836:
filling the linking corridor with large quantities of scrap metal, replaced in a re-design by a raised floor, covering the weighted material. These modifications resulted in the engine exceeding the total weight limit of 150 tons (151 tonnes), severely limiting the design's route availability during testing. A related problem was that despite being a tall locomotive, at 12 feet 11 inches (3.94 m), the cab ceilings were relatively low. The cab at the smokebox end of the locomotive suffered from the same excessive heat as did the fireman's cab. To circumvent this problem the locomotive was used in reverse, as the rear cab was next to the water tank and coal chute and therefore away from the hot gases circulating inside the smokebox.
675:
788:
724:. That was a major departure from traditional steam locomotive design, allowing the engine to be cleaned using a carriage-washing plant. The locomotive was designed to carry 4 tons (4.06 tonnes) of coal and 4,000 imperial gallons (18,000 L; 4,800 US gal) of water, and the coal bunker was covered by a tarpaulin to prevent water ingress into the fireman's cab. Entry into the locomotive was by way of ladders leading up to sliding doors, although, due to the bogie design, the climb into the fireman's cab necessitated clambering over the oilbath casing.
717:. This was a result of another Bulleid labour-saving innovation, a sliding hatch controlled from the front cab, that enabled ash to be cleaned out via a chute onto the track when the locomotive was on the move. The problem lay with ash gathering around the edges of the slide, allowing air to leak into the smokebox, thereby reducing the overall efficiency of the locomotive. The fierce blast from the exhaust also meant that ash and embers were ejected into the atmosphere, creating a potential lineside fire hazard.
31:
706:
feet (4.4 m) to 25.5 square feet (2.37 m) and concentrated the fire in a smaller area. The firehole door was offset to the left of the boiler backhead, which created difficulties for the fireman when adding coal to the fire. The firebox was not initially equipped with a firebrick arch, although one was retro-fitted during the summer of 1950. The arch was problematic because it led to a tendency for flames to enter the cab at high outputs, a situation made worse by the narrowing of the firebox area.
533:
824:
from the firebox at high outputs. It was an enclosed space that was constantly hot and the single fireman's entrance door on the side of the locomotive was left open during travel to promote ventilation. The door into the fireman's cab also attracted criticism, as it would have been blocked in the event of the locomotive overturning on that side, preventing the fireman's escape, so that members of the railway trade union
745:
frames, although most of their major components had been constructed at
Eastleigh and Brighton and were stored ready for fitting. With no prospect of further money being allocated by the Railway Executive for their completion, the unfinished locomotives were put into store at various depots around the former Southern Railway network pending a decision on their future.
607:, work beginning in 1946. An initial order for five locomotives was placed straight from the drawing board in 1946 and a further 31 were ordered in 1947, although, with nationalisation looming, this was merely a gesture. The latter order was cancelled after the Southern Railway was taken into public ownership, to allow trials to be carried out on the prototype.
885:
849:
the locomotive performed well and affected the published performance figures. Despite hauling test trains over the
Central Section of the former Southern Railway, the Leader prototype was never used on a revenue-earning service because of the risk of failure of the valve gear and the adverse publicity this would cause for British Railways.
933:-burning locomotive to a similar design) and all five were scrapped. The culmination of the project was a £178,865 5s 0d (equivalent to £7,741,108 as of 2023) bill for the taxpayer though, when the press reported the story as late as 1953, it was claimed that £500,000 (equivalent to £21,639,498 as of 2023) was wasted on the project.
662:
removed from both bogies of the prototype as the trials progressed. Another innovative feature of the steam bogie assembly was the ability to interchange them when faults occurred, an easy operation for maintenance staff when compared to the complexities of overhauling a regular steam locomotive's motion.
945:; a locomotive builder's plate intended for the locomotive, but never fitted in service, was auctioned for £1050 in 2008. The Leader was a bold attempt at pushing back the boundaries of contemporary steam locomotive design and, if successful, might have prolonged the life of steam on British Railways.
835:
During work on the crank axles at
Eastleigh Works the opportunity was taken to place the locomotive on the weighbridge which showed that the offset boiler and coal bunker caused the locomotive's centre of gravity to be shifted to one side. Experiments had to be undertaken to balance the locomotive by
815:
locomotive which indicated that the brake release was too slow in service for use on tight schedules despite the brake application being noted as the best used on a
Bulleid design. These trials were interrupted by breakage of the crank axles, these being replaced by axles from 36002 only for these to
705:
The Leader had a "dry lining" firebox. It was not surrounded on top and sides by a "jacket" of water as in normal practice, but was constructed of welded steel and used firebricks instead of water for insulation, a novel but troublesome solution. Using firebricks reduced the grate area from 47 square
665:
The three cylinders of each bogie were cast in mono-block format, each surrounded by two annular inlet steam chests and a single large outlet steam chest. These had the added function of keeping the cylinder heated by hot steam to maintain the temperature and pressure of steam entering the cylinders.
