LSWR N15 class - Knowledge

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April 1919. They shared a similar profile to Urie's H15 class with the use of flat-sided Drummond-style cabs with gently curving roofs. The double bogie tenders were outwardly similar in appearance to those used on the H15s, although strengthened during construction with extra internal bracing to hold 5,000 imperial gallons (22,700 L) of water. A shortage of copper delayed completion of Nos. 741–745, and the last of the batch emerged from Eastleigh in November 1919. After the running-in of Nos. 736–745 and an intensification of the LSWR timetable to the West Country, a second batch of ten was ordered in October 1921. They entered service over the period June 1922 – March 1923, and were numbered in the series 746–755.

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passages and better draughting arrangements were superior in performance, and were a popular choice when Bulleid's locomotives were unavailable. Their use of standard parts considerably eased maintenance, and the fitting of different tender and cab sizes meant few operational restrictions for the class on mainline routes. The class gave many years of service, and were noted for their ability to "do the job". The electrification of the Eastern and Central sections and the increasing number of Bulleid Pacifics in service meant the lack of a suitable role for the class under British Railways ownership. In spite of the reduction in work, high mileages were obtained with No. 30745

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recommendations were deemed too costly for immediate implementation by the Locomotive Committee. Eight extra King Arthur-type boilers were ordered from North British and fitted to N15s Nos. 737–742 by December 1925 in an effort to improve steaming. The remaining Urie boilers were fitted with standard Ross pop safety valves to ease maintenance. Maunsell also addressed draughting problems caused by the narrow Urie "stovepipe" chimney. The exhaust arrangements were modified on No. 737 using the King Arthur chimney design and reduced-diameter

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the contract. Defects were found in boiler construction across the batch, and necessitated six replacement boilers, re-riveting, re-fitting of tubes and replacement of firebox stays. The hot driving wheel axleboxes were caused by the main frames being out of alignment. A 1926 report suggested that all affected locomotives should be taken to Eastleigh for repair. Once repaired, the "Scotch Arthurs" proved as capable as the rest of the class in service.

979:(GWR) when Maunsell was seconded to the Railway Executive Committee during the First World War. The aim was to create a series of standard freight and passenger locomotives for use throughout Britain, and meant that Clayton was privy to the latest GWR developments in steam design. These included streamlined steam passages, long-travel valves, the maximisation of power through reduced cylinder sizes and higher boiler pressure. 1828:, showing "SOUTHERN" and the locomotive number, were placed on the tender. An "E" prefix was located above the tender number (e.g. E749), denoting that the class was registered for maintenance at Eastleigh works. The gilt numerals on the cabside and tender rear were replaced by a cast oval plate with "Southern Railway" around the edge and the number located in the centre. Yellow numerals were painted onto the front 1036:, and was one of a number of Midland features introduced by Clayton to the SECR and subsequently the Southern Railway. The smokebox door was revised to the Ashford pattern, which omitted the use of central tightening handles in favour of clamps around the circumference. The batch was fitted with the Urie-designed, North British-built 5,000 imp gal (22,700 L) capacity double-bogie tenders. 1375:

Western section was hampered because of their shorter range. By 1937, all had reverted to the Urie 5,000 imp gal (22,700 L) bogie tenders, though Nos. E768–E772 were attached to new Maunsell flush-sided tenders with brake vacuum reservoirs fitted behind the coal space. These were again swapped with Maunsell LSWR-style bogie tenders fitted to the Lord Nelson class.

1963: 1906:, and it was stored for a time after withdrawal in 1961 pending restoration to museum condition. However, it was decided to restore the preserved locomotive to as-built condition, and the lack of a suitable Drummond "watercart" tender precluded this consideration. No. 30453 was subsequently scrapped and it was decided to preserve one of the North British-built batch, 1346:

the Drummond "watercart" tenders proved problematic, as they were too small for the load carried and suffered from water ingress. The retention of the tall Drummond cab prevented use away from the Western section of the Southern Railway. Despite these problems, their operational reliability prompted the management to arrange the visit of No. E449

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blastpipe precipitated an adjustment to the smoke deflectors on three converted locomotives, with the tops angled to the vertical in an attempt to improve air-flow along the boiler cladding. This failed to achieve the desired effect, and the final two modified locomotives retained the Maunsell-style deflectors.

1028:. Unlike the Drummond cab retained by Nos. 448–457 and E741–E755, the Ashford cab was of an all-steel construction and had a roof that was flush with the cab sides, allowing it to be used on gauge-restricted routes in the east of the network. It was inspired by the standard cab developed in 1904 by 1894:

After the poor steaming of the Urie batch was addressed, the class proved popular amongst crews, mechanically reliable and capable of high speeds. However, their heavy hammerblow at speed meant that they were prone to rough riding and instability. The two Maunsell batches with their streamlined steam

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with black and white lining (this would later be applied to his Pacifics). The legend "SOUTHERN" in block-lettering remained on the tender, though the number was relocated to the cabside on one side and the smoke deflector on the other. Both were painted in a light "sunshine yellow". No. 749 was

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The improved front-end layout applied to the first batch of "Eastleigh Arthurs" (Nos. E448–E457) ensured continuous fast running on flat sections of track around London, although their propensity for speed was sometimes compromised over the hilly terrain west of Salisbury. The inside bearings of

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The final modifications to the "Urie N15s" involved the conversion of five locomotives (Nos. 740, 745, 748, 749 and 752) to oil-firing in 1946–1947. This was in response to a government scheme to address a post-war coal shortage. The oil tanks were fabricated from welded steel and

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design was also different from the parallel version used on the H15, and became the first tapered types to be constructed at Eastleigh Works. Contrary to boiler construction practices elsewhere where tapering began near the firebox, it was restricted to the front end of the N15's barrel to reduce the

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to ease identification. In February 1925 Maunsell developed a deeper green with black and white lining. This was applied to his new King Arthur class locomotives and the "Urie N15s" were similarly painted when overhauls were due. Wheels were olive-green with black tyres. From 1929 the "E" prefix was

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classes presented an opportunity to replace the ageing Drummond "watercart" tenders fitted to Nos. 448–457 with Urie 5,000 imp gal (22,700 L) bogie tenders. This coincided with a 1958 programme to similarly change the 3,500 imp gal (15,900 L) Ashford tenders fitted

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meant that two class members (Nos. 737 and 739) were converted to oil-burning. One of the modified locomotives subsequently caught fire at Salisbury shed, and both were reverted to coal firing by the end of the year. When the LSWR was amalgamated into the Southern Railway in 1923, Urie had done

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in 1924. The company had under-quoted to gain the contract, which meant that production of the batch was rushed. The necessity to maintain an intensive timetable on the Southern Railway's Western section prompted an increase of the order to 30 locomotives (Nos. E763–E792). Their construction in

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When rebuilding was complete, only the numbers, smokebox doors with centre tightening handles and the flat-sided cabs remained of the G14 and P14 classes. The rebuilds retained their distinctive Drummond "watercart" tenders, which were modified with the removal of the complex injector feedwater

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Maunsell's projected design of express passenger locomotive was not ready for introduction during the summer timetable of 1925, so a third batch of ten N15s was ordered for construction at Eastleigh. This batch was part of an outstanding LSWR order to rebuild 15 of Drummond's unsuccessful 4-cylinder

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Numbering was initially a continuation of the Southern Railway system, though an 'S' prefix was added to denote a pre-nationalisation locomotive, so that No. 448 would become No. s448. As each locomotive became due for overhaul and received its new livery, the numbering was changed to the

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was withdrawn with cracked frames in 1953. The slow running-down of the "Urie N15s" continued between 1955–1957, and several were stored prior to withdrawal. The last three were withdrawn from Basingstoke shed, with No. 30738 "King Pellinore" the final example to cease operation in March 1958.

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they were to replace. Reports of poor steaming and hot driving and tender wheel axleboxes were common from crewmen and shed fitters. After investigation, the problems were attributed to poor workmanship during construction as the North British Locomotive Company underquoted production costs to gain

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Under LSWR ownership, the N15s were initially well received by crews, though the batch soon gained a reputation for poor steaming on long runs. Through running of the class into Exeter was stopped in favour of engine changes at Salisbury, and Urie attributed the problem to poor driving technique. A

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British Railways gave the class the power classification of 5P after nationalisation in 1948. For the first 18 months the locomotives sported a transitional livery: Southern Railway malachite green with "BRITISH RAILWAYS" on the tender in sunshine yellow lettering. As each member of the class

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I have no objection, but I warn you, it won't make any difference to the working of the engines". Walker was the General Manager of the Southern Railway, who had told Elliot that Maunsell's permission was required. The first G14 to be rebuilt, No. E453, was given the first name and christened

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liveries were tried with black, white/black, and yellow lining, some sporting a green panel on the smoke deflectors. However, from 1942 to 1946, during the Second World War and its aftermath, members of the class under overhaul were turned out in unlined-black livery as a wartime economy measure,

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classes. This ensured that they could exchange their Urie 5,000 imp gal (22,700 L) bogie tenders with the 4,000 imp gal (18,200 L) Ashford design for use on the shorter Eastern section routes. Whilst useful for the roster clerks at Battersea shed, any transfer to the

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was trialled in bright unlined light green with yellow-painted block numerals replacing the cast numberplates. The tender was given two designs of lettering, with "SOUTHERN" on one side and the initials "SR" on the other. The Board of Directors disapproved and Bulleid repainted the locomotive in

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with three thin "stovepipe" chimneys in November 1940. These were set in a triangular formation to reduce visibility of exhaust from the air in response to attacks made by low-flying aircraft on Southern Railway trains. The "stovepipes" were reduced to two, producing a fierce exhaust blast that

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with the King Arthur class. In May 1925, a batch of 25 locomotives (Nos. E793–E817) based upon the Scotch Arthurs was ordered for construction at Eastleigh with smaller firebox grates and improved water heating surfaces. After the first 14 (Nos. E793–E806) were built, it was decided to

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The first locomotives, later known by crewmen as the "Urie N15s", were built in two ten-engine batches by the LSWR's Eastleigh Works between 1918–19 and 1922–23. Of the first batch, the prototype, No. 736 entered service on 31 August 1918, with four more appearing between September 1918 and

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Maunsell initiated trials with Urie N15 No. 442 in 1924, and proved that better performance could be obtained by altering the steam circuit, valve travel and draughting arrangements. As a result, Clayton reduced the N15 cylinder diameter to 20.5 inches (520 mm) and replaced the safety

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The N15 design was approved by the LSWR management committee, though the order for construction was postponed until wartime control of raw materials was relaxed. Government approval was obtained in mid–1918, and Eastleigh Works began to produce the LSWR's first new locomotive class since 1914.

