Jump to content

SECR K and SR K1 classes

Edit links
From Wikipedia, the free encyclopedia

This is an old revision of this page, as edited by EdJogg (talk | contribs) at 16:26, 8 January 2010 (Move 'See also' per MOS:APPENDIX -- add comment to explain reason for duplication of link). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

SECR K & SR K1 (River) classes[1]
A side-and-front view of a 2-6-4 steam locomotive at a locomotive depot. The locomotive features water tanks either side of the boiler, and members of its crew can be seen in the cab. Another locomotive is in the next siding.
The prototype K class No. 790 (later named River Avon) under SECR ownership. The class was named after rivers flowing within the Southern Railway's operating area
Type and origin
Power typeSteam
DesignerRichard Maunsell
BuilderK: Ashford Works (1), Brighton Works (10), Armstrong Whitworth (9)
K1: Ashford Works (1)
Build date1917, 1925–1926
Total producedK: 20
K1: 1
RebuilderAshford Works (797–802, 805, 890)
Brighton Works (803–804, 806–809)
Eastleigh Works (790–796)
Rebuild date1928
Number rebuilt21
Specifications
Configuration:
​
 • Whyte2-6-4T
Gauge4 ft 8+1⁄2 in (1,435 mm)
Wheelbase35 ft 10 in (10.922 m)
Length43 ft 6+1⁄4 in (13.265 m)
Height12 ft 11+3⁄8 in (3.947 m)
Axle loadK: 18.50 long tons (18.80 t)
Adhesive weightK: 52.75 long tons (53.60 t)
Fuel typeCoal
Fuel capacity2.50 long tons (2.54 t)
Water cap.2,000 imp gal (9,100 L; 2,400 US gal)
Boiler pressure200 psi (1.38 MPa)
CylindersK: Two, outside
K1: Three
Cylinder sizeK:19 in × 28 in (483 mm × 711 mm)
K1: 16 in × 28 in (406 mm × 711 mm)
Valve gearK: Walscharts
K1-outside: Walschaerts inside: Holcroft
Performance figures
Tractive effortK: 23,866 lbf (106.2 kN)
Career
Number in class21
Official nameRiver class
NicknamesRolling Rivers
LocaleGreat Britain
Withdrawn1927
DispositionAll rebuilt to SR U class or SR U1 class
1 rebuild surviving

The SECR K class was a type of 2-6-4 tank locomotive designed in 1914 by Richard Maunsell for express passenger duties on the South Eastern and Chatham Railway (SECR). The Southern Railway (SR) K1 class was a three-cylinder variant of the K class, designed in 1925 to suit a narrower loading gauge. The first was built in 1917 and the remaining twenty between 1925 and 1926. They were among the first non-Great Western Railway (GWR) types to use and improve upon the basic design principles of power and standardisation established by GWR Chief Mechanical Engineer (CME) George Jackson Churchward.[2] The K class was based on the GWR 4300 class, improved with Midland Railway concepts of simplicity and ease of maintenance.[3]

The K class was designed to be mechanically similar to the SECR N class 2-6-0 mixed-traffic locomotives. The class was the earliest large-scale use of the 2-6-4 wheel arrangement in Britain.[2] Production began towards the end of the First World War, and the first K class rolled out of Ashford Works three years after design work was completed due to wartime production constraints. The class replaced obsolete 4-4-0 passenger locomotives in an SECR fleet standardisation programme.

Twenty-one K and K1 class locomotives were built and operated over the Eastern Section of the Southern Railway network and were given the names of rivers, being referred as the River class from 1925. Crews referred to the K and K1 classes as "Rolling Rivers" because of their instability when travelling at speed. Both classes were rebuilt as SR U class and SR U1 class 2-6-0s (respectively) following a railway accident at Sevenoaks, Kent in 1927. They continued in service with British Railways (BR) until the last was withdrawn in 1966. One K class rebuild is preserved on the Watercress Line in Hampshire and is currently under overhaul.

