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British Railway Steam Locomotive

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Please read this statement on the accuracy of the data shown below

Note: To Obtain Consistency in the Steam System, Shed Codes used are those Registered at Nationalisation on 1st January 1948
Number30158
2nd Grouping Number
1st Grouping Numbersr 158
2nd Pre Grouping Number
1st Pre Grouping Numberlsw 158
Works/Lot Number
Class CodeL11
DesignerDrummond D
Designation4-4-0
Built30/06/1903
BuilderNine Elms (LSWR)
1948 Shed70B Feltham
Last Shed70C Guildford
Withdrawn30/11/1950
Disposal detailsEastleigh Works (B.R.)
DisposalCut Up
Disposal Date31/12/1950
NotesBR No. allocated but not worn

Class Information

The London and South Western Railway L11 class was a class of 4-4-0 steam locomotives designed for mixed traffic work. They were introduced in 1903 and were nicknamed "Large Hoppers". As with most other Drummond productions, the locomotive had two inside cylinders and Stephenson link valve gear.

The L11 class was one of a number of designs by Dugald Drummond incorporating a large proportion of standard parts that could be interchanged with other classes of locomotive. The boiler was interchangeable with the T9 class, and likewise was equipped with water tubes fitted across the firebox combustion space, with the aim of increasing heating surface whilst facilitating water circulation; this device however also increased maintenance costs and was soon removed by Drummond's successor, Robert Urie.

History

Following his K10 class of 1897, Dugald Drummond produced these 4-4-0s using the same firebox though with a coupled wheelbase 1' longer at 10' 0", the L11 class, in 1903. Whilst the K10s were known as "Small Hoppers", the L11s were the "Large Hoppers". The class was designed due to the need for tender engines to work slow passenger, van, or pick-up goods traffic. The L11s had the excellent, free-steaming, boiler from his most successful of all passenger locomotives, the T9 class of 1899. Despite the smaller wheels fitted (5' 7" against the T9's 6' 7") these excellent mixed traffic locos could more than hold their own when called upon to help out the Greyhounds with summer Saturday holiday traffic. 29 of the 40 members of the class were coupled to Drummond's 6 wheel outside framed tender whilst the other eleven had 4,000 gallon bogie tenders. As time progressed more and more of the class were given the bogie tender (through interchange with T9s) until all bar two, numbers 440 and 441, were so fitted. These two were the only two of the class to have Westinghouse brake control (until some time between 1931 and 1936) as well as the vacuum brake, the remainder of the class having vacuum only.

Their one drawback was the marine type big ends, as fitted to the T9s, which for some reason were a big problem on the L11s, resulting in them not being worked quite as hard as the T9s were. Unlike the T9s, and many of Drummond's other classes, the L11s were not subsequently superheated as was applied to other Drummond types and, although they remained on their "home territory" after the formation of the Southern Railway, some were sent to Ashford for repair. The class was coupled to a six-wheeled tender as standard, although from time to time they had the Drummond eight-wheeled 'watercart' by way of tender interchange.

Under the LSWR, the L11s were outshopped in the LSWR Passenger Sage Green livery with purple-brown edging, creating panels of green. 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. The LSWR standard gilt lettering was changed to yellow with 'Southern' on the water tank sides. The locomotives also featured black and white lining.

Livery after Nationalisation was initially Southern freight livery with 'British Railways' on the tender, and an 'S' prefix on the number. The class was subsequently outshopped in BR Mixed Traffic Black with red and white lining, with the BR crest on the tender.

Locomotive numbering was per BR standard practice, with 40 locomotives passing into British Railways ownership in 1948 and they were numbered randomly (with other LSWR classes) in the ranges 30134-30175, 30405-30414, 30435-30442. Numbering was based upon the batches built.

Eight locomotives were converted to oil firing as part of government trials in 1947 to 1948.

The whole class lasted into British Railways' days, but only just. Withdrawals started in February 1949 and by April 1952 the whole class had gone.

Comparison with K10. According to Dendy Marshall, the main differences between the K10 "Small Hoppers" and the L11 "Large Hoppers" were:

K10, 9 foot coupling rods and C8 type boiler
L11, 10 foot coupling rods and T9 type boiler

The first withdrawal was 30440 in May 1949 from Yeovil Town shed.
The last locos withdrawn were 30411 and 30437 in April 1952 both from Eastleigh shed.
None are preserved.

Construction table
Year Batch Qty LSWR numbers
1903 L11 5 154158
1903 O11 5 159, 161, 163165
1904 D12 5 134, 148, 166168
1904 F12 5 169173
1906 K13 5 174, 175, 407409
1906 M13 5 410414
1906 P13 5 405, 406, 435437
1907 S13 5 438442

Technical Details

LSWR L11 class
Designer : Dugald Drummond
Builder : LSWR Nine Elms Works
Introduced : 1903
Build date : 1903-1907
Total produced : 40 - Total to BR 40
Configuration : 4-4-0
Gauge : 4 ft 8 in (1,435 mm)
Leading wheel diameter : 3 ft 7 in (1.092 m)
Driver diameter diameter : 5 ft 7 in (1.702 m)
Locomotive weight ; 50 tons 11 cwt (51.36 tonnes)
Fuel type : Coal
Fuel capacity : 4 ton 0 cwt (4.1 tonnes)
Water capacity : 3,500/4,000 imperial gallons
Tend weight : 44 tons 17 cwt ( )(a), 49 tons 0 cwt (b), 39 tons 12 cwt (c)
Boiler pressure : 175 lb sq in (1.21 MPa)
Cylinders : Two (inside)
Cylinder size : 18 26 in (470 660 mm)
Valve gear : Stephenson (slide valves)
Tractive effort : 19,796 lbf (88.06 kN)
Career : London and South Western Railway, Southern Railway, Southern Region of British Railways
Class : LSWR and SR: L11, BR: 1MT
Nicknames : Large Hopper
Retired : 19491952
Disposition : All scrapped

(a) 30148/54-55/57/70/72, 30411, 30437 Temporarily converted for oil burning in 1947, reconverted later.

(b) 30166, 30405, 30435, 30439.

(c) 30440, 30441

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