-end}}

{{GWR Locomotives}}

{{authority control}}

{{DEFAULTSORT:Churchward, George Jackson}}
[[Category:1857 births]]
[[Category:1933 deaths]]
[[Category:Commanders of the Order of the British Empire]]
[[Category:Locomotive builders and designers]]
[[Category:English railway mechanical engineers]]
[[Category:Locomotive superintendents]]
[[Category:Great Western Railway people]]
[[Category:People educated at Totnes Grammar School]]
[[Category:People from South Hams (district)]]
[[Category:Railway accident deaths in England]]
[[Category:Burials in Wiltshire]]
[[Category:19th-century English engineers]]
[[Category:20th-century English engineers]]