Background

Three factors dictated the type of locomotive that could operate on the South Eastern and Chatham Railway (SECR): the heavy passenger train loadings, the poor track quality, and weak, lightly-built bridges.[4] On the lines of the former London, Chatham and Dover Railway (LCDR) – inherited by the SECR in 1899 – beach pebbles had been used for ballast[5] rather than conventional ballast with irregular shapes that "lock" together to keep the track in place. These economies in construction meant that only locomotives with low axle loadings could operate safely over the track.[4] The SECR was therefore unable to follow a coherent locomotive strategy in reducing the number of locomotive types inherited from the two constituent railways. Despite increased passenger and freight traffic between London Charing Cross and the Kentish coast during the first decades of the twentieth century, the Operating Department had to use mismatched classes of underpowered and obsolete 4-4-0 and 0-6-0 locomotives which could operate within the restrictions imposed by the infrastructure.[6] This resulted in frequent double-heading adding to operational costs.[7]

Richard Maunsell was appointed CME of the SECR in 1913, following the enforced retirement of Harry Wainwright. Wainwright left a range of competent but unspectacular locomotive classes that struggled to cope with the increased train lengths and loadings.[4] Maunsell took stock of the situation and planned to introduce six standard classes using only two boiler designs, which would work the entire traffic of the railway.[8] The first of these was the N class 2-6-0, which gave the SECR a capable mixed-traffic locomotive. For the express passenger design that could cope with the heavy boat trains, Maunsell wanted to enlarge the existing L class 4-4-0, with Walschaerts valve gear and an enlarged superheater, but this design would have resulted in a too heavy axle loading.[8] [6] Maunsell's newly recruited assistants, G.H. Pearson and Harold Holcroft from the Great Western Railway at Swindon and James Clayton from the Midland Railway at Derby had all recently been involved in the design of large passenger tank engines and persuaded him to use the 2-6-4 wheel arrangement that would allow the class to operate at high speeds on the poor-quality track in north Kent.[8]

Design

The 2-6-4 wheel arrangement was not in common use in Great Britain at this time, as many railway companies operated routes that required locomotives with greater fuel capacity, or short branch lines that necessitated the use of smaller locomotives. The 2-6-4 tank engine design had only been used once before in Britain, on the Great Central Railway's 1B class freight locomotives of 1916.[9] However, the type was ideal for the SECR with with its shorter mainlines, and allowed for a long wheelbase with leading axle to permit greater stability at speed on track curves. The tightness of the curves on the former LCDR mainlines had constrained the size of locomotives operating on the SECR, as they had been hastily erected during the nineteenth century to compete with those of the South Eastern Railway (SER).[9] The longer locomotive could also accommodate a larger boiler than a 4-4-0, giving the K class sufficient power to avoid double-heading of locomotives on heavier trains.[10] The design used a "Bissel bogie" leading axle and a plain trailing bogie, both fitted with leaf spring suspension.[11] The trailing bogie permitted the use of a large coal bunker that was capable of sustaining the locomotive over the run between London Charing Cross and Dover Marine, and side water tanks of 2,000 imp gal (9,100 L; 2,400 US gal) capacity were used, negating the need for a tender.[1] The coupled wheelbase between the rear and centre driving wheels was reduced from that used on the mechanically identical N class to 7 ft 9 in (2.362 m) to accommodate the bogie.[11]

The K class was designed by Maunsell's team in 1914, as the second step in his proposed standardisation programme following the N class,[10] but the designs were not shown to the directors of the railway until early 1915 to enable all six new designs to be shown at once.[8] The design incorporated the principles of power and reliabilty established by George Churchward using a Belpaire firebox instead of a round-topped version, a regulator located in the smokebox, long-travel valves for free running at high speeds, a sharply tapered boiler, and a right-hand driving position. [9][10] The inclusion of these features is attributed to Holcroft, Maunsell's personal assistant, who had worked on the GWR 4300 class and the N class.[12] James Clayton, Maunsell's Chief Locomotive Draughtsman, brought simpler and more functional Midland Railway influences to the design such as the shape of the cab.[5] Other innovations by Maunsell's team included greater superheating surface area, the location of the boiler water top feed inside a dome-like cover, outside Walschaerts valve gear, and parts that could be shared with similar locomotive classes to reduce maintenance costs.[5]

Construction

K Class

In January 1915 Maunsell received authority to built six examples, but, as with the N class, production was delayed due to the use of the Ashford works for wartime armaments manufacture. Assembly began in 1917 and the first, No. 790, emerged in July of that year.[13] It was based at Bricklayers Arms depot, [14] preceding the earlier N class design into service by one month.[13] Further construction was deferred until after Ashford had caught up with the maintenance backlog caused by the war.

