SteamIndex

LMS locomotive designs

Princess Royal 4-6-2
Turbine locomotive
Coronation 4-6-2
Royal Scots
Rebuilt Scots
Class 5 4-6-0
Jubilee 4-6-0
0-8-4T (Beames)
2-6-4T

2-8-0

8F: 1935:
The 8F class was introduced for the haulage of heavy long-distance freight traffic. The design incorporated all of the G.W.R./Stanier design concepts, such as taper-boiler and long travel valves. Until the Riddles Austerity locomotives were introduced, it formed the standard War Department design during the Second World War. Many were built for military or "home-front" duties in the workshops of the other three main line companies. 849 engines were eventually built, but not all of these ran in, or were returned to, Britain.

L.M.S. orders for 369 locomotives. Rly Gaz., 1936, 64, 20-1. 3 illus.
Orders for 69 class 8F locomotives under the Government Guaranteed Loan Scheme.
NEW heavy freight locomotives, L.M.S.R. Rly Mag., 1935, 77,121-2.2 illus.
NEW L.M.S. freight engine. Engineer, 1935, 159, 678. illus., diagr. (s. & f. els.)
NEW 2-8-0 locomotives, L.M.S.R. Rly Gaz., 1935, 62, 1222. illus. diagr. (s. el.)
2-8-0 freight locomotives, L.M. & S.R. Loco. Rly Carr. Wagon Rev., 1935, 41, 206-7. illus., diagr. (s. & f. els.)
2-8-0 type locomotives for the London, Midland and Scottish Railway. Engineering, 1935, 139, 689. illus.

1939-1945 War:
Locomotive built under Government contracts, mainly for military service overseas.

BRITISH rolling stock for service overseas: details of the 240 locomotives and 10,000 covered wagons ordered by the Ministry of Supply for use with the British Expeditionary Force. Rly Gaz., 1940, 72, 83-5. illus. 5 diagrs. (incl. s.. el.)
[CAB and front-end illustrations of class 8F as modified for Middle Eastern conditions]. Rly Mag., 1942, 88, 114.2 illus.
[CLASS 8F: 240 constructed for service in France]. Rly Gaz., 1940, 72, 777. illus., diagr. (s. el.)
L.M.S.R.-type locomotives built in Southern Railway works. Rly Gaz., 1944, 80, 90. 5 illus.
Locomotives constructed at Brighton Works.
L.M.S.R.-type locomotives built in Southern Railway works. Rly Mag., 1944, 90, 102. 3 illus.
LORD Leathers congratulates Southern Railway workers: utility locomotives built to Government order. Rly Gaz., 1944, 80, 96.
ROLLING stock for the B.E.F. Loco. Rly Carr. Wagon Rev., 1940, 46, 144-5. illus., diagr. (s. el.)
Modifications for French conditions.

Retrospective & critical
Allen, C.J. The locomotive exchanges, 1870-1948. [1950] .
The appendix includes results of the 1948 inter-regional exchanges of freight locomotives, in which the 8F class was evaluated.
Bond, R.C. Organisation and control of locomotive repairs on British Railways. J. lnstn Loco. Engrs, 1953, 43,175-265.. (Paper No.520).
Includes mileage figures, between overhauls, for the class.
Notes on Stanier "8F" 2-8-0 engines. J. Stephenson Loco. Soc., 1956, 32, 84-8. illus., table.
Notes on the locomotives built in the workshops of other railways and on the W.D. locomotives.
Powell, A.J. Living with London Midland locomotives. 1977.
Chapter 10: The strong pull: a footplateman's view.
Pollock, D.R. and White, D.E., compilers. The 2-8-0 & 2-10-0 locomotives of the War Department, 1939-1945: Stanier L.M.S. type 2-8-0; British Austerity 2-8-0; British Austerity 2-10-0; Robinson L.N.E.R. class O4 2-8-0. Rly Obsr., 1946, 16 Supplement No.5.
Powell, A.J. Stanier locomotive classes. 1991. Pp: 88-96.
Chapter entitled Class 8F-2-8-0': This includes the many, of the mainly minor, alterations which took place during the life of the locomotives, but not the vast number of modifications which took place during military service. Notes that 48169 was fitted with a full set of unbalanced driving wheels from a WD 2-8-0.
Riley, R.C. L.M.S. type 2-8-0's built by Southern Railway. J. Stephenson Loco. Soc., 1946, 22, 202. illus.
War Department Stanier 2-8-0's. Rly Obsr., 1948, 18, 204-5. table.
Notes on locomotives returned to Britain from overseas.
Whalley, F.S. The work of their craft. J. Instn Loco. Engrs, 1946, 36, 401-29.
Mainly an account of the "Liberation" type, but the 8F design is also considered.

0-8-0

7F :1929: Fowler:
This design was based on the L.N.W.R.G2 class. The Belpaire boilers were originally, designed by Hughes, for the L.N.W.R.0-8-0s. Unfortunately the bearing surface was inadequate, as is shown by E.S. Cox, A.J. Powell and Hawley, and the class was completely withdrawn before the earlier L.N.W.R. G2 class disappeared.

NEW 0-8-0 locomotives for coal traffic, L.M.S.R.. Rly Mag., 1929, 65, 186. illus.
NEW 0-8-0 mineral locomotives, London, Midland & Scottish Ry.. Loco. Rly Carr. Wagon Rev., 1929, 35, 239-40. illus.,diagr. (s.el.)

1932 :
A.C.F.I. feed-water heating experiments on Nos. 9672-4

A.C.F.I. feed-water heating apparatus, L.M. & S. Ry.. Loco. Rly Carr. Wagon Rev., 1932, 38, 359.
LOCOMOTIVES with feed-water heaters, L.M.S.R.. Rly Mag., 1932, 71, 352. illus.

Powell, A.J. Living with London Midland locomotives. 1977.
Chapter 10: The strong pull
Hawley, RA. The Fowler class "G3" 0-8-0s. Trains ill., 1952, 5, 221-3. illus., table.
A history of the class.
WITHDRAWAL of a standard class. Rly Mag., 1949, 95, 343. illus.
The early withdrawal date should be noted: in part this date reflected part of the oil burning conversion programme.

4-6-2

7P (later 8P) "Princess Royal": 1933:
The Princess Royal class was Stanier's first major L.M.S. design. In many ways the design was a direct derivative of the GWR King class. The front-end dimensions were generally similar. The wheel size was identical, which was non-standard on both railways. The boiler differed considerably except for the low superheating area which was common to both designs. It is not surprising that this similarity exists because Stanier presumably had some part in the design of the King class whilst in the employment of the GWR. In 1935 the boiler was radically altered and a much higher degree of superheating was incorporated.

Allen, C.J. The first L.M.S.R. Pacific locomotive. Rly Mag., 1933, 73, 88-90. illus., 2 diagrs. (s. & f. els.)
BOILER for 4-6-2 express locomotive, "Princess Royal", L.M.S.R.. Loco. Rly Carr. Wagon Rev., 1934, 40, 229-30.5 diagrs.
Borderer, pseud. The new L.M.S. "Pacific". Rly Obsr., 1933, 5, 87-8. illus., table.
Mainly concerned with externals.
4-6-2 type express passenger locomotive for the L.M.S. Railway. Engineering, 1933, 136, 21-2. illus., diagr. (s. & f. elsj
L.M.S. "Pacific" locomotive. Engineer, 1933, 156, 16-17. illus,diagr. (s. & f. els.)
NEW four-cylinder 4-6-2 express locomotive, L.M.S.R. Rly Engr. 1933, 54, 230-8. 9 illus., diagr. (s. el.)
NEW 4-6-2 "Pacific" type four-cylinder locomotive, London, Midland & Scottish Ry. Loco. Rly Carr. Wagon Rev., 1933, 39, 197-9. illus., diagr. (s. & f. els.)
NEW "Pacific" type locomotive, L.M. & S. Ry. Loco. Rly Car. Wagon Rev., 1933, 39, 233. illus.
Slight modifications to the original design.

1935: Modified boilers: 6203 et. seq -

L.MS. four-cylinder passenger locomotives. Engineer, 1935, 160, 74. illus.
NEW 4-6-2 express locomotives, L.MS.R. Rly Gaz, 1935, 63, 113. illus.
NEW 4-6-2 four-cylinder passenger locos., L.M.S.R.. Loco Rly Carr. Wagon Rev., 1935, 41, 236. illus.

Tenders

L.M.S.R. Pacific tenders. Rly Mag., 1983, 462.
This entry from Jones is clearly incorrect. Notes on the tenders originally and subsequently fitted to Nos. 6200 and 6201.

Performance and testing:
LMS. demonstrations and testing methods tended to favour absolute endurance techniques. This was understandable on a railway where through locomotive workings from London to Carlisle were common place and in certain instances runs were extended through the 401 miles to Glasgow. Moreover normal trains were heavy and the northern part of the Anglo-Scottish route is steeply graded. The two most notable test runs were the press trip with a 505 ton train in 1933 and the 1936 high-speed run from London to Glasgow and back.

1933: press demonstration:
This run, which should have been from Euston to Crewe, unfortunately ended with the failure of No. 6200 at Lichfield. This was due to an overheated axlebox.

TEST of locomotive No. 6200, L.M.S.R., Euston-Crewe. Loco. Rly Carr. Wagon Rev., 1933, 39, 267.

1938:
The Railway Gazette published details of a Euston to Aberdeen working to show the arduous operating conditions for LMS Pacifics.

LONG engine working, L.M.S.R. Rly Gaz., 1935, 63, 161-2.

No. 6200 (with modified boiler):
Test runs from Liverpool to Euston and from Crewe to Glasgow and back.

HIGH-SPEED test runs of L.M.S. 4-6-2 locomotive. Loco. Rly Carr. Wagon Rev., 1935, 41, 231-2.

16-17 November 1935:
High-speed test run from Euston to Glasgow (Central) and back. The maximum indicated horsepower recorded was 2448.

Allen, C.J. Four hundred miles at 70 miles an hour: Glasgow to Euston in 5 hours 44¼ minutes. Rly Mag., 1937, 80, 7-13. illus., table.
LONDON, Midland & Scottish Railway: experimental high-speed test runs between London and Glasgow. Loco. Rly Carr. Wagon Rev., 1936, 42, 375-8.
L.M.S.R. six-hour schedule trial runs, London-Glasgow-London. Rly Gaz., 1936, 65, 866-7; 900-2. illus., diagr., table.

Retrospective and critical

Allen British Pacifics observes that not a few troubles were experienced with the 'Princesses' after they entered service. Principles of design which had been traditional at Swindon for long past, but which depended on the use of Welsh coal and the scientific handling methods in which Great Western drivers and fireman had been trained, were not automatically to achieve the same success on the L.M.S.R., whose engine-crews were to learn that their new and imposing 4-6-2s needed a good deal of 'nursing' if they were to give of their best.
There were mechanical difficulties also. It had been an error to position the outside cylinders over the trailing wheels of the bogie; there was a tendency for these cylinders to work loose, and eventually strips of metal had to be welded to the main frames in order to secure the flanges of the cylinder castings more firmly, though even then not with complete success. Again, there were fractures of the rear truck frames, which were experienced similarly with the 'Duchesses' and led to the last two of the latter being equipped with cast steel truck frames.
Another Swindon speciality, the regulator working in the superheater header (in the absence of a steam dome) was found to be troublesome, and not a few header fractures occurred. For the same reason the regulator proved to be stiff in action, so that slipping by these engines, with their relatively low ratio of adhesion, was not easy to control. In the end all the 'Princesses' were provided with steam domes, to which the regulators were transferred. All these points weighed heavily with Stanier when the designs for the 'Coronation' class were in preparation.