893:
into full production, the locomotives would have been painted in
British Railways mixed traffic/freight black livery with red, grey and cream lining. 36001 was initially painted in this livery but this preceded the official works photograph and was subsequently repainted in photographic grey livery.
848:
were too low to feed directly into the water tank, thus requiring either an improvised arrangement of scoops and hoses or filling the tank from a standpipe and hose - both options greatly extended the amount of time needed to take on water. These delays tended to lose any time advantages gained when
765:
On completion, No. 36001 was immediately put into service trials using empty passenger carriage stock in the south-east of
England. The official trial records kept at Brighton works reported varying degrees of success and failure on the runs undertaken. However, the results of the trials as reported
565:
and chains to couple the driving axles. The boiler was offset to provide space for a communication corridor, allowing the driver to access both cabs without leaving the locomotive, an arrangement which led to later problems. The firebox, near the centre of the locomotive, was fed by the fireman from
498:
The basis of the Leader originated from a 1944 review of the
Southern Railway's steam locomotive fleet, resulting in a Southern Railway design brief which called for a high-powered locomotive requiring little maintenance to replace the ageing fleet of M7 class tank engines. The brief also stipulated
901:
Production of the Leader demonstrated the inherent unsuitability of encasing a steam boiler in an enclosed superstructure. The environment inside was highly unsuitable, the weight was prohibitive, and necessary maintenance such as boiler washouts could only be achieved by a major dismantling of the
795:
Following trials that lasted over a year, No. 36001 was shown to have several flaws, including heavy coal and water consumption, mechanical unreliability, untenable working conditions for both fireman and driver, loss of steam through the cylinder rings and uneven weight distribution on the bogies.
892:
Operational livery was photographic grey with red and white lining. The
British Railways "Cycling Lion" crest was also used though, after the works photograph, this was painted over without explanation. Numbering was the British Railways standard system, in the 36001 series. If the class had gone
761:
pacifics which were rated as class 7, and this meant that the Leader had to be able to have an axle loading that would allow it to operate over secondary routes and on branch lines where the double-ended design would be of most benefit, something that was not likely with the weight inherent in the
661:
practice. This included oscillating gear that gave a 25-degree axial movement to the sleeves, allowing even lubrication of the moving parts. However, this resulted in an over-complicated mechanism that was difficult to maintain, perpetuating the seizures it was meant to eradicate. This feature was
823:
substitutes that melted in the intense heat of the firebox, which were in turn replaced by thicker 9-inch (230 mm) firebricks. Some of the firemen allotted to the Leader complained about cramped conditions in the centre cab of the locomotive, a situation made worse by flames entering the cab
485:
and cabs at either end of the locomotive, resulting in its unique—for a steam locomotive—modern diesel-like appearance. Several of its innovations proved to be unsuccessful however, partly accounting for the project's cancellation in the early 1950s. Five Leader locomotives were started, although
774:
were "conspicuous by the absence of praise" for the strengths of the Leader, namely the boiler, braking system and total adhesion provided by the two bogies. Several theories have been put forward regarding this state of affairs, the most plausible being that the more conservative members of the
843:
on its trial runs. When properly fired, the Leader was capable of keeping up with the schedules, even running ahead on occasions. However, operational difficulties were encountered when stopping for water - not only did the locomotive use water at a rapid rate, requiring frequent stops but the
744:
The other four members of the initial order made by the
Southern Railway, Nos. 36002–5, were at varying stages of construction by the end of the development period. No. 36002 was almost complete, No. 36003 was without its outer casing, and Nos. 36004–5 were little more than sets of
465:
The Leader project was part of
Bulleid's desire to modernise the steam locomotive based on experience gained with the Southern Railway's fleet of electric stock. Bulleid considered that attitudes towards the labour-intensity of steam operation had changed during the post-war period, favouring
940:
After the problems during the trials in 1950, in November of that year 36001 and the four other Leader locomotives then in various stages of assembly were all cut up for scrap. Only the numberplates of No. 36001 and No. 36002 are known to exist. The numberplate for No. 36001 is in the
875:
system where "C" refers to the number of driving axles – in this case three on each bogie. Since the design has six driving axles, the numbering would have been CC101–CC105 for the initial batch, the final number being the locomotive identifier.