Ten more locomotives were ordered by the SECR from Ashford works in June 1920, and to speed delivery the construction of frames, cylinders and side tanks was subcontracted to the Royal Arsenal at Woolwich. However, further severe delays at Ashford caused by the backlog of repair work meant that the boilers had to be supplied by the North British Locomotive Company.[15] Construction of these locomotives had not begun by the time the SECR had been merged with other railways in southern England under the Railways Act 1921 to form the Southern Railway on 1 January 1923.

Maunsell was appointed CME of the newly formed Southern Railway in 1923, and inherited a 1920 SECR order for ten K class locomotives. The completion of the order was still outstanding in 1924, although most of the component parts had been made. On 14 January 1925 Maunsell ordered No. 790 to be overhauled and trialled on the Central Section.[16] As the locomotive proved suitable for the operating conditions of this section, the Southern Railway's Locomotive Committee proceeded with the assembly of the K class parts using outside contractors.[17] Nine sets of parts (Nos. A791–A799) were conveyed to Armstrong Whitworth for assembly and the finished locomotives delivered in May and June 1925.[11] These were dual fitted with vacuum and Westinghouse (air) brakes for use with the former London, Brighton and South Coast Railway (LBSCR) rolling stock on the Central Section. Other differences from the prototype included the relocation of the regulator to the dome and an increase in superheater area.[11] The tenth set of parts was retained by Ashford and used for the first member of the K1 class later that year.[18]

A trial non-stop run between Cannon Street and Folkestone Harbour by No. 790 and a 300 long tons (305 t; 336 short tons) train had proved the water capacity of the side tanks to be insufficient for such runs.[19] Holcroft suggested that 2-6-0 tender locomotives should be built instead, and he produced a diagram of this type, with 6 ft (1,830 mm) driving wheels.[19] Holcroft's immediate superior, Clayton, refused to pass this suggestion on to Maunsell.[19]

In May 1925 Maunsell ordered a further ten locomotives from Brighton works (Nos. A800–A809), which only had vacuum brakes for the SECR stock on the Eastern Section.[16] They were delivered between July and December 1926. This group had laminated springs to the bogie and leading axle, in an attempt to address complaints of rough riding experienced with earlier members of the class.[15]

A further twenty members of the class were ordered in March 1926 (ten each from Ashford and Brighton works), despite strong reservations expressed by the Operating Department concerning “the wisdom or desirability of placing so many large passenger tanks in service”.[20] These were allocated the numbers A610-A629, and work had begun on building the frames and cylinders for these when the order was cancelled following an accident at Sevenoaks in 1927 involving locomotive No. 800.

K1 class

At the January 1925 Locomotive Committee meeting, when it was decided to use outside contractors to build the K class, Maunsell received authority to retain one set of parts at Ashford works to construct a prototype 3-cylinder 2-6-4 tank. The modification were based upon those used to convert N class No. 822 to a 3-cylinder locomotive in 1922, although it retained the 6 ft (1,830 mm) driving wheels and shorter wheelbase of the K class.[18] The modification was inclusion of an additional ("inside") cylinder between the frames. This was suplemented by two smaller-diameter "outside" cylinders with 16 in (406 mm) bore (compared to the 19 in (483 mm) cylinders of the K class).[18] The resulting prototype three-cylinder "K1" was narrower than the K class and hence could work on routes with restricted loading gauge.[18] As with No. 822, this locomotive used Holcroft's compact variant of the Gresley conjugated valve gear to drive the "inside" cylinder.[13] To accommodate this, the boiler had to be raised by 3 in (76 mm) above the "inside" gear, raising the centre of gravity on the locomotive.[18] The main visual difference between the K and K1 classes was at the front end: the K1 incorporated a vertical metal cover above the front buffer beam to protect the third cylinder and associated Holcroft valve gear assembly from the elements.[1] The lack of a middle cylinder on the K class locomotives had allowed the provision of a footplate that curved from the buffers to the water tanks. The K1 prototype emerged from Ashford works as No. A890, and underwent trials from 1 December 1925 before entering regular service.[21]

