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LSWR Drummond 700 class 0-6-0

photograph: Dr. Ian C. Allen/Mike Morant collection.

700 class N°306, date and location unknown but thought to be 1930s.

Early in 1895 there was a need for a further 25 or 30 modern goods locomotives on the LSWR. William Adams was ill at the time but his Works Manager obtained permission to approach outside contractors for quotations and delivery dates. No further action was taken in the hope that William Adams would recover, but he was forced to resign from his position because of declining health and in due course Dugald Drummond was appointed.

Drummond immediately substituted his own drawings for the 0-6-0 goods locomotives and obtained tenders from seven manufacturers. Eventually the tender by Dubs & Co was accepted for delivery of the locomotives by June 1897. Most were delivered by that date with a few a couple of months late. Drummond had designed locomotives that were very similar to a previous class of his built for the Caledonian Railway some years earlier.

The new engines subsequently had standardised parts, such as the boiler, firebox, cylinders and motion, common with the classes M7, C8 and K10 locomotives. At delivery time they were numbered 687-716, and logically the class should have become known as the '687' class as no. 700 was merely the 14th loco built and delivered.

Initially they suffered some mechanical problems, particularly with jamming regulators which caused some mishaps, and a few broken axles, but eventually they settled down to handling the company's heaviest goods trains, taking over duties from the Adams '395' and 'Jubilee' classes. Frequently they appeared on secondary passenger trains as well. They were allocated to most of the major sheds of the system, from Nine Elms through to Exmouth Junction.

Within one year of introduction, in 1898, nos. 702-16 were renumbered, somewhat haphazardly, to 306/8/9/15/7/25-7/39/46/50/2/5/68/459, to make way for new T9 4-4-0s. Subsequently no. 459 was renumbered yet again, this time to 316, to make way for a new T14 4-6-0. And so things continued unchanged, each locomotive doing solid, unglamorous work, right through WW1.

In 1919, Urie decided to apply superheating to no. 316 (ex-459, ex-716), requiring extended smokebox, extensions to the frames and raising the boiler pitch by 9 inches. The raising of the boiler meant that the cab design and shape required changes, making it seem taller, which was emphasised by the substitution of a rather stark stovepipe chimney. In due course superheating was applied to the remainder of the class by Maunsell after the grouping. Many of the class were involved in a series of tender exchanges with classes T9, D15, K10 and L11 to enable T9s to work on the ex-SECR lines in the 1920s. At one point in 1936, the 700 class was reclassified as C class, but this caused confusion with the ex-SECR C class locomotives and the change was discarded.

The arrival of the S15s, the Maunsell Q 0-6-0s and subsequently the Bulleid Q1 0-6-0s, meant that some of the usual duties of the 700s were lost but there continued to be very useful goods work for them until almost the end of steam. In 1948 all had 30000 added to their numbers, but they all continued working into the 1950s. Except for no 30688, an accident casualty in 1957, they all survived until the rapid decline in goods traffic and local branch and secondary lines in the early 1960s. Wholesale withdrawal of the class took place in 1961 and 1962, although 30697 was steamed for the last time in January 1964, after a lifespan of almost 67 years.

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  • 309
    Reading
    N°309 photographed at Reading on 18th June 1939.
    Photograph: Mike Morant collection.
  • 30326
    Ashford
    N°30326 photographed at Ashford in the late 1950s.
    Photograph by John Roffey.
  • 30317
    Barnstaple Jn
    N°30317 at Barnstaple Junction during March 1961 on the mid-afternoon freight from Barnstaple, eventually to Nine Elms. The 700s hauled this train into the 1960s but several of the last survivors were taken out of "normal service" and fitted with snow ploughs in the autumn of 1963 (a classic case of responding after the event!) and were finally withdrawn with snow ploughs still attached.
    Photograph by John Bradbeer.
  • 30346
    Feltham
    N°30346 in the loco line at Feltham in the early 1960s.
    Photograph by Alan Robinson.
  • 30316
    Eastleigh
    N°30316 pictured at Eastleigh on 16 April 1963.
    Photograph by Alan Robinson.

Technical Details

Introduced:
Driving Wheel:
Length:
Total Weight:
Water Capacity:
Cylinders (2):
Boiler Pressure:
Tractive Effort:
Coal Capacity:
Power Classification:
1897
5 ft 1 ins
54 ft 1¼ ins
79 tons 9 cwt/86 tons 6 cwt *
3,500 gals
18½ x 26 in/19 in x 26 in *
180 lb sq in
22,300/23,500 lb *
4 ton 0 cwt
3-F
* After rebuilding

Data

LSWR N°
when built
Built Renumbered
1898
Renumbered
1912
SR N° # Rebuilt § BR N° Withdrawn
687 Mar 1897 - - 687 Jun 1923 E 30687 Sep 1960
688 Mar 1897 - - 688 Jul 1927 M 30688 Sep 1957
689 Mar 1897 - - 689 Jan 1923 E 30689 Nov 1962
690 Mar 1897 - - 690 Feb 1926 M 30690 Dec 1962
691 Mar 1897 - - 691 Nov 1926 M 30691 Jul 1961
692 Mar 1897 - - 692 Dec 1926 M 30692 Jan 1962
693 Mar 1897 - - 693 Apr 1926 M 30693 Jul 1961
694 Mar 1897 - - 694 Mar 1922 E 30694 Jun 1961
695 Mar 1897 - - 695 Jan 1926 M 30695 Dec 1962
696 Mar 1897 - - 696 Sep 1926 M 30696 Aug 1961
697 Apr 1897 - - 697 Sep 1925 M 30697 Nov 1962
698 Apr 1897 - - 698 Oct 1925 M 30698 May 1962
699 May 1897 - - 699 Mar 1927 M 30699 Jul 1961
700 May 1897 - - 700 Feb 1923 E 30700 Nov 1962
701 May 1897 - - 701 Mar 1927 M 30701 Jul 1961
702 May 1897 306 - 306 Apr 1929 M 30306 Apr 1962
703 May 1897 308 - 308 Oct 1922 E 30308 Sep 1961
704 May 1897 309 - 309 Jan 1924 M 30309 Dec 1962
705 May 1897 315 - 315 Oct 1925 M 30315 Dec 1962
706 May 1897 317 - 317 Apr 1925 M 30317 Jul 1961
707 Jun 1897 325 - 325 Sep 1925 M 30325 Dec 1962
708 Jun 1897 326 - 326 Jul 1923 E 30326 Feb 1962
709 Jun 1897 327 - 327 Feb 1926 M 30327 May 1961
710 Jun 1897 339 - 339 May 1924 E 30339 May 1962
711 Jun 1897 346 - 346 Nov 1923 E 30346 Nov 1962
712 Jun 1897 350 - 350 Mar 1922 E 30350 Mar 1962
713 Jun 1897 352 - 352 May 1927 M 30352 Jun 1959
714 Jun 1897 355 - 355 Jul 1929 M 30355 Feb 1961
715 Jun 1897 368 - 368 Nov 1922 E 30368 Dec 1962
716 Jun 1897 459 316 316 Nov 1920 E 30316 Dec 1962
# Between 1923 and 1928 SR numbers were the L&SWR numbers with the added prefix 'E', although the prefix may not have been removed until some time later!
§ E = rebuilt with Eastleigh superheater.
M = rebuilt with Maunsell superheater.
All engines with Eastleigh superheaters were eventually fitted with the Maunsell pattern.

This page was last updated 19 February 2012

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