503:
locomotive, which had proved easy to maintain in service. As the proposal progressed, Bulleid saw that certain tasks required with conventional steam locomotives could be eliminated by adopting some of the features of the contemporary Southern
512:
wheel arrangement had an unacceptably high axle-loading of 20 long tons (20.3 tonnes; 22.4 short tons), which increased the risk of damaging the Southern Railway's track. By developing the proposal further, Bulleid settled for a
474:. In an effort to demonstrate the continued potential of steam, Bulleid pushed forward the boundaries of steam-power, hoping it could compete with diesel and electric locomotives in terms of labour-saving and ease of operation.
736:
in July 1947. British Railways inherited the Leader project upon nationalisation in 1948, which was far enough advanced to continue constructing the prototype, as Bulleid was still Chief Mechanical Engineer of the newly formed
862:
When the project was under the auspices of the Southern Railway, No. 36001 would have been numbered CC101. Bulleid advocated a continental style of locomotive nomenclature, based upon his experiences at the French branch of
754:
450:. The Leader was an attempt to extend the life of steam traction by eliminating many of the operational drawbacks associated with existing steam locomotives. It was intended as a replacement for the ageing fleet of
666:
However, these castings were difficult to machine accurately. The steam-sealing arrangements needed for this system were also complex, with each of the six cylinders and valve sleeves requiring 24 sealing rings.
540:
A series of initial ideas were presented to the Southern Railway management by Bulleid that incorporated double-ended running, giving the locomotive driver maximum visibility in either direction without a
553:
to turn the locomotive was therefore eliminated, although the initial designs were rejected by the operating department because of problems with welding technique. The accepted design included two
2110:
828:
threatened to stop their crews from operating the Leader. Measurements in the fireman's cab showed temperatures could reach 120 °F (50 °C) earning the locomotive the nickname of
490:. Problems with the design, indifferent reports on performance and political pressure surrounding spiralling development costs, led to all locomotives of the class being scrapped by 1951.
1166:
Railways of Southern Africa 150 Years (Commemorating One Hundred and Fifty Years of Railways on the Sub-Continent – Complete Motive Power Classifications and Famous Trains – 1860–2011)
2047:
825:
905:
Despite the high expectations attached to the Leader, it was not the motive power revolution that Bulleid intended it to be. No part of the Leader design was perpetuated on the
811:, where good running was experienced at high costs in fuel and effort on the part of the fireman. For a period of two weeks the Leader was tested against the performance of a
2052:
937:, who was placed in charge of the project after Bulleid's departure, insisted that the locomotive required an entire re-design to solve the problems of the original concept.
137:
2100:
1983:
819:
Throughout No. 36001's trials, the firebrick lining provided a constant problem by continually collapsing into the fire. The firebricks were then replaced with
758:
699:
686:, and proved to be the least problematic area of the entire design. The boiler pressure was set at 280 psi (1,900 kPa) and each was fitted with four
1123:
The Locomotive in South Africa - A Brief History of Railway Development. Chapter II - The Adoption of the 3 ft. 6 in. Gauge on the Cape Government Railways
499:
that the locomotive would be used on both passenger and freight trains, requiring high route availability. Bulleid proposed an initial design based on his
566:
a third cab, linked to both driving cabs by the communication corridor. The entire ensemble was placed on a common frame and thus often referred to as an
2080:
720:
For ease of maintenance, the boiler, firebox and smokebox were encased in steel sheeting, which meant that the engine's shape resembled that of a modern
2042:
1827:
791:
The Leader being lifted onto its power bogies at Brighton, May 1949. The casing allowed the locomotive to be put through a carriage-washing plant.
638:
in parallel with the construction of the first Leader locomotive. The Leader was the first steam locomotive to use a form of sleeve valve since
917:
providing a similar function for less maintenance. The whole concept was quietly dropped in 1951 after Bulleid left British Railways to become
2037:
1720:
1148:
682:
The boiler was the culmination of lessons learned with the Pacifics and was a prolific steam-raiser. All Leader boilers were constructed at
2057:
1836:
1173:
741:. Although work on the other four locomotives stalled, the prototype Leader emerged from Brighton as locomotive No. 36001 in June 1949.
738:
396:
694:, both to increase the rate of evaporation and improve water circulation. These had been used previously to great effect on Bulleid's
2095:
2085:
1662:
1643:
678:
The Leader boiler and firebox, showing the offset firehole door position (dotted). Also visible are two of the four thermic siphons.