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and wide-diameter chimney, allowing the locomotive to produce performances akin to the more powerful Lord Nelson class. Four other N15s were so modified with four more on order, though the latter were cancelled due to wartime shortages of metal. The soft exhaust of the Lemaître multiple-jet

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The Operating Department intended to equip Nos. E793–E807 with six-wheel, 4,000 imp gal (18,200 L) capacity tenders for use on the former SECR lines of the Eastern section. These were to replace Scotch Arthurs Nos. E763–E772 on boat train duties. This was because the

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dislodged soot inside tunnels and under bridges. The experiment was discontinued in February 1941 and the locomotive re-fitted with a Maunsell King Arthur chimney. The last experiment was with spark-arresting equipment in response to lineside fires caused by poor quality coal. Nos. 784

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Despite the successful use of modified N15 components to rebuild Nos. E448–E457, the mechanically similar "Scotch Arthurs" proved disappointing when put into service from May 1925. The performance of those allocated to the Eastern section was indifferent, and failed to improve upon the

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When Maunsell inherited the design as CME of the Southern Railway, he began trials using the weakest N15 (No. 742) in 1924. The results indicated that better performance could be obtained by altering the steam circuit, valve travel and draughting arrangements, although the first two

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westwards, and could form the basis of a powerful new class of 4-6-0 express passenger locomotive with larger 6 ft 7 in (2.01 m) driving wheels. The LSWR required such a locomotive, which would need to cope with increasing train loads on this long and arduous route to the

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Despite the similarities, the N15 class represented a refinement of the H15 template. The cylinders were increased in size to 22 in × 28 in (560 mm × 710 mm) in diameter, the largest used on a British steam locomotive at that time. The substantial

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When the former Drummond G14 and P14 4-6-0s were rebuilt to Maunsell's N15 specification in February 1925, the Southern Railway decided to give names to all express passenger locomotives. Because of the railway's association with the West of England, the Public Relations Officer,

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With the "Scotch Arthurs" in service, the Southern Railway had an ample fleet of express passenger locomotives for its Western section routes. As part of a process of fleet standardisation, the Operating Department expressed a desire replace obsolescent locomotives on the

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restricted tender size to the 3,500 imp gal (15,900 L) Ashford variety used on the N class. After the order was changed to the Lord Nelson class design, 14 N class tenders were fitted to Nos. E793–E806 for use the Central section. The high

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when 17 were made redundant in 1959. More withdrawals took place in 1960 when an increase in Bulleid Pacifics allocated to the Western section reduced available work. The ranks thinned to 12 in 1961, and further withdrawals reduced the class to one, No. 30770

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valves with Ross pop valves set to 200 psi (1.38 MPa) boiler pressure. The Urie boiler was retained, though the Eastleigh superheater was replaced by a Maunsell type with 10 per cent greater superheating surface area. This was supplemented by a larger

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5,000 imp gal (22,700 L) tenders attached to Nos. E763–E772 were better suited to the longer routes of the Western section. The final ten engines (Nos. E808–E817) were for the former LBSCR routes of the Central section, where short

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were rectified, the oil-fired locomotives proved good performers on Bournemouth services. A further addition to the oil-fired locomotives was electric headcode and cab lighting, which was retained when the engines reverted to coal-firing in 1948.

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The detail variations across the class meant the "Urie N15s" were placed into store over the winters of 1949 and 1952. The Maunsell King Arthur examples were easier to maintain, and the large number of modern Bulleid Pacific and British Railways

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4-6-0s into 2–cylinder H15 class locomotives. Only the five F13s were converted to H15s; the remaining ten G14 and P14s (Nos. 448–457, renumbered E448–E457) were rebuilt as N15s, implementing modifications to Urie's original design.

1417:, who commented that the class was unstable at high speeds. The instability was caused by motion hammerblow and exacerbated by irregularities in track-work. This caused excessive stress to the axleboxes and poor riding characteristics on the 999:

heating equipment. The "watercart" tenders were of 4,300 imp gal (19,500 L) water and 5.00 long tons (5.1 t) coal capacity. The ten rebuilds became the first members of the King Arthur class upon entering service.

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diameter reduced from 22 inches (560 mm) to 21 inches (530 mm) when renewals were due, improving speed on flat sections of railway, but affecting their performance on the gradients west of Salisbury. No. 755

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were fitted with new wide-diameter chimneys in late 1947. Test-trains showed mixed results and the trials were stopped in 1951 after improvements in coal quality and the fitting of internal smokebox spark-arrestors.

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As the Drummond G14 and P14 4-6-0s were rebuilt to the N15 specification at Eastleigh, a lack of production capacity due to repair and overhaul meant that Maunsell ordered a further batch of 20 locomotives from the

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with green-shaded sunshine yellow lettering. The final Southern livery used from 1946 reverted to malachite green, with yellow/black lining, and sunshine yellow lettering. Some of the class (Nos. 782 and 800,

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4-6-0 when tested on local and express passenger trains. The introduction of ten H15 engines into service coincided with the outbreak of the First World War, which prevented construction of further class members.

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series of trial runs changed this assumption, and demonstrated that steam pressure gradually decreased on the flat. The trials also revealed that the robust construction of the motion produced the heaviest

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Locomotive cavalcade; a comprehensive review year by year of the changes in steam locomotive development and design which have taken place on the railways of the British Isles between the years 1920 and

2047: 1436:. Under British Railways ownership, the locomotive was re-fitted with the Maunsell chimney in March 1952 with no further problems reported. In another wartime experiment, Bulleid fitted No. 783 1017:

would gain them the "Scotch Arthurs" nickname in service. They were all delivered to the Southern Railway by October 1925, and featured the front-end refinements used on the Drummond rebuilds.

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with orange and black lining from April 1949. Initially, the British Railways "Cycling Lion" crest was located on the tender, replaced from the 1957 by the later "Ferret and Dartboard" crest.

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cross-country trains. Operations were expanded to more restricted Central and Eastern section mainlines in 1925, and suitably modified class members hauled commuter and heavy boat trains from

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classes were able to undertake similar duties. The "Urie N15s" were brought into service during the summer months, although their deteriorating condition was demonstrated when No. 30754

886:, and consequently the weight carried by the front bogie. The design also featured Urie's design of narrow-diameter "stovepipe" chimney, a large dome cover on top of the boiler, and his 3437:

Railway Accidents: Report on the Derailment of a Passenger Train which occurred on the 24th August 1927, near Sevenoaks, on the Southern Railway British Locomotives of the 20th Century

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was fitted with small, rectangular smoke deflectors fitted to the handrails on the smokebox sides. The experiments produced mixed results, and Maunsell requested the assistance of the

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gave him an opportunity to trial a Lemaître multiple-jet blastpipe and wide-diameter chimney on a Maunsell N15 in 1940. This did not enhance performance to the extent of No. 755

1222:, which were experiencing poor serviceability due to mechanical failures. The entire class came into British Railways ownership in 1948: they could be found in most areas of the 1824:

showing "SOUTHERN" and the locomotive number, placed on the tender. The lining separating the black border on tender and cab side panels was changed to yellow. Primrose yellow

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before the upgrading of the South Western Mainline in 1922, when fast running through to Exeter was possible. The Southern Railway's motive power re-organisation following the

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had been increasing prior to the war, and was beginning to overcome the capabilities of the LSWR's passenger locomotive fleet. His response was to produce a modern, standard

3778: 3623: 2817: 681:. The class has a complex build history spanning three sub-classes and ten years of construction from 1918 to 1927. The first batch of the class was constructed for the 1809:

for passenger locomotives. This was distinct from Drummond's sage green because it was more olive in colour, and yellowed with cleaning and weathering. Black and white

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to the Darlington Railway Centenary celebrations in July 1925. No. E449 also recorded speeds of up to 90 mph (140 km/h) on the South West Mainline near

1299:. This proved successful, and all "Urie N15s" were modified over the period 1925–1929. The oil-burning equipment was refitted to Nos. 737 and 739 during the 1926 3735: 3602: 4147: 4410: 2039: 1475:

The Maunsell King Arthur class also faced a decrease in suitable work on the Central and Eastern sections following the introduction of BR Standard class 5 and

4129: 4124: 2887: 1052:, a member of the second "Eastleigh Arthur" batch. The locomotive is fitted to a six-wheel N class tender for use on restricted Central section turntables 724:, modified the Urie locomotives in the light of operational experience and increased the class strength to 74 locomotives. Maunsell and his Chief Draughtsman 4451: 3644: 4142: 3761: 3616: 1238:, with several designs tested. Experiments were undertaken throughout 1926 and included the fitting of a curved plate above the smokebox of No. E753 4415: 3742: 3714: 3665: 3721: 3707: 3672: 3609: 1902:

The decision to preserve a member of the class was made in November 1960. It was first intended to preserve the King Arthur class doyen No. 30453

176: 858:. The result was the N15 class design, completed by Urie in 1917. It incorporated features from the H15 class, including eight-wheel double 845:

Trials undertaken in 1914 with the H15 class prototype had demonstrated to Urie that the basic design showed considerable speed potential on the

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Despite the interruption caused by the conflict, Urie anticipated that peacetime increases in passenger traffic would necessitate longer trains from

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in service. The class was subjected to smoke deflection experiments in 1926, becoming the first British class of steam locomotive to be fitted with

4108: 4097: 3773: 3768: 3728: 2017: 697:, they were the second biggest 4-6-0 passenger locomotives on the Southern Railway. They could reach speeds of up to 90 mph (145 km/h). 4461: 898: 4346: 1219: 1397:

routes respectively. They were well liked by crews and used on this part of the network until the arrival of electrification. No. E782

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No. 30485 at Bournemouth Central station after its driver misread signals. The locomotive was subsequently repaired; The H15 was condemned.

1266:. These resulted in a standard plate design (illustrated in the infobox), which was gradually fitted to the class from late 1927 onwards. 1743:

whilst pulling a passenger train in Upchurch; eight people were killed. The locomotive was eventually repaired and put back into service.

1370:"Scotch Arthurs" Nos. E763–E772 received new tenders between 1928 and 1930 in a series of tender exchanges with the Lord Nelson and 934:. Despite this, there was a short-term need to maintain existing services that required modification and expansion of Urie's N15 design. 1204:(LNER) in October 1942, and were based at Heaton shed for use on freight and occasional passenger trains in the north east and southern 4466: 3575: 1810: 995:

movements with the piston) were also revised to promote efficient steam usage and the wheels were re-balanced to reduce hammerblow.

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suffered bomb damage during the air raid on Nine Elms shed. No. 458 was scrapped and the other engines were eventually repaired.

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became due for a heavy general overhaul, they were repainted in the new standard British Railways express passenger livery of

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believed that there was little need to improve draughting on this series. However, reports of poor steaming with No. 792

1079:(the link between locomotive and tender) of the N class tenders necessitated modification to the frames beneath the cab. 1062: 1058: 4400: 4157: 2945: 1976: 1888: 1088: 2856: 1282:

Another criticism from locomotive crews concerned the exposed cab in bad weather, which necessitated the installation of a

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and were referred to as "Urie Arthurs"; the Maunsell batches of N15s were nicknamed the "Eastleigh" and "Scotch Arthurs".

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suggested that members of the N15 class should be named after characters and places associated with the legend of

930:. Maunsell planned to introduce his own designs of express passenger locomotive, one of which was to become the future 1879:

British Railways standard numbering system, in the series 30448–30457 for the first ten and 30736–30806 for the rest.

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4-6-0 design in 1913 and the prototype was built in August 1914. It showed a marked improvement in performance over

4387: 3584: 1410: 1201: 1186: 1009: 811: 744: 682: 538: 109: 4481: 1907: 1161: 1141: 1129: 1112:. The Urie locomotives (hitherto referred as N15s rather than King Arthurs) were also given names connected with 760: 1935:. It was restored to the later British Railways livery in 2003. As of 2022, 30777 is under overhaul to service. 1242:

to channel air from below the chimney to lift the exhaust above the locomotive when on the move. Nos. E450

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removed and the cast numerals on the tender rear were removed and replaced with yellow transfers (e.g. 749).

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with his own design of 21-inch (530 mm) cylinders and streamlined steam passages. This was married to a

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and an increased-diameter chimney casting specially designed for the rebuilds. It incorporated a rim and

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to eight of the second batch "Eastleigh Arthurs". The class remained intact until the completion of the

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was hauling a passenger train that was in a rear-end collision with another, the other being hauled by

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discontinue construction in favour of Maunsell's new 4-cylinder Lord Nelson class design in June 1926.

4446: 3561: 1476: 1351: 1145: 923: 717: 2040:"N15 4-6-0 LSWR Urie & SR Maunsell King Arthur 30448 – 30457, 30736 – 30755 & 30763 – 30806" 4456: 4382: 4362: 4248: 1169: 1133: 960: 791: 725: 1291:

little to remedy the shortcomings of the N15s, and it fell to his successor to improve the class.

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in 1929. This proved that with the right components, Urie's original design could perform well.

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and differed from previous batches in having an Ashford-style cab based upon that used on the

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class by one month when No. 30770 was withdrawn from Basingstoke Shed in November 1962.

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sheet over the rear of the cab and the front of the tender, restricting rearward vision. The

976: 964: 919: 705: 667: 543: 406: 396: 368: 4258: 1931:. This locomotive was restored to Maunsell livery as No. E777, and became part of the 1923: 1751: 1494: 1276: 1259: 1125: 931: 694: 8: 1932: 1469: 1460: 873:. High running plates along the boiler were retained for ease of oiling and maintenance. 772: 1320: 1196:, although it was common to see them at the head of freight and troop trains during the 4372: 4298: 4119: 3686: 3679: 1386: 1383: 1279:

of any British locomotive class, and had caused cracked frames on the test locomotive.

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81 long tons 17 cwt (183,300 lb or 83.2 t) for numbers 793–806

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79 long tons 18 cwt (179,000 lb or 81.2 t) for numbers 453–457

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decorated the boiler bands and borders of the sage green panels. The lettering was in

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main line for performance trials against the SECR K and K1 class tanks following the

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was fitted with large, square German-type smoke deflectors. Finally, No. E453

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The first Southern livery continued that of the LSWR, though with primrose yellow

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to the south-west of England. Passenger loadings on the heavy boat trains to the

795: 740: 708:(SR) and its publicity department gave the N15 locomotives names associated with 469: 103: 4318: 4225: 4215: 4081: 4076: 4071: 4061: 4042: 4037: 4032: 4027: 4022: 4017: 4012: 4007: 4002: 3997: 3992: 3987: 3982: 3977: 3972: 3947: 3878: 3873: 3868: 3863: 3853: 3848: 3843: 3824: 3819: 3814: 3809: 3804: 3799: 1777: 1722: 1425: 1371: 1359: 1316: 1208:. They returned to the Southern Railway in July 1943 after the introduction of 1029: 952: 948: 944: 799: 788: 756: 214: 161: 83: 1332:

fitted within the tender coal space. After initial problems with No. 740

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Under LSWR ownership, the "Urie N15s" were painted in Urie's LSWR sage green

1726: 1480: 1414: 1021: 862: 729: 509: 505: 494: 490: 479: 475: 372: 232: 222: 3325:. Section "King Arthur & Lord Nelson Classes". London: Abbeydale Press. 3154:

Wild, Mike (June–July 2007). "Southern sunshine: The Hornby 'King Arthur'".

4341: 4263: 2719:

Bulleid, H.A.V. (1979) – for information on Oliver Bulleid's modifications.

1787:

was hauling a newspaper train that caught fire between Knowle Junction and

1197: 1025: 855: 764: 548: 1421:. Despite this, the class benefited from an excellent maintenance regime. 4336: 4293: 4253: 4207: 4052: 1829: 1263: 1100: 1039: 991:

to control exhaust flow into the atmosphere. Valve events (the timing of

968: 823: 678: 186: 70: 1340: 1226:

on medium-length expresses and stopping trains on the ex-LSWR mainline.

1152:

of 1923 saw the class allocated to sheds across the network and used on

747:, leading to the nicknames of "Eastleigh Arthurs", "Scotch Arthurs" and 4308: 4303: 4288: 4283: 3517: 3423: 3411: 3399: 2097:. Barnsley, United Kingdom: Pen & Sword Books Limited. p. 66. 1928: 992: 815: 733: 1887:

For class details and current status of the preserved locomotive, see

1849:

Several variations of the Maunsell green, Urie sage green and Bulleid

1218:

into service. From 1945 the King Arthur class regularly deputised for

1124:

The N15 class was intended to haul heavy expresses over the long

3361: 3293:

Clarke, Jeremy (April 2008). "The Locomotives of R. E. L. Maunsell".

1766: 1418: 1324: 1296: 1283: 1076: 1192:

In peacetime, the class was occasionally used on fast freights from

3448:. Locomotives in Detail, volume 4. Hinckley: Ian Allan Publishing. 1948: 1205: 883: 776: 272: 1468:

All were broken up for scrap, though their names were given to 20

1269: 1020:

The North British batch was built to the Southern's new composite

4198: 3394:(Winter 1958–59 ed.). Shepperton, Surrey: Ian Allan Limited. 1234:

In 1926, the N15 class became the first in Britain equipped with

1014: 959:

The modifications are attributed to Maunsell's Chief Draughtsman

3583: 2940:(Bumper Preview Issue). Southampton: Noodle Books: 90–95. 2007. 1472:

locomotives allocated to the Southern Region between 1959–1962.

