photograph: Mike Morant collection
|Robert Urie's first design for the LSWR was the result
of a crying need for a locomotive with power, freight haulage capacity and
reliability. The result of his deliberations was the 2-cylinder simple H15 with
outside Walschaerts valve gear and easy accessiblity for maintenance, which
latter was a major and welcome departure from his predecessor's 4-6-0
There was one externally obvious design difference within the class with some having a lower running plate which was raised in order to clear the cylinder casing, whereas the remainder had a straight running plate above the driving wheels which made them difficult to distinguish from the later Maunsell S15 when viewed from a distance. The type with the lower running plate had a single straight splasher above the driving wheels in the same form as the N15s.
The earlier built locos had a new style of tender with external bogie frames and large capacity - 5,200 galls of water and 7 tons of coal. Nº335 and the 1924 built locos had the more usual "watercart" tenders with 5,000 galls and 5 tons.
A couple ran for a while with saturated boilers for comparison purposes but Urie was a fervent proponent of superheaters and so, eventually, the entire class was fitted with them. With their 21" x 28" cylinders allied with 6' 0" driving wheels and a free-steaming boiler they proved to be excellent workhorses. Indeed, they were so well built that when 30487 was stripped down for general repairs in 1954 it was found that the frames showed little sign of forty years of hard graft.
Twenty six engines were constructed in total in seven batches over a period of twelve years. The first two batches of five in each were constructed in 1914. These were numbers 482 - 491. A further fifteen were constructed in three batches during 1924 with the final one appearing in January 1925. Those later builds received the numbers 521 - 524, 330 - 334 and 473 - 478. The 330 - 334 batch consisted of rebuilds of F13 class locos, this rebuilding was first earmarked by Urie and then subsequently authorised by Maunsell. The 1924 built engines all had the running plate level from the front rise to the rear fall whilst the other members of the class had a rise in the running plate above the cylinders. The mathemeticians amongst you will have noted already that the above notes amount to only twenty five in total. There was an oddity amongst the final quantity, Nº335, which brings the final total to 26.
Before Urie's reign started, his predecessor (Drummond) had set aside E14 class 4-6-0 No. 335 for major modifications as a result of poor performance. Urie knew of this state of affairs when he took office and had so little regard for the loco's design that he gained authorisation, under the auspices of a rebuilding order, to use it as the basis of a completely new locomotive. This engine became H15 n335 and was the only one built as a one-off project.
These locomotives were a bit of a test-bed for superheating,
something the LSWR was rather late in adopting. Engines numbered 482-5 were
fitted with Schmidt apparatus, numbered 486-9 with Robinson's apparatus
whilst Nº490 and Nº491 were built to use saturated steam. The result
was Urie's own design, known as the Eastleigh Superheater, that was later
fitted to Nº490 and Nº491. In June 1927 Nº491 was fitted with a
King Arthur boiler working at 200 lb sq in, and fitted with a Maunsell
style superheater. Subsequently the other nine of the above engines were fitted
with Maunsell superheaters, but retained their original boilers.
6 ft 0 in
3 ft 7 in
65 ft 6¾ in
137 tons 10 cwt (approx)
Nº335 - 4,500 gals
Nº482 - Nº491 5,200 gals
remainder 5,000 gals
(2) 21 in x 28 in
Nº335 - 175 lb. sq. in.
remainder - 180 lb. sq. in.
rebuilt Nº491 - 200 lb. sq. in.
Nº335 - 26,240 lb
remainder - 25,500 lb
rebuilt Nº491 - 29,150 lb
Nº482 - Nº491 7 tons
remainder 5 tons
|LSWR/SR Nº||BR Nº||Built||Superheater §||Maunsell S/H fitted||Withdrawn|
|486||30486||Dec 1913||R||Mar 1930||Jul 1959|
|485||30485||Jan 1914||S||Sep 1928||Jan 1955|
|487||30487||Jan 1914||R||May 1929||Nov 1957|
|482||30482||Feb 1914||S||Oct 1934||May 1959|
|488||30488||Mar 1914||R||Mar 1928||Apr 1959|
|483||30482||Mar 1914||S||Sep 1929||Jul 1957|
|484||30484||Apr 1914||S||Jan 1931||May 1959|
|489||30489||May 1914||R||Mar 1932||Jan 1961|
|490||30490||Jun 1914||- 1||May 1929||Jun 1955|
|491||30491||Jul 1914||- 2||Jun 1927||Jan 1961|
|335||30335||Nov 1914||E||Dec 1927||Jun 1959|
|473||30473||Feb 1924||E||Nov 1931||Jul 1959|
|474||30474||Feb 1924||E||Jun 1931||Apr 1960|
|475||30475||Mar 1924||E||Jun 1930||Dec 1961|
|476||30476||Apr 1924||E||Jan 1929||Dec 1961|
|477||30477||May 1924||E||Dec 1929||Jun 1959|
|478||30478||Jun 1924||E||May 1930||Mar 1959|
|521||30521||Jul 1924||E||Sep 1929||Dec 1961|
|522||30522||Jul 1924||E||Apr 1929||Oct 1961|
|523||30523||Sep 1924||E||Jul 1929||Sep 1961|
|524||30524||Sep 1924||M||-||Feb 1961|
|330||30330||Oct 1924||M||-||May 1957|
|331||30331||Nov 1924||M||-||Mar 1961|
|332||30332||Nov 1924||M||-||Oct 1956|
|333||30333||Dec 1924||M||-||Oct 1958|
|334||30334||Jan 1925||M||-||Jun 1958|
|#||Between 1923 and 1928 SR numbers were the L&SWR numbers with the added prefix 'E', although the prefix may not have been removed until some time later!|
|§|| S = Schmidt Superheater
R = Robinson Superheater
E = Eastleigh Superheater
M = Maunsell Superheater
1 Eastleigh S/H fitted Dec 1919
2 Eastleigh S/H fitted Oct 1917
This page was last updated 7 July 2020