Powell (Living with London Midland locomotives) notes that there were mechanical weaknesses which undoubtedly lowered availability and reacted on reliability and steaming. First of all the outside cylinders, located over the trailing bogie wheels, gave a lot of trouble with loosening. The plain fact was that, because of the inside motion, the frames could have very little horizontal staying in this zone – there was only the bogie centre in front and the exhaust breeches pipe between the cylinders, the rest being simple vertical stretchers, and so a lot of racking of the frames could take place, destroying the tightness of the cylinder bolts. As soon as this happened the movement transferred itself to the exhaust channels, which loosened and often fractured – and this usually impacted on the steaming by leaking exhaust steam into the smokebox. As so often in locomotive design, the layout in this area was necessarily a compromise: one either put in a massive structure which produced a robust frame but made access to the inside motion appalling for preparation and maintenance (as on the GWR four-cylinder locomotives) or left it reasonably open for human access and suffered some flexing.

In the end, when normal shop repairs were ineffective, the decision was taken to support the cylinder bolts by welding buttress strips on to the frame plates fore and aft of the outside cylinder flanges, with fitted packings between, and this was fairly successful. Crewe applied this arrangement by keeping a spare front end frame section, complete with cylinders and stretchers and extending back to the leading coupled axle horns; when a 'Princess' came in for general repair, the front of the old frames was cut off and the replacement unit welded on.

The original regulators, in the superheater header in the smokebox, were distinctly 'heavy' to handle, and lacked sensitivity (a serious design weakness on an engine with a lot of power in relation to its adhesion.) In fact, I used to watch little Laurie Earl of Camden on occasion – ; he was about as tall as six penny-worth of coppers – when he got the rightaway' at Rugby, run across the cab and positively launch himself at the regulator handle. In addition, there was a fairly heavy mortality of headers themselves, due to fractures – and that didn't do the steaming much good, either! So all the 'Princess' boilers were converted to dome regulators in the early 1950s. To pile on the agony, there was some trouble with fracturing of the rear bissel truck frames and loose rivet attachments to the radial arm – an occurrence also not unknown on the 'Duchesses' with the similar arrangement. And even the coupled wheel centres seemed to come from a poor batch of castings – ; the Crewe Steel Foundry was notorious for the porosity and sand inclusions in its products – and spoke fractures were not infrequent.

Allen, C.J. British Pacific locomotives.1962.
The section on Stanier Pacifics is based on the same author's The Stanier Pacifics of the L.M.S. (see below).
Allen, C.J. The Stanier Pacifics of the L.M.S.. 1950.
Certain of the illustrations and diagrams contained in this work are not repeated in the later British Pacific locomotives (above).
Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive No.6202. J. Instn Loco. Engrs, 1946, 36, 182-265. (Paper No. 458).
Pp. 208-15. The author quotes results of comparative tests, undertaken in 1936/37, between the "Princess Royal" Pacifies and the turbine locomotive.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
It is probably not an exageration to state that more boilers were designed for the Princess Royal Pacifics than for all the LNER designed Pacifics, and that sucess was not achieved until the Coronation Pacifics were introduced. Cook suggests that too much reliance was placed upon the unsatisfactory boiler fitted to Churchard's Great Bear
CYLINDER fixing with shear strips. Loco. Rly Carr. Wagon Rev., 1954. 60, 119. 2 illus., diagr..
See also Forsyth, I.C. Discussion on R.C. Bond Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, Pp. 225-8 (3 illus.):
Dentith, T.G. The LM.S.R. Pacific locomotives 6200-6212, the "Princess Royals". J. Stephenson Loco. Soc.. 1964, 40, 78-87. 7 illus., 2 diagrs., (s. el.), table.
A history of the class.
Evans, M. Pacific steam : the British Pacific locomotive. London, 1961.
Fore, J. Footplate impressions. J. Instn Loco. Engrs, 1955, 45, 317-21. (Paper No. 546).
The experience was gained by a graduate apprentice when firing and observing driving techniques on a number of classes including the L.M.S. Pacifics.
Forsyth, I.C. Discussion on R.C. Bond Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, Pp. 225-8 (3 illus.):
Described a welding repair method adopted at Crewe for fitting a pre-assembled front-end onto the Princess Royal main frames, which indicated that trouble was experienced through the cylinders working loose and fracturing. See also "Cylinder fixing with shear strips" (above).
Hunt, David and Bob Essery and Fred James. The "Princess Royal" Pacifics. LMS Locomotive Profile Number 4.
Many detailed diagrams.
Livesay, E.H. Scottish locomotive experiences. No. 1 "The Mid-day scot", L.M.S.R., London to Glasgow, Engineer, 1939, 168, 232-4. illus., table.
A Princess Royal at work as observed by a North American.
L.M. Pacifics a pictorial tribute. Hatch End (Middlesex), Roundhouse Books, 1967. 120 p. incl.. front. 136 illus., table.
Powell, A.J. Living with London Midland locomotives. 1977
Chapter 9: A trio of high-born ladies: orginally published in Trains ill., 1958, 11, 231-9: see introduction.
Powell, A.J. Stanier locomotive classes. 1991. Pp. 70-4.
Claas 7P-four-cylinder 4-6-2 'Princess'. This is very different from the above as it catalogues the many changes introduced in this small class, whereas Living with London Midland locomotives lists the many defects encountered in working the locomotives, yet they were so powerful that they tended to perform well in service.
Tee, D.F. Notable recent L.M.R. withdrawals. Rly Obsr, 1963, 33, 36-7.
Locomotive "Obituary".
Webber, A.F. The proportions of locomotive boilers. J. Instn Loco. Engrs., 1937, 27, 688-725. Disc.: 726-63. (Paper No. 378).
Includes an analysis of the "Princess Royal" design of boiler.

Turbine locomotive ("Turbomotive") 1935:
Most experimental designs have tended to be surrounded by secrecy (e.g. the Fowler high-pressure locomotive 6170 Fury) and test results have not been published. Frequently little has published until long after the locomotive has disappeared. The LMS treated their turbine locomotive project very differently, however. Firstly, the contemporary descriptions were detailed and secondly Bond's Paper is, using Holcroft's phrases from the discussion, "a very full and frank account". The locomotive was based on the Princess Royal design, but two turbines (one for forward running and a smaller unit for reversing) replaced the reciprocating engine. Contrary to most turbine experiments a condenser was not fitted. Bond, in his book made it very clear that the term Turbomotive was greatly deprecated

4-6-2 turbine express locomotive, L.M. & S.R. Loco. Rly Carr. Wagon Rev., 1935, 41, 202-4. illus., diagr. (s. & f. els.).
4-6-2 type turbine locomotive; London, Midland and Scottish Railway. Engineering, 1935, 140, 10-12.5 illus., diagr. (s. & f. els.)
The L.M.S.R. turbine locomotive: details of the roller bearing axleboxes. Rly Gaz. 1935, 63, 197-8. illus.
The L.M.S. turbine locomotive. Engineer, 1935, 160, 12; 14-16.7 illus., 4 diagr. (incl. s. & f. els.)
Erratum p. 256.
NEW turbine-driven 4-6-2 express locomotilie, L.M.S.R. Rly Gaz., 1935, 62, 1251-60 + folding plate. 15 illus., 9 diagrs. (incl. s. & f. els.)
A REMARKABLE L.M.S.R. locomotive: No. 6202 – a turbine propelled Pacific. Rly Mag., 1935, 77, 87-8; 108. 2 illus., digar. (s. el.)
TIMKEN hearings on the London, Midland and Scottish Railway turbine locomotive. Engineering, 1935,140, 524-6; 552-3. 6 illus., 9 diagrs.

Retrospective and critical:
With the exception of some of the footplate commentaries the entries listed below add little to R.C. Bond's monumental account, which serves to illustrate the gap that exists between professional and amateur assessments.

7P: later (8P) "Princess Coronation": 1937 :
There seems to be some confusion as to the correct nomenclature for this class variously referred to as the "Princess Coronation , Coronation , Coronation Scot ,and City" class. If the A4 class may be considered as the ultimate development of the steam locomotive in terms of speed, then this class marks the British apex in terms of power output. During tests with a 600-ton train a drawbar horsepower of 2,511 was recorded, or a derived figure of 3,333 horsepower at the cylinders. Further, for a brief period Coronation held the British speed record of 114 mile/h. The story of this high speed run is told with great gusto in R.A. Riddles' paper retrospactive section) and rather more cautiously by C.J. Allen on a number of occasions.
Some of the locomotives were built with streamlined casings. The aerodynamic studies, which led up to the design used, have been described in .W. Peacock's "Railway wind tunnel work" (retrospective section). The eamlined engines were painted in a livery of royal blue, with silver horizontal stripes which met at a point on the smokebox. Later this was changed to LMS red with gold bands.
Some very extensive contemporary descriptions were published, but it should be noted that a proportion of this material may refer to the special rolling stock for the Coronation Scot train.
One locomotive was shipped to the United States for the New York World's Fair. This is described by R.A. Riddles and by F.C. Bishop. The former was in charge of the arrangements, whilst the latter was the engine driver who accompanied the locomotive and caught pneumonia.

Streamlined series
The "CORONATION Scot" Express. L.M.S. Railway. Engineering, 1937, 143, 663-5. 2 illus., 2 diagrs. (incl. s. & f. els.), plan.
The accent is on the rolling stock for the train.
The CORONATION Scot, L.M.S.R. Rly Gaz., 1937, 66, 1019-30 + folding plate. 19 illus., 4 diagrs. (incl. s. el.), 2 plans.
Includes sectionalized diagrams.
The CORONATION Scot, L.M.S.R., Rly Mag., 1937, 81, 39-42. 4 illus.
4-6-2 stream-lined express locomotive "Coronation", L.M.S.R. Loco. Rly Carr. Wagon Rev., 1937, 43, 168-71. - illus., diagr. (s. & f. els.)
4-6-2 type "Coronation" class locomotive; London, Midland and Scottish Railway. Engineering, 1937, 144, 8; 70-2 + plate (between pp.8 & 9). 5 diagrs., table, 2 plans.
Includes sectionalized diagrams.
4-6-2 type locomotives, L.M.S.R.. Rly Gaz., 1938, 69, 248-9. 2 illus..2 diagrs. (s.els.)
Comparison of streamlined and non-streamlined types.
MACHINING a locomotive detail : milling and boring operations on roller bearing rocker arms for valve motion of L.M.S.R. "Princess Coronation" locomotives. Rly Gaz., 1938, 69, 328-30. 4 illus., diagr.
The METALLURGY of a high-speed locomotive. Rly Gaz., 1938, 68, 303-11; 366-70 + folding plate. 8 illus., 11 diagrs., 4 tables, plan.
NEW 4-6-2 type express locomotives, L.M.S.R.: streamlined and non-streamlined types based on the successful "Princess Coronation" class. Rly Gaz., 1938, 68, 1118-19. 2 illus.
NEW L.MS. "Coronation" locomotives. Engineer, 1937, 164, 78-80 + supplement. illus., 5 diagrs. (incl. s. el.), plan.
Includes sectionalized diagrams.
TENDER of L.M.S. "Coronation" class locomotive. Engineer, 1939, 168, 466. 3diagrs., plan.
The steam coal-pushers fitted to this class were a unique feature in the British Isles.

1938 non-streamlined series.

4-6-2 type locomotives, L.M.S.R.. Rly Gaz., 1938, 69. 248-9. 2 illus.. 2 diagrs. (s. els.)
GENERAL and front end views of new non-streamlined 4-6-2 type express locomotive, L.M.S.R.. Rly Gaz., 1938, 68, 1203.2 illus.
NEW 4-6-2 express locos., L.M.S.R.. Loco. Rly Carr. Wagon Rev., 1938, 44, 234. illus., diagr. (s. & f.elsj
NEW 4-6-2 type express locomotives, L.M.S.R. : streamlined and non- streamlined types based on the successful "Princess Coronation" class. Rly Gaz., 1938, 68, 1118-19. 2 illus.
NEW 4-6-2 type express passenger locomotives, L.M.S.R.. Rly Mag., 1938, 83, 141-2; 101. 2 illus.
SECTIONED perspective view of locomotive front end a notable drawing of L.M.S.R. class "7P" 4-6-2 locomotive of the latest type. Rly Gaz., 1945, 82, 596 + folding plate. illus., diagr.
The type of illustrative material more usually associated with motor-cars and aircraft.