458:(SR). Design work began in 1946 and development continued after the nationalisation of the railways in 1948, under the auspices of
2090:
2024:
805:
643:
620:
310:
1613:
2105:
1820:
657:
The use of sleeve valves and oil baths to lubricate the moving parts of the engine units was inspired by contemporary
922:
839:
Despite its problems, the locomotive displayed outstanding steaming characteristics and total traction from the two
658:
918:
651:
2019:
1999:
1885:
619:
had three cylinders, with the driving wheels connected by chains enclosed in an oil-bath, based upon Bulleid's
486:
only one was completed. The operational locomotive was trialled on the former Southern Railway network around
524:
design of bogie locomotive, which spread the weight more evenly over the rails and reduced the axle-loading.
1813:
942:
1968:
733:
695:
691:
604:
2014:
2004:
864:
455:
359:
282:
272:
1895:
582:
571:
550:
518:
505:
436:
126:
674:
906:
471:
2009:
1935:
1553:
914:
872:
593:
589:
375:
1805:
1140:
632:
1716:
1658:
1639:
1169:
1144:
776:
721:
467:
650:
hints at the rushed nature of the locomotive's conception. The locomotive sat on the unusual
1872:
767:
597:
459:
365:
1617:
1168:(1st ed.). Garden View, Johannesburg, South Africa: Vidrail Productions. p. 21.
868:
808:
330:
1955:
1910:
1862:
1857:
1852:
1564:
926:
910:
687:
478:
447:
443:
175:
117:
61:
2074:
1915:
1905:
1880:
1406:
779:
felt that the Leader was too revolutionary and were keen to maintain the status quo.
546:
451:
183:
844:
all-enclosed casing and the overall height of the locomotive meant that many of the
1978:
1900:
1610:
934:
628:
579:
562:
515:
433:
123:
787:
732:
Construction of the first five Leader locomotives began at the Southern Railway's
1797:
1559:
1973:
1930:
1890:
1844:
845:
840:
639:
500:
147:
1560:"The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)"
1125:(Continued). South African Railways and Harbours Magazine, August 1943. p. 592.
1945:
1940:
1925:
1920:
812:
771:
753:
With a calculated tractive effort of 25,350 lb, the Leader was given the
624:
305:
820:
801:
683:
532:
228:
797:
710:
487:
224:
884:
568:
509:
1410:. Vol. 32, no. 377. Shepperton: Ian Allan. pp. 436–438.
30:
714:
616:
558:
542:
482:
883:
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break in turn at approximately the same mileage as the originals.
786:
673:
554:
531:
415:
232:
1404:
Townroe, S. C. (October 1971). "More light on the Leader Class".
1139:. Vol. 1: 1859–1910 (1st ed.). Newton Abbott, England:
930:
654:, which were lighter, yet stronger, than the spoked equivalent.
477:
The design incorporated many novel features, such as the use of
213:
1809:
243:
4,000 imp gal (18,000 L; 4,800 US gal)
871:. The Southern Railway number followed an adaptation of the
1611:
Auction Catalogue: Great Central Railwayana, 6 October 2007
796:
After renewing the cylinder assembly, it was tested around
300: in × 15 in (311 mm × 381 mm)
1620:, Retrieved 17 February 2009. Sold for £1050, see Lot 24.
757:
of 5. This was considerably lower than the contemporary
1702:
Harris, Michael (1994). "Firing Bulleid's 'Leader'".
1992:
1954:
1871:
1843:
913:, nor did it find favour internationally, with the
410:
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374:
352:
347:
329:
324:
304:
281:
271:
263:
255:
247:
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209:
201:
193:
182:
146:
135:
115:
106:
101:
83:
75:
67:
57:
49:
44:
23:
713:had an inherent problem in maintaining a constant
2111:Standard gauge steam locomotives of Great Britain
35:Leader locomotive 36001 with test train at Oxted
1730:Tuplin, W.A. (1965). "The ill-fated 'Leader'".
