LSWR N15 class
LSWR N15 class SR King Arthur class standard gauge | |
---|---|
Leading dia. | 3 feet 1 inch (0.940 m) |
Driver dia. | 6 feet 7 inches (2.007 m) |
Length | 66 feet 5+3⁄4 inches (20.26 m) |
Loco weight |
|
Fuel type | Coal |
Fuel capacity | 5 long tons 0 cwt (11,200 lb or 5.1 t) (Urie outside-frame bogie tender) |
Water cap. |
|
Boiler pressure | |
Cylinders | Two, outside |
Cylinder size |
|
Performance figures | |
---|---|
Tractive effort | 26,245 lbf (116.74 kN) (Urie batch unmodified) 23,900 lbf (106.31 kN) (Urie batch as modified) 25,320 lbf (112.63 kN) (Maunsell Batches) |
Career | |
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Operators | London and South Western Railway, Southern Railway, British Railways |
Class |
|
Power class |
|
Nicknames | Eastleigh Arthurs, Scotch Arthurs, Scotchmen |
Locale | Southern Region |
Withdrawn | 1953 (1), 1955–1962 |
Preserved | SR No. 777 |
Disposition | One preserved, 2 Boilers preserved, remainder scrapped |
The LSWR N15 class was a British 2–
Following the
The new locomotives were built over several batches at
Background
Robert Urie completed his
Design and construction
Trials undertaken in 1914 with the H15 class prototype had demonstrated to Urie that the basic design showed considerable speed potential on the
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.[7] The substantial boiler design was also different from the parallel version used on the H15, and became the first tapered types to be constructed at Eastleigh Works.[7] 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 diameter of the smokebox, and consequently the weight carried by the front bogie.[7] The design also featured Urie's design of narrow-diameter "stovepipe" chimney, a large dome cover on top of the boiler, and his "Eastleigh" superheater.[10]
"Urie N15s"
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.[7] Government approval was obtained in mid–1918, and Eastleigh Works began to produce the LSWR's first new locomotive class since 1914.[7] 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.[11] Of the first batch, the prototype, No. 736 entered service on 31 August 1918, with four more appearing between September 1918 and April 1919.[7] 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.[10] A shortage of copper delayed completion of Nos. 741–745, and the last of the batch emerged from Eastleigh in November 1919.[12] 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.[12] They entered service over the period June 1922 – March 1923, and were numbered in the series 746–755.[12]
At Grouping in January 1923, the LSWR became part of the new Southern Railway, whose chief mechanical engineer (CME) was Richard Maunsell. Maunsell planned to introduce his own designs of express passenger locomotive, one of which was to become the future Lord Nelson class.[13] Despite this, there was a short-term need to maintain existing services that required modification and expansion of Urie's N15 design.[9]
Maunsell's "Eastleigh Arthurs": Drummond rebuilds
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 F13, G14 and P14 classes 4-6-0s into 2–cylinder H15 class locomotives.[9] 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.[14]
The modifications are attributed to Maunsell's Chief Draughtsman James Clayton, who had transferred to Ashford railway works in 1914 from Derby Works. They were the result of cooperation between the South Eastern and Chatham Railway (SECR) and the Great Western Railway (GWR) when Maunsell was seconded to the Railway Executive Committee during the First World War.[14] 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.[14]
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.[9] As a result, Clayton reduced the N15 cylinder diameter to 20.5 inches (520 mm) and replaced the safety valves with Ross pop valves set to 200 psi (1.38 MPa) boiler pressure.[15] The Urie boiler was retained, though the Eastleigh superheater was replaced by a Maunsell type with 10 per cent greater superheating surface area.[9] This was supplemented by a larger steam chest and an increased-diameter chimney casting specially designed for the rebuilds.[16] It incorporated a rim and capuchon to control exhaust flow into the atmosphere.[16] Valve events (the timing of valve movements with the piston) were also revised to promote efficient steam usage and the wheels were re-balanced to reduce hammerblow.[15][17]
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.[16] The rebuilds retained their distinctive Drummond "watercart" tenders, which were modified with the removal of the complex injector feedwater heating equipment.[9] The "watercart" tenders were of 4,300 imp gal (19,500 L) water and 5.00 long tons (5.1 t) coal capacity.[15] The ten rebuilds became the first members of the King Arthur class upon entering service.[14]
"Scotch Arthurs"
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 North British Locomotive Company in 1924.[18] The company had under-quoted to gain the contract, which meant that production of the batch was rushed.[19] 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).[19] Their construction in Glasgow would gain them the "Scotch Arthurs" nickname in service.[13] They were all delivered to the Southern Railway by October 1925, and featured the front-end refinements used on the Drummond rebuilds.[9]
The North British batch was built to the Southern's new composite loading gauge and differed from previous batches in having an Ashford-style cab based upon that used on the N class.[9] 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.[14] It was inspired by the standard cab developed in 1904 by R. M. Deeley for the Midland Railway, and was one of a number of Midland features introduced by Clayton to the SECR and subsequently the Southern Railway.[9] The smokebox door was revised to the Ashford pattern, which omitted the use of central tightening handles in favour of clamps around the circumference.[15] The batch was fitted with the Urie-designed, North British-built 5,000 imp gal (22,700 L) capacity double-bogie tenders.[14]
Maunsell's "Eastleigh Arthurs": second batch
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
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.