1939: Locomotive and train sent to the New York World's Fair. See also R.A. Riddles and F.C. Bishop

"The CORONATION Scot" [for the] New York World's Fair, 1939. Loco. Rly Carr. Wagon Rev., 1939, 45, 35-9. 7 illus., plan.
DEPARTURE of the Coronation Scot train for America. Rly Gaz., 1939, 70, 191.
GOODWILL whistle for the Coronation Scot train. Rly Mag., 1939, 84, 232.
Model Railroader presented an engraved American whistle for use on the tour.
NEW Coronation Scot train for U.S.A. visit. Rly Gaz., 1939, 70, 51-8.10 illus., diagr. (s.el.), plan.

Performance and testing
29 June 1937 : High speed run from London to Crewe and back:114 mile/h near Crewe. See also R.A. Riddles .

Allen, C.J. The new L.M.S. and L.N.E.speed records: trial runs of the Coronation Scot and the Coronation. Rly Mag., 1937, 81, 110-16 +. 2 illus., 2 diagrs., 6 tables.
RECORD trial run of the "Coronation Scot" train, LM. & S.R.. Loco. Rly Carr. Wagon Rev., 1937, 43, 202-3. illus.
TEST runs of "Coronation trains. Engineer, 1937, 164, 39-41.4 illus., 4 tables.

1938 : The L.M.S. ran a special light train from Euston to Glasgow for the Locomotive Engineers. The dynamometer car was attached and the whole run as analysed by Cox.

Cox, E.S. Run to Glasgow, June 8th. J. Instn Loco. Engrs, 1938, 28, 574-7

6 February 1939 : 600-ton test train: Crewe to Glasgow and back in the same day with . 6234 Duchess of Abercorn.

LOCOMOTIVE tests on the L.M.S.R. remarkable power output and other results obtained with a 600 ton train between Crewe and Glasgow and return. Rly Gaz., 1939, 70, 615-17 + folding plate. 2 diagrs. (incl. s. els.) 2 tables.
The L.M.S.R. locomotive test runs: a comment on the coal and water consumption. Rly. Gaz., 1939, 70, 687.
The L.M.S.R. locomotive test runs : a correspondent comments on the relation ship between coal consumption lb. per d.b.h.p./hr. and train load for a given timing. Rly Gaz., 1939, 70, 815-16. 2 diagrs.

1948 : British Railways inter-Regional trials.
Allen, C.J. The locomotive exchanges, 1870-1948. . [1950].
This edition includes an analysis of the unpublished British Railways official results.

1955 : 46225 Duchess of Gloucester was tested at Rugby and on the Ais Gill oute. Results do not appear to have been published except via communications from R.C. Bond to O.S. Nock.

Nock, O.S. British locomotive practice and performance. Rly Mag., 1959, 105, 114-20. 6 tables.
Some very brief results and a comparison with the 1939 test run.
Nock, O.S. British locomotive practice and performance. Rly Mag.. 1962, 108, 556-62. 9 tables.
A table compiled from the dynamometer car diagrams of a southbound test run on the Ais Gill route with a 900-ton (equivalent) test train.

May 1955: 46237 City of Bristol was sent to the Western Region for comparative tests with the modernized King class. Nock's record is of one dynamometer run on which he was permitted to travel.

A "DUCHESS" on the W.R.. Trains ill., 1955, 8, 223.
A record of the event and nothing more.
Nock, O.S. British locomotive practice and performance. Rly Mag., 1959. 105, 335-41+. 4 tables.

7P (later 8P) "Princess Coronation" 1947: Ivatt:
Ivatt modified this Stanier design by the addition of roller bearings, rocking grates, an increase in superheating surface, self cleaning smokeboxes and a new frame arrangement at the rear end. Two locomotives of this type were built: one of which was named Sir William Stanier, F.R.S..

LONDON, Midland and Scottish Railway: diesel-electric locomotive No. 10,000 and 4-6-2 locomotive No. 6256. J. Stephenson Loco. Soc., 1948, 24, 18-19. 2 illus.
Originally the two Pacifics and the two diesel electrics No. 10000 and 10001 were perceived as being in "competition".
L.M.S.R. 4-6-2 "Coronation type locomotive "Sir William A. Stanier, F.R.S.". Rly Gaz., 1948, 88, 20. illus., diagr. (s. el.)
L.M.S. 4-6-2 engine No. 6256 "Sir William Stanier, F.R.S.". Loco. Rly Carr. Wagon Rev., 1948, 54, 24. illus.
L.M.S. 4-6-2 engine No. 6256 Sir William Stanier, F.R.S. Railways, 1948, 9, 57. illus.
NEW British steam locomotive designs. Trains ill., 1948, 1, (9), 3-7. 6 illus., table.
ROLLER bearing crankaxle. Loco. Rly Carr. Wagon Rev., 1948, 54, 124. diagr.
ROLLER bearings for locomotive crank axles. Rly Gaz., 1948, 89, 240-1. illus., diagr. (REA 3026)

Retrospective and critical

Powell notes that Stanier had to produce a bigger boiler and then adapt the 'Princess' chassis to carry it. Bigger grate, bigger firebox volume, bigger free gas area, bigger barrel, bigger superheater — all these were incorporated in that delightful boiler. It was pushed upward so that the front corners of the Belpaire firebox were up to the limit of the loading gauge, just enabling 6ft 9in wheels to be accommodated underneath it. (Incidentally, what was it so magical about 6ft 9in diameter coupled wheels for express passenger engines in this country?). The cylinder layout was altered back to a conventional one, but retaining the divided drive, thus enabling rocking levers to be fitted behind the cylinders and avoiding valve setting troubles due to thermal expansion. It enabled the steam and exhaust passages to be better steamlined internally, and the crew's access for preparation between the frames to be made more congenial. The reference by Langridge in a relatively obscure publication is especially important as it outlines the way in which the class was designed.

Allen, C.J. British Pacific locomotives.1962.
Allen, C.J. The Stanier Pacifics of the L.M.S.. 1950.
The text of the later work by C.J. Allen where relating to the Stanier Pacifics is a slightly up-dated version of the earlier work. The diagrams in the earlier work are not repeated, however.
Bishop, F.C. Queen Mary of the iron road, as told to M.C.D.Wilson and A.S.L. Robinson. 1946.
A "ghosted" autobiography of Driver Bishop, the driver who accompanied the Coronation Scot to the New York World's Fair.
Blakemore, Michael and Michael Rutherford. Duchess of Hamilton: ultimate in Pacific power.
Although superficially about one locomotive this work describes the whole class
Bond, R.C. Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, 175. 216-65. (Paper No. 520).
Includes figures for the mileage obtained between overhauls for the class.
Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive No.6202. J. Instn Loco. Engrs, 1946, 36, 182-265. (Paper No. 458).
Page 187 : the author quotes hammer blow figures for the Duchess class.
Bulleid, O.V.S. Railway rolling stock and tendencies in design. Engineering, 1949, 167, 68-71; 94-5; 60. 13 illus., 4 diagrs. (s. els.), 5 tables.
Includes a comparison of the 1947 design with the Peppercorn A2, Gresley Al and H.A. Ivan's Atlantics.
Clay, J.F. The big red engines. J.Stephenson Loco. Soc., 1961, 37, 358-64. 4 illus.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
The Duchess (Coronation) class boilers were superb producers of steam and led to some of the highest power outputs attained in Britain. Cook also notes the high number (three) of boiler explosions associated with the class which can be attributed partly to the lack of training given to those expected to handle such large locomotives and partly to detail: the water gauges were greatly inferior to those used on the LNER. KPJ suspects that the class was also prone to blow-backs, but has no statistical evidence.
Doherty, Douglas The LMS Duchesses. Hemel Hempstead: Model and Allied Publications, 1973. 89pp + folding diagram.
Contents: Introduction by editor; The LMS Duchesses — their design and construction by E.A. Langridge; The LMS Duchesses — a performance evaluation by John Powell; The LMS Duchesses — a driver reminisces by Peter Johnson; The LMS Duchesses — a critical appreciation by W.A. Tuplin. General arrangement diagrams, numbers, names, etc, poorly printed photographs.
The DUCHESSES—valete. Rly Obsr, 1964, 34, 340-4. table.
Evans, M. Pacific steam : the British Pacific locomotive. London, 1961.
Fore, J. Footplate impressions. J. Instn Loco. Engrs, 1955, 45, 317-21. (Paper No. 546).
A graduate apprentice's impressions of the L.M.S. Pacifics gained from footplate observations.
Jenkinson, D. The "Coronation" Pacifics. Rly Wld, 1966, 27, 146-51; 188-92. 21 illus., 4 tables.
The author limited his approach to externals, especially liveries. Further he admits any uncertainties in his knowledge. A much fuller account appeared in Modellers' Backtrack (still to be indexed).
Johnson, Peter. The LMS Duchesses- a driver reminisces in Doherty.
Writer was driver at Crewe North and describes routine runs northwards as far as Glasgow, some of which were of mediocre quality due to the condition of the locomotives in the 1960s. He also describes a run from Shrewsbury to Paddington on an enthusiast special.
Langridge, E.A. The LMS Duchesses — their design and construction in Doherty.
This is a very important source as Langridge was a part of the team of draughtsman who worked under T.F. Coleman at Derby to produce the design. He gave the names of other members of the team, and the reasons why certain procedures were adopted, and the influences from other designs.
Livesay, E.H. Scottish locomotive experiences. No.8— The "Coronation Scot", L.M.S.R. — Glasgow to London. Engineer, 1939, 168, 467-9; 486-7.2 illus., diagr.
Observations made from the footplate, partly comparative with North American experience.
L.M.Pacifics : a pictorial tribute. Hatch End (Middlesex), Roundhouse Books, 1967. 120 p. incl. front. 136 illus., table.
Peacock, D.W. Railway wind tunnel work. J. Instn Loco. Engrs, 1951, 41, 606-61. (Paper No.506).
Development work on the streamlining is described, plus details of smoke deflection work on the non.streamlined series.
Powell, A.J. Living with London Midland locomotives. 1977
Chapter 9: A trio of high-born ladies: orginally published in Trains ill., 1958, 11, 231-9.
Powell, John. LMS Duchesses — a performance evaluation in Doherty..
Record of the official tests performed on the locomotives, and records of locomotive performane as recorded as part of his work, and by others. Also includes notes on and diagram indicating the way in which the design could have been extended to give greater power and performance.
Powell, A.J. "45671", pseud. London Midland main lines and today's locomotive performance. 2. Euston— Crewe. Trains ill., 1961, 14, 291-7.
Theoretical performance is compared with actual running.
Powell, A.J. Stanier locomotive classes. 1991. Pp: 80-7.
Chapter entitled Class 7P-four-cylinder 4-6-2 'Coronation'/'Duchess': This includes the many, mainly minor, alterations which took place during the life of the locomotives: this is useful information for modellers. The most obvious was the removal of streamlining from those locomotives which were streamlined.
Riddles, R.A. "Coronation Scot" — a railway development. J. Rec. Trans. jr lnstn Engrs, 1947/48, 58, 98-104.
This is an unusual paper in that it is a very personal account of the author's experiencesduring the 114 mile/h test run and on the North American trip. It is written in the same informal style as Cox's and Holcroft's books, but this was published long before the author retired.
Roe, F.G. I saw three Englands. Rly Mag., 1949, 95, 7-12; 81-4. 3 illus. (incl.port.), map.
A retired Canadian engine driver's footplate experiences in England.
Tuplin, W.A. The LMS Duchesses — a critical appreciation in Doherty.
Tuplin appears to heve been usurped by Powell in suggesting improvements to the design and in this case Tuplin adds little: it may be noted that he appeared to be allergic to streamlining.
Webber, A.F. The proportions of locomotive boilers. J. Instn Loco. Engrs, 1937, 27, 688-726. (Paper 378).
An analysis on a comparative basis.

