GREAT STEAM ENGINEERS OF THE PRE-GROUPING PERIOD PART TEN: 1918-1922
In the early years of the 20th century, several of the railway companies in Britain had begun a programme of electrification, particularly of suburban routes. After the First World War, the electrification programme resumed and it was inevitable that thought would be given to extending this to longer distance main lines. This was the first indication that steam traction would not last forever on Britain’s railways.
The London & South Western Railway (LSWR) had decided to electrify all remaining London suburban lines in 1913 but the outbreak of war put this on hold. However, during 1920 plans were drawn up to extend the electrification to Brighton, Worthing, Eastbourne, Newhaven and Seaford, as well as to Epsom and Oxted.
Robert Urie had taken over as CME on the LSWR in 1911 and had designed the H15 and N15 4-6-0s, the latter for express passenger work. After the war, Urie moved on to build a freight version of the 4-6-0; the S15, the first of which emerged in 1920.
The S15s continued in operation until 1966. Seven examples have been preserved and three are currently in service – No. 506 on the Mid-Hants, No. 825 on the North Yorkshire Moors Railway and No. 847 on the Bluebell Railway.
Richard Maunsell had been chief engineer on the South Eastern & Chatham Railway (SECR) since 1913, but had little opportunity to produce new locomotive designs until after the cessation of hostilities.
The SECR had increased freight and passenger train loadings, but suffered from poor track and weak, lightly built bridges which led to the use of only locomotives with low axle loadings. Its locomotive stock consisted of nothing bigger than 4-4-0s and 0-6-0s.
Maunsell had, however, designed the N class 2-6-0 in 1914 for mixed-traffic duties, being assisted by former GWR engineer Harold Holcroft, who suggested a 2-6-0, having been involved with Churchward’s 4300 class mogul while he was at Swindon.
The N class used a Belpaire firebox that sloped downwards towards
