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EspañolLSWR N15 CLASS
(Redirected from LSWR Class N15)
The 'LSWR N15 Class', also known as the 'King Arthur Class', is a class of 2-cylinder 4-6-0 express passenger steam locomotives originally designed by Robert Urie. The class has a highly complex construction history that spanned several batches and years of construction from 1919 onwards. They were intitially constructed for the London and South Western Railway where they worked heavy express trains to the South Coast ports and further West to Exeter.
The class saw modifications by both Richard Maunsell, who increased the class strength to 74 locomotives, and Oliver Bulleid. The locomotives were named by the Southern Railway's publicity department after grouping in 1923. These names were associated with the Arthurian legends. The classes operated until the end of 1962, and only a solitary example, 30777 Sir Lamiel has happily been saved from the cutter's torch. It can be seen on mainline railtours throughout Britain.
The LSWR saw the need for a modern, standard express passenger locomotive to work from London to the South-West of England, serving the heavy boat trains to the South Coast ports of Portsmouth, Weymouth and Southampton. Robert Urie saw the design potential of his LSWR Class H15, and saw this as an opportunity to further develop the 4-6-0 express passenger locomotive concept through the creation of a new class.
The Class N15 locomotives were originally designed by Robert W. Urie, and were initially built in two batches of 10 engines by the London and South Western Railway's Eastleigh Works between 1918–19 and 1922–23. .
They constituted a development of his H15, though they were designed with Drummond-style cabs and Urie's 'stovepipe' chimneys, and Drummond 'watercart' style tenders.Bradley, D. L.: ''LSWR Locomotives - the Urie classes'' (Wild Swan Publications, 1987), ISBN 090686755X It was this feature that was to cause draughting problems, a situation revealed with the intensification of the LSWR timetables. The locomotives gained a reputation of being poor steamers on long runs, with crews also reporting steadily falling steam pressure.[1]
When Richard Maunsell became Chief Mechanical Engineer (CME) of the Southern Railway in 1923, he planned to introduce his own new designs into the express passenger stable. One of the designs in question was to become the future SR Lord Nelson Class. However, there was a pressing need to maintain existing services, and therefore, Maunsell took the opportunity to modify the weaker aspects of Urie's N15 design. Herring, Peter: ''Classic British Steam Locomotives'' (Abbeydale Press: London, 2000) Section "King Arthur & Lord Nelson Classes" ISBN 1-86147-057-6 Pages 110-111
A larger diameter chimney and blast-pipe were two of the improvements made, and the result was a fast, free-steaming locomotive.
The fact that Maunsell's projected new design of express passenger locomotive would not be ready in time for the summer timetable of 1925 meant that he took the opportunity to commission a third batch of 10 locomotives to be constructed at Eastleigh in 1925. This batch utilised the tenders and running numbers of the Drummond LSWR G14 and P14 Classes, and differed from the Urie batch in using an Ashford cab for use in the Southern Railway's loading gauge, higher boiler pressure, and smaller cylinders.[2]
Whilst the third batch was under construction, the decision was taken by the Southern Railway to name all express passenger locomotives. As a result, the N15 class was named after personalities and places associated with the legend of King Arthur, due to the Southern's association with the West of England. The first named was one of the G14 replacements, E453, which became known as ''King Arthur''. The Urie N15s were also named in this mannner, and were later referred to as 'Urie Arthurs,' the Maunsell batch of N15s having been called the 'Eastleigh Arthurs.' When Maunsell was told of the decision to name the locomotives, he replied: "giving them names will not make them go any faster".
At the same time as the construction of the 'Eastleigh' Arthurs, Maunsell also ordered a further batch of 20 locomotives from the North British Locomotive Company in 1924 for delivery in 1925.
The order was eventually increased to thirty locomotives, and their construction in Glasgow meant that the resultant 30 engines were duly referred to as 'Scotch Arthurs' when in service. These were also built to the Southern's new composite loading gauge, and were equipped with 8-wheel bogie tenders of 5,000 imperial gallon (23 m³) capacity. This meant that extended running could be achieved on the Southern's Western section, as there were no water troughs on the Southern network, whilst route availability increased.