Names:

CITY'S gift to L.M.S. locomotive. Railways, 1947, 8, 177. illus.
No. 6254 City of Stoke-on-Trent : presentation of City's coat of arms.
L.M.S. No.6254 "City of Stoke-on-Trent". Loco. Rly Carr.Wagon Rev., 1946, 52, 146. illus., diagr. (s. & f. els.)
L.M.S.R. locomotive named "City of Coventry". Rly Gaz., 1945, 83, 579. illus.
L.M.S.R. "City of Leicester" locomotive. Rly Gaz., 1944, 81, 366, 390
Naming ceremony.
L.M.S.R. "City of London" engine. Rly Gaz,, 1943. 79, 81; 115. illus.
Naming ceremony.
L.M.S.R. locomotive named "City of Manchester". Rly Gaz., 1943, 79, 269.
LM.S.R. locomotive named "City of Sheffield". Rly Gaz., 1944, 81. 503.
L.M.S.R. locomotive named "City of Stoke-on-Trent". Rly Gaz., 1946, 85, 398.
L.M.S.R.streamline Pacific No. 6245 City of London. Rly Mag., 1943, 89, 359. 2 illus.
Naming ceremony.
NAMEPLATES in stainless steel. Rly Gaz., 1945, 82, 606. illus.
No. 6249 City of Sheffield: presentation of nameplates by Firth Vickers Stainless Steels.
[NAMING ceremony of No.6250 City of Lichfield, at Lichfield]. Rly Gaz. 1944, 80, 679.
STOKE-ON-TRENT arms for L.M.S.R. locomotive. Rly Gaz., 1947, 87, 506. illus.

6P ("Royal Scot") :1927 : Fowler :
During 1926 design work had reached an advanced stage for a 4-6-2 compound locomotive, but whilst this work was in progress the Motive Power Department borrowed a Castle locomotive from the G.W.R. for trials on the Euston to Carlisle route. The trials were successful. Work on the Pacific design was halted and the C.M.E.'s Department was requested to supply a locomotive, which could meet the Castle specification. Further notes on the origin of the design are presented in the introduction to the retrospective material.
The new 4-6-0 locomotive was massive in appearance, due to its large, parallel boiler and squat chimney. Three 18 x 26 in cylinders, coupled with an evaporative heating surface of 2081 ft²and a boiler pressure of 250 lb/in²produced a powerful locomotive suitable for hauling the heaviest express trains of the period. The significance of the design was not ignored by the technical press. Several extensive accounts appeared and many of these were accompanied by detailed, sectionalized drawings.

4-6-0 three-cylinder express passenger engines, L.M. & S. Ry the "Royal Scot" No. 6100. Loco. Rly Carr. Wagon Rev., 1927, 33, 239-40. illus., diagr. (s. el.).
L.M.S.R. 3-cylinder express locomotive, "Royal Scot". Engineer, 1927, 144, 154-5; 390-1 + folding plate. illus., 5 diagrs. (incl.s.el.), 2 plans.
Includes detailed sectionalized diagrams.
NEW 4-6-0 express passenger locomotive, LM.S.R.. Rly Mag., 1927, 61, 184 + plate f.p. 173. illus.
NEW 4-6-0 type express passenger engines, L.M.S.R.. Rly Engr., 1927, 48, 344-5. illus., diagr. (s.el.)
NEW L.M. & S.R. locomotives. J. Instn Loco. Engrs, 1928, 18, 2-6 + 5 folding plates. 2 illus., 2 diagrs. (s. els.), 4 tables.
The "ROYAL SCOT" class express locomotives, L.M.S.R.. Rly Engr. 1928, 49, 11-15 + folding plate. 4 illus., 7 diagrs.
Includes detailed sectionalized diagrams.
THREE-CYLINDER express locomotive, "Royal Scot", L.M. & S. R. Loco. Rly Carr. Wagon Rev., 1928, 34, 36 + plate. f.p.. illus.

Smoke deflection :
From 1931 smoke deflector plates were fitted. In addition, so~me experimental alterations were introduced to try to improve the driver's visibility. (See also Mount's accident report on p.119).
1931 : standard deflectors
SMOKE-DEFLECTORS on the L.M.S.R.. Rly Mag., 1931, 69, 227-8.
1932/33 experimental types.
CHIMNEY deflectors, L.M. & S. Ry. locomotives. Loco. Rly Carr. Wagon Rev., 1933, 39, 42. illus.
No. 6161 was fitted with a stove pipe chimney, cut away smokebox and a more rounded smokebox door.
SMOKE deflection experiments on the Royal Scot class. Rly Mag., 1932, 70, 153-4.
Inverted trough type deflectors.
SMOKE deflection experiments on the Royal Scot class. Rly Mag., 1932, 71, 309.
A bulbous smokebox door plus "wing" plates behind the chimney.
SMOKE deflection experiments on the Royal Scot class. Rly Mag., 1932, 71, 466.
No. 6161: see above.

Testing and performance (see also retrospective material)

1927 : London-Carlisle (via Shap) dynamometer car trials.

NEW L.M. & S.R. locomotives. J. Instn Loco. Engrs, 1928, 18, 2-6 + 5 folding plates. 2 illus., 2 diagrs. (s. els.), 4 tables.
The results were compared with tests on the 4P compound and "Claughton" classes.

1928 : Euston-Glasgow test runs.

L.M. & S. Ry. locomotive "Royal Scot". Loco. Rly Carr. Wagon Rev., 1928, 34, 222-5. diagr., 2 tables.

1928: Euston-Glasgow non-stop run
This event was a publicity venture to offset the impact of the L.N.E.R.non-stop "Flying Scotsman". The run did not require any exceptional locomotive performance.

400-mile non-stop runs by "The Royal Scot" expresses, L.M.S.R.. Rly Mag., 1928, 62, 460. 2 illus.

1929: Glenboig-Euston non-stop:
In connection with the opening of the Bussey Coal Distillation plant, a non-stop train was run at high speed from Glenboig to London. The distance covered was 395% miles and the locomotive was No. 6127 Novelty

A LONG non-stop run on the L.M.&S.Ry. Loco. RlyCarr.Wagon Rev., 1929, 35, 269.

1932/33:
In 1932 and 1933 special trains were chartered between London and Coventry to take visitors to a motor-car factory. The L.M.S. took the opportunity to demonstrate railway speed by using "Royal Scot" locomotives on light trains.

1932

Allen, C.J. Some new L.M.S.R.speed records. Rly Mag., 1932, 71, 356-8. table.

1933

Allen, C.J. A "record of records" on the L.M.S.R. Rly Mag., 1933, 73, 318-20. table.

1933: Exhibition at the Chicago World's Fair:
No.6100 Royal Scot was shipped to the United States for the World's Fair. A bell and commemorative plaques were presented to the locomotive. The bell was removed when the locomotive was rebuilt with a taper-boiler.

The FINISH of the Royal Scot tour. Rly Mag., 1934, 74, 38-41.4 illus.
The ROYAL Scot in North America. Rly Mag., 1933, 72, 460-1. illus., map.
The ROYAL Scot, L.M.S.R.: return from U.S.and Canadian tour. Loco. Rly Carr. Wagon Rev., 1934, 40, 20.
Includes a note on the special commemorative plaques fixed to the locomotive.
The "ROYAL Scot" to be exhibited at Chicago World's Fair. Loco. Rly Carr. Wagon Rev., 1933, 39, 95.
SHIPPING the "Royal Scot" train to America. Loco. Rly Carr. Wagon Rev., 1933, 39, 144. 3 illus.
TOUR of the "Royal Scot" train to the Pacific Coast. Loco. Rly Carr. Wagon Rev., 1933, 39, 375.
Voyageur, pseud. The "Royal Scot" in America. Rly Mag., 1933, 73, 185-8. 5 illus.

6P (later 7P) Rebuilt Scot: 1943: Stanier:
In 1942 Stanier re-boilered two "Jubliee" class locomotives with enlarged boilers. This boiler formed the basis for rebuilding the "Royal Scot" type. Rebuilding continued under British Railways and the last unrebuilt Scot survived until 196X.

L.M.S. converted "Royal Scot". Engineer, 1943, 176, 254. 2 illus.
L.M.S.R. "Royal Scot". class rebuild. Rly Mag., 1944, 90, 40-1. 2 illus., diagr. (s. el.), 2 tables.
L.M.S.R. "Royal Scot" locomotives with taper boiler. Rly Gaz., 1943, 79, 361. illus., diagr. (s. el.), 2 tables.
L.M.S.R.: the rebuilt "Royal Scot" locomotive Railways, 1943, 4, 168-9. illus., 2 diagrs. (s. & f. els.)
RE-BUILT "Royal Scot" engines, L.M.S. Loco. Rly Carr. Wagon Rev., 1943, 49, 155. illus., diagr. (s. el.)
REBUILT "Royal Scot" locomotive: L.M.S. Railway. Engineering, 1943, 156, 256. illus., diagr. (s. el.)
SECTIONALISED perspective views of L.M.S.R. 4-6-0 converted "Royal Scot" express locomotive. Rly Gaz., 1947, 87, 555-6 + folding plate. diagr.

Retrospective and critical
Cox and Holcroft disagree on the origin of the Royal Scot design. Holcroft has suggested that the type was merely a 3-cylinder version of Maunsell's Lord Nelson class. This has been refuted by Cox who has stated that the design was unique, except in that the fireboxes and cabs of the two types were-similar. The basis for the controversy was due to the LMS acquisition of a set of Lord Nelson drawings to help in the design work. The monograph by Essery and Jenkinson is especially important. The majority of the references consider both the rebuilt and unrebuilt forms, although some as the derailment at Weaver Junction or the locomotive exchanges refer only to one type.

