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Urie S15 4-6-0 class

Discuție în 'Photography' creată de neildimmer, 25 Iul 2017.

  1. neildimmer

    neildimmer Resident of Nat Pres

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    Urie S15 Built 1927-1938 30823-30847 (further developed by Maunsell)




    835 Fitted with six-wheel tenders for use on the Central Section




    https://railway-photography.smugmug.com/SRSteam/19121922-LSWR-Robert-Urie-/Urie-Tender-engines/Urie-S15-Class-Further-develop/Urie-S15-Built-30823-30847
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    30830 Basingstoke


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    now preserved 30847


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    Neil
     
    neildimmer, 25 Iul 2017
    #1
  2. Martin Perry

    Martin Perry Nat Pres stalwart Staff Member Moderator Friend

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    The later S15s usually are labelled as being a Maunsell design rather than Urie, which is correct?
     
    Martin Perry, 25 Iul 2017
    #2
  3. martin1656

    martin1656 Nat Pres stalwart Friend

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    later are Maunsell engines , the urie engines had larger cylinders if you look there is a raised section of framing over the cylinders , the boiler was pressed to 180 rather than the 200 of the later engines, they had larger cabs too,
     
    martin1656, 25 Iul 2017
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  4. Romsey

    Romsey Part of the furniture

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    The later S15's with 800 series numbers are the Maunsell upgrade of the Urie design.
    The cab roof shape is the most obvious difference, but the boiler pressure was increased from 180 to 200 psi as well.
    Many components were interchangeable between the Urie and Maunsell locos and with H15 and N15 classes.

    The boiler under restoration for 828 was originally built for one of the "Scotch Arthurs" and some cab fittings are stamped with numbers from a H15 class loco.

    Regards, Neil

    PS Attached photo was taken by me but is ERPS copyright. ER625 828 or 483 (H15) gauge glass valve. 10 May 2008.jpg
     
    Romsey, 25 Iul 2017
    #4
  5. neildimmer

    neildimmer Resident of Nat Pres

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    I am basing this on the original design by Urie, and obviously the Maunsell modifications are on the original Urie design

    Second batch – Maunsell 1927–28

    Maunsell's modifications included increasing the boiler pressure from 180 psi (1.24 MPa) to 200 psi (1.38 MPa), and the reduction of the cylinder bore by half an inch. The footplate was also modified for operation on the Southern's new composite loading gauge, and differed from previous batches in having the Ashford-style cab, which was usually fitted to LBSCR locomotives. Unlike the original Drummond cab that was also favoured by Urie, the Ashford-style cab was of an all-steel construction and had a roof that was flush with the cab sides. 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 Maunsell's chief draughtsman James Clayton, who transferred to Ashford Works in 1914 from the Midland Railway. Variants of this cab became standard for all new Southern Railway locomotives and converted tank engines.
    Other modifications included the lengthening of valve travel, and fitting larger outside steam pipes to streamline the flow of steam into the cylinders. Fifteen locomotives of this revised design were built in 1927, and some were given 4,000-imperial-gallon (18,000 l; 4,800 US gal) six-wheeled tenders for use on the Southern Railway's Central section. This allowed the locomotive to be turned on the shorter turntables found on this part of the network. From new, the rest of the class was equipped with the Urie 5,000-imperial-gallon (23,000 l; 6,000 US gal) eight-wheel bogie tender, which allowed the class to operate on the extended freight routes of the Southern Railway's Western section. The standardisation measures undertaken by both Urie and Maunsell were soon vindicated by the fact that tenders and other parts were swapped with those of other classes on the Southern Railway when locomotives were under overhaul.