K and K1 class construction history

Year Batch[12][22]  Quantity   SECR/SR numbers
 1917 
SECR (Ashford Works)
1
  790
 1925
SR (Armstrong Whitworth)
9
  A791–A799
 1926
SR (Brighton Works)
10
  A800–A809
 1925
SR (Ashford Works)
1
  A890

Naming the locomotives

For details of K and K1 class locomotive names, see: List of SECR K and SR K1 class locomotives

The K class prototype operated without a name until 1925, when the Southern Railway's publicity department decided to name all express passenger locomotives. The locomotives constructed in 1925 were named after rivers found within the Southern Railway's operating area, and the class became known collectively as the River class.[23] The first-completed Southern Railway K class No. A791 was named River Adur whilst the former SECR prototype was given the name River Avon.[24] The K1 class locomotive No. A890 was named River Frome.[24] The names were displayed on a rectangular brass nameplate fitted to the water tank sides.[11]

Operational details

The K class was intended to haul the SECR's Kent expresses, and was trialled between Charing Cross, Tonbridge, Canterbury East and Folkestone East.[11] The Southern Railway's motive power re-organisation following the Grouping of 1923 expanded the class for operations over the Central Section.[11] The Westinghouse-fitted Armstrong Whitworth batch allowed use on the air-braked Eastbourne and Brighton expresses and regular passenger service trains to Portsmouth.[11] The vacuum-braked Brighton batch was run-in on the Portsmouth route in preparation for operating the Redhill-Reading line, the class regularly hauling the daily Birkenhead-Dover through train.[11] The K1 was mainly rostered to haul the early evening express from Cannon Street to Dover Marine.[18]

Performance of the tank locomotives

The K class proved successful on well-maintained track.[5] It was capable of high speeds on express passenger duties, although success was limited by the lower storage capacity of tank locomotives, which meant the K and K1 classes were prone to water shortages on the long Kent Coast routes, and precluded them from working on the former London and South Western Railway (LSWR) routes west of London.[25] On the Southern Railway's Central and Eastern Sections, crews complained that the locomotives rolled heavily and unpredictably on the cheaply-laid track of the former SECR and LBSCR networks, leading to their nickname, "Rolling Rivers".[5]

The K1 prototype was slightly faster and more powerful than the K class, and was found to have a wider route availability due to the smaller outside cylinders. However, the Holcroft valve gear proved to be difficult to maintain in everyday service. This locomotive was also noted for particularly poor riding characteristics, derailing twice between 1925 and 1927.[25] These derailments were attributed to the slightly higher centre of gravity of the boiler on the K1.[18] Although the official reports of these accidents blamed the poor quality of the track, a group of directors sought to have both classes banned from use on passenger services, but were overruled by the Southern Railway's Chairman of the Board of Directors, Everard Baring on grounds of cost.[26]

Sevenoaks disaster

The K and K1 classes suffered from stability problems when travelling at speed over points and curves.[5] The locomotive would initially roll (briefly lean heavily) to one side, followed by several further rolls of gradually reducing amplitude, combined with a side-slipping movement.[19] Several minor derailments of members of the class culminated in the serious derailment of No. A800 River Cray at Sevenoaks, Kent, in August 1927, caused by a combination of a surge in the water tanks and the flanges of the locomotive's lead driving wheels mounting the rail at speed due to poor quality track-work.[27] The locomotive was hauling a Cannon Street to Deal express with a Pullman carriage when the leading driving wheels derailed at 55 mph (89 km/h) over catch points in a cutting.[18] Several carriages were flung against a road bridge, injuring 40 and killing 13 passengers.[18]

In the days following the accident, two K and K1 class engines were trialled on the London and North Eastern Railway’s (LNER) Great Eastern Railway mainline under the supervision of that company’s CME, Nigel Gresley.[18] This was to gain an unbiased review of the riding qualities.[1] Locomotives No. A803 (K) and No. A890 (K1), and King Arthur class No. E782, were tested on the well-maintained LNER line between Huntingdon and St. Neots in October 1927, where few problems were found with locomotive stability.[28] On runs between Kings Cross and Potters Bar with the LNER's dynamometer car, No. A890 was recorded at a top speed of 83 miles per hour (134 km/h) and A803 at 79 miles per hour (127 km/h), with no problems in riding.[29] When these engines returned from the LNER, the Southern Railway's General Manager, Sir Herbert Walker ordered further trials to be led by Sir John Aspinall on the Western Section main line near Woking.[29] These were terminated by the Southern Railway’s Operating Department, as the riding of the locomotives at speeds near 80 miles per hour (130 km/h) rendered the locomotives unsafe.[29] The instability of No. A890 at speed was attributed to the helical springs on the Bissel truck and bogie.[30]