Allen, C.J. The locomotive exchanges, 1870-1948. [1950] .
The rebuilt Royal Scot performed exceptionally well during the locomotive exchanges
Anderson, E.P. Report on the partial derailment of the engine of an express passenger train that occurred on the 14th January at Weaver Junction, between Acton Bridge and Preston Brook. Ministry of Transport Railway accidents which occurred during the three months ending 31st March, 1930. London, HMSO, 1930. 10 p. + folding plate. 4 diagrs. (incl. 1 s. el.)
Anderson recommended that the guiding effect of the bogie fitted to the "Royal Scot" class should be increased and that the flanges should be deepened if possible.
Baxter, F.L. Balancing of three-cylinder locomotives. Engineer, 1935, 160, 84-6. 5 diagrs., 8 tables.
The Royal Scot class is considered on a comparative basis.
Clay, J.F. Their place in history. No. 1. The Royal Scots. J. Stephenson Loco. Soc., 1966, 42, 5-15. 12 illus.
A history.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
The question of the boiler design and the possible influences of Swindon, and of the Maunsell Lord Nelson class is discussed at considerable length
Cox, E.S. and Johansen, F.C. Locomotive frames. J. Instn Loco. Engrs, 1948, 38, 81-115. Disc.:115-96 (Paper No.473).
On p. 175 the authors, and on p. 168 J.C. Loach, remark on the difficulties in maintaining the frames of this class.
Cox, E.S. Locomotive panorama. 1965.
See p.59 for the Cox v Holcroft controversy.
Hunt, David with Bob Essery and Fred James. The rebuilt 'Royal Scots'. LMS Locomotive Profiles No.1.
Highly detailed drawings from NRM collections. A very significant source of information.
Fowler, H. Discussion on Fry, L.H. Some experimental results from a three-cylinder compound locomotive. Proc. Instn mech. Engrs, 1927, (2), 923-54. Disc.: 955-1024.
Pp.955-61 : Fowler comments on Royal Scot performance.
Holcroft, H. "Castles", "Lord Nelsons", and "Royal Scots". Rly Mag., 1947, 93, 13-15; 27. 3 illus.
Holcroft, H. Discussion on Cox, E.S. A modern locomotive history: ten years' development on the L.M.S. — 1923-1932. J. Instn Loco. Engrs, 1946, 36, 100-41. Disc.: 141-70; 275-6. (Paper No.457).
Pp. 146-8 : Holcroft in the above references states his case for the connection between the Lord Nelson and Royal Scot classes.
Jenkinson, D. The "Royal Scots". Part 1. Rly Wld, 1967, 28, 422-7. 12 illus., 2 tables.
This historical review is mainly concerned with externals, such as liveries and smoke deflector plates. Part 2 (Rly Wld, 1967, 28, 480-3) is mostly, but not entirely, restricted to the rebuilt locomotives.
Mais, S.P.B. Royal Scot and her forty nine sister engines, London, L.M.S., [19 ]. [vi], 64, [2] p. + 11 plates (incl. 1 folding). 57 illus., 2 diagrs.
Publicity material with some rather charming notes on the old locomotive names bestowed upon the class.
Mount, A.H.L. Report on the accident that occurred on the 22nd March, 1931 to an express passenger train, which left the rails at Leighton Buzzard. Ministry of Transport : Railway accidents.. . which occurred during the three months ending 31st March, 1931. London, H.M.S.O., 1931. 15 p. + folding plate, diagr., 2 plans.
The accident was partly caused by the driver's view being obscured by drifting smoke. Mount suggested the addition of deflector plates.
Nock, O.S. Three generations of West Coast 4-6-0's : Claughtons — Royal Scots — converted Scots. Rly pict., 1949, 2,76-81; 98-104.8 illus., 2 tables.
Development rather than performance.
Powell, A.J. Stanier locomotive classes. 1991. Pp. 62-7.
Class 6P-three-cylinder 4-6-0 rebuilt 'Royal Scot'. This is largely restricted to the rebuilt locomotives and is a slimmer Chapter than some of the others as the rebuilt design appears to have been correct from the outset. Notes that large sand boxes were fitted between intermediate and trailing driving wheels in endeavour to alleviate severe slipping at high speed (this soes not seem to have been noted in the contemporary literature. Smaoke deflectors fitted from 1947.
Tuplin, W.A. Sir Henry Fowler's "Royal Scots": a survey to mark the conversion of the last unrebuilt "Scot", No.46137. Trains ill., 1955, 8, 244-9. 5 illus., 3 tables.
A critical survey.

Names : See also S.P.B. Mais above.

Locomotive names from early locomotives, e.g. Novelty.

[LIST of names selected for the Royal Scot class]. Loco. Rly Carr. Wagon Rev., 1928, 34, 69.
"ROYAL" locomotives, L.M.S.R.. Rly Mag., 1929, 64, 380-1. 3 illus.
Notes on names.

Regimental names.

ANOTHER L.M.S.R. engine named after county regiment naming ceremony of engine No. 6131 "Royal Warwickshire Regiment" at New Street Station, Birmingham. Rly Gaz., 1938, 68, 1204; 1214. illus.
CEREMONY with L.M.S.R. locomotive at Northampton. Rly Gaz., 1935, 63, 696.
Naming ceremony 6147 The Northamptonshire Regiment.
LOCOMOTIVE naming ceremony. Rly Mag., 1938, 83, 153.
No.6131: Royal Warwickshire Regiment.
NEW "Royal Scot" locomotive, L.M.S. Ry.. Loco. Rly Carr. Wagon Rev., 1930, 36, 363.
No.6169: The Boy Scout.
PRESENTATION of plaques to L.M.S.R. engine "Black Watch". Rly Mag., 1930, 67, 502. illus.
No.6102.
REGIMENTAL plaques attached to L.M.S.R. No.6123, "Royal Irish Fusilier". Rly Mag., 1930, 67, 164. 2 illus.
REGIMENTAL plaques for L.M.S.R. locomotive. Rly Gaz., 1935, 63, 72.
No.6130: West Yorkshire Regiment.
REGIMENTAL plaques for L.M.S.R. locomotive. Rly Gaz., 1947, 86, 427. 3 illus.
No.6134 The Cheshire Regiment.
[REGIMENTAL plaques presented to No.6103 Royal Scots Fusilier]. Rly Mag., 1935, 77, 229.
[REGIMENTAL plaques presented to No.6130 The West Yorkshire Regiment]. Rly Mag., 1935, 77, 154.
[REGIMENTAL plaques presented to No.6134 The Cheshire Regiment]. Rly Mag., 1947, 93, 256. illus.
[REGIMENTAL plaques presented to No.6147 The Northamptonshire Regiment]. Rly Mag., 1935, 77, 465.

No.6170 Fury: 1930: Fowler: experimental high-pressure compound locomotive.
This locomotive was equipped with a Schmidt-Henschel boiler with a maximum boiler pressure of 900 lb/in². Little was written about the locomotive at the time: the contemporary material was spartan in comparison with the literature on the Gresley/Yarrow (W1) project. The locomotive never ran in service and even E.S. Cox (pp.90-1v.1) in his Locomotive panorama adds little to this optimistic but ill-starred experiment.

DOUBLE-PRESSURE compound "Royal Scot" locomotive, L.M.S.R.. Rly Mag., 1930, 66, 92-3. illus.
EXPERIMENTAL high-pressure locomotive, L.M.S.R.. Rly Engr. 1930, 51, 58-60. 4 illus., diagr. (s. el.)
"ROYAL Scot" super high-pressure compound locomotive, London, Midland & Scottish Ry.. Loco. Rly Carr. Wagon Rev., 1930, 36, 4-5. illus., diagr. (s. el.)

Retrospective & critical

Allen, C.J. Lone locomotives. Trains Ann., 1956, 67-79; 82-4. 25 illus.
Bond, R.C. Years of transition. J. Instn Loco. Engrs, 1953, 43, 439-63 (Presidential Address).
A review of experimental locomotive developments which included Fury.
Holt, Geoff. FURY... the experimental high pressure locomotive of the LMS. Backtrack LMS Special Issue No. 1, page 14.
Ransome-Wallis, P. Unconventional forms of motive power in Ransome-Wallis, P. ., editor. The concise encyclopaedia of world railway locomotives. 1959.
Pp. 461-77 (Chap. 9). Includes Fury.
Stenning, H.A. Discussion on Gresley, H.N. High-pressure locomotives. Proc. Instn mech. Engrs, 1931, 120, pp 142-4.
Pp. 142-4 : Stenning gave some details of the stress effects experienced in the boiler, due to excessive temperatures.
Tee D.F. Notable recent L.M.R.withdrawals. Rly Obsr, 1963, 33, 36-7.
Includes brief notes on Fury.

6P (later 7P) British Legion (No. 6170) :1935 :
The basis for this design was the chassis from the high pressure locomotive Fury The Schmidt experimental boiler was replaced by a new Stanier tapered design, which eventually formed the basis for the type used to rebuild the entire "Royal Scot" class.

The "BRITISH Legion" engine, L.M.S.R.. Rly Gaz., 1935, 63, 835.2 illus.
The "BRITISH Legion" engine, L.M.S.R.. Rly Mag., 1936, 78, 68. illus.
The LONDON Midland and Scottish Railway locomotive "British Legion". Engineering, 1935, 140, 532-3. illus.
REBUILT "Royal Scot" locomotive with taper boiler, L.M. & S. Rly.. Loco. Rly Carr. Wagon Rev., 1935, 41, 374-5. illus., diagr. (s. & f. els.)

Retrospective & critical

Allen, C.J. Lone locomotives. Trains Ann., 1956, 67-79; 82-4. 25 illus.
Tee, D.F. Notable recent L.M.R.withdrawals. Rly Obsr, 1963, 33, 36-7.
Includes No.46170.

5XP ("Patriot") : 1930: Fowler :
This class was variously known as the converted Claughton, Baby Scot and Patriot classes—the last being the official name from about 1937: see L.M.S.R. "Baby Scots" to be known as "Patriot" class in Railway Gazette, 1936, 65, 634. The design originated as a combination of the Derby designed large Claughton boiler and the Royal Scot chassis. The first two locomotives incorporated LNWR wheel centres and bogies from the Claughton class. The next 40 locomotives did not even possess these LNWR parts (but see Powell Stanier locomotive classes where it is stated that the Jubilee class built at Crewe were fitted with Claughton bogies), but were known as rebuilds. It "Claughtons" — they were, more correctly, replacements. The contemporary literature is remarkable for its paucity. The Stanier/Fairbairn/Ivatt rebuilds are considered with the rebuilt Jubilee class..

Rebuilt "Claughton" locomotive, L.M. & S. Ry.. Loco. Rly Carr Wagon Rev., 1930, 36, 397.
Reconstructed "Claughton" locomotives, L.M.S.R.. Rly Engr., 1930, 51, 489. illus.
Reconstructed "Claughton" locomotives, L.M.S.R.. Rly Mag., 1931, 68, 46-7. illus.

Retrospective and critical

Powell noted that the 'Patriot' design evolved... from a marriage of the 'Royal Scot' chassis and the enlarged 'Claughton' boiler. The first two engines were perhaps classifiable as a rebuild of the 'Claughtons', since various components such as bogie, wheels, brake gear and reversing gear were used again. The next ten engines had new coupled wheels but were otherwise generally similar, while the remainder were almost entirely new engines with various detail differences.

Now in principle, there was nothing wrong with such a design. The 'Royal Scot' cylinders and motion, while not quite up to the most enlightened modern standards, proved satisfactory over many years of hard-driven service, and superficially the boiler and firebox were of good size for the job. Yet somehow they just did not click together as they should have done, and the result was an engine that you had to handle understandingly and humour along: hammer it you could not. There were two reasons for this. Firstly the boiler tube proportions were wrong, and secondly the draughting was deficient.

In addition, there were a multitude of minor things to go wrong. The smokebox, in keeping with that of other outside-cylinder engines of Fowler origin, was rather prone to draw air at the base, particularly at high mileages when things began to 'work'. The injectors, fed from that Midland-type tender, could be very temperamental and even the vacuum pipe layout could be troublesome: there was a bit of a tangle of it adjacent to the reversing screw that leaked and fractured as soon as the engine got run down and the boiler waltzed about in the frames. So, as you can imagine, you were never remotely sure, until you were on your way, what sort of prize you had got hold of. KPJ knew that if Giggeswick or another of those quaintly named locomotives with asthmatic whistles turned up on the 4.47 from Manchester Exchange to Hull (as far as Greenfield) he would have to wait up to an extra ten minutes for his evening meal. It would be a struggle all of the way

Powell, A.J. Living with London Midland locomotives. 1977.
Chapter 8: 'Patriots' and 'Jubilees': partly based on article with same title written under 45671 pseudonym in Trains ill., 1958, 11, 142-8.
Robinson, E.E. L.M.S. locomotives: the Claughton and Baby Scot classes (complete to February 24th, 1934). Egham (Surrey), Author, [1934]. [ii], 10 p. + 4 plates. 4 illus. (Class book No. 1).
Robinson, E.E. L.M.S. locomotives: alterations to "Claughton" and standard 5x class passenger engines. Egham (Surrey), Author, [1934] 4 p~ (Supplement to class book No. 1—to 6th October, 1934).
Tee, D.F. Notable recent L.M.R, withdrawals. Rly Obsr, 1963, 33, 36-7.
Includes notes to mark the end of the un-rebuilt type.
Tuplin, WA. On the footplate over Ais Gill. Rly Mag., 1953, 99, 593-4. illus.
Memories of a footplate trip which took place soon after 1930.