302:

5 long tons 0 cwt (11,200 lb or 5.1 t)

1814: 1806: 807: 690: 1836:

In May 1938, after Bulleid's appointment as CME, No. 749

3494:. No. 1. Hersham: Ian Allan Publishing. pp. 62–64. 3340:

Holcroft, Harold (1941). "Smoke deflectors for locomotives".

3158:. No. 2. Hersham: Ian Allan Publishing. pp. 76–77. 1825: 1821: 1754: 1479:

in 1955. The gradual withdrawal of the "Urie N15s", H15s and

1363: 1215: 859: 670: 422:

21 in × 28 in (530 mm × 710 mm)

414:

22 in × 28 in (560 mm × 710 mm)

167: 3521:. No. 117. Peterborough: EMAP Active. pp. 52–58. 443: in × 28 in (520 mm × 710 mm) 292: 1962: 1899:

achieving 1,464,032 miles (2,356,131 km) in service.

1882: 1378:

The second batch of "Eastleigh Arthurs" displaced the ex-

3386:(1956 ed.). Shepperton, Surrey: Ian Allan Limited. 763:

arrangements. The locomotives continued operating with

739:

The new locomotives were built over several batches at

1493:. The class outlasted the newer – but less numerous – 838:

For detailed information on numbering variations, see

652:

One preserved, 2 boilers preserved, remainder scrapped

1341:

Performance of the Maunsell batches and modifications

1958: 1250:

had air scoops attached to the chimney, whilst E772

3549:

Southern E-Group (SEMG) gallery article on the N15s

3490:Wild, Mike (April–May 2007). "The 'King Arthurs'". 2936:"The Botley Train Fire – and the other 'Firemen'". 1769:

due to a signalman's error. Two people were killed.