Naming the locomotives
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,
Operational details
The N15 class was intended to haul heavy expresses over the long
In peacetime, the class was occasionally used on fast freights from
Smoke deflector experiments
In 1926, the N15 class became the first in Britain equipped with
Performance of the Urie batch and modifications
Under LSWR ownership, the N15s were initially well received by crews, though the batch soon gained a reputation for poor steaming on long runs.
Another criticism from locomotive crews concerned the exposed cab in bad weather, which necessitated the installation of a tarpaulin sheet over the rear of the cab and the front of the tender, restricting rearward vision.[36] The 1921 Coal Miners’ strike meant that two class members (Nos. 737 and 739) were converted to oil-burning.[12] One of the modified locomotives subsequently caught fire at Salisbury shed, and both were reverted to coal firing by the end of the year.[12] When the LSWR was amalgamated into the Southern Railway in 1923, Urie had done little to remedy the shortcomings of the N15s, and it fell to his successor to improve the class.[12]
When Maunsell inherited the design as CME of the Southern Railway, he began trials using the weakest N15 (No. 742) in 1924.[25] The results indicated that better performance could be obtained by altering the steam circuit, valve travel and draughting arrangements, although the first two recommendations were deemed too costly for immediate implementation by the Locomotive Committee.[25] 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.[26] The remaining Urie boilers were fitted with standard Ross pop safety valves to ease maintenance.[16] Maunsell also addressed draughting problems caused by the narrow Urie "stovepipe" chimney.[9] The exhaust arrangements were modified on No. 737 using the King Arthur chimney design and reduced-diameter blastpipes.[16] This proved successful, and all "Urie N15s" were modified over the period 1925–1929.[37] The oil-burning equipment was refitted to Nos. 737 and 739 during the 1926 General Strike and removed in December of that year.[26]
Beginning in 1928, all but No. 755 had their cylinder 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.[21] No. 755 The Red Knight was modified in 1940 by Maunsell's successor, Oliver Bulleid with his own design of 21-inch (530 mm) cylinders and streamlined steam passages. This was married to a Lemaître multiple-jet blastpipe and wide-diameter chimney, allowing the locomotive to produce performances akin to the more powerful Lord Nelson class.[38] Four other N15s were so modified with four more on order, though the latter were cancelled due to wartime shortages of metal.[22] The soft exhaust of the Lemaître multiple-jet 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.[22] This failed to achieve the desired effect, and the final two modified locomotives retained the Maunsell-style deflectors.[38]
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.[39] This was in response to a government scheme to address a post-war coal shortage.[39] The oil tanks were fabricated from welded steel and fitted within the tender coal space.[39] After initial problems with No. 740 Merlin were rectified, the oil-fired locomotives proved good performers on Bournemouth services.[39] 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.[39]
Performance of the Maunsell batches and modifications
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.[40] The inside bearings of the Drummond "watercart" tenders proved problematic, as they were too small for the load carried and suffered from water ingress.[34] The retention of the tall Drummond cab prevented use away from the Western section of the Southern Railway.[34] Despite these problems, their operational reliability prompted the management to arrange the visit of No. E449 Sir Torre to the Darlington Railway Centenary celebrations in July 1925.[41] No. E449 also recorded speeds of up to 90 mph (140 km/h) on the South West Mainline near Axminster in 1929.[40] This proved that with the right components, Urie's original design could perform well.[4]
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.