Names

DRIVING his own engine. Rly Gaz., 1943, 79, 532. illus.
Driver W. Wood, V.C. with "Patriot" No. 5536 Private W. Wood, V.C.
LOCOMOTIVE naming ceremony at Euston. Rly Gaz., 1937, 66, 769.
No. 5504: Royal Signals.
L.M.S. locomotive is named "Home Guard". Loco. Rly Carr, Wagon Rev., 1940, 46, 215.
No.5543.
L.M.S.R. "Baby Scots" to be known as "Patriot" class. Rly Gaz., 1936, 65, 634.
L.M.S.R. locomotive named "Home Guard". Rly Gaz., 1940, 73,129; 126. illus.
L.M.S.R. "Patriot" class engine named. Rly Gaz., 1947, 87, 362.
No. 5505 Royal Army Ordnance Corps.
[Nameplate of Patriot class No.5500 Patriot]. Rly Gaz., 1937, 66, 910. 2 illus.
[Nameplate of Patriot class No.5500 Patriot]. Rly Mag., 1937,81, 67. 2 illus.
NAMING ceremony at Euston. Rly Mag., 1937, 80, 462.
No.5504 Royal Signals and No.5501 St. Dunstan's.
[Patriot class locomotive No. 45506 named The Royal Pioneer Corps.]. Loco. Rly Carr. Wagon Rev., 1940, 54, 163. illus.
PRIVATE W. Wood. V,C.. Rly Mag., 1943, 89, 357. 2 illus.
The driver with the locomotive named after himself.
War Memorial locomotive, "Patriot", L.M.S.R.. Loco. Rly Carr. Wagon Rev., 1937, 43, 137. 2 illus.
Transfer of the "Patriot" name from "Claughton" No. 5964 to "Patriot" No. 5500.

4P ("Prince of Wales") :1923 Hughes/Beames : As a result of the Betley Road accident, which involved fatigue in the Joy valve gear, some of the class were rebuilt with a modified form of Walschaerts valve gear. This gear functioned outside the frames, but operated the inside cylinders through levers. From 1925 many of the class were re-boilered with Belpeire boilers.

4-6-0

5XP (later 6P) "Jubilee": 1934:
To some extent the class may be regarded as a taper-boiler development of the Fowler "Patriot" class in that it was designed to fulfil the same duties and had broadly similar dimensions. The original boilers had a very low degree of superheat and followed GWR design in its entirety. Subsequently this had to be corrected with a higher degree of superheat to suit the type of fuels used on the LMS.

NEW 4-6-0 locomotives, L.M.S.R,. Rly Engr, 1934, 55, 148-54. 8 illus., 7 diagrs. (incl. 2 s. els.)
Also includes the 3-cylinder 2-6-4T design. Includes sectionalized diagrams.
NEW 4-6-0 locomotives, L.M.S.R.. Rly Engr. 1934, 55, 287-8. 2 illus., diagr. (s.el.)
A series built by the North British Locomotive Co. Also includes a series of class 5 locomotives built by the Vulcan Foundry.
NEW three-cylinder express locomotives, L.M.S.R.. Rly Mag., 1934. 74, 437-8. 2 illus.
THREE cylinder 4-6-0 passenger engine with tapered boiler, L.M.& S.R.. Loco. Rly Carr. Wagon Rev., 1934, 40, 134-5. illus., diagr. (s.& f.els.)
THREE-CYLINDER 4-6-0 type passenger locomotive for the L.MS.R.. Engineering, 1934, 137, 487-8. illus., diagr. (s. & f. els.)

1934 : slight modifications to the weight distribution and to the tender.

THREE-CYLINDER 4-6-0 passenger engine, L.M. & S. Railway. Loco. Rly Carr. Wagon Rev., 1934, 40, 296. illus.

No 5552.
This locomotive was named Silver Jubilee and received a livery of black, relieved by chromium plated numerals and boiler bands, to celebrate the Royal Jubilee.

JUBILEE exhibition of locomotives and rolling stock at Euston Station. Loco. Rly Wagon Rev., 1935, 41,139.
No. 5348 Coronation (LNWR.4-4-0) was also exhibited. Details of No.5552's chromium plating (Adey's Process) are included.
L.M.S.R.Silver Jubilee locomotive. Rly Gaz., 1935, 62, 623-4.
L.M.S.R. Silver Jubilee locomotive. Rly Gaz., 1935, 62, 930. illus. Errata p.992.
Emphasizes the special finish.

Modified boilers with a higher degree of superheat and domes.

MODIFIED passenger engines: L.M.S.R.. Loco Rly Carr. Wagon Rev., 1937, 43, 32-3. 2 illus., 2 diagrs. (s. & f.els.)

Tenders: Both the Midland and Stanier standard types were fitted.

[JUBILEE class tenders]. Rly Mag., 1936, 79, 75

Performance and testing

20-22 April 1937 : High speed test runs between London (St.Pancras) and Leeds via Leicester and via Nottingham.

DYNAMOMETER car trials on Midland Division, L.M.S.R. Loco.Rly Carr. Wagon Rev., 1937, 43,143-5.
DYNAMOMETER trials on Midland Division, L.M.S.R. Rly Gaz., 1937, 66, 870.

l2-15 October 1937: No.5660 Rooke was tested on high-speed schedules on the routes radiating from Leeds to Bristol and Glasgow.

Allen, C.J. British locomotive practice and performance. Rly Mag., 1937, 81, 404-16. tables.
DYNAMOMETER tests on Midland & Northern Divisions, L.M.S.R. Loco. Rly Carr.Wagon Rev.,.1937, 43, 347-8.
TEST runs between Bristol, Leeds and Glasgow by the Midland and Glasgow & South Western route, L.M.S.R.. Rly Gaz., 1937, 67, 823-6 + folding plate. illus., 3 diagrs. (incl. s. el), 2 tables.

13 May 1949 : as part of the Institution of Locomotive Engineers summer meeting a demonstration run behind a Jubilee class locomotive was made to display the operation of the mobile test units.

Brown, D.C. Demonstration run with dynamometer car and mobile test units-Manchester (Central) to Derby. J. Instn Loco. Engrs, 1949, 39, 361-5. diagr., table.

Retrospective and critical

Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive No.6202. J. Instn Loco. Engrs, 1946, 36, 182. (Paper No.458).
On p. 187 the author quotes hammer blow statistics for the "Jubilee" class.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
The translation of what Cook regards as the Castle boiler into one which was capable of powering an existing satisfactory three-cylinder chassis was highly elusive and was not fully solved until a larger boiler capable of equalling that of driving a more powerful front-end (the rebuilt Fury) was developed. It is surprising that the London Midland Region accepted such an inadequate basis for many of its so-called expresses which either lost time or required assistance, and frequently both.
Livesay, E.H. Scottish locomotive experiences. No. 5 — L.M S.R. Glasgow-Inverness trains : "5XP" and "5P" class engines. Engineer, 1939, 168, 390-2. 3 illus., table.
The class observed (from the footplate) through North American eyes.
Loubser, M.M. and Cox, E.S. Locomotive boiler design : theory and practice. J. Instn Loco. Engrs, 1938, 28, 377-409. Disc.: 409-41. (Paper No. 388).
Cox's contribution consists of an analysis of the Stanier taper-boiler with particular emphasis on the four types fitted to the "Jubilee" class. Stanier (pp.410-11) adds some notes on the front-end.
Meeting current steam locomotive demands. Loco Rly Carr. Wagon Rev., 1958, 64, 41-3.3 illus.
Criticism of the L.M.S. small engine policy particularly the use of Stanier 4-6-0s on the Midland route.
Poultney, E.C. Locomotive coal trials. Engineer, 1960, 209, 462-6. 9 diagrs., 6 tables. (REA 13258).
A review of tests carried out at the Rugby Test Plant on the affect of small coal on steaming capacity on the 5 and "Jubilee" classes.
Roe, F.G. I saw three Englands. Rly Mag., 1949, 95, 7-12; 81-4. 3 illus. (incl. port.), map.
A retired Canadian engine driver's footplate journey from Leeds to St. Pancras.
Powell, A.J. Living with London Midland locomotives. 1977.
Chapter 8: 'Patriots' and 'Jubilees'
Powell, A.J. Stanier locomotive classes. 1991. Pp. 46-56.
Class 5XP-three-cylinder 4-6-0 'Jubilee'. Unlike Rowledge (below) Powell suggests that the earlier Crewe-built locomotives were fitted with second-hand bogies from the Claughton class, rather than bogies of Claughton-type. Like the class 5 the class was fitted with at least two boiler types (straight and sloping throat plates). The problems with draughting are noted.
Rowledge, J.W.P. and Brian Reed. Stanier 4-6-0s...1977.
Stanier,W.A. [Discussion on] Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non.condensing turbine locomotive No.6202. J. lnstn Loco. Engrs, 1946, 36, 182-230. (Paper No.458).
Stanier confesses to the inadequacy of low degree superheating.

Names

LOCOMOTIVE naming ceremony at Euston. Rly Gaz., 1938, 68, 192.
No.5564 New South Wales.
L.M.S.R. locomotive "Malta"renamed "Malta GC". Rly Gaz., 1943, 79, 495. illus.
No.5616.
L.M.R. : No.45700 "Amethyst". J. Stephenson Loco. Soc., 1951, 27, 320. illus.
previously Britannia.
NAMING ceremony at Euston. Rly Mag., 1938, 82, 228.
No.5564 New South Wales.
NAMING of L.M.S.R. locomotive "Aden". Rly Gaz., 1946, 85, 283, 308. 2 illus.
No. 5633 renamed (previously Trans-Jordan)
OPENING of L.M.S. Research Laboratory. Rly Gaz., 1935, 63, 1029.
Also includes the naming ceremony of No.5665 Lord Rutherford of Nelson.
PRESENTATION to L.M.S. loco. No.5739"Ulster". Loco. Rly Carr.Wagon Rev., 1947, 53, 44-5.
Plaques.
"SOUTHERN Rhodesia" locomotive naming ceremony. Rly Gaz., 1937, 66, 1040.
No.5595.

Rebuilt Jubilee and Patriot classes

Powell's Stanier locomotive classes groups these two classes or sub-classes together which makes sense as the Jubilee class grew from the Patriot class and once rebuilt with the larger 2A boiler, subsequently fitted to the rebuilt Scots, these two types were identical. Powell questions why further locomotives were not re-boilered, especially as the LMR was so obviously short of boiler power [with KPJ wasteful double heading and late running]

Powell, A.J. Stanier locomotive classes. 1991. Pp. 57-61.
Claas 6P-threer-cylinder 4-6-0 rebuilt 'Jubilee' and rebuilt 'Patriot'. Neiher variant was originally equipped with smoke deflectors and looked far more impressive in that state.

6P (later 7P) "Jubilee" (Nos. 5735 and 5736) :1942 :
These two locomotives were rebuilt from Stanier's own 1934 design. New, larger boilers were fitted. No further locomotives of this class were modified, presumably because of the cost involved, but some of the "Patriot" type were later rebuilt to the same specifica tion. The boiler used was later employed for the reconstructed "Royal Scots". If there was an RCTS "Locomotives of the LMS" we might have been informed why the two locomotives reboilered came from the final batch constructed at Crewe and not from from one of the earlier series.

L.M.S.R. express locomotive with enlarged boiler. Rly Gaz., 1942, 77, 446. illus., diagr. (s.el.)
L.M.S.R.express locomotives. Loco. Rly Carr. Wagon Rev., 1943, 49, 66-7. illus., diagr. (s. el.)
A NOTABLE L.M.S.R. locomotive rebuild. Rly Mag., 1943, 89, 48. illus.