    Third batch – Maunsell 1936

    The benefits gained by Maunsell's modifications showed in the improved performance of the first batch of Maunsell S15s over their Urie-built predecessors. A third batch was ordered in 1931, coinciding with a downturn in the volume of freight due to the economic depression. This meant that the last of the S15 class was not completed until 1936, although weight-saving modifications were undertaken to this batch. A final modification was also applied to the class at this time, when all locomotives were equipped with smoke deflectors to improve visibility from the footplate when travelling at speed. This modification was a feature that became common to most Maunsell-influenced designs


    Neil
     
    neildimmer, 25 Iul 2017
    #5
  6. neildimmer

    neildimmer Resident of Nat Pres

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    The LSWR S15 class was a British 2-cylinder 4-6-0 freight steam locomotive designed by Robert W. Urie, based on his H15 class and N15 class locomotives. The class had a complex build history, spanning several years of construction from 1920 to 1936. The first examples were constructed for the London and South Western Railway (LSWR), where they hauled freight trains to the south coast ports and further west to Exeter, as well as occasional passenger work in conjunction with their larger-wheeled N15 class counterparts.
    Following the Grouping of railway companies in 1923, the LSWR became part of the Southern Railway, and the Chief Mechanical Engineer (CME) of the newly formed company, Richard Maunsell, increased the S15 class strength to 45 locomotives. Maunsell incorporated several improvements, notably to the steam circuit and the locomotive's loading gauge, allowing it to operate on routes with height and width restrictions.
    The new locomotives were built in three batches at Eastleigh, and were in service with the Southern Railway for 14 years. The locomotives continued in operation with the Southern Region of British Railways until 1966
    During the First World War, the LSWR management wished to address the requirement for a modern, standard heavy freight locomotive to work from London's freight yards to the southwest of England. As the LSWR lacked existing freight designs capable of undertaking this task, a new design was needed to serve the south coast ports of Portsmouth, Weymouth and Southampton. The design was also to power traffic including milk trains, which required fast transit to the dairies in London. Robert Urie used this opportunity to develop his recent H15 class design further, applying the 4-6-0 locomotive concept to a purpose-built freight design built to order number S15. It was this order number that gave the class the name "S15"
    The S15 class were all built by Eastleigh Works in three discrete batches between February 1920 and December 1936.


    1st batch – Urie 1920-21



    This was the third design by Robert Urie for the LSWR. The outline was made during the First World War, and incorporated lessons learned from the operation of his H15 class, a design that was to provide the basis for future standardisation on the LSWR. To economise on maintenance, the S15 class had interchangeable components that could be used on a similar design, the N15 class passenger locomotive, which had the same overall appearance. Details such as the boiler, the two-cylinders and valve gear were standardised between the classes, although a taper boiler was used on the S15 and N15 classes, as opposed to the parallel boiler of the H15 class. The only other major difference was the smaller diameter of the driving wheels. Smaller diameter wheels gave better traction, essential for a fast freight locomotive.
    By May 1921 sixteen were in service, and were mostly allocated to the London area, including the new marshalling yard at Feltham. Despite being mechanically sound, changes were made to Urie's original design after the Grouping of railway companies in 1923.
    Urie retired as Locomotive Superintendent when the LSWR was amalgamated into the Southern Railway in 1923. Richard Maunsell was given the newly created post of CME to the Southern Railway, and decided to revise the cylinder arrangement of the locomotive. In doing so, he delayed the construction of further locomotives until the modifications had been made. When the modifications were trialled in service, it became evident amongst locomotive crews that Maunsell had taken a sound design and made it better, achieving a consistent locomotive capable of undertaking all the tasks for which it was intended.[5] With the successful implementation of the modifications, permission was given by the management of the Southern Railway for a second batch of locomotives to be constructed

    S.R. Era

    502 without smoke deflectors

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    Urie S15 Built 1920-1921 30496-30515 - Railway-Photography
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    503 with smoke deflectors





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    B.R. Era

    30496 Guildford


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    30501 Basingstoke 1960


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    30508 Basingstoke 1957


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    30508 Feltham shed October 1962


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    30511 Fleet May 1960


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    30511 Fleet May 1960
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    30511 Bournemouth 13th June 1958


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    30511 Eastleigh 10th November 1963


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    30512 at Feltham May 1960


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    30515

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    Neil
     
    neildimmer, 25 Iul 2017
    #6

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