1137:Steam Locomotives of the South African Railways
646:and the concurrent testing of the principle on
508:. However, one of the subsequent designs of a
1837:Principal locomotives of the Southern Railway
1821:
1748:Ian Allan ABC of British Railways Locomotives
1338:
1336:
1263:
1261:
1219:
1217:
1187:
1185:
8:
1064:
1062:
1060:
1058:
1056:
1054:
1052:
1050:
1048:
1046:
1006:
1004:
1002:
1000:
998:
907:British Railways Standard class locomotives
888:Leader 36001 outside Brighton works in 1949
670:Boiler, firebox, smokebox and casing design
631:arrangement that was also tested on the ex-
1984:West Country and Battle of Britain classes
1828:
1814:
1806:
1311:
1309:
1284:
1282:
1280:
1278:
1276:
1236:
1234:
1232:
1021:
1019:
985:
983:
981:
979:
344:
321:
205:150 long tons (168 short tons; 152 tonnes)
98:
41:
1609:Great Central Railwayana Auctions (2007)
1597:
1556:inflation figures are based on data from
1540:
1516:
1504:
1492:
1480:
1444:
1342:
1267:
1252:
1223:
1204:
1202:
1200:
1191:
1109:
1080:
1068:
966:
964:
962:
446:to the design of the innovative engineer
1695:Bulleid Locomotives: A Pictorial History
1528:
1399:
1397:
1395:
1393:
1391:
1389:
1387:
1093:
1091:
1089:
700:West Country and Battle of Britain class
603:The Leader prototype was constructed at
588:since both engine units pivoted as on a
1456:
1378:
1366:
1354:
1300:
1037:
1025:
989:
970:
958:
454:tank engines still in operation on the
2101:Railway locomotives introduced in 1949
1775:Leader and Southern Experimental Steam
1713:The Leader Project: Fiasco or Triumph?
1327:
1315:
1288:
1240:
1208:
1121:Espitalier, T.J.; Day, W.A.J. (1943).
1097:
775:railway workforce at Brighton and the
20:
1715:. Oxford: Oxford Publishing Company.
1657:. Oxford: Oxford Publishing Company.
577:, even though the actual notation is
7:
1688:. London: George Allen & Unwin.
1468:
1432:
1420:
739:Southern Region of British Railways
549:obscuring his view. The need for a
16:Prototype dual cab steam locomotive
2038:British Railways steam locomotives
1786:. Newton Abbot: David and Charles.
1768:. Newton Abbot: David and Charles.
442:steam locomotive, produced in the
259:25.5 sq ft (2.37 m)
189:5 ft 1 in (1.549 m)
14:
2081:Southern Railway (UK) locomotives
2043:Great Western Railway locomotives
1777:. Stroud: Alan Sutton Publishing.
583:
572:
519:
437:
127:
623:on his Pacific locomotives. The
335:26,300 lbf (116.99 kN)
29:
2020:Mainline diesels 10201 to 10203
311:Bulleid chain driven valve gear
267:280 lbf/in (1.93 MPa)
2015:Diesel shunters 15211 to 15236
832:due to the heat and humidity.
1:
1674:Locomotive Panorama, volume 2
2058:Southern Railway locomotives
431:was a class of experimental
536:Works diagram of the Leader
2127:
1755:Carter, Ernest F. (1960).
1655:Nameplates of the Big Four
659:internal combustion engine
652:Bulleid Firth Brown wheels
2033:
1798:"Leader" class locomotive
1773:Robertson, Kevin (1990).
1711:Robertson, Kevin (2007).
1693:Haresnape, Brian (1979).
919:Chief Mechanical Engineer
611:Bogie and cylinder design
343:
320:
277:Six (Three in each bogie)
197:67 ft (20.42 m)
97:
40:
28:
2096:Experimental locomotives
1782:Tufnell, Robert (1985).
1653:Burridge, Frank (1975).
1638:. Ian Allan Publishing.
783:Performance of No. 36001
2091:Articulated locomotives
2086:0-6-0+0-6-0 locomotives
1911:N15 (King Arthur) class
1759:. Frederick Muller Ltd.
1636:Bulleid of the Southern
1634:Bulleid, H.A.V (1977).
1558:Clark, Gregory (2017).
1164:Dulez, Jean A. (2012).
943:National Railway Museum
621:chain-driven valve gear
256: • Grate area
2000:Diesel shunters 1 to 3
1681:Day-Lewis, S. (1964).
1135:Holland, D.F. (1971).
897:Operational assessment
889:
792:
734:Brighton railway works
679:
605:Brighton railway works
537:
89:5 (only one completed)
1993:Non-steam locomotives
1784:Prototype Locomotives
1012:The Leader locomotive
923:Córas Iompair Éireann
887:
865:Westinghouse Electric
790:
677:
535:
2106:Scrapped locomotives
2025:Electrics CC1 to CC3
1697:. London: Ian Allan.
1676:. London: Ian Allan.
1616:11 July 2011 at the
853:Livery and numbering
755:power classification
506:electric locomotives
1969:Merchant Navy class
1764:Nock, O.S. (1972).