6P (later 7P) Patriot:1946 lvatt

CONVERSION of "Patriot" 5X class, L.M.S.R.. Loco Rly Carr. Wagon Rev., 1947, 53, 32. illus.
L.M.S.R. locomotive developments. Rly Mag., 1947, 93, 82; 84-7. 4 illus., 4 diagrs. (s. els.)
REBUILT "Patriot" class locomotives, L.M.S.R.. Rly Gaz., 1947, 86, 136-7. 2 illus., 2 diagrs. (s. els.)

Names:
Eight former L.N.W.R. names were selected for previously un-named locomotives, but only Planet was actually used.

[HISTORIC locomotive names for the "Patriot" class]. Loco. Rly Carr. Wagon Rev., 1948, 54, 193.
L.N.W.R. names for "Patriots". Rly Mag., 1949, 95, 60.

5:1934 :
This class consisted of over 800 straight forward mixed traffic locomotives which performed almost every type of service on almost any part of the L.M.S. system. With the exception of the boiler variations more worthy of a Craven than a Stanier and development found in other classes, the design remained unchanged until lvatt produced several experimental versions in 1947/48. Powell (Stanier locomotive classes) lists no less than 33 changes introduced during production, and 15 modifications to this "standard" class and this excludes the Ivatt-modifications noted earlier.

CREWE-BUILT 4-6-0 mixed traffic engines, L.M.S.R.. Rly Gaz., 1935, 62, 557. 2 illus.
CYLINDER castings for 4-6-0 type locomotives, L.M.S.R. Rly Gaz., 1936, 64, 1081. illus., 3 diagrs.
GENERAL utility locomotives: the L.M.S.R.Class "5". 4-6-0 mixed traffic engines. Rly Gaz., 1939, 71, 544-51. 4 illus., 6 diagrs. (incl.. s.el.), 2 plans, 5 tables.
Includes sectionalized diagrams.
NEW 4-6-0 locomotives, LM.S.R.. Rly Engr, 1934, 55, 287-8. 2 illus., diagr. (s. el.)
Vulcan Foundry series.
NEW 4-6-0 mixed traffic locomotives, L.M.S.R.. Rly Mag., 1934, 75, 198. illus.
SECTIONED perspective view of cylinders and motion. Rly Gaz., 1946. 84, 568 + folding plate. diagr.
TWO-CYLINDER 4-6-0 mixed traffic locomotives, L.M.& S. Ry.. Loco. Rly Carr. Wagon Rev., 1934, 40, 266-7. illus., diagr. (s.& f.els.)

1936: Boiler modifications

MODIFIED passenger engines, L.M.S.R.. Loco. Rly Carr. Wagon Rev., 1937, 43, 32-3. 2 illus., 2 diagrs. (s. & f. els.)

Performance and testing : (See also Carling, Cox and Poultney in the retrospective section).

20-22 April 1937 :
High speed test runs between London (St. Pancras) and Manchester (Central) via Leicester and back.

DYNAMOMETER car trials on Midland Division, L.M.S.R.. Loco.Rly Carr. Wagon Rev., 1937, 43, 143.5.
DYNAMOMETER trials on Midland Division, L.M.S.R.. Rly Gaz., 1937, 66, 870.

1939 :
Test runs : Leeds-St. Pancras (passenger), Sheffield-Carlisle (freight)..

GENERAL utility locomotives : the L.M.S.R. class "5" 4-6-0 mixed traffic engines. Rly Gaz., 1939, 71, 544-51.4 illus., 6diagrs. (incl.s.el.), 2 plans, 5 tables.

1948 :
British Railways inter-railway comparative testing.
Allen, C.J.. The locomotive exchanges, 1870-1948. [1950].

Retrospective and critical

Andrews, H.I. Heat losses of locomotive boilers. Engineering, 1955, 180, 209-11. illus., 6 tables. (REA 9670)
Tests of one of the class on the mobile test plant.
Bond, R.C. Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, 175. 216-65. (Paper No. 520).
Mileage figures between major overhauls for the basic design and for locomotives with manganese steel axlebox liners are quoted.
Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive No.6202. J. Instn Loco. Engrs, 1946, 36, 182-265. (Paper No. 458).
Page 187 : the author quotes hammer blow figures for the class 5.
CAB comfort. Rly Mag., 1945, 91, 236.
Criticism of the uncomfortable cabs and rough riding characteristics.
Carling, D.R. Locomotive testing on British Railways. J. Instn Loco. Engrs, 1950, 40, 496-591. (Paper No.497).
Tests carried out at the Rugby Test Plant with a class 5 locomotive are considered in detail.
Cook, A.F. Raising steam on the LMS. 1999.
The less than standard Class 5 boilers are considered at length: furthermore, they were non-standard with those on the Jubilee classes, but unlike those they were successful: a sort of updated Saint.
Cox, E.S. Balancing of locomotive reciprocating parts. J. Instn Loco. Engrs, 1942, 32, 2-37. Disc.: (abridged) :1943, 33, 218-36. 4 illus., 11 diagrs., 3 tables. (Paper No.432).
A class 5 locomotive was deliberately slipped on greased rails at a speed equivalent to 100 mile/h to establish the effect of coupled wheel lifting at speed.
Fore, J. Footplate impressions. J. Instn Loco. Engrs, 1955, 45, 31 7-21. (Paper No. 546).
A graduate apprentice's impressions of a number of L.M.R. designs including the class 5.
Hunt, David and Bob Essery and Fred James with David Jennison and David Clarke. The mixed traffic class 5s. Part 1. Nos. 5000-5224. LMS Locomotive Profile No. 5.
The not quite standard class 5s: the first 225 locomotives had non-standard boilers with a vertical throat plate. These were constructed in 1934 and 1935. This covers some of the same ground as Powell's Stanier locomotive classes (below).
Livesay, E.H. Scottish locomotive experiences. No. 5—L.M.S.R . Glasgow—Inverness trains "5XP" and "5P" [sic] class engines. Engineer, 1939, 168, 390-2. 3 illus., table.
A North American's impressions of the class as judged by footplate riding.
L.M.S. class 5 4-6-0 boiler variations. Rly Obsr, 1948, 18, 138.
L.M.S. class 5 4-6-0 boiler variations. Rly Obsr, 1959, 29, 35-6.
L.M.S. class 5 4-6-0 frame changes. Rly Obsr, 1959, 29, 361-3. table.
The production line repair methods employed at Crewe and Derby led to much inter-change between boilers and frames (including nominally incompatible combinations of the two).
MEETING current steam locomotive demands. Loco. Rly Carr.Wagon Rev., 1958, 64, 41-3. 3 illus.
Criticism of the L.M.S. small engine policy, particularly the use of the class 5 and Jubilees on Midland Division expresses.
Poultney, E.G. Locomotive coal trials. Engineer, 1960, 209, 462-6.9 diagrs., 6 tables. (REA 13258).
A review of tests performed at the Rugby Test Plant on the effect of small coal on the steaming capacity of this and the Jubilee classes.
Poultney, E.G. Steam locomotion : the construction, working principles, and practical operation of steam locomotives, edited by C.R.H.Simpson. 1951.
The frontispiece of the second volume is a coloured, "exploded" diagram of a class 5 locomotive.
Powell, A.J. Living with London Midland locomotives. 1977.
Chapter 6: Class 5 - the engineman's friend.
Powell, A.J.: "45671", pseud.
Slogging over the Peak, Rly Wld, 1964, 25, 410-14.
Powell, A.J. Stanier locomotive classes. 1991. Pp. 30-41.
Class 5-4-6-0: This is a thorough examination of the relatively large number of modifications wrought on this supposedly standard class, one of the major of which was so substantial that the boilers were not interchangeable, except that St Rollox Works managed to fit the non-interchangeable boilers, presumably due to a shortage of suitable replacements. The Caprotti valve gear locomotives are treated separately. In the more recent book by Hunt, Essery et al (above) the first 225 locomotives (that is those with the incompatable, and inferior, vertical throat boilers) are treated separately

Names

[NAMED class 5 locomotives: Nos. 5157 The Glasgow Highlander and 5158 The Glasgow Yeomanry. Rly Mag., 1936, 79, 74.

5: Fairburn/lvatt modifications

c.1944 : application of manganese steel axlebox liners.

Bond, R.C. Organisation and control of locomotive repairs on British Railways. J.Instn Loco.Engrs, 1953, 43,175-216. Disc.:217-65. (Paper No.520).
Includes comparative mileage statistics for the ordinary and manganese steel axlebox fitted locomotives.
Cox, E.S. Locomotive axleboxes. J. Instn Loco. Engrs, 1944, 34, 275-317. Disc.: 317-40: 1945, 35, 221-38: 1946 36, 171-6 (Paper No. 447).
Describes the original development work.
MANGANESE-STEEL axlebox liners. Rly Gaz., 1948, 88, 514-16. 4 diagrs.

1945- : Ivatt : Rocking grates and self cleaning fireboxes.

Anwell, B.W. Recent L.M.S. locomotive developments. Rly Obsr, 1946,16, 35-6. LOCOMOTIVE grate and smokebox improvements on the L.M.S. Rly Engng, 1946,161,103.
RECENT developments in L.M.S. locomotive practice. Loco. Rly Carr. Wagon Rev., 1946, 52, 82-5. 3 illus., 2 diagrs.

1947-: Ivatt : Experimental locomotives:
Double chimneys, roller bearings, Caprotti valve gear, external Stephenson link motion, and combinations of some of these, were fitted to a batch of class 5 4-6-0s. This anarchic sub-class vied with the Bulleid Q1 class for ugliness and downright eccentricity (such as the use of substantial splashers coupled with American-style cabs).

LOCOMOTIVE valve gears and bearings: British Railways (London Midland Region). Engineering, 1948, 165, 272-3; 276. 2 illus., 2 diagrs. (REA 2635).
LONDON Midland Region locomotive developments. Rly Gaz., 1948, 88, 215-19. 5 illus., 3 diagrs. (s. & f.els.)
LONDON Midland Region locomotive developments. Rly Mag., 1948, 94, 163-5.3 illus., 2diagrs. (s. els.)
LONDON Midland Region loco. experiments. Loco. Rly Carr. Wagon Rev., 1948, 54, 33-4. 2 illus.
LONDON, Midland Region locos. with Caprotti gear. Loco. Rly Carr. Wagon Rev., 1948, 54, 51-4. illus., 5 diagrs. (incl.. s. el.)
NEW British steam locomotive designs. Trains ill., 1948, 1, (9), 3-7. 6 illus., table.

1951-: Improved Caprotti valve gear.

L.M.R. locomotive with improved British-Caprotti valve gear. Rly Gaz., 1951, 95, 632-3. 4 illus. (REA 6943).
Powell (below) notes that 44686/7 were fitted with an improved form of the valve gear nd SKF roller bearings: the valve gear demanded a very high running plate.

Retrospective and critical

Powell, A.J. Stanier locomotive classes. 1991. Pp. 42-5
Unfortunately, either the publisher or the author failed to provide Chapter numbers, but Class 5 - 4-6-0 Caprotti valve gear is treated separately and follows the main section on the class. There were many minor modifications to this sub-class, including the fitting and removal of double chimneys.