"Scotch Arthurs" Nos. E763–E772 received new tenders between 1928 and 1930 in a series of tender exchanges with the Lord Nelson and LSWR S15 classes.[42] 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.[20] Whilst useful for the roster clerks at Battersea shed, any transfer to the Western section was hampered because of their shorter range.[20] 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.[42] These were again swapped with Maunsell LSWR-style bogie tenders fitted to the Lord Nelson class.[42]
The second batch of "Eastleigh Arthurs" displaced the ex-
Maunsell's successor Oliver Bulleid believed that there was little need to improve draughting on this series. However, reports of poor steaming with No. 792 Sir Hervis de Revel gave him an opportunity to trial a Lemaître multiple-jet blastpipe and wide-diameter chimney on a Maunsell N15 in 1940.[47] This did not enhance performance to the extent of No. 755 The Red Knight.[47] Under British Railways ownership, the locomotive was re-fitted with the Maunsell chimney in March 1952 with no further problems reported.[48] In another wartime experiment, Bulleid fitted No. 783 Sir Gillemere with three thin "stovepipe" chimneys in November 1940.[49] 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.[47] The "stovepipes" were reduced to two, producing a fierce exhaust blast that dislodged soot inside tunnels and under bridges.[49] The experiment was discontinued in February 1941 and the locomotive re-fitted with a Maunsell King Arthur chimney.[47] The last experiment was with spark-arresting equipment in response to lineside fires caused by poor quality coal.[50] Nos. 784 Sir Nerovens and 788 Sir Urre of the Mount were fitted with new wide-diameter chimneys in late 1947.[50] 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.[50]
Withdrawal
The detail variations across the class meant the "Urie N15s" were placed into store over the winters of 1949 and 1952.[51] The Maunsell King Arthur examples were easier to maintain, and the large number of modern Bulleid Pacific and British Railways Standard classes were able to undertake similar duties.[52] The "Urie N15s" were brought into service during the summer months, although their deteriorating condition was demonstrated when No. 30754 The Green Knight was withdrawn with cracked frames in 1953.[51] The slow running-down of the "Urie N15s" continued between 1955–1957, and several were stored prior to withdrawal.[29] The last three were withdrawn from Basingstoke shed, with No. 30738 "King Pellinore" the final example to cease operation in March 1958.[29] All were broken up for scrap, though their names were given to 20 BR Standard Class 5 locomotives allocated to the Southern Region between 1959–1962.[29]
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
Year | Quantity in service at start of year |
Number withdrawn | Quantity withdrawn |
Locomotive numbers |
---|---|---|---|---|
1953 | 74 | 1 | 1 | 30754 |
1955 | 73 | 4 | 5 | 30740/43/46/52 |
1956 | 69 | 6 | 11 | 30736–37/41/44–45/47 |
1957 | 63 | 8 | 19 | 30739/42/48–51/53/55 |
1958 | 55 | 3 | 22 | 30454, 30738/66 |
1959 | 52 | 17 | 39 | 30449/52/55, 30767/76/78–80/84–87/89/92/97, 30801/05 |
1960 | 35 | 9 | 48 | 30448/50/56, 30763/69/74–75/91/94 |
1961 | 26 | 14 | 62 | 30453/57, 30764/68/71–72/77/83/90/99, 30800/02–03/06 |
1962 | 12 | 12 | 74 | 30451, 30765/70/73/81–82/88/93/95–96/98, 30804 |
Accidents and incidents
- In 1940, No. 751 Etarre, No. 755 The Red Knight, No. 775 Sir Agravaine, and No. 776 Sir Galagars along with T14 No. 458 and N15X No. 2328 Hackworth suffered bomb damage during the air raid on Nine Elms shed. No. 458 was scrapped and the other engines were eventually repaired.[57]
- On 16 August 1944, 806 Sir Galleron was damaged by a V-1 flying bomb whilst pulling a passenger train in Upchurch; eight people were killed. The locomotive was eventually repaired and put back into service.[58]