The 1928 accident inquiry did not attach blame to the Southern Railway for track maintenance or locomotive performance issues, and noted that the prototype had run for eight years over the same stretch of line without complaint.[31] However, it identified the Brighton batch and No. A890 as being more susceptible to rolling on sharp curves with weak rail joints, although the entire class operated without incident on the former LBSCR network.[32] The management of the Southern Railway realised that to have any success in operating the K class tanks on other parts of the network, vast stretches of track would require upgrading.[28] With the prospect of storing 20 locomotives whilst the necessary upgrading took place, the management recommended the class be fully withdrawn from service.[1] To recoup the expense of constructing the engines, Maunsell was given permission to rebuild them to the new SR U class 2-6-0 tender engine design in 1928.[3] This decision also reduced the adverse publicity generated by the accident.[3]

Rebuilding

For a detailed examination of the K and K1 classes in rebuilt form, see: SR U class and SR U1 class.
Side-and-front view of the rebuilt form of the locomotive, running without a train through a railway station. The locomotive is of conventional appearance, with a tender and no side watertanks obscuring the boiler. Smoke deflectors are fitted at the front of the locomotive.
When rebuilt, the K class was incorporated into the U class. This is one of the rebuilds in British Railways service, No.31803 at Bournemouth. As K class locomotive No. A803, it was named River Itchen

The rebuilding of locomotives was cheaper than relaying track, and the 2-6-4 wheel arrangement was no longer used for passenger locomotives by the Southern Railway – the only later use of the type was on the SR W class tank locomotives, which were restricted to freight operations around London.[1] Rebuilding took place at Ashford, Brighton and Eastleigh railway works between March and December 1928, where the water tanks, rear bogie and coal bunker were removed.[33] The straight-sided 3,500 imperial gallons (15,911 L) variant of Maunsell tender was attached, allowing a greater operational range for the locomotives.[5] The solitary K1 class locomotive was rebuilt with a third set of Walschaerts valve gear to replace the problematic Holcroft valve gear, and so became the three-cylinder prototype of the SR U1 class.[34] None of the rebuilds retained their names.[23]

Performance of the rebuilt locomotives and withdrawal

As members of the U and U1 classes, rebuilds were used mainly on mixed-traffic as well as secondary passenger duties on lines between the main routes.[35] They were used all over the Southern Railway network, but were little-used over the steep track gradients west of Exeter.[35] The smaller-wheeled N class was preferred amongst crews for the same duties, as high-speed running was rare away from the main lines in the West Country. Heavier passenger work was allocated to Bulleid's Unrebuilt Light Pacifics, which were within weight restrictions in this area.[35] The 21 rebuilt locomotives entered British Railways service in 1948. From 1955 a few were given replacement frames at overhaul: these had a shallower curve between the front buffer beam and the smokebox.[36]

Withdrawals took place between 1962 and 1966, by which time the class was based at Guildford shed.[36] Work was taken over by Oliver Bulleid's Light Pacifics, and the electrification of much of the former Southern Railway network was imminent, making all the 2-6-0s surplus to requirements from 1963. The final rebuild was withdrawn from service in June 1966.[37]

Livery and numbering

SECR and Southern Railway

The K class prototype was painted in an unlined dark grey livery with white lettering and numbering. This Maunsell grey livery was introduced by the SECR as a wartime economy measure.[12] On Grouping in 1923, the SR replaced the liveries of the constituent companies with a standard sage green livery (the colour being that previously used by Urie on the LSWR) with black and white lining, primrose yellow numbering and "Southern" on the tender.[38] From 1925, the K and K1 classes were repainted in a darker olive green livery, introduced by Maunsell, with plain white lining and primrose yellow markings.[38] When rebuilt into the U and U1 classes, the locomotives were repainted in the olive green livery with "Southern" added to the tender tank. This was carried into the Second World War when labour shortages meant that many U class locomotives were painted in plain black, with the result that by 1945 all the class were running in black. The livery was reverted to olive green, after the war, when overhauls were due.