1757:Unusual Locomotives
1685:Last Giant of Steam
1141:David & Charles
925:(where he produced
915:Garratt locomotives
830:The Chinese Laundry
633:LB&SCR H1 class
561:with weight-saving
325:Performance figures
1672:Cox, E.S. (1966).
1554:Retail Price Index
1010:Day-Lewis (1964),
890:
873:UIC classification
793:
680:
644:locomotive of 1908
538:
24:SR/BR Leader class
2066:
2065:
1936:V (Schools) class
1896:Lord Nelson class
1722:978-0-86093-606-0
1588:, 18 January 1953
1150:978-0-7153-5382-0
777:Railway Executive
722:diesel locomotive
627:used the unusual
425:
424:
421:
420:
339:
338:
316:
315:
93:
92:
71:SR Brighton Works
2118:
2053:LNER locomotives
1886:K and K1 classes
1830:
1823:
1816:
1807:
1801:Southern E-Group
1787:
1778:
1769:
1760:
1751:
1750:(1950 ed.).
1735:
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1707:
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1689:
1677:
1668:
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1601:
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1119:
1113:
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1101:
1095:
1084:
1078:
1072:
1069:Haresnape (1979)
1066:
1041:
1035:
1029:
1023:
1014:
1008:
993:
987:
974:
968:
880:British Railways
858:Southern Railway
770:headquarters at
768:British Railways
615:Each of the two
598:Meyer locomotive
587:
585:
576:
574:
523:
521:
460:British Railways
456:Southern Railway
441:
439:
388:SR / BR: Unknown
366:British Railways
360:Southern Railway
345:
322:
299:
298:
294:
291:
178:
172:
168:
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165:
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42:
33:
21:
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2070:
2067:
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2048:LMS locomotives
2029:
1988:
1950:
1867:
1839:
1834:
1794:
1781:
1772:
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1754:
1746:
1743:
1741:Further reading
1738:
1734:. Vol. 26.
1729:
1723:
1710:
1701:
1692:
1680:
1671:
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1652:
1646:
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1624:
1618:Wayback Machine
1608:
1604:
1598:Robertson (2007
1596:
1592:
1586:Sunday Dispatch
1584:
1580:
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1568:
1557:
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1547:
1541:Robertson (2007
1539:
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1517:Robertson (2007
1515:
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1503:
1499:
1493:Robertson (2007
1491:
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1481:Robertson (2007
1479:
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1467:
1463:
1455:
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1445:Robertson (2007
1443:
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1377:
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1353:
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1343:Robertson (2007
1341:
1334:
1326:
1322:
1314:
1307:
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1268:Robertson (2007
1266:
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1253:Robertson (2007
1251:
1247:
1239:
1230:
1224:Robertson (2007
1222:
1215:
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1198:
1192:Robertson (2007
1190:
1183:
1176:
1175:9 780620 512282
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1120:
1116:
1110:Robertson (2007
1108:
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969:
960:
951:
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882:
869:First World War
860:
855:
809:Dynamometer car
785:
751:
730:
688:thermic siphons
672:
613:
578:
567:
530:
514:
496:
479:thermic siphons
472:electrification
432:
397:Southern Region
380:SR / BR: Leader
370:
331:Tractive effort
296:
292:
289:
287:
264:Boiler pressure
174:
170:
163:
159:
156:
154:
153:4 ft
152:
122:
108:
84:
79:1946–1949
45:Type and origin
36:
17:
12:
11:
5:
2124:
2122:
2114:
2113:
2108:
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2088:
2083:
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2040:
2034:
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2030:
2028:
2027:
2022:
2017:
2012:
2007:
2002:
1996:
1994:
1990:
1989:
1987:
1986:
1981:
1976:
1971:
1966:
1960:
1958:
1952:
1951:
1949:
1948:
1943:
1938:
1933:
1928:
1923:
1918:
1913:
1908:
1903:
1898:
1893:
1888:
1883:
1877:
1875:
1869:
1868:
1866:
1865:
1860:
1855:
1849:
1847:
1841:
1840:
1835:
1833:
1832:
1825:
1818:
1810:
1804:
1803:
1793:
1792:External links
1790:
1789:
1788:
1779:
1770:
1766:Southern Steam
1761:
1752:
1742:
1739:
1737:
1736:
1727:
1721:
1708:
1706:. No. 66.