A final batch of 14 engines was ordered for use on the Eastern section, and were equipped with a smaller capacity 6-wheel, 3,500 imperial gal. (16 m³) tender. They were built at Eastleigh in 1926. Experiments with 772 ''Sir Percivale'' in 1926 meant that the class became the first in Britain to be equipped with smoke deflectors, and this task was achieved by the mid-1930s. Several smoke deflector designs were trialled, with 772 being initially equipped with those of the German style. Upon Oliver Bulleid's appointment as CME of the Southern Railway in 1937, five of the locomotives were further modified with Lemaître blast pipes, improving performance yet again. [3]
Under LSWR ownership, the Urie 'Arthurs' were outshopped in the late LSWR Sage Green livery, with black and white lining. These were used to edge the panels of Sage Green, with gilt lettering and numbering located on the tender and cabside respectively. The initials 'LSWR' were located on the tender.
The first Southern livery continued that of the LSWR, though with the number displayed on the tender. However, from 1925, a darker Olive-type green was substituted, and the entire class was so outshopped. Wheels were green with black tyres, whilst the cabside numberals were replaced by a cast oval plate with 'Southern Railway' around the edge and the number located in the centre. Primrose Yellow 'Southern' and locomotive number transfers were placed on the tender tank. By 1939, after Bulleid's appointment as CME, the locomotives were subjected to livery experimentation. 'Southern' remained on the tender, though the number transfer was moved back to the cabside, both in 'Sunshine Yellow' lettering. Several variations of the Maunsell Green and Bulleid Malachite Green liveries were utilised with black and white/black and yellow lining, with some sporting a green panel on the smoke deflectors.
However, from 1942 to 1946, the class was outshopped in unlined black livery with green shaded 'Sunshine' lettering. The final Southern livery used from 1946 was Malachite Green, with yellow and black lining, and 'Sunshine Yellow' lettering and numbering. However, some of the class (Numbers 792 and 800 ''Sir Brian'' and ''Sir Persant'') did not receive this livery.
British Railways gave the class the power classification of 5P after Nationalisation in 1948. After a period of 18 months in transitional BR Malachite Green livery, the class was outshopped with BR Brunswick Green livery with orange and black lining as each member of the class became due for a heavy general overhaul. Initially, the BR 'Cycling Lion' crest was located on the tender, replaced from the mid-1950s by the late 'Ferret and Dartboard' crest.
Numbering was originally as that of the Southern Railway, though an 'S' prefix was added, so that numberr 448 would become s448. Once again, as each locomotive became due for overhaul and received their new livery, the numbering was changed to the BR standard numbering system, in the series 30448–30457 for the first ten and 30736–30806 for the rest.Ian Allan ABC of British Railways Locomotives, winter 1958–59 edition
The locomotives were well received, and put in many years' reliable, though unspectacular, service, and were noted by their crews for their ability to 'do the job.'Banks, Chris: ''BR Locomotives 1955'' (Oxford Publishing Company: Oxford, 2001), ISBN 0860935604
They were to be found in most areas of BR Southern Reion's network on medium expresses, though the detail variations across the class meant that the Urie Arthurs began to be withdrawn as early as 1953 for reasons of standardization. The first withdrawal, 30754 ''The Green Knight'' represented the first of a slow running down of the class, but their high availability meant that they outlasted the Lord Nelson class by one month. The last withdrawal, during the process of the BR Modernisation Plan, was 30770 ''Sir Prianius'' from Basingstoke shed in November 1962.
The number of batches constructed at various locations and times inevitably meant that there were detail differences between members of the class. "Arthur" No 755 was unique in having a different cylinder bore to the rest of the class at 22 inch (559 mm). Further detail differences comprised weight variation: 80 tons 19 cwt (82.2 t) for Nos 448–452 and 763–792, 79 tons 18 cwt for Nos 453–457, and 81 tons 17 cwt (82.1 t) for Nos 793–806.
Because of the relatively early withdrawal of the class by the end of 1962, only one was saved for posterity, and the National Collection's 30777 ''Sir Lamiel'' will be seen on the railway network hauling mainline railtours from summer 2008.
1. Southern E-Group (2004)[1], Retrieved May. 3, 2007. For information on Urie batch being poor steamers.
2. Haresnape, Brian: ''Maunsell Locomotives - a pictorial history'' (Ian Allan Ltd, 1977), ISBN 0711007438
3. Bulleid, H. A. V.: Bulleid of the Southern (Ian Allan Publishing: Hinckley, 1979) For information on Bulleid's modifications.
