Maunsell produced FOUR Moguls, N; N1; U & U1. The N1 & U1 types were three cylinder variants of the N & U Classes, and were a lot smoother riding as a result. All four classes embodied many Churchward (GWR) principles ! ELECTRIFICATION REDUCED THE SR DEPENDENCE ON STEAM !!! Electrification was started by the LB&SCR in 1909, by electrifying the Victoria to London Bridge (South London Line) using the German 6,700v AC OVERHEAD system, which eventually expanded to certain suburban routes as far out of London as Coulsdon North & Sutton. Before the then NEW Southern Railway decided the 600v DC of the LSWR, should become the standard for the Southern. This introduced for a few years a few dual, overhead & third rail routes including that to Coulsdon North. The Southern also increased the LSWR 600v supply to 660v around 1926. And continued expanding the third rail until by 1929 virtually all suburban lines south of London had been electrified. VOLTAGE CHANGES BR it should be noted began the process of increasing the 660v supply to 750v with the Kent Coast Electrification schemes of 1959 & 1961. What few people are aware of is that the Bournemouth line electrification (1967) beyond Sturt Lane Junction (Farnborough) is supplied with 800v (not 750v. Which required a new type of substation known as the "container type" due to its similarity to an ISO container. This was also necessary as the 3,300hp 4REP Power Pack Units to obtain the original design speed of 100mph (Limited by the Civil Engineer to 90mph), needed just a little more voltage to maintain the proposed average speeds necessary for the expresses between Sturt Lane Junction & Southampton & Bournemouth. The 4REP's it must also be noted were regarded as LOCOMOTIVES, and therefore if running "light" were limited to 60mph. Each 4REP motor coach had the ELECTRICAL equipment & bogies of a Class 73 Electro-Diesel, another little known fact. The 750v routes meant pre BR designs of EMU (those before the 1951 4EPB type) such as 4SUB's 2BIL's & 4COR could NOT work over the higher voltage routes in passenger service. Which meant is was around 1989 when the last 4SUB's were finally scrapped before certain routes into central London could be raised to 750v. Happy Railway Engineering By an ex BR Southern Engineer (CM&EE dept).
It should also be noted the Steamtown, USA collection moved from Bellows Falls to Scranton in 1983. Also, I have seen No. 737, Gladstone, Granville, Martello, M7 No. 245, Beattie Well Tank No. 30587, the Bulleid Q1, and Ellerman Lines in person. I even got to cab Martello at Bressingham. It's a lovely place. I highly recommend it. Anyway, I loved this greatly. While I am an LNER fanboy, I do have a major soft spot for the Southern Railway.
30:18 This Famous Locomotive Stepney From The Bluebell Railway Is A Bit Like The Original Engine From Thomas The Tank Engine And Friends. Thanks Mate. X
Fantastic video! The deep dive into the history of the Southern Railway from 1923 to 1948 is both informative and engaging. If you are interested to learn more about the history of the British railway, check out the playlist: ua-cam.com/play/PLbkIohgbg3ZNXQ2yFZ92zn-sXxO350Aa2.html
I really do hope you give the Brighton its just due and not let it be elbowed out by the other two. The Brighton produced some splendid locos but they thought they weren’t good enough. A case of two’s company three’s a crowd, the shites!
@@Cromwelldunbar The Brighton will be covered but only the Terriers really get a mention because I didn't want this series to be just about the locomotives.
Wow! There’s even a shot of a Brighton loco at 26:13 - but without any mention of it, which of course would be far too much to expect now wouldn’t it? So let us give thanks and be thankful for small mercies and incline our brows if not on bended knee before our lords of the South Western and SouthEastern cultures…postscriptum addenda: Comment on the Southern’s inherited Channel Ports makes no inclusion of Newhaven…oh well, Brighton was allowed use of Portsmouth, one might guess: my next bet is on the IoW railways loco stock that these will be all ex LSWR O2 0:4:4s used very ably for passenger trains, and which class of locos was used on goods train, 0:6:0s and where did they come from? Yup, got the message, no problem Bluebell Line solution: sole Brighton loco worth keeping was Stroudley’s Terriers and as a very exceptional and generous favour a solitary 0:6:2T…Grate stuff, the superheated I3 4:4:2Ts must’ve wept!
Yes the Southern and LNER were to 2 worse to try and do. Southern Bullied's not a problem, LNER ECML the same. Everything else for both a real struggle.
