LSWR F13 class

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LSWR/SR F13[1]
LSWR F13 Class 4-6-0 locomotive 330 (Howden, Boys' Book of Locomotives, 1907).jpg
F13 class 330, circa. 1907
Type and origin
Power type Steam
Designer Dugald Drummond
Builder LSWR Nine Elms Works
Build date 1905
Total produced 5
 • Whyte 4-6-0
Gauge 4 ft 8 12 in (1,435 mm)
Leading dia. 3 ft 7 in (1.092 m)
Driver dia. 6 ft 0 in (1.829 m)
Length 63 ft 11 in (19.48 m)
Loco weight 76.65 tons (77.9 tonnes)
Fuel type Coal
Fuel capacity 5 tons (5.1 tonnes)
Water cap 5,800 imp gal (26,000 l)
Boiler pressure 175 psi (1.21 MPa)
Cylinders Four
Cylinder size 16 × 24 in (406 × 610 mm)
Valve gear Stephenson (inside)
Walschaerts (outside)
Performance figures
Tractive effort 25,387 lbf (112.93 kN)
Operators London and South Western Railway, Southern Railway (Great Britain)
Class F13
Locale Great Britain
Retired 1924
Disposition All rebuilt to H15 class

The London and South Western Railway F13 class was a class of 4-6-0 locomotives designed by Dugald Drummond for the London and South Western Railway (LSWR).


Whilst Dugald Drummond's success with his previous 4-4-0 designs meant that the LSWR's immediate traffic needs were covered in 1905, he began to undertake a new project that would help solve a new problem. This problem rested in fact that the timetables were continually accelerated because of this success, especially in the case of boat trains to the South Coast ports.[2][page needed]

It soon became clear that faster passenger locomotives with a better power-to-weight ratio than the 4-4-0 designs were needed, in order to keep pace with the LSWR's passenger requirements increasing due to lengthened, heavier rolling stock that needed to keep up with faster point-to-point schedules.[2][page needed]

As a result, Drummond believed that a new wheel arrangement (for the LSWR) was required in order to support such power, which in turn was provided by a multiple-cylinder layout. The resultant design was to become the F13 Class.[1]

Construction history[edit]

Drummond had settled on the 4-6-0 wheel arrangement in anticipation of further increases in speed and length of trains, a concept that had many advantages.[3] A longer, larger boiler could therefore be utilised, therefore generating the steam needed to power a four-cylinder front end, and 6 feet 0 inches (1.829 m) wheels were utilised. In terms of the cylinder arrangement, Drummond's first foray into 4-6-0 locomotive design was highly unusual.[1]

The new design was equipped with Stephenson valve gear for the inside cylinders and Walschaerts valve gear for the outside, therefore creating an overly complex design in respect to spare parts required during overhauls.[3] This factor also created a heavy locomotive, though route availability was not a high consideration in terms of their intended role to ply their trade on the LSWR mainline.[4][page needed]

Full-scale construction was undertaken at Nine Elms, with the first of five F13s being outshopped in 1905, and the class was married to a Drummond 'watercart' eight-wheeled tender in an attempt to provide adequate provision of coal and water for long journeys.[4][page needed]

Year Batch Quantity LSWR numbers Notes

Livery and numbering[edit]

Under the LSWR, the F13s were outshopped in the LSWR Passenger Sage Green livery with purple-brown edging, creating panels of green.[5] This was further lined in white and black with 'LSWR' in gilt on the tender tank sides.

When transferred to Southern Railway ownership after 1923, the locomotives were outshopped in Richard Maunsell's darker version of the LSWR livery.[6][page needed] The LSWR standard gilt lettering was changed to yellow with 'Southern' on the water tank sides. The locomotives also featured black and white lining.[4][page needed]

Operational details[edit]

The F13 design had originally been intended to operate expresses between Salisbury and Exeter, but were unsuccessful resulting in their operation lasting only a year.[7] The class saw more success when rostered to operate on the less arduous stretch of track between Salisbury and Southampton, hauling coal trains between these two destinations, a far cry from their intended role.[8]

One, number 333 was fitted with an Eastleigh superheater in 1920, but the class was deemed a failure and withdrawn in 1924, although the 334 had been laid aside since the end of 1921. All were rebuilt by Richard Maunsell into H15 class 4-6-0s.[9]

As a result, no examples survived into preservation.


  1. ^ a b c Bradley 1986, p. 113.
  2. ^ a b Bradley 1986.
  3. ^ a b Swift, Peter W. Railway Archive 6: pp. 3–24.
  4. ^ a b c Haresnape & Rowledge (1982).
  5. ^ Bradley 1986, p. 6.
  6. ^ Swift, Peter (2006). Maunsell 4-6-0 King Arthur Class.
  7. ^ Bradley 1986, pp. 113, 117.
  8. ^ Bradley 1986, p. 117.
  9. ^ Bradley 1986, p. 120.
  • Bradley, D. L. (1986). An Illustrated History of LSWR Locomotives – The Drummond Classes. Didcot, Oxon: Wild Swan Publications. ISBN 0-906867-42-8. OCLC 21229604. 
  • Haresnape, B. & Rowledge, P. (1982). Drummond Locomotives: A Pictorial History. Hinckley: Ian Allan Publishing. ISBN 0-7110-1206-7. 
  • Swift, Peter W. "The Drummond 4-6-0s of the London & South Western Railway". Railway Archive. 6: 3–24. 
  • Swift, Peter (2006). Maunsell 4-6-0 King Arthur Class. Locomotives in Detail, volume 4. Hinckley: Ian Allan Publishing. ISBN 0-7110-3086-3.