2-6-0

Powell, A.J. Stanier locomotive classes. 1991. Pp. 26-9.
Class 5-2-6-0. The Hughes parallel boiler 2-6-0s (nicknamed 'Crabs') proved to be a highly competent and economical design, and building continued from 1926 to 1932, by which time a fleet of 245 was in service. When 40 more locomotives in this category were authorised in the 1933 Building Programme, Stanier decided to change the design to incorporate his own ideas of higher boiler pressure, modest superheat, a tapered boiler and smaller cylinders which would not need to be so steeply inclined. Much of the design work was done in the Horwich drawing office, and various details betrayed this origin. The 40 locomotives were built in the short period of five months, but were never added to, their role being taken over within months by the new Class 5

The boiler was of a similar diameter to those subsequently used on the 'Jubilees' and Class 5, but shorter. The barrel was in two rings, the front one cylindrical and the second tapered, and the boiler clothing reflected this shape. There was neither a dome nor the usual safety valves on the firebox top; instead, the safety valves were combined with the top-feed in a fitting on the boiler barrel, beneath a casing very similar to that on GWR classes. The circular smokebox rested on a cast saddle of much heavier appearance than Stanier's later fabricated saddles. Because the higher boiler pressure allowed smaller cylinders to be used, these could be horizontal while stay ing within the loading gauge. They had extended valve chests and the clothing was almost square at the top. A crosshead-driven vacuum pump was mounted below the bottom slidebar on the left-hand side. The wide gap between the cylinder top and the plat form accommodated a snifting valve.

A Horwich-style double side-window was fitted, and the class perpetuated the Horwich practice of the front platform being narrower than that over cylinders and motioxi, a feature which continued on the Class 5 4-6-0s and Class 8F 2-8-0s. Only a single vacuum ejector was provided, the body of which was much smaller than the two-ejector type; it was just in front of the cab on the left side with long exhaust pipe to the smokebox.

A standard Fowler 3,500 gal tender, much narrower than the cab, was attached. It had coal rails, but surprisingly no water scoop. The class appeared at a time when snap-head rivets were displacing flush counter sunk ones, and both cab and tender exhibited a positive rash of rivet heads.

Out-of-character features for the Stanier marque were the very shallow platform valance angles (a long standing Horwich practice), the fitting of steam sanding at a time when Stanier had 'imported' dry trickle sanding from Swindon, and the use of a Midland whistle rather than the Caledonian-type hooter. No. 13245 was fitted with a GWR style of safety valve bonnet but this was removed in favour of something which looked like a cross between a GWR bonnet and a dome: this was fitted to ten locomotive. Very angular cylinder casings were fitted to the initial locomotives.

Tank engines

0-8-4T: 7F :1923: Beames

Tank engine version of the LNWR G2 class 0-8-0. The retrospective articles by Dunn, Highet and Whitcombe concur on the remarkable ease with which the locomotives could become derailed.

LOCOMOTIVE developments on the London, Midland and Scottish Railway. Rly Mag., 1923, 53, 468-9. 2 illus.
LONDON, Midland and Scottish Railway—new eight-coupled tank engine. Engineer, 1923, 136, 476. illus., diagr. (s.el.)
NEW 0-8-4 tank locomotives, London, Midland & Scottish Ry.. Loco. Rly Carr. Wagon Rev., 1923, 29, 287-8. illus., diagr. (s. el.)
Erratum p.323.
0-8-4 tank locomotive; London, Midland and Scottish Railway. Engineering, 1923, 116, 570. illus., diagr. (s.& f. els.)

Retrospective and critical

Dunn, J.M.
Memories of the L.N.W.R. 0-8-4 tank engines. Rly Mag., 1953, 99, 235-8. 2 illus.
Dunn was a fitter in the South Wales District in the 1920s and recalls the difficulty in maintaining the 0-8-4Ts.
Gregory, J.H.
The 0-8-4T's of the L.N.W.R. Rly Obsr, 1947, 17, 54-5. table.
Hadley, R.
The LNWR 0-8-4T engines. LMS Journal, (1). 48-52.
Highet, C.
The L.N.W.R. 0-8-4 tank engines. Rly Mag., 1953, 99, 424-5.
Similar experiences to Dunn's, but at Edge Hill, Liverpool.
L.N.W.R. 0-8-4 tank engines. J.Stephenson Loco. Soc., 1952, 28, 58; 68. 2 illus., table.
Parker, L.T.
The Lickey banker. J.Stephenson Loco.Soc., 1955, 31, 137-8; 151-60; 285. 2 illus.
Includes notes on the trial of an 0-8-4T as a banking engine.
Whitcombe, D.H.
Monmouthshire memories. Rly Wld, 1961, 22, 144-6. 3 illus.
Difficulties experienced in operating the class.

4-6-4T

5P: 1924: Hughes

This class was the final British express tank engine design. In all the LMS inherited three classes of this type and Hughes added the fourth. The design was based on the rebuilt L&YR 4-6-0s and incorporated four cylinders. It was a most impressive looking locomotive, but performance, especially fuel consumption, was poor.

"BALTIC" type tank locomotive, LM.&S.R. Loco. RIy Carr. Wagon Rev., 1924, 30. 105-6. 2 diagrs. (s. & f. els), plan.
"BALTIC" type tank locomotive, L.M.&S. Ry.. Loco. Rly Carr. Wagon Rev., 1924, 30, 142-4 + folding plate. diagr. (s. el.), plan.
Sectionalized diagrams included.
FOUR-CYLINDER "Baltic" tank engine, London, Midland & Scottish Railway. Rly Engr, 1924, 45, 281-2. 2 illus., diagr. (s.el.)
FOUR-CYLINDER 4-6-4 express tank locomotive, L.M.S.R.. Rly Mag., 1924, 54, 396-8. illus.
L.M.S. Railway-Baltic tank locomotive. Engineer, 1924, 138, 582-3. illus., 3 diagrs., 2 plans.
Sectionalized diagrams included.
LM.S. Railway 4-6-4 "Baltic" tank engines. Engineer, 1924, 137, 454. diagr. (s. & r. els.), plan.
NEW four-cylinder "Baltic" 4-6-4 type tank engine; London, Midland & Scottish Railway. Rly Engr. 1924, 45, 166-7; 207-9 + folding plate. 3 illus., 4 diagrs. (md. sel.), plan.
Includes a sectionalized diagram.

Retrospective and critical

Hawley, R.A The "Dreadnoughts" and Baltics of the Lancashire & Yorkshire Rly.. Trains ill., 1952, 5, 440-4. 5 illus., table.
A detailed history.

Whitelegg, RM. Glasgow and South Western Railway notes. J. Stephenson Loco. Soc., 1951, 27, 267-71; 257-8; 283. 5 illus.
Whitelegg justified his use of the 4-6-4T on the L.T. & S.R . and asserted that the Hughes design was based upon his G.& S.W.R. design.

2-6-4T

4: 1927 : Fowler :
In view of the Sevenoaks accident involving the Maunsell K, or "River", class 2-6-4Ts, 1927 would seem to have been an inauspicious time the introduction of a new 2-6-4T. Rowledge Maunsell Moguls notes that Fowler checked with the Inspecting Officer for the accident before permitting construction of the LMS design to go ahead. In actuality the class was very successful in service, mainly due to the use of long-lap valves, and was the one of the few Fowler designs used by Stanier as a direct basis for his own developments. Stanier only changed the boiler type when introducing his standard 2-cylinder tank engine.

NEW L.M. & S.R. locomotives. J. Instn Loco. Engrs, 1928, 18, 2-6 + 5 folding plates. 2 illus., 2 diagrs. (s.els.), 4 tables.
NEW superheated tank engines for the London, Midland & Scottish Railway. Rly Engr, 1928, 49, 91. illus., diagr. (s.el.)
NEW tank locomotives, L.M.S. Ry.. Loco. Rly Carr.Wagon Rev., 1928, 34, 37-8. illus., diagr. (s. el.)
NEW 2-6-4 tank locomotives, London, Midland & Scottish Railway. Rly Mag., 1928, 62, 208 + plate.f.p. 171 ilIus.
2-6-4-type locomotive; London, Midland and Scottish Railway. Engineering, 1928, 126, 744-5. illus., 9 diagrs.
Includes detailed sectionalized diagrams.

Retrospective & critical

Powell, A.J. Stanier locomotive classes. 1991.
In 1927 Fowler introduced some highly successful parallel boilered 2-6-4T locomotives to handle heavy suburban passenger trains. With an excellent boiler and long-travel Walschaerts valve gear they proved to be very speedy and were more than once timed at 90mph, despite coupled wheels of only 5ft 6in diameter. Clearly this was a design which Stanier could endorse, but which could not be redesigned immediately to incorporate his own ideas. The last 30 locomotives to be built (Nos 2395-2424) in the 1933 Building Programme were therefore modified from the original design as a halfway stage before the taper boiler version could be produced. The more visible changes were the provision of double side-window cabs, wheels with tri angular rims and built-up balance weights, and side bolster bogies and bissel trucks. These locomotives did splendid work on suburban services in the St Pancras, Stoke, Manchester and Glasgow areas, over the Central Wales line and on banking duties from Oxenholme and Tebay on the West Coast main line.

Stanier modifications
Stanier was responsible for three versions of this design, which originated in 1927 under Fowler. The first Stanier version was introduced in 1933 and was the Fowler design, modified with a side-window cab and doors. This type was also the subject of experiments in welding. In 1934 a three-cylinder taper-bailer class was built for the Southend line, which was followed in 1935 by a taper-boiler variant of the two-cylinder Fowler locomotives.

1933 : parallel-boiler/modified cab.

L.M.S. tank locomotive. Engineer, 1933, 156, 406. illus.
NEW 2-6-4 type tank locomotives, L.M. & S. Railway. Loco. Rly Carr. Wagon Rev., 1933, 39, 317. illus.

1934: No.2424
(a parallel-bailer locomotive with modified cab) incorporated a number of welded parts, notably the cylinders and pony truck. The Stanier paper is a general review of British activity, but it, naturally reflects this particular experiment.

ELECTRICALLY-WELDED cylinders for 2-6-4 type tank locomotive L.M.S.R.. Engineering, 1934, 137, 551. 3iIlus.
FABRICATED locomotive cylinders. Engineer, 1934, 157, 477. 3 illus.
FABRICATION of locomotive components. J. Instn Loco. Engrs, 1934, 24, 153-6. 4 illus.
NOTES on welding in locomotive workshops. Loco. Rly Carr. Wagon Rev., 1934, 40, 258-62; 283-4. 3 ilIus., 8 diagrs.
STANIER, WA.
Welding in British railways (mechanical engineering) [in: IRON and Steel Institute Symposium on the welding of iron and steel. London, Iron and Steel Institute, 1935.
See v. 1 pp.349-56 + 6 plates. 36 illus. and the general discussions pp. 409-26 and 424-5.

1934 : three-cylinder design.

L.M.S. Railway-three-cylinder tank engines. Engineer, 1934, 157, 337. illus.
NEW locomotives for the L.M.S.R.. Rly Engr, 1934, 55, 148-54.8 illus.,
7 diagrs. (incl. 2 s. els)
Includes sectionalized diagrams and notes on the components common to the "Jubilee" class, which is also described.
NEW three-cylinder 2-6-4 tank engines, L.M.S.R.. Rly Mag., 1934, 74, 317; 350. illus., diagr. (s. & f. els.), table.
THREE-CYLINDER 2-6-4 passenger tank engine, L.M. & S. Ry.. Loco. Rly Carr. Wagon Rev., 1934, 40, 102-4. illus., diagr. (s.& f.els.)
THREE-CYLINDER 2-6-4 type tank locomotive for the L.M.S.R. Engineering, 1934, 137, 386. 2 illus., diagr. (s. & f. els.)

Retrospective & critical

Rogers (Transition from steam) records R.G. Jarvis's comments on the rebuilt Bulleid Pacifics and observed: 'I suppose that locomotives with three cylinders, all driving on the second pair of coupled wheels, and having three independent sets of Walschaerts valve gear are rare, but Stanier's 3-cylinder 2-6-4 tank for the Tilbury section is a precedent'.

Powell, A.J. Stanier locomotive classes. 1991.

Powell notes that the 2-cylinder 2-6-4T was barred from Fenchurch Street, but that a 3-cylinder design wiith improved balancing and reduced hammer