The class prototype was initially numbered 790, with the rest following consecutively with a prefix "A" to denote a locomotive designed for the former SECR.[12] The system of prefixes had been adopted by the SR to distinguish between locomotives with identical numbers acquired from different companies, and the K1 class became No. A890 when built in 1925.[38] This system was replaced from 1928 by a renumbering of all locomotives into one sequence, in which the K class rebuilds became Nos. 1790–1809,[36] and the K1 class rebuild became No. 1890.[39]

Rebuilds in British Railways service

The K and K1 classes were absorbed by British Railways as part of the U and U1 classes in 1948, which were given the BR power classification 4P3F.[40] The locomotives at first retained their Southern Railway livery, but with "British Railways" on the tender. Those locomotives that had light repairs prior to 1950 had an "S" prefix added to the Southern number.[41] From 1949 to 1950, the U and U1 class locomotives were repainted in the British Railways mixed-traffic lined black livery with red, cream and grey lining and the British Railways crest on the tender.[41] Numbering was changed to the British Railways standard numbering system: the series 31790–31809 was allocated to the K class rebuilds, and 31890 to the K1 class.[40]

Operational assessment and preservation

For location details and current status of the preserved (rebuilt) locomotive, see: List of K and K1 class locomotives.

Sir Nigel Gresley's independent report on the K and K1 classes during the mainline stability trials stated that they were well designed, mechanically reliable and capable of hauling expresses at high speeds on well-maintained track, which meant that they could have been useful additions to the Southern Railway's suburban commuter fleet.[42] However, they were undoubtedly prone to rough riding and instability, and not only on the poorest quality tracks.[18] The restricted water capacity also limited their use outside the Southern Railway’s Central Section. The impending electrification of the Brighton Main Line, scheduled for 1932 also meant that fewer duties suitable for heavy passenger tank locomotives would be available in the 1930s. The lack of a suitable role for both classes was considered when the decision was made to rebuild them as U/U1 tender engines following the Sevenoaks disaster.[18] In rebuilt form they continued to operate until the 1960s, and were capable of attaining speeds in excess of 70 mph (110 km/h) with a greater degree of stability.[25]

One K class rebuild has survived: No. A806 River Torridge – converted to U class No. 1806 – was rescued from Woodham Brothers scrap yard in Barry, Vale of Glamorgan, South Wales in October 1976 for use on the Watercress Line.[43] It was restored to ex-British Railways condition as No. 31806 and is currently under overhaul.[44]

See also

References

Notes

  1. ^ a b c d e f Clarke (Steam World, 2008 (248)), p. 40
  2. ^ a b Casserley, p. 436
  3. ^ a b c Scott-Morgan, p. 18
  4. ^ a b c Whitehouse & Thomas, p. 49
  5. ^ a b c d e f g Clarke (Steam World, 2008 (248)), p. 38
  6. ^ a b Whitehouse & Thomas, p. 50
  7. ^ Whitehouse & Thomas, p. 51
  8. ^ a b c d Bradley 1980, pp.66-7
  9. ^ a b c Bradley 1961, p. 52
  10. ^ a b c Middlemass, (Backtrack: 4), pp. 148–154
  11. ^ a b c d e f g h i Bradley 1961, p. 53
  12. ^ a b c d Haresnape, section: "K class"
  13. ^ a b c Railway Engineer (44, 1923), pp. 140-143
  14. ^ Bradley 1980, p.69
  15. ^ a b Bradley 1980, p.70
  16. ^ a b Holcroft, pp. 145-147
  17. ^ Bradley 1980, p.116
  18. ^ a b c d e f g h i j k l Bradley 1961, p. 54
  19. ^ a b c d Holcroft, p. 147
  20. ^ Bradley 1980, p.71
  21. ^ Reynolds, pp. 155–156
  22. ^ Haresnape, section: "K1 class"
  23. ^ a b Burridge, p. 48
  24. ^ a b Burridge, p. 49
  25. ^ a b c Clarke (Steam World, 2008 (249)), p. 55
  26. ^ Bradley 1980, p.117
  27. ^ Railways Archive (2004) PDF copy of the original inquiry report for the Sevenoaks Railway Accident, retrieved 6 January 2010
  28. ^ a b Bradley 1961, p.54
  29. ^ a b c Holcroft, p.145
  30. ^ Pringle 1928, p.28
  31. ^ Pringle 1928, p.17
  32. ^ Pringle 1928, p.19
  33. ^ Scott-Morgan, p. 46
  34. ^ Clarke (Steam World, 2008 (249)), p. 56
  35. ^ a b c Herring, Section "U Class", pp. 120–121
  36. ^ a b c Haresnape, section: "U class"
  37. ^ Ian Allan ABC 1966–67, section: "U class"
  38. ^ a b c Swift, p. 50
  39. ^ Haresnape, section: "U1 Class"
  40. ^ a b Ian Allan ABC 1958–59, section: "U class"
  41. ^ a b Longworth: Section "U class"
  42. ^ Pringle 1928, p.26
  43. ^ Great Western Society: Southern Locomotives at Barry (2000) No. 31874 leaves Woodham's Scrapyard, Retrieved June 21 2009
  44. ^ Langston, p. 112