Ffs this is about the Big Four emanating from the 1923 Grouping that took place a century ago and which lasted but a quarter of a century AND given the SIX bloody years of war did a very commendable and noble job and a far better one than did either the nationalised version or the present pseudo privatised version whic is little more than examples of « outsourcing » ie farming out duties to nondescript « teams » that trot along looking for something to do to satisfy cost-cutting schemes…Take the present lot that drive trains with their legs splayed out beneath the screen….so bored with what they have to do to gain their salary pittances…Will they notice whether they’re on the right track or the wrong track? Will « station masters » be held to account to take the blame for trains being on the wrong track? O’ Italia….
Am looking forward to your « other episodes in this series » but deeply and sincerely do hope if not trust [ye gods that’d be too much!] you will / might…hopefully… »hopefully » what a term…says it all…that you might include manifold references to L.B. Billinton’s magnifient creations of the Pacific and Baltic tank engines, to Marsh’s equally magnificent I3 Atlantic tank superheated locos, and to those stalwart redoubtable C2X 0:6:0 tender locos just as good if not better (😅hic) than the LSWR 700 or the SECR 0:6:0s… Look forward to your research on the phenomena result as to why that Irish ace of loco design Maunsell failed to acknowledge Brighton loco classification tradition by classing rebuilds eg the Remembrance rebuilds as initially « L » class would/should have been reclassed as L1X and not as « N15X »….(which is/was a mental brainstormed to say the very least! ). Supposedly rebuilt from 4:6:4 tank engines to 4:6:0 tender locos on the lines of the successful N15 King Arthur legends…but Billinton’s magnificents were nothing like the King Arthurs…and even if they were reconstructed with the KAs in mind, their original classification was Brighton « L » class and upon rebuilding should/would/ought to become - as in Brighton culture and in respect thereof L1X….And here again we reach ex LSEC Maunsell indirectly paying respects to his former employment Company’s successful L1 4:4:0 class ….and VERY probably « fearful » (well, hardly…!) of jeopardising, confusing his « loyalty » to his former employers…postcriptum addenda: Thought I’d be expecting too much : [ ipso facto: No b****** idea no b***** interest !
Maunsell produced FOUR Moguls, N; N1; U & U1. The N1 & U1 types were three cylinder variants of the N & U Classes, and were a lot smoother riding as a result. All four classes embodied many Churchward (GWR) principles !
ELECTRIFICATION REDUCED THE SR DEPENDENCE ON STEAM !!!
Electrification was started by the LB&SCR in 1909, by electrifying the Victoria to London Bridge (South London Line) using the German 6,700v AC OVERHEAD system, which eventually expanded to certain suburban routes as far out of London as Coulsdon North & Sutton. Before the then NEW Southern Railway decided the 600v DC of the LSWR, should become the standard for the Southern. This introduced for a few years a few dual, overhead & third rail routes including that to Coulsdon North. The Southern also increased the LSWR 600v supply to 660v around 1926. And continued expanding the third rail until by 1929 virtually all suburban lines south of London had been electrified.
VOLTAGE CHANGES
BR it should be noted began the process of increasing the 660v supply to 750v with the Kent Coast Electrification schemes of 1959 & 1961. What few people are aware of is that the Bournemouth line electrification (1967) beyond Sturt Lane Junction (Farnborough) is supplied with 800v (not 750v. Which required a new type of substation known as the "container type" due to its similarity to an ISO container. This was also necessary as the 3,300hp 4REP Power Pack Units to obtain the original design speed of 100mph (Limited by the Civil Engineer to 90mph), needed just a little more voltage to maintain the proposed average speeds necessary for the expresses between Sturt Lane Junction & Southampton & Bournemouth. The 4REP's it must also be noted were regarded as LOCOMOTIVES, and therefore if running "light" were limited to 60mph. Each 4REP motor coach had the ELECTRICAL equipment & bogies of a Class 73 Electro-Diesel, another little known fact.
The 750v routes meant pre BR designs of EMU (those before the 1951 4EPB type) such as 4SUB's 2BIL's & 4COR could NOT work over the higher voltage routes in passenger service. Which meant is was around 1989 when the last 4SUB's were finally scrapped before certain routes into central London could be raised to 750v.
Happy Railway Engineering
By an ex BR Southern Engineer (CM&EE dept).
The Q1s were my favorite steam locomotives
It should also be noted the Steamtown, USA collection moved from Bellows Falls to Scranton in 1983. Also, I have seen No. 737, Gladstone, Granville, Martello, M7 No. 245, Beattie Well Tank No. 30587, the Bulleid Q1, and Ellerman Lines in person. I even got to cab Martello at Bressingham. It's a lovely place. I highly recommend it. Anyway, I loved this greatly. While I am an LNER fanboy, I do have a major soft spot for the Southern Railway.