3342:Journal of the Institution of Locomotive Engineers 1306:Beginning in 1928, all but No. 755 had their 971:. They were the result of cooperation between the 728:incorporated several improvements, notably to the 4472:Standard gauge steam locomotives of Great Britain 938:Maunsell's "Eastleigh Arthurs": Drummond rebuilds 918:in January 1923, the LSWR became part of the new 4433: 3515:Leigh, Chris (May 2008). "The Stuff of Legend". 3274:Chadwick, John (April 2005). "One good turn". 2572: 2428:Nock (British Locomotives vol. 1: 1983), p. 241 1270:Performance of the Urie batch and modifications 759:, attempted to improve performance by altering 2795: 2793: 2727: 2725: 2556: 2554: 2552: 2540: 2510: 2412: 2410: 2408: 2406: 2320: 2318: 2316: 2314: 2312: 1315:was modified in 1940 by Maunsell's successor, 1229: 4200:Principal locomotives of the Southern Railway 4184: 3569: 3392:Ian Allan ABC of British Railways Locomotives 3384:Ian Allan ABC of British Railways Locomotives 3109: 3107: 3105: 2774: 2772: 2741: 2739: 2737: 2706: 2704: 2702: 2700: 2660: 2658: 2648: 2646: 2644: 2632: 2382: 2380: 2378: 2376: 2374: 2372: 2370: 2368: 2358: 2356: 2354: 2352: 2350: 2348: 2302: 2300: 2298: 2296: 2294: 2292: 2290: 1200:. Ten "Urie Arthurs" were transferred to the 1002: 689:to the south coast ports and further west to 4452:London and South Western Railway locomotives 2753: 2751: 2672: 2670: 2625: 2623: 2613: 2611: 2609: 2607: 2605: 2595: 2593: 2563: 2503: 2501: 2499: 2497: 2487: 2485: 2466: 2464: 2462: 2460: 2450: 2448: 2446: 2396: 2394: 2392: 2280: 2278: 2276: 2274: 2272: 2270: 2238: 2236: 2234: 2232: 2230: 2228: 2226: 2207: 2205: 2195: 2193: 1800: 1791:. Four of the five carriages were destroyed. 1040:Maunsell's "Eastleigh Arthurs": second batch 902:Urie N15 30740 'Merlin', near Branksome 1951 3068: 3066: 3047: 3045: 3043: 3033: 3031: 3021: 3019: 3009: 3007: 3005: 2995: 2993: 2991: 2989: 2987: 2985: 2975: 2973: 2971: 2969: 2967: 2965: 2963: 2961: 2959: 2957: 2880:"Doodlebug Summer in Kent 75th anniversary" 2790: 2722: 2688: 2549: 2531: 2524: 2522: 2424: 2422: 2403: 2336: 2309: 2191: 2189: 2187: 2185: 2183: 2181: 2179: 2177: 2175: 2173: 2149: 2147: 2145: 2143: 2141: 2139: 2137: 2135: 1783:On 18 September 1962, locomotive No. 30770 4347:West Country and Battle of Britain classes 4191: 4177: 3576: 3562: 3102: 3093: 3075: 2845:. Pen & Sword Transport. p. 132. 2781: 2769: 2734: 2697: 2655: 2641: 2473: 2436: 2434: 2365: 2345: 2287: 2260: 2258: 2256: 2254: 2252: 2250: 2248: 1993: 1699: 1409:in 1927. The tests were supervised by the 833: 16:Class of 74 two-cylinder 4-6-0 locomotives 3306:. Shepperton, Surrey: Ian Allan Limited. 3304:Maunsell Locomotives: A Pictorial History 3301: 3282: 3084: 2929: 2760: 2748: 2679: 2667: 2620: 2602: 2590: 2494: 2482: 2457: 2443: 2389: 2267: 2223: 2202: 2073: 2071: 2069: 2067: 2065: 1772:On 22 January 1955, locomotive No. 30783 1082: 839: 767:(BR) until the end of 1962. One example, 3339: 3273: 3254: 3116: 3063: 3040: 3028: 3016: 3002: 2982: 2954: 2838: 2581: 2519: 2419: 2327: 2214: 2170: 2163: 2161: 2159: 2132: 2090: 1746:On 26 November 1947, locomotive No. 753 1043: 897: 893: 238:6 feet 7 inches (2.007 m) 3462: 3434: 3404:British Locomotives of the 20th Century 3320: 3259:. Hinckley: Oxford Publishing Company. 3245: 3231:. Didcot Oxon: Wild Swan Publications. 3226: 3193:. Hinckley: Oxford Publishing Company. 2911: 2877: 2431: 2245: 1883:Operational assessment and preservation 1795: 1210:United States Army Transportation Corps 348:3,500 imp gal (15,900 L) 340:4,300 imp gal (19,500 L) 332:4,500 imp gal (20,500 L) 324:5,000 imp gal (22,700 L) 316:5,200 imp gal (23,600 L) 4462:Railway locomotives introduced in 1919 4434: 3292: 3207: 3060:Ian Allan ABC (1958–59), section "N15" 2920: 2902: 2062: 1913:, withdrawn in October 1961, instead. 1303:and removed in December of that year. 1119: 227:3 feet 1 inch (0.940 m) 4172: 3557: 3514: 3443: 3360: 3188: 2842:The Urie and Maunsell Cylinder 4-6-0s 2156: 2123: 2094:The Urie and Maunsell Cylinder 4-6-0s 1977:List of King Arthur class locomotives 1889:List of King Arthur class locomotives 1846:returned to Maunsell's green livery. 1089:List of King Arthur class locomotives 704:in 1923, the LSWR became part of the 3489: 3422: 3410: 3406:. Vol. 1. Book Club Associates. 3398: 3153: 2859:from the original on 19 October 2021 2111:from the original on 19 October 2021 2020:from the original on 8 November 2020 712:; the class hence becoming known as 3054: 2050:from the original on 5 October 2020 2044:Preserved British Steam Locomotives 1865: 720:(CME) of the newly formed company, 13: 4401:British Railways steam locomotives 4158:British Railways steam locomotives 3483: 3435:Pringle, Col. Sir John W. (1927). 3229:LSWR Locomotives: The Urie classes 14: 4493: 4467:Southern Railway (UK) locomotives 4406:Great Western Railway locomotives 3542: 3354:10.1243/JILE_PROC_1941_031_047_02 3323:Classic British Steam Locomotives 3250:. Hinckley: Ian Allan Publishing. 2890:from the original on 25 June 2019 1947:introduced a model of the N15 in 1691:30765/70/73/81–82/88/93/95–96/98, 973:South Eastern and Chatham Railway 320:(Urie outside-frame bogie tender) 304:(Urie outside-frame bogie tender) 3585:London and South Western Railway 3446:Maunsell 4-6-0 King Arthur Class 3348:(159 (Paper No. 430)): 462–509. 3288:. Ravensbourne: H. C. Casserley. 2820:from the original on 24 May 2018 2810:"LSWR/SR Urie "N15" Class 4-6-0" 2333:Nock (1976), Section "N15 class" 1961: 1411:London and North Eastern Railway 1202:London and North Eastern Railway 1010:North British Locomotive Company 812:London and South Western Railway 685:(LSWR), where they hauled heavy 683:London and South Western Railway 539:London and South Western Railway 31: 4383:Mainline diesels 10201 to 10203 3428:The Southern King Arthur Family 3181: 3147: 3131:National Railway Museum (2009) 3125: 2871: 2832: 2802: 2713: 2046:. WordPress.com. 20 June 2017. 1917:was named after a character in 1862:) did not receive this livery. 1486:Eastern section electrification 4378:Diesel shunters 15211 to 15236 2878:Ramsden, Matt (24 June 2019). 2084: 2032: 2002: 1630:30767/76/78–80/84–87/89/92/97, 1144:. Locomotives were changed at 771:, is preserved as part of the 1: 3276:Great Western Railway Journal 1982: 1453: 782: 702:grouping of railway companies 344:(Drummond "watercart" tender) 4421:Southern Railway locomotives 4153:Southern Railway locomotives 2578:Chadwick (2005), pp. 439–442 2516:Holcroft (1942), pp. 462–489 869:over the wheels and exposed 775:and can be seen on mainline 383:200 psi (1.38 MPa) 110:North British Locomotive Co. 7: 3467:. Redruth: Atlantic Books. 3368:. Redruth: Atlantic Books. 3212:. Southampton: Kingfisher. 3144:, Retrieved 30 January 2010 2546:Haresnape (1983), pp. 55–59 2400:Clarke (April 2008), p. 50 2264:Herring (2000), pp. 110–111 1954: 1670:30764/68/71–72/77/83/90/99, 1230:Smoke deflector experiments 840:§ Livery and numbering 830:design similar to the H15. 769:SR N15 class 777 Sir Lamiel 260: inches (20.26 m) 10: 4498: 3257:Nameplates of the Big Four 3246:Bulleid, H. A. V. (1979). 2766:Clarke (April 2008), p. 48 2199:Clarke (April 2008), p. 49 1886: 1688: 1667: 1648: 1627: 1608: 1591: 1574: 1557: 1540: 1477:BR Standard Class 4 4-6-0s 1407:Sevenoaks railway accident 1086: 837: 787:Robert Urie completed his 447:(Eastleigh/Scotch batches) 426:(Urie batch – as modified) 387:(Eastleigh/Scotch batches) 4396: 4355: 4317: 4234: 4206: 4138: 4090: 4051: 3927: 3833: 3789: 3634: 3592: 3465:Trains in Trouble: Vol. 2 3416:British Steam Locomotives 3366:Trains in Trouble: Vol. 3 3302:Haresnape, Brian (1977). 3283:Casserley, H. C. (1952). 