1699:
1690:
1678:
1669:
1663:
1650:
1644:
1630:
1629:
1628:
1623:
1622:
1602:
1600:, p. 110)
1590:
1578:
1565:MeasuringWorth
1545:
1533:
1529:Burridge (1975
1521:
1519:, p. 150)
1509:
1507:, p. 156)
1497:
1495:, p. 158)
1485:
1473:
1461:
1459:, p. 151)
1449:
1447:, p. 151)
1437:
1425:
1413:
1383:
1381:, p. 141)
1371:
1369:, p. 140)
1359:
1357:, p. 125)
1347:
1332:
1330:, p. 415)
1320:
1318:, p. 117)
1305:
1303:, p. 145)
1293:
1291:, p. 116)
1272:
1257:
1245:
1243:, p. 414)
1228:
1213:
1211:, p. 413)
1196:
1181:
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1156:
1149:
1143:. p. 25.
1127:
1114:
1102:
1100:, p. 115)
1085:
1083:, p. 116)
1073:
1042:
1040:, p. 136)
1030:
1028:, p. 129)
1015:
994:
992:, p. 135)
975:
973:, p. 143)
957:
956:
955:
950:
947:
911:Robert Riddles
898:
895:
881:
878:
859:
856:
854:
851:
784:
781:
750:
747:
729:
726:
671:
668:
648:Hartland Point
636:Hartland Point
612:
609:
594:Double Fairlie
529:
526:
495:
492:
448:Oliver Bulleid
444:United Kingdom
423:
422:
419:
418:
412:
408:
407:
404:
400:
399:
394:
390:
389:
386:
382:
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176:standard gauge
150:
144:
143:
140:
133:
132:
120:
113:
112:
109:
107:Configuration:
104:
103:
102:Specifications
95:
94:
91:
90:
87:
85:Total produced
81:
80:
77:
73:
72:
69:
65:
64:
62:Oliver Bulleid
59:
55:
54:
51:
47:
46:
38:
37:
34:
26:
25:
15:
13:
10:
9:
6:
4:
3:
2:
2123:
2112:
2109:
2107:
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2036:
2035:
2032:
2026:
2023:
2021:
2018:
2016:
2013:
2011:
2008:
2006:
2003:
2001:
1998:
1997:
1995:
1991:
1985:
1982:
1980:
1977:
1975:
1972:
1970:
1967:
1965:
1962:
1961:
1959:
1957:
1953:
1947:
1944:
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1939:
1937:
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1932:
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1732:Railway World
1728:
1724:
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1709:
1705:
1700:
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1664:0-902888-43-9
1660:
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1645:0-7110-0689-X
1641:
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1549:
1546:
1543:, p. 37)
1542:
1537:
1534:
1531:, p. 60)
1530:
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1522:
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1501:
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1494:
1489:
1486:
1483:, p. 87)
1482:
1477:
1474:
1471:, p. 16)
1470:
1465:
1462:
1458:
1457:Bulleid (1977
1453:
1450:
1446:
1441:
1438:
1435:, p. 19)
1434:
1429:
1426:
1423:, p. 18)
1422:
1417:
1414:
1409:
1408:
1407:Railway World
1400:
1398:
1396:
1394:
1392:
1390:
1388:
1384:
1380:
1379:Bulleid (1977
1375:
1372:
1368:
1367:Bulleid (1977
1363:
1360:
1356:
1355:Bulleid (1977
1351:
1348:
1345:, p. 95)
1344:
1339:
1337:
1333:
1329:
1324:
1321:
1317:
1312:
1310:
1306:
1302:
1301:Bulleid (1977
1297:
1294:
1290:
1285:
1283:
1281:
1279:
1277:
1273:
1270:, p. 25)
1269:
1264:
1262:
1258:
1255:, p. 77)
1254:
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1246:
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1229:
1226:, p. 47)
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1201:
1197:
1194:, p. 46)
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1128:
1124:
1118:
1115:
1112:, p. 42)
1111:
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1038:Bulleid (1977
1034:
1031:
1027:
1026:Bulleid (1977
1022:
1020:
1016:
1013:
1007:
1005:
1003:
1001:
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995:
991:
990:Bulleid (1977
986:
984:
982:
980:
976:
972:
971:Bulleid (1977
967:
965:
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746:
742:
740:
735:
727:
725:
723:
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703:
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697:
696:Merchant Navy
693:
689:
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622:
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608:
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591:
586:
581:
575:
570:
564:
563:sleeve valves
560:
556:
552:
548:
544:
534:
527:
525:
522:
517:
511:
507:
502:
493:
491:
489:
484:
480:
475:
473:
469:
468:dieselisation
463:
461:
457:
453:
449:
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417:
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398:
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342:
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332:
328:
323:
319:
312:
309:
307:
303:
286:
284:
283:Cylinder size
280:
276:
274:
270:
266:
262:
258:
254:
250:
246:
242:
238:
234:
230:
226:
222:
220:Fuel capacity
218:
215:
212:
208:
204:
200:
196:
192:
188:
185:
181:
177:
171:1,435 mm
151:
149:
145:
141:
139:
136: •
134:
130:
125:
121:
119:
116: •
114:
110:
105:
100:
96:
88:
82:
78:
74:
70:
66:
63:
60:
56:
52:
48:
43:
39:
32:
27:
22:
19:
2068:
1964:Leader class
1963:
1800:
1783:
1774:
1765:
1756:
1747:
1731:
1712:
1703:
1694:
1686:
1682:
1673:
1654:
1635:
1627:Bibliography
1605:
1593:
1585:
1581:
1569:. Retrieved
1563:
1548:
1536:
1524:
1512:
1500:
1488:
1476:
1464:
1452:
1440:
1428:
1416:
1405:
1374:
1362:
1350:
1328:Tuplin (1965
1323:
1316:Harris (1994
1296:
1289:Harris (1994
1248:
1241:Tuplin (1965
1209:Tuplin (1965
1165:
1159:
1136:
1130:
1122:
1117:
1105:
1098:Harris (1994
1076:
1033:
1011:
939:
935:R. G. Jarvis
904:
902:locomotive.
