GT3 (Gas Turbine 3) was a one-off experimental prototype mainline gas turbine locomotive built in 1961 by English Electric at its Vulcan Foundry in Newton-le-Willows to investigate the use of its gas turbines in rail traction applications. It followed 18000 and 18100 as gas turbines 1 and 2. It was designed by English Electric engineer J. O. P. Hughes in a project that started in the early 1950s. Externally it resembled a steam tender locomotive, but the tender carried kerosene fuel. The designer said the traditional chassis and mechanical transmission avoided complications with (at the time of its conception) relatively untried technologies for bogies and electrical transmission.
Overview
The National Railway Museum Archives hold the JOP Hughes papers which contain initial concept sketches for various 4-8-4 wheel arrangement single-unit configurations of the machine and early 4-6-0 tender locomotive drawings. These early concept drawings show various names, numbers and liveries, and were drawn with Boxpok-type wheels. The final design was for a 4-6-0 wheel arrangement locomotive with a fuel tender, looking much like a traditional steam locomotive in form.
GT3 then moved to Leicester Shed on the Great Central Main Line line for testing and crew training between Leicester and Woodford Halse and then Leicester and Marylebone. Leicester was convenient for English Electric's Whetstone turbine works. During this period it was displayed at Marylebone for the 50th anniversary of the Institute of Locomotive Engineers. The event ran from 11 to 14 May 1961 and GT3 was filmed by British Pathé being inspected by the Duke of Edinburgh. Later testing was undertaken on the West Coast Main Line from Crewe over Shap Summit to Carlisle. Commenting on the testing the designer noted that, despite some of the expected teething troubles and modifications, once it had departed on a test run GT3 had never failed to complete its booked workings. The locomotive was described as being comfortable and easy to handle for the crew, with conversation at normal volumes possible in the fully enclosed cab.
Surviving records
The most complete record of the locomotive is contained in the paper written by its designer in 1962 No detailed engineering drawings of the locomotives as built are thought to have survived, the York archive containing an internal memo instructing that these were to be returned to the Gas Turbine division of English Electric when dismantling commenced in 1965.