2569:Bradley (1987), pp. 43–44 2079:British Steam Locomotives 1938: 1801:LSWR and Southern Railway 1172:. In 1931, No. E780 963:, who had transferred to 924:chief mechanical engineer 718:chief mechanical engineer 648: 638: 630: 620: 602: 579: 554: 534: 529: 525: 468: 463: 459: 405: 395: 360: 309: 298: 288: 264: 242: 231: 221: 185: 174: 159: 150: 145: 141: 127: 119: 95: 63: 55: 50: 46: 30: 23: 3463:Trevena, Arthur (1981). 3255:Burridge, Frank (1975). 2839:Maidment, David (2016). 2091:Maidment, David (2016). 1987: 1288:1921 Coal Miners’ strike 755:. Maunsell's successor, 687:express passenger trains 501:(Urie batch as modified) 4274:N15 (King Arthur) class 3321:Herring, Peter (2000). 3248:Bulleid of the Southern 3227:Bradley, D. L. (1987). 2799:Haresnape (1983), p. 63 2731:Haresnape (1983), p. 61 2694:Haresnape (1983), p. 52 2638:Casserley (1952), p. 77 2560:Haresnape (1983), p. 55 2537:Haresnape (1983), p. 56 2416:Haresnape (1983), p. 60 2342:Swift (2005), pp. 19–25 2324:Haresnape (1983), p. 54 1999:Swift (2006), pp. 84–91 1735:On 16 August 1944, 806 1700:Accidents and incidents 1401:was used on the former 1087:For class details, see 888:"Eastleigh" superheater 834:Design and construction 486:(Urie batch unmodified) 418:(Urie batch – as built) 336:(Drummond bogie tender) 328:(Maunsell bogie tender) 4363:Diesel shunters 1 to 3 4148:LB&SCR locomotives 3122:Burridge (1975), p. 51 3113:Bradley (1987), p. 132 3099:Bradley (1987), p. 131 3081:Bradley (1987), p. 127 2787:Bradley (1987), p. 130 2778:Bradley (1987), p. 129 2745:Bradley (1987), p. 124 2710:Bradley (1987), p. 123 2664:Bradley (1987), p. 118 2652:Bradley (1987), p. 109 2479:Bradley (1987), p. 117 2386:Bradley (1987), p. 107 2362:Bradley (1987), p. 103 2306:Bradley (1987), p. 101 1220:Bulleid's new Pacifics 1083:Naming the locomotives 1053: 903: 871:Walschaerts valve gear 4477:Passenger locomotives 4356:Non-steam locomotives 4143:SE&CR locomotives 3444:Swift, Peter (2006). 3208:Bishop, Bill (1984). 3189:Banks, Chris (2001). 3090:Bradley (1987), p. 63 2917:Trevena (1981), p. 37 2757:Bradley (1987), p. 58 2685:Pringle (1928), p. 37 2676:Pringle (1928), p. 36 2629:Bradley (1987), p. 51 2617:Bradley (1987), p. 57 2599:Bradley (1987), p. 53 2507:Bradley (1987), p. 62 2491:Bradley (1987), p. 55 2470:Bradley (1987), p. 48 2454:Bradley (1987), p. 46 2440:Cockman (1980), p. 12 2284:Bradley (1987), p. 99 2242:Bradley (1987), p. 44 2211:Bradley (1987), p. 42 2153:Bradley (1987), p. 41 2014:Great Central Railway 1929:Sir Lamiel of Cardiff 1651:30763/69/74–75/91/94 1592:30739/42/48–51/53/55 1575:30736–37/41/44–45/47 1501:Table of withdrawals 1447:Sir Urre of the Mount 1424:Maunsell's successor 1176:hauled the inaugural 1047: 977:Great Western Railway 965:Ashford railway works 901: 4388:Electrics CC1 to CC3 3430:. David and Charles. 3140:29 June 2011 at the 3051:Bradley (1987), p. 6 2979:Bradley (1987), p. 5 2010:"30777 – Sir Lamiel" 1796:Livery and numbering 1752:SR Lord Nelson Class 1260:University of London 26:SR King Arthur class 4332:Merchant Navy class 3191:BR Locomotives 1955 3072:Banks (2001), p. 50 3037:Swift (2006), p. 65 3025:Swift (2006), p. 64 3013:Swift (2006), p. 56 2999:Swift (2006), p. 50 2926:Bishop (1984) p. 49 2908:Hoole (1982), p. 38 2814:www.brdatabase.info 2587:Swift (2006), p. 38 2528:Swift (2006), p. 32 2220:Swift (2005), p. 14 1933:National Collection 1524:Locomotive numbers 1502: 1470:BR Standard Class 5 1430:Sir Hervis de Revel 1389:locomotives on the 1384:LBSCR H2 "Atlantic" 1120:Operational details 814:'s (LSWR) ports of 773:National Collection 634:1953 (1), 1955–1962 464:Performance figures 24:LSWR N15 class 4482:2′C h2 locomotives 4130:PD&SWRJ 0-6-0T 4125:PD&SWJR 0-6-2T 3418:. Blandford Press. 2167:Swift (2005),p. 92 1500: 1054: 904: 673:express passenger 516:(Maunsell Batches) 352:(Six-wheel tender) 4442:4-6-0 locomotives 4429: 4428: 4299:V (Schools) class 4259:Lord Nelson class 4166: 4165: 3636:J.H. Beattie 2947:978-0-9554110-2-1 1924:Le Morte d'Arthur 1739:was damaged by a 1705:In 1940, No. 751 1697: 1696: 1264:wind tunnel tests 1194:Southampton Docks 1185:from Waterloo to 1179:Bournemouth Belle 1168:and expresses to 1048:N15 No. 806 932:Lord Nelson class 849:of the LSWR from 828:express passenger 660: 659: 656: 655: 607:Eastleigh Arthurs 521: 520: 455: 454: 137: 136: 4489: 4447:Arthurian legend 4416:LNER locomotives 4249:K and K1 classes 4193: 4186: 4179: 4170: 4169: 3750:Standard 2-4-0WT 3578: 3571: 3564: 3555: 3554: 3538: 3511: 3478: 3459: 3440: 3431: 3419: 3407: 3395: 3387: 3379: 3357: 3336: 3317: 3298: 3289: 3279: 3270: 3251: 3242: 3223: 3204: 3176: 3175: 3151: 3145: 3129: 3123: 3120: 3114: 3111: 3100: 3097: 3091: 3088: 3082: 3079: 3073: 3070: 3061: 3058: 3052: 3049: 3038: 3035: 3026: 3023: 3014: 3011: 3000: 2997: 2980: 2977: 2952: 2951: 2938:The Southern Way 2933: 2927: 2924: 2918: 2915: 2909: 2906: 2900: 2899: 2897: 2895: 2875: 2869: 2868: 2866: 2864: 2836: 2830: 2829: 2827: 2825: 2806: 2800: 2797: 2788: 2785: 2779: 2776: 2767: 2764: 2758: 2755: 2746: 2743: 2732: 2729: 2720: 2717: 2711: 2708: 2695: 2692: 2686: 2683: 2677: 2674: 2665: 2662: 2653: 2650: 2639: 2636: 2630: 2627: 2618: 2615: 2600: 2597: 2588: 2585: 2579: 2576: 2570: 2567: 2561: 2558: 2547: 2544: 2538: 2535: 2529: 2526: 2517: 2514: 2508: 2505: 2492: 2489: 2480: 2477: 2471: 2468: 2455: 2452: 2441: 2438: 2429: 2426: 2417: 2414: 2401: 2398: 2387: 2384: 2363: 2360: 2343: 2340: 2334: 2331: 2325: 2322: 2307: 2304: 2285: 2282: 2265: 2262: 2243: 2240: 2221: 2218: 2212: 2209: 2200: 2197: 2168: 2165: 2154: 2151: 2130: 2127: 2121: 2120: 2118: 2116: 2088: 2082: 2075: 2060: 2059: 2057: 2055: 2036: 2030: 2029: 2027: 2025: 2006: 2000: 1997: 1971: 1966: 1965: 1866:British Railways 1516:Number withdrawn 1503: 1499: 1465:The Green Knight 1236:smoke deflectors 1198:Second World War 1187:Bournemouth West 1114:Arthurian legend 1063:Central sections 1003:"Scotch Arthurs" 953:P14 classes 928:Richard Maunsell 920:Southern Railway 882:diameter of the 765:British Railways 753:smoke deflectors 722:Richard Maunsell 710:Arthurian legend 706:Southern Railway 675:steam locomotive 666:was a British 2– 549:British Railways 544:Southern Railway 527: 526: 461: 460: 442: 441: 437: 434: 259: 258: 254: 251: 217: 211: 207: 205: 204: 200: 197: 170: 143: 142: 130: 76:Richard Maunsell 48: 47: 35: 21: 20: 4497: 4496: 4492: 4491: 4490: 4488: 4487: 4486: 4457:NBL locomotives 4432: 4431: 4430: 4425: 4411:LMS locomotives 4392: 4351: 4313: 4230: 4202: 4197: 4167: 4162: 4134: 4086: 4047: 3923: 3829: 3785: 3630: 3588: 3582: 3545: 3492:Hornby Magazine 3486: 3484:Further reading 3481: 3475: 3456: 3390: 3382: 3376: 3333: 3314: 3267: 3239: 3220: 3201: 3184: 3179: 3156:Hornby Magazine 3152: 3148: 3142:Wayback Machine 3130: 3126: 3121: 3117: 3112: 3103: 3098: 3094: 3089: 3085: 3080: 3076: 3071: 3064: 3059: 3055: 3050: 3041: 3036: 3029: 3024: 3017: 3012: 3003: 2998: 2983: 2978: 2955: 2948: 2935: 2934: 2930: 2925: 2921: 2916: 2912: 2907: 2903: 2893: 2891: 2876: 2872: 2862: 2860: 2853: 2837: 2833: 2823: 2821: 2808: 2807: 2803: 2798: 2791: 2786: 2782: 2777: 2770: 2765: 2761: 2756: 2749: 2744: 2735: 2730: 2723: 2718: 2714: 2709: 2698: 2693: 2689: 2684: 2680: 2675: 2668: 2663: 2656: 2651: 2642: 2637: 2633: 2628: 2621: 2616: 2603: 2598: 2591: 2586: 2582: 2577: 2573: 2568: 2564: 2559: 2550: 2545: 2541: 2536: 2532: 2527: 2520: 2515: 2511: 2506: 2495: 2490: 2483: 2478: 2474: 2469: 2458: 2453: 2444: 2439: 2432: 2427: 2420: 2415: 2404: 2399: 2390: 2385: 2366: 2361: 2346: 2341: 2337: 2332: 2328: 2323: 2310: 2305: 2288: 2283: 2268: 2263: 2246: 2241: 2224: 2219: 2215: 2210: 2203: 2198: 2171: 2166: 2157: 2152: 2133: 2128: 2124: 2114: 2112: 2105: 2089: 2085: 2081:: 1983), p. 172 2076: 2063: 2053: 2051: 2038: 2037: 2033: 2023: 2021: 2008: 2007: 2003: 1998: 1994: 1990: 1985: 1967: 1960: 1957: 1945:Hornby Railways 1941: 1908:No. 30777 1892: 1885: 1873:Brunswick green 1868: 1851:malachite green 1843:malachite green 1803: 1798: 1741:V-1 flying