900:
891:
861:
846:water cranes
841:power bogies
838:
834:
829:
818:
794:
764:
752:
743:
731:
728:Construction
719:
708:
704:
681:
664:
656:
647:
635:
629:sleeve valve
614:
602:
539:
497:
476:
464:
428:
426:
18:
927:CIÉ No. CC1
867:before the
690:within the
640:Cecil Paget
580:0-6-0+0-6-0
516:0-6-0+0-6-0
501:SR Q1 class
434:0-6-0+0-6-0
411:Disposition
385:Power class
202:Loco weight
124:0-6-0+0-6-0
2075:Categories
1916:N15X class
1881:E1/R class
1704:Steam Days
949:References
772:Marylebone
625:valve gear
494:Background
306:Valve gear
240:Water cap.
229:short tons
76:Build date
50:Power type
1979:USA class
1863:S15 class
1858:N15 class
1853:H15 class
1683:Bulleid,
1469:Cox (1966
1433:Cox (1966
1421:Cox (1966
1071:Section 4
821:cast iron
804:using an
802:Eastleigh
749:Operation
702:designs.
684:Eastleigh
551:turntable
403:Withdrawn
353:Operators
273:Cylinders
225:long tons
210:Fuel type
1974:Q1 class
1931:U1 class
1906:N1 class
1891:L1 class
1873:Maunsell
1614:Archived
798:Brighton
762:design.
711:smokebox
488:Brighton
452:M7 class
416:scrapped
251:
248:Firebox:
167: in
142:C′C′ h6t
111:
58:Designer
1956:Bulleid
1946:Z class
1941:W class
1926:U class
1921:Q class
1901:N class
813:U class
692:firebox
590:Garratt
569:0-6-6-0
510:0-4-4-0
295:⁄
162:⁄
68:Builder
1719:
1661:
1642:
1172:
1147:
715:vacuum
617:bogies
559:bogies
557:steam
547:tender
543:boiler
528:Design
483:bogies
462:(BR).
429:Leader
393:Locale
348:Career
233:tonnes
231:; 4.1
194:Length
184:Driver
2010:11001
2005:D2341
1571:7 May
954:Notes
826:ASLEF
759:WC/BB
555:0-6-0
376:Class
227:(4.5
148:Gauge
118:Whyte
53:Steam
1845:Urie
1717:ISBN
1659:ISBN
1640:ISBN
1573:2024
1170:ISBN
1145:ISBN
931:peat
929:, a
806:LNER
800:and
709:The
698:and
470:and
427:The
414:All
406:1951
214:Coal
186:dia.
1552:UK
921:of
909:by
766:to
642:'s
596:or
545:or
138:UIC
2077::
1562:.
1386:^
1335:^
1308:^
1275:^
1260:^
1231:^
1216:^
1199:^
1184:^
1088:^
1045:^
1018:^
997:^
978:^
961:^
600:.
592:,
481:,
364:→
288:12
223:4
173:)
1829:e
1822:t
1815:v
1725:.
1667:.
1648:.
1575:.
1178:.
1153:.
584:T
573:T
520:T
438:T
297:4
293:1
290:+
235:)
169:(
164:2
160:1
157:+
155:8
128:T
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