★ List of King Arthur Class locomotives
★ SEMG gallery
The 'LSWR N15 Class', also known as the 'King Arthur Class', is a class of 2-cylinder 4-6-0 express passenger steam locomotives originally designed by Robert Urie. The class has a highly complex construction history that spanned several batches and years of construction from 1919 onwards. They were intitially constructed for the London and South Western Railway where they worked heavy express trains to the South Coast ports and further West to Exeter.
The class saw modifications by both Richard Maunsell, who increased the class strength to 74 locomotives, and Oliver Bulleid. The locomotives were named by the Southern Railway's publicity department after grouping in 1923. These names were associated with the Arthurian legends. The classes operated until the end of 1962, and only a solitary example, 30777 Sir Lamiel has happily been saved from the cutter's torch. It can be seen on mainline railtours throughout Britain.
Background
The LSWR saw the need for a modern, standard express passenger locomotive to work from London to the South-West of England, serving the heavy boat trains to the South Coast ports of Portsmouth, Weymouth and Southampton. Robert Urie saw the design potential of his LSWR Class H15, and saw this as an opportunity to further develop the 4-6-0 express passenger locomotive concept through the creation of a new class.
Construction history
The Urie N15s
The Class N15 locomotives were originally designed by Robert W. Urie, and were initially built in two batches of 10 engines by the London and South Western Railway's Eastleigh Works between 1918–19 and 1922–23. .
They constituted a development of his H15, though they were designed with Drummond-style cabs and Urie's 'stovepipe' chimneys, and Drummond 'watercart' style tenders.Bradley, D. L.: ''LSWR Locomotives - the Urie classes'' (Wild Swan Publications, 1987), ISBN 090686755X It was this feature that was to cause draughting problems, a situation revealed with the intensification of the LSWR timetables. The locomotives gained a reputation of being poor steamers on long runs, with crews also reporting steadily falling steam pressure.[1]
Modifications, naming and Maunsell's 'Eastleigh' N15s
When Richard Maunsell became Chief Mechanical Engineer (CME) of the Southern Railway in 1923, he planned to introduce his own new designs into the express passenger stable. One of the designs in question was to become the future SR Lord Nelson Class. However, there was a pressing need to maintain existing services, and therefore, Maunsell took the opportunity to modify the weaker aspects of Urie's N15 design. Herring, Peter: ''Classic British Steam Locomotives'' (Abbeydale Press: London, 2000) Section "King Arthur & Lord Nelson Classes" ISBN 1-86147-057-6 Pages 110-111
A larger diameter chimney and blast-pipe were two of the improvements made, and the result was a fast, free-steaming locomotive.
The fact that Maunsell's projected new design of express passenger locomotive would not be ready in time for the summer timetable of 1925 meant that he took the opportunity to commission a third batch of 10 locomotives to be constructed at Eastleigh in 1925. This batch utilised the tenders and running numbers of the Drummond LSWR G14 and P14 Classes, and differed from the Urie batch in using an Ashford cab for use in the Southern Railway's loading gauge, higher boiler pressure, and smaller cylinders.[2]
Whilst the third batch was under construction, the decision was taken by the Southern Railway to name all express passenger locomotives. As a result, the N15 class was named after personalities and places associated with the legend of King Arthur, due to the Southern's association with the West of England. The first named was one of the G14 replacements, E453, which became known as ''King Arthur''. The Urie N15s were also named in this mannner, and were later referred to as 'Urie Arthurs,' the Maunsell batch of N15s having been called the 'Eastleigh Arthurs.' When Maunsell was told of the decision to name the locomotives, he replied: "giving them names will not make them go any faster".
The 'Scotch Arthurs'
At the same time as the construction of the 'Eastleigh' Arthurs, Maunsell also ordered a further batch of 20 locomotives from the North British Locomotive Company in 1924 for delivery in 1925.
The order was eventually increased to thirty locomotives, and their construction in Glasgow meant that the resultant 30 engines were duly referred to as 'Scotch Arthurs' when in service. These were also built to the Southern's new composite loading gauge, and were equipped with 8-wheel bogie tenders of 5,000 imperial gallon (23 m³) capacity. This meant that extended running could be achieved on the Southern's Western section, as there were no water troughs on the Southern network, whilst route availability increased.