bomb 1702: 1692: 1690: 1672:30800/02–03/06 1671: 1669: 1650: 1631: 1629: 1610: 1558:30740/43/46/52 1520: 1512: 1510: 1456: 1343: 1272: 1232: 1224:Southern Region 1162:London Victoria 1122: 1092: 1085: 1042: 1034:Midland Railway 1005: 975:(SECR) and the 940: 896: 847:Western section 843: 836: 796:Dugald Drummond 785: 741:Eastleigh Works 643:SR No. 777 625:Southern Region 598: 575: 547: 542: 514: 513: 503: 499: 498: 488: 484: 483: 470:Tractive effort 451: 445: 444: 439: 435: 432: 430: 424: 423: 416: 415: 391: 385: 384: 377: 376: 361:Boiler pressure 356: 350: 349: 342: 341: 334: 333: 326: 325: 317: 284: 256: 252: 249: 247: 213: 209: 202: 198: 195: 193: 192:4 ft 191: 166: 152: 128: 115: 104:Eastleigh Works 91: 87:(modifications) 51:Type and origin 42: 25: 17: 12: 11: 5: 4495: 4485: 4484: 4479: 4474: 4469: 4464: 4459: 4454: 4449: 4444: 4427: 4426: 4424: 4423: 4418: 4413: 4408: 4403: 4397: 4394: 4393: 4391: 4390: 4385: 4380: 4375: 4370: 4365: 4359: 4357: 4353: 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3589: 3581: 3580: 3573: 3566: 3558: 3552: 3551: 3544: 3543:External links 3541: 3540: 3539: 3512: 3485: 3482: 3480: 3479: 3473: 3460: 3454: 3441: 3432: 3420: 3408: 3396: 3388: 3380: 3374: 3358: 3337: 3331: 3318: 3312: 3299: 3290: 3280: 3271: 3265: 3252: 3243: 3237: 3224: 3218: 3205: 3199: 3185: 3183: 3180: 3178: 3177: 3146: 3124: 3115: 3101: 3092: 3083: 3074: 3062: 3053: 3039: 3027: 3015: 3001: 2981: 2953: 2946: 2928: 2919: 2910: 2901: 2870: 2852:978-1473852563 2851: 2831: 2801: 2789: 2780: 2768: 2759: 2747: 2733: 2721: 2712: 2696: 2687: 2678: 2666: 2654: 2640: 2631: 2619: 2601: 2589: 2580: 2571: 2562: 2548: 2539: 2530: 2518: 2509: 2493: 2481: 2472: 2456: 2442: 2430: 2418: 2402: 2388: 2364: 2344: 2335: 2326: 2308: 2286: 2266: 2244: 2222: 2213: 2201: 2169: 2155: 2131: 2122: 2103: 2083: 2061: 2031: 2001: 1991: 1989: 1986: 1984: 1981: 1980: 1979: 1973: 1972: 1956: 1953: 1940: 1937: 1884: 1881: 1867: 1864: 1802: 1799: 1797: 1794: 1793: 1792: 1781: 1776:collided with 1770: 1744: 1733: 1727:N15X No. 2328 1717:, and No. 776 1711:The Red Knight 1701: 1698: 1695: 1694: 1687: 1684: 1681: 1678: 1674: 1673: 1666: 1663: 1660: 1657: 1653: 1652: 1647: 1644: 1641: 1638: 1634: 1633: 1626: 1623: 1620: 1617: 1613: 1612: 1607: 1604: 1601: 1598: 1594: 1593: 1590: 1587: 1584: 1581: 1577: 1576: 1573: 1570: 1567: 1564: 1560: 1559: 1556: 1553: 1550: 1547: 1543: 1542: 1539: 1536: 1533: 1530: 1526: 1525: 1522: 1517: 1514: 1507: 1455: 1452: 1434:The Red Knight 1426:Oliver Bulleid 1403:Great Northern 1342: 1339: 1317:Oliver Bulleid 1313:The Red Knight 1301:General Strike 1271: 1268: 1231: 1228: 1126:LSWR mainlines 1121: 1118: 1084: 1081: 1041: 1038: 1004: 1001: 939: 936: 895: 892: 835: 832: 800:LSWR T14 class 789:H15 class 784: 781: 757:Oliver Bulleid 700:Following the 664:LSWR N15 class 658: 657: 654: 653: 650: 646: 645: 640: 636: 635: 632: 628: 627: 622: 618: 617: 611:Scotch Arthurs 604: 600: 599: 597: 596: 590: 583: 581: 577: 576: 574: 573: 567: 560: 558: 552: 551: 536: 532: 531: 523: 522: 519: 518: 472: 466: 465: 457: 456: 453: 452: 450: 449: 428: 420: 411: 409: 403: 402: 399: 393: 392: 390: 389: 381: 364: 362: 358: 357: 355: 354: 346: 338: 330: 322: 313: 311: 307: 306: 300: 296: 295: 290: 286: 285: 283: 282: 279: 276: 268: 266: 262: 261: 244: 240: 239: 236: 229: 228: 225: 219: 218: 215:standard gauge 189: 183: 182: 179: 172: 171: 164: 157: 156: 153: 151:Configuration: 148: 147: 146:Specifications 139: 138: 135: 134: 131: 129:Total produced 125: 124: 121: 117: 116: 114: 113: 107: 99: 97: 93: 92: 90: 89: 84:Oliver Bulleid 81: 73: 67: 65: 61: 60: 57: 53: 52: 44: 43: 36: 28: 27: 15: 9: 6: 4: 3: 2: 4494: 4483: 4480: 4478: 4475: 4473: 4470: 4468: 4465: 4463: 4460: 4458: 4455: 4453: 4450: 4448: 4445: 4443: 4440: 4439: 4437: 4422: 4419: 4417: 4414: 4412: 4409: 4407: 4404: 4402: 4399: 4398: 4395: 4389: 4386: 4384: 4381: 4379: 4376: 4374: 4371: 4369: 4366: 4364: 4361: 4360: 4358: 4354: 4348: 4345: 4343: 4340: 4338: 4335: 4333: 4330: 4328: 4325: 4324: 4322: 4320: 4316: 4310: 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3401: 3397: 3393: 3389: 3385: 3381: 3377: 3375:0-906899-05-2 3371: 3367: 3363: 3359: 3355: 3351: 3347: 3343: 3338: 3334: 3332:1-86147-057-6 3328: 3324: 3319: 3315: 3313:0-7110-0743-8 3309: 3305: 3300: 3296: 3291: 3287: 3281: 3277: 3272: 3268: 3266:0-902888-43-9 3262: 3258: 3253: 3249: 3244: 3240: 3238:0-906867-55-X 3234: 3230: 3225: 3221: 3219:0-946184-06-2 3215: 3211: 3210:Off the Rails 3206: 3202: 3200:0-86093-560-4 3196: 3192: 3187: 3186: 3173: 3169: 3165: 3161: 3157: 3150: 3143: 3139: 3136: 3135: 3128: 3119: 3110: 3108: 3106: 3096: 3087: 3078: 3069: 3067: 3057: 3048: 3046: 3044: 3034: 3032: 3022: 3020: 3010: 3008: 3006: 2996: 2994: 2992: 2990: 2988: 2986: 2976: 2974: 2972: 2970: 2968: 2966: 2964: 2962: 2960: 2958: 2949: 2943: 2939: 2932: 2923: 2914: 2905: 2889: 2885: 2881: 2874: 2858: 2854: 2848: 2844: 2843: 2835: 2819: 2815: 2811: 2805: 2796: 2794: 2784: 2775: 2773: 2763: 2754: 2752: 2742: 2740: 2738: 2728: 2726: 2716: 2707: 2705: 2703: 2701: 2691: 2682: 2673: 2671: 2661: 2659: 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1920: 1919:Thomas Malory 1916: 1912: 1911: 1905: 1900: 1898: 1890: 1880: 1876: 1874: 1863: 1861: 1857: 1852: 1847: 1844: 1839: 1834: 1831: 1827: 1823: 1818: 1816: 1812: 1808: 1790: 1786: 1782: 1779: 1775: 1774:Sir Gillemere 1771: 1768: 1764: 1760: 1756: 1753: 1749: 1745: 1742: 1738: 1734: 1731: 1730: 1724: 1720: 1716: 1715:Sir Agravaine 1712: 1708: 1704: 1703: 1685: 1682: 1679: 1676: 1675: 1664: 1661: 1658: 1655: 1654: 1645: 1642: 1639: 1636: 1635: 1624: 1621: 1618: 1615: 1614: 1605: 1602: 1599: 1596: 1595: 1588: 1585: 1582: 1579: 1578: 1571: 1568: 1565: 1562: 1561: 1554: 1551: 1548: 1545: 1544: 1537: 1534: 1531: 1528: 1527: 1523: 1518: 1515: 1513:start of year 1508: 1505: 1504: 1498: 1496: 1492: 1487: 1482: 1478: 1473: 1471: 1466: 1462: 1451: 1448: 1444: 1439: 1438:Sir Gillemere 1435: 1431: 1427: 1422: 1420: 1416: 1415:Nigel Gresley 1412: 1408: 1404: 1400: 1396: 1392: 1388: 1385: 1382:tanks and ex- 1381: 1376: 1373: 1368: 1365: 1361: 1360:double-headed 1355: 1353: 1349: 1338: 1335: 1329: 1326: 1323:multiple-jet 1322: 1318: 1314: 1309: 1304: 1302: 1298: 1292: 1289: 1285: 1280: 1278: 1267: 1265: 1261: 1257: 1253: 1252:Sir Percivale 1249: 1248:Sir Gillemere 1245: 1241: 1237: 1227: 1225: 1221: 1217: 1214: 1211: 1207: 1203: 1199: 1195: 1190: 1188: 1184: 1183:Pullman train 1181: 1180: 1175: 1171: 1167: 1163: 1159: 1155: 1151: 1147: 1143: 1139: 1135: 1131: 1127: 1117: 1115: 1111: 1106: 1102: 1098: 1090: 1080: 1078: 1073: 1067: 1064: 1060: 1051: 1046: 1037: 1035: 1031: 1027: 1023: 1022:loading gauge 1018: 1016: 1011: 1000: 996: 994: 990: 986: 980: 978: 974: 970: 967:in 1914 from 966: 962: 961:James Clayton 957: 954: 950: 946: 935: 933: 929: 925: 921: 917: 912: 908: 900: 891: 889: 885: 880: 874: 872: 868: 865:with outside 864: 861: 857: 852: 848: 841: 831: 829: 825: 821: 817: 813: 809: 804: 801: 797: 793: 792:mixed-traffic 790: 780: 778: 774: 770: 766: 762: 758: 754: 750: 746: 742: 737: 735: 731: 730:steam circuit 727: 726:James Clayton 723: 719: 715: 711: 707: 703: 698: 696: 692: 688: 684: 680: 676: 672: 669: 665: 651: 647: 644: 641: 637: 633: 629: 626: 623: 619: 616: 612: 608: 605: 601: 594: 591: 588: 585: 584: 582: 578: 571: 568: 565: 562: 561: 559: 557: 553: 550: 545: 540: 537: 533: 528: 524: 517: 511: 508:(112.63 507: 502: 496: 493:(106.31 492: 487: 481: 478:(116.74 477: 473: 471: 467: 462: 458: 448: 429: 427: 421: 419: 413: 412: 410: 408: 407:Cylinder size 404: 400: 398: 394: 388: 382: 380: 374: 370: 366: 365: 363: 359: 353: 347: 345: 339: 337: 331: 329: 323: 321: 315: 314: 312: 308: 305: 301: 299:Fuel capacity 297: 294: 291: 287: 280: 277: 274: 270: 269: 267: 263: 246:66 feet 245: 241: 237: 234: 230: 226: 224: 220: 216: 210:1,435 mm 190: 