Bibliography

  • Bradley, D.L.: Locomotives of the South Eastern and Chatham Railway (London: Railway Travel and Correspondence Society, 1961)
  • Bradley, D.L.: Locomotives of the South Eastern and Chatham Railway 2nd edition (London: Railway Travel and Correspondence Society, 1980)
  • Casserley, H.C.: 'End of the Maunsell moguls—the Southern maids-of-all-work' (Railway World: 1966, 27), pps. 436–440)
  • Clarke, Jeremy: 'The locomotives of R.E.L. Maunsell, Part 3: The 'Mogul' family – SECR' (Steam World, 2008 (248)), pp. 38–41
  • Clarke, Jeremy: 'The locomotives of R.E.L. Maunsell, Part 4: The 'Mogul' family – SR' (Steam World, 2008 (249)), pp. 54–57
  • Haresnape, Brian: Maunsell Locomotives – a pictorial history (Ian Allan Ltd, 1977), ISBN 0711007438
  • Herring, Peter: Classic British Steam Locomotives (Abbeydale Press: London, 2000) Section "U Class" ISBN 1861470576
  • Holcroft, H.: Locomotive Adventure: Fifty Years With Steam 3rd edition (London: Ian Allan, 1965)
  • Ian Allan ABC of British Railways Locomotives, winter 1958–59 edition (London: Ian Allan, 1959)
  • Ian Allan ABC of British Railways Locomotives, winter 1966–67 edition (London: Ian Allan, 1966)
  • Langston, Keith: British Steam Preserved: Illustrated Comprehensive Listing of Ex-British Railways Steam Locomotives (Horncastle: Morton's Media Group Ltd., 2008)
  • Longworth, Hugh: British Railway Steam Locomotives: 1948–1968 (Oxford Publishing Company: Oxford, 2005) ISBN 0860935930
  • Middlemass, Tom: 'The "Woolworths" — Woolwich Arsenal's tentative entry into main line locomotive building' (Backtrack, 1990 (4)), pp. 148-54
  • Pringle, Col. Sir John W.: Railway Accidents: Report on the Derailment of a Passenger Train which occurred on the 24th August 1927, near Sevenoaks, on the Southern Railway (London: H.M.S.O., 1928)
  • Scott-Morgan, John: Maunsell Locomotives (Ian Allan Publishing: Hinckley, 2002), ISBN 0711028729

Further reading

  • Fryer, Charles: Railway Monographs No.1: The Rolling Rivers (Sheffield: Platform 5 Publishing, 1993) ISBN 1872524397
  • Grayer, Jeffery: "Scuppering the "U-Boats"" in Robertson, Kevin: The Southern Way Issue No.7 (Corhampton: Noodle Books (July 2009)), pps. 60-65. ISBN 978 1 906419 17 2.
  • Nock, O.S.: Great Locomotives of the Southern Railway (Guild Publishing/Book Club Associates, 1987) pp. 98-102,115,132-137,154-160. CN 5587
  • Robertson, Kevin, ed.: "Scuppering the "U-Boats" - Years Earlier" (The Southern Way Issue No. 7: Corhampton, Noodle Books (July 2009)), pps. 66-67. ISBN 978 1 906419 17 2.
Retrieved from "https://en.wikipedia.org/w/index.php?title=SECR_K_and_SR_K1_classes&oldid=336617707"