A final batch of 14 engines was ordered for use on the Eastern section, and were equipped with a smaller capacity 6-wheel, 3,500 imperial gal. (16 m³) tender. They were built at Eastleigh in 1926. Experiments with 772 ''Sir Percivale'' in 1926 meant that the class became the first in Britain to be equipped with smoke deflectors, and this task was achieved by the mid-1930s. Several smoke deflector designs were trialled, with 772 being initially equipped with those of the German style. Upon Oliver Bulleid's appointment as CME of the Southern Railway in 1937, five of the locomotives were further modified with Lemaître blast pipes, improving performance yet again. [3]
Livery and numbering
LSWR and Southern Railway
Under LSWR ownership, the Urie 'Arthurs' were outshopped in the late LSWR Sage Green livery, with black and white lining. These were used to edge the panels of Sage Green, with gilt lettering and numbering located on the tender and cabside respectively. The initials 'LSWR' were located on the tender.
The first Southern livery continued that of the LSWR, though with the number displayed on the tender. However, from 1925, a darker Olive-type green was substituted, and the entire class was so outshopped. Wheels were green with black tyres, whilst the cabside numberals were replaced by a cast oval plate with 'Southern Railway' around the edge and the number located in the centre. Primrose Yellow 'Southern' and locomotive number transfers were placed on the tender tank. By 1939, after Bulleid's appointment as CME, the locomotives were subjected to livery experimentation. 'Southern' remained on the tender, though the number transfer was moved back to the cabside, both in 'Sunshine Yellow' lettering. Several variations of the Maunsell Green and Bulleid Malachite Green liveries were utilised with black and white/black and yellow lining, with some sporting a green panel on the smoke deflectors.
However, from 1942 to 1946, the class was outshopped in unlined black livery with green shaded 'Sunshine' lettering. The final Southern livery used from 1946 was Malachite Green, with yellow and black lining, and 'Sunshine Yellow' lettering and numbering. However, some of the class (Numbers 792 and 800 ''Sir Brian'' and ''Sir Persant'') did not receive this livery.
Post-1948 (nationalisation)
British Railways gave the class the power classification of 5P after Nationalisation in 1948. After a period of 18 months in transitional BR Malachite Green livery, the class was outshopped with BR Brunswick Green livery with orange and black lining as each member of the class became due for a heavy general overhaul. Initially, the BR 'Cycling Lion' crest was located on the tender, replaced from the mid-1950s by the late 'Ferret and Dartboard' crest.
Numbering was originally as that of the Southern Railway, though an 'S' prefix was added, so that numberr 448 would become s448. Once again, as each locomotive became due for overhaul and received their new livery, the numbering was changed to the BR standard numbering system, in the series 30448–30457 for the first ten and 30736–30806 for the rest.Ian Allan ABC of British Railways Locomotives, winter 1958–59 edition
Operational details and preservation
The locomotives were well received, and put in many years' reliable, though unspectacular, service, and were noted by their crews for their ability to 'do the job.'Banks, Chris: ''BR Locomotives 1955'' (Oxford Publishing Company: Oxford, 2001), ISBN 0860935604
They were to be found in most areas of BR Southern Reion's network on medium expresses, though the detail variations across the class meant that the Urie Arthurs began to be withdrawn as early as 1953 for reasons of standardization. The first withdrawal, 30754 ''The Green Knight'' represented the first of a slow running down of the class, but their high availability meant that they outlasted the Lord Nelson class by one month. The last withdrawal, during the process of the BR Modernisation Plan, was 30770 ''Sir Prianius'' from Basingstoke shed in November 1962.
The number of batches constructed at various locations and times inevitably meant that there were detail differences between members of the class. "Arthur" No 755 was unique in having a different cylinder bore to the rest of the class at 22 inch (559 mm). Further detail differences comprised weight variation: 80 tons 19 cwt (82.2 t) for Nos 448–452 and 763–792, 79 tons 18 cwt for Nos 453–457, and 81 tons 17 cwt (82.1 t) for Nos 793–806.
Because of the relatively early withdrawal of the class by the end of 1962, only one was saved for posterity, and the National Collection's 30777 ''Sir Lamiel'' will be seen on the railway network hauling mainline railtours from summer 2008.
References
1. Southern E-Group (2004)[1], Retrieved May. 3, 2007. For information on Urie batch being poor steamers.
2. Haresnape, Brian: ''Maunsell Locomotives - a pictorial history'' (Ian Allan Ltd, 1977), ISBN 0711007438
3. Bulleid, H. A. V.: Bulleid of the Southern (Ian Allan Publishing: Hinckley, 1979) For information on Bulleid's modifications.
See also
★ List of King Arthur Class locomotives
External links
★ SEMG gallery
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