188: 184: 180: 178: 175: • 173: 169: 165: 163: 160: • 158: 154: 149: 144: 140: 132: 126: 122: 118: 111: 108: 105: 101: 100: 98: 94: 88: 85: 82: 80: 77: 74: 72: 69: 68: 66: 62: 58: 54: 49: 45: 40: 34: 29: 22: 19: 4327:Leader class 4273: 4220: 4113: 4109: 4102: 4098: 4066: 3791:W.G. Beattie 3779: 3762: 3755: 3743: 3736: 3729: 3722: 3715: 3708: 3701: 3694: 3687: 3680: 3673: 3666: 3659: 3652: 3645: 3624: 3617: 3610: 3603: 3516: 3491: 3464: 3445: 3436: 3427: 3415: 3403: 3391: 3383: 3365: 3345: 3341: 3322: 3303: 3294: 3284: 3275: 3256: 3247: 3228: 3209: 3190: 3182:Bibliography 3155: 3149: 3133: 3127: 3118: 3095: 3086: 3077: 3056: 2937: 2931: 2922: 2913: 2904: 2892:. Retrieved 2883: 2873: 2861:. Retrieved 2841: 2834: 2822:. Retrieved 2813: 2804: 2783: 2762: 2715: 2690: 2681: 2634: 2583: 2574: 2565: 2542: 2533: 2512: 2475: 2338: 2329: 2216: 2125: 2113:. Retrieved 2093: 2086: 2078: 2052:. Retrieved 2043: 2034: 2022:. Retrieved 2013: 2004: 1995: 1942: 1922: 1914: 1909: 1903: 1901: 1896: 1893: 1877: 1869: 1859: 1855: 1848: 1837: 1835: 1819: 1804: 1784: 1773: 1758: 1747: 1737:Sir Galleron 1736: 1728: 1719:Sir Galagars 1718: 1714: 1710: 1706: 1649:30448/50/56, 1628:30449/52/55, 1491:Sir Prianius 1490: 1474: 1464: 1457: 1446: 1443:Sir Nerovens 1442: 1437: 1433: 1429: 1423: 1413:'s CME, Sir 1398: 1395:Bognor Regis 1377: 1369: 1356: 1347: 1344: 1333: 1330: 1312: 1305: 1293: 1281: 1273: 1255: 1251: 1247: 1243: 1239: 1233: 1191: 1177: 1173: 1166:Dover Marine 1123: 1109: 1105:Sir Herbert 1093: 1068: 1055: 1050:Sir Galleron 1049: 1030:R. M. Deeley 1026:N class 1019: 1006: 997: 981: 958: 941: 913: 909: 905: 875: 867:plate frames 856:West Country 844: 805: 786: 748: 738: 714:King Arthurs 713: 699: 695:Lord Nelsons 693:. After the 677:designed by 663: 661: 614: 610: 606: 592: 586: 569: 563: 515: 504:25,320 500: 489:23,900 485: 474:26,245 446: 425: 417: 401:Two, outside 386: 379:(Urie batch) 378: 351: 343: 335: 327: 319: 303: 223:Leading dia. 86: 78: 38: 18: 3929:D. Drummond 3587:locomotives 3424:Nock, O. S. 3412:Nock, O. S. 3400:Nock, O. S. 3295:Steam World 2129:Swift, p. 9 1904:King Arthur 1860:Sir Persant 1830:buffer beam 1785:Sir Prianus 1763:Farnborough 1748:King Arthur 1723:T14 No. 458 1721:along with 1509:Quantity in 1495:Lord Nelson 1262:in staging 1256:King Arthur 1174:Sir Persant 1154:Bournemouth 1110:King Arthur 1101:King Arthur 1097:John Elliot 985:steam chest 969:Derby Works 894:"Urie N15s" 851:Basingstoke 824:Southampton 679:Robert Urie 649:Disposition 580:Power class 572:King Arthur 371:(1.24 265:Loco weight 71:Robert Urie 41:at Waterloo 39:King Arthur 4436:Categories 4279:N15X class 4244:E1/R class 3594:J.V. Gooch 3518:Model Rail 3439:. H.M.S.O. 3362:Hoole, Ken 3134:Sir Lamiel 2884:KentOnline 2863:16 October 2115:1 November 2054:1 November 2024:1 November 1983:References 1915:Sir Lamiel 1910:Sir Lamiel 1759:Lord Hawke 1713:, No. 775 1709:, No. 755 1511:service at 1454:Withdrawal 1391:Eastbourne 1297:blastpipes 1277:hammerblow 1213:S160 class 1072:turntables 926:(CME) was 816:Portsmouth 783:Background 734:valve gear 587:LSWR / SR: 310:Water cap. 120:Build date 79:(redesign) 56:Power type 4342:USA class 4226:S15 class 4221:N15 class 4216:H15 class 4110:Clausetum 4103:Bredwalda 4055:1912–1922 3931:1895–1912 3837:1878–1895 3793:1871–1878 3638:1850–1871 3596:1841–1850 3535:173324502 3527:1369-5118 3508:226087101 3500:1753-2469 3172:226087101 3164:1753-2469 1943:In 2007, 1856:Sir Brian 1826:transfers 1822:transfers 1767:Hampshire 1729:Hackworth 1668:30453/57, 1632:30801/05 1611:30738/66 1521:withdrawn 1419:footplate 1399:Sir Brian 1352:Axminster 1348:Sir Torre 1325:blastpipe 1284:tarpaulin 1246:and E753 1240:Melisande 1146:Salisbury 1077:draw-gear 777:railtours 749:Scotchmen 639:Preserved 631:Withdrawn 615:Scotchmen 603:Nicknames 535:Operators 397:Cylinders 367:180 289:Fuel type 273:long tons 123:1918–1927 4337:Q1 class 4294:U1 class 4269:N1 class 4254:L1 class 4236:Maunsell 4114:Ironside 3835:W. Adams 3780:Vesuvius 3646:Hercules 3625:Vesuvius 3426:(1976). 3414:(1983). 3402:(1983). 3364:(1982). 3138:Archived 2888:Archived 2857:Archived 2818:Archived 2109:Archived 2048:Archived 2018:Archived 1955:See also 1949:OO gauge 1897:Tintagel 1757:No. 860 1519:Quantity 1461:Standard 1445:and 788 1372:LSWR S15 1362:ex-SECR 1321:Lemaître 1308:cylinder 1206:Scotland 1170:Brighton 1150:Grouping 1142:Plymouth 1134:Weymouth 1130:Waterloo 1128:between 1032:for the 989:capuchon 922:, whose 916:Grouping 884:smokebox 820:Weymouth 668:cylinder 570:SR / BR: 318: 271:80 206: in 155: 64:Designer 4319:Bulleid 4309:Z class 4304:W class 4289:U class 4284:Q class 4264:N class 4120:Terrier 4053:R. Urie 3763:Volcano 3688:Minerva 3681:Chaplin 3618:Mazeppa 2894:24 June 1841:darker 1481:SR N15x 1380:K class 1244:Sir Kay 1059:Eastern 1015:Glasgow 863:tenders 761:exhaust 745:Glasgow 438:⁄ 255:⁄ 201:⁄ 96:Builder 4112:& 4101:& 4099:Vulcan 3744:Falcon 3716:Undine 3695:Nelson 3667:Canute 3660:Sussex 3653:Tartar 3533: 3525: 3506: 3498: 3471: 3452: 3372: 3329: 3310: 3297:(250). 3263: 3235: 3216: 3197: 3170: 3162: 2944: 2849: 2824:23 May 2101: 2077:Nock ( 1939:Models 1838:Iseult 1811:lining 1807:livery 1789:Botley 1707:Etarre 1693:30804 1689:30451, 1609:30454, 1541:30754 1364:4-4-0s 1334:Merlin 1216:2-8-0s 1158:Oxford 1138:Exeter 879:boiler 808:London 716:. The 691:Exeter 621:Locale 530:Career 243:Length 233:Driver 181:2′C h2 37:30453 4373:11001 4368:D2341 3737:Eagle 3723:Clyde 3709:Tweed 3674:Saxon 3611:Bison 3604:Eagle 3278:(56). 1988:Notes 1761:, at 1755:4-6-0 1387:4-4-2 993:valve 860:bogie 671:4-6-0 564:LSWR: 556:Class 187:Gauge 168:4-6-0 162:Whyte 59:Steam 4208:Urie 3756:Lion 3702:Nile 3531:OCLC 3523:ISSN 3504:OCLC 3496:ISSN 3469:ISBN 3450:ISBN 3370:ISBN 3327:ISBN 3308:ISBN 3286:1951 3261:ISBN 3233:ISBN 3214:ISBN 3195:ISBN 3168:OCLC 3160:ISSN 2942:ISBN 2896:2019 2865:2020 2847:ISBN 2826:2018 2117:2020 2099:ISBN 2056:2020 2026:2020 1858:and 1815:gilt 1725:and 1677:1962 1656:1961 1637:1960 1616:1959 1597:1958 1580:1957 1563:1956 1546:1955 1529:1953 1506:Year 1393:and 1140:and 1061:and 951:and 822:and 743:and 732:and 662:The 293:Coal 235:dia. 112:(30) 106:(44) 4082:H16 4077:G16 4072:S15 4067:N15 4062:H15 4043:D15 4038:T14 4033:S14 4028:P14 4023:G14 4018:E14 4013:C14 4003:F13 3998:L12 3988:S11 3983:L11 3973:K10 3968:E10 3948:700 3879:A12 3874:460 3869:445 3864:415 3854:395 3849:135 3844:380 3825:348 3820:330 3815:318 3810:302 3805:282 3800:273 3774:231 3769:221 3730:Gem 3350:doi 1921:'s 1778:H15 1164:to 1156:to 949:G14 945:F13 914:At 798:'s 593:BR: 566:N15 506:lbf 491:lbf 476:lbf 373:MPa 369:psi 177:UIC 102:SR 4438:: 3963:T9 3958:F9 3953:C8 3943:M7 3938:T7 3919:X6 3914:T6 3909:G6 3904:T3 3899:B4 3894:X2 3889:O2 3884:T1 3859:46 3529:. 3502:. 3346:31 3344:. 3166:. 3104:^ 3065:^ 3042:^ 3030:^ 3018:^ 3004:^ 2984:^ 2956:^ 2886:. 2882:. 2855:. 2816:. 2812:. 2792:^ 2771:^ 2750:^ 2736:^ 2724:^ 2699:^ 2669:^ 2657:^ 2643:^ 2622:^ 2604:^ 2592:^ 2551:^ 2521:^ 2496:^ 2484:^ 2459:^ 2445:^ 2433:^ 2421:^ 2405:^ 2391:^ 2367:^ 2347:^ 2311:^ 2289:^ 2269:^ 2247:^ 2225:^ 2204:^ 2172:^ 2158:^ 2134:^ 2107:. 2064:^ 2042:. 2016:. 2012:. 1951:. 1927:, 1765:, 1686:74 1683:12 1680:12 1665:62 1662:14 1659:26 1646:48 1640:35 1625:39 1622:17 1619:52 1606:22 1600:55 1589:19 1583:63 1572:11 1566:69 1549:73 1532:74 1189:. 1136:, 1132:, 947:, 890:. 818:, 779:. 736:. 613:, 609:, 595:5P 546:, 510:kN 495:kN 480:kN 431:20 212:) 133:74 4192:e 4185:t 4178:v 3577:e 3570:t 3563:v 3537:. 3510:. 3477:. 3458:. 3378:. 3356:. 3352:: 3335:. 3316:. 3269:. 3241:. 3222:. 3203:. 3174:. 2950:. 2898:. 2867:. 2828:. 2119:. 2058:. 2028:. 1891:. 1643:9 1603:3 1586:8 1569:6 1555:5 1552:4 1538:1 1535:1 1091:. 842:. 589:A 541:, 512:) 497:) 482:) 440:2 436:1 433:+ 375:) 257:4 253:3 250:+ 248:5 208:( 203:2 199:1 196:+ 194:8

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