Wonderful memories, thanks👍👍
Very nice video, thanks.
30:18 This Famous Locomotive Stepney From The Bluebell Railway Is A Bit Like The Original Engine From Thomas The Tank Engine And Friends. Thanks Mate. X
You can get a through train from Wareham to swanage this summer 4 trains a day
brilliant
thanks
Fantastic video! The deep dive into the history of the Southern Railway from 1923 to 1948 is both informative and engaging. If you are interested to learn more about the history of the British railway, check out the playlist: ua-cam.com/play/PLbkIohgbg3ZNXQ2yFZ92zn-sXxO350Aa2.html
Looking forward to this, but why 15 days away?
every episode will be uploaded 2 weeks prior to release on the 1st of every month so people know about it.
I really do hope you give the Brighton its just due and not let it be elbowed out by the other two. The Brighton produced some splendid locos but they thought they weren’t good enough. A case of two’s company three’s a crowd, the shites!
@@Cromwelldunbar The Brighton will be covered but only the Terriers really get a mention because I didn't want this series to be just about the locomotives.
@@stevengorick187 what do you mean
Wow! There’s even a shot of a Brighton loco at 26:13 - but without any mention of it, which of course would be far too much to expect now wouldn’t it? So let us give thanks and be thankful for small mercies and incline our brows if not on bended knee before our lords of the South Western and SouthEastern cultures…postscriptum addenda: Comment on the Southern’s inherited Channel Ports makes no inclusion of Newhaven…oh well, Brighton was allowed use of Portsmouth, one might guess: my next bet is on the IoW railways loco stock that these will be all ex LSWR O2 0:4:4s used very ably for passenger trains, and which class of locos was used on goods train, 0:6:0s and where did they come from? Yup, got the message, no problem Bluebell Line solution: sole Brighton loco worth keeping was Stroudley’s Terriers and as a very exceptional and generous favour a solitary 0:6:2T…Grate stuff, the superheated I3 4:4:2Ts must’ve wept!
Not much in the way of videos pre-grouping, is there? I suppose because such a video would be mostly still photos. Still, I'd be interested.
Yes the Southern and LNER were to 2 worse to try and do. Southern Bullied's not a problem, LNER ECML the same. Everything else for both a real struggle.
Are we gonna see British Railways
Ffs this is about the Big Four emanating from the 1923 Grouping that took place a century ago and which lasted but a quarter of a century AND given the SIX bloody years of war did a very commendable and noble job and a far better one than did either the nationalised version or the present pseudo privatised version whic is little more than examples of « outsourcing » ie farming out duties to nondescript « teams » that trot along looking for something to do to satisfy cost-cutting schemes…Take the present lot that drive trains with their legs splayed out beneath the screen….so bored with what they have to do to gain their salary pittances…Will they notice whether they’re on the right track or the wrong track? Will « station masters » be held to account to take the blame for trains being on the wrong track? O’ Italia….
@Cromwelldunbar1650 Good point still British Railways did produce some good steam engines engines
Am looking forward to your « other episodes in this series » but deeply and sincerely do hope if not trust [ye gods that’d be too much!] you will / might…hopefully… »hopefully » what a term…says it all…that you might include manifold references to L.B. Billinton’s magnifient creations of the Pacific and Baltic tank engines, to Marsh’s equally magnificent I3 Atlantic tank superheated locos, and to those stalwart redoubtable C2X 0:6:0 tender locos just as good if not better (😅hic) than the LSWR 700 or the SECR 0:6:0s…
Look forward to your research on the phenomena result as to why that Irish ace of loco design Maunsell failed to acknowledge Brighton loco classification tradition by classing rebuilds eg the Remembrance rebuilds as initially « L » class would/should have been reclassed as L1X and not as « N15X »….(which is/was a mental brainstormed to say the very least! ). Supposedly rebuilt from 4:6:4 tank engines to 4:6:0 tender locos on the lines of the successful N15 King Arthur legends…but Billinton’s magnificents were nothing like the King Arthurs…and even if they were reconstructed with the KAs in mind, their original classification was Brighton « L » class and upon rebuilding should/would/ought to become - as in Brighton culture and in respect thereof L1X….And here again we reach ex LSEC Maunsell indirectly paying respects to his former employment Company’s successful L1 4:4:0 class ….and VERY probably « fearful » (well, hardly…!) of jeopardising, confusing his « loyalty » to his former employers…postcriptum addenda: Thought I’d be expecting too much : [ ipso facto: No b****** idea no b***** interest !