- On 26 November 1947, locomotive No. 753 King Arthur was hauling a passenger train that was in a rear-end collision with another, the other being hauled by SR Lord Nelson Class 4-6-0 No. 860 Lord Hawke, at Farnborough, Hampshire due to a signalman's error. Two people were killed.[59]
- On 22 January 1955, locomotive No. 30783 Sir Gillemere collided with H15 No. 30485 at Bournemouth Central station after its driver misread signals. The locomotive was subsequently repaired; The H15 was condemned.[60][61]
- On 18 September 1962, locomotive No. 30770 Sir Prianus was hauling a newspaper train that caught fire between Knowle Junction and Botley. Four of the five carriages were destroyed.[62]
Livery and numbering
LSWR and Southern Railway
Under LSWR ownership, the "Urie N15s" were painted in Urie's LSWR sage green
The first Southern livery continued that of the LSWR, though with primrose yellow
In May 1938, after Bulleid's appointment as CME, No. 749 Iseult was trialled in bright unlined light green with yellow-painted block numerals replacing the cast numberplates.[63] The tender was given two designs of lettering, with "SOUTHERN" on one side and the initials "SR" on the other.[63] The Board of Directors disapproved and Bulleid repainted the locomotive in darker malachite green with black and white lining (this would later be applied to his Pacifics).[63] 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.[65] Both were painted in a light "sunshine yellow". No. 749 was returned to Maunsell's green livery.[65]
Several variations of the Maunsell green, Urie sage green and Bulleid malachite green liveries were tried with black, white/black, and yellow lining, some sporting a green panel on the smoke deflectors.[65] 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, with green-shaded sunshine yellow lettering.[66] 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, Sir Brian and Sir Persant) did not receive this livery.[66]
British Railways
British Railways gave the class the power classification of 5P after nationalisation in 1948.
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.[68] As each locomotive became due for overhaul and received its new livery, the numbering was changed to the British Railways standard numbering system, in the series 30448–30457 for the first ten and 30736–30806 for the rest.[69]
Operational assessment and preservation
After the poor steaming of the Urie batch was addressed, the class proved popular amongst crews, mechanically reliable and capable of high speeds.[13] However, their heavy hammerblow at speed meant that they were prone to rough riding and instability. The two Maunsell batches with their streamlined steam passages and better draughting arrangements were superior in performance, and were a popular choice when Bulleid's locomotives were unavailable.[70] 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.[13] The class gave many years of service, and were noted for their ability to "do the job".[70] 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.[71] In spite of the reduction in work, high mileages were obtained with No. 30745 Tintagel achieving 1,464,032 miles (2,356,131 km) in service.[72]
The decision to preserve a member of the class was made in November 1960.
Models
Hornby Railways manufacture a model of the N15 in OO gauge.
See also
References
Notes
- ^ Swift (2006), pp. 84–91
- ^ "30777 – Sir Lamiel". Great Central Railway. Archived from the original on 8 November 2020. Retrieved 1 November 2020.
- ^ "N15 4-6-0 LSWR Urie & SR Maunsell King Arthur 30448 – 30457, 30736 – 30755 & 30763 – 30806". Preserved British Steam Locomotives. WordPress.com. 20 June 2017. Archived from the original on 5 October 2020. Retrieved 1 November 2020.
- ^ a b c d e Nock (British Steam Locomotives: 1983), p. 172
- ISBN 9781473852532. Archivedfrom the original on 19 October 2021. Retrieved 1 November 2020.
- ^ Swift, p. 9
- ^ a b c d e f g h Bradley (1987), p. 41
- ^ a b c Swift (2005),p. 92
- ^ a b c d e f g h i j k l Clarke (April 2008), p. 49
- ^ a b Bradley (1987), p. 42
- ^ Swift (2005), p. 14
- ^ a b c d e f g Bradley (1987), p. 44
- ^ a b c d e f g Herring (2000), pp. 110–111
- ^ a b c d e f Bradley (1987), p. 99
- ^ a b c d e f g Bradley (1987), p. 101
- ^ a b c d e Haresnape (1983), p. 54
- ^ Nock (1976), Section "N15 class"
- ^ Swift (2005), pp. 19–25
- ^ a b c d e f Bradley (1987), p. 103
- ^ a b c d e f g h Bradley (1987), p. 107
- ^ a b c Clarke (April 2008), p. 50
- ^ a b c d Haresnape (1983), p. 60
- ^ a b Nock (British Locomotives vol. 1: 1983), p. 241
- ^ a b Cockman (1980), p. 12
- ^ a b c Bradley (1987), p. 46
- ^ a b c d Bradley (1987), p. 48
- ^ Bradley (1987), p. 117
- ^ a b Bradley (1987), p. 55
- ^ a b c d Bradley (1987), p. 62
- ^ Holcroft (1942), pp. 462–489
- ^ a b Swift (2006), p. 32
- ^ Haresnape (1983), p. 56
- ^ Haresnape (1983), pp. 55–59
- ^ a b c Haresnape (1983), p. 55
- ^ Bradley (1987), pp. 43–44
- ^ Chadwick (2005), pp. 439–442
- ^ Swift (2006), p. 38
- ^ a b Bradley (1987), p. 53
- ^ a b c d e Bradley (1987), p. 57
- ^ a b Bradley (1987), p. 51
- ^ Casserley (1952), p. 77
- ^ a b c Bradley (1987), p. 109
- ^ a b Bradley (1987), p. 118
- ^ a b Pringle (1928), p. 36
- ^ Pringle (1928), p. 37
- ^ Haresnape (1983), p. 52
- ^ a b c d Bradley (1987), p. 123
- ^ Bulleid, H.A.V. (1979) – for information on Oliver Bulleid's modifications.
- ^ a b Haresnape (1983), p. 61
- ^ a b c Bradley (1987), p. 124
- ^ a b Bradley (1987), p. 58
- ^ Clarke (April 2008), p. 48
- ^ a b Bradley (1987), p. 129
- ^ Bradley (1987), p. 130
- ^ a b Haresnape (1983), p. 63
- ^ "LSWR/SR Urie "N15" Class 4-6-0". www.brdatabase.info. Archived from the original on 24 May 2018. Retrieved 23 May 2018.
- ISBN 978-1473852563. Archivedfrom the original on 19 October 2021. Retrieved 16 October 2020.
- ^ Ramsden, Matt (24 June 2019). "Doodlebug Summer in Kent 75th anniversary". KentOnline. Archived from the original on 25 June 2019. Retrieved 24 June 2019.
- ^ Hoole (1982), p. 38
- ^ Trevena (1981), p. 37
- ^ Bishop (1984) p. 49
- ISBN 978-0-9554110-2-1.
- ^ a b c d e f g h i j Bradley (1987), p. 5
- ^ a b c d e f Swift (2006), p. 50
- ^ a b c Swift (2006), p. 56
- ^ a b Swift (2006), p. 64
- ^ a b Swift (2006), p. 65
- ^ a b c Bradley (1987), p. 6
- ^ Ian Allan ABC (1958–59), section "N15"
- ^ a b Banks (2001), p. 50
- ^ Bradley (1987), p. 127
- ^ Bradley (1987), p. 63
- ^ Bradley (1987), p. 131
- ^ a b c Bradley (1987), p. 132
- ^ Burridge (1975), p. 51
- ^ National Railway Museum (2009) Sir Lamiel Archived 29 June 2011 at the Wayback Machine, Retrieved 30 January 2010
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- Bradley, D. L. (1987). LSWR Locomotives: The Urie classes. Didcot Oxon: Wild Swan Publications. ISBN 0-906867-55-X.
- Bulleid, H. A. V. (1979). Bulleid of the Southern. Hinckley: Ian Allan Publishing.
- Burridge, Frank (1975). Nameplates of the Big Four. Hinckley: Oxford Publishing Company. ISBN 0-902888-43-9.
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- Holcroft, Harold (1941). "Smoke deflectors for locomotives". Journal of the Institution of Locomotive Engineers. 31 (159 (Paper No. 430)): 462–509. .
- ISBN 0-906899-05-2.
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- Nock, O. S. (1983). British Steam Locomotives. Blandford Press.
- Nock, O. S. (1976). The Southern King Arthur Family. David and Charles.
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- Trevena, Arthur (1981). Trains in Trouble: Vol. 2. Redruth: Atlantic Books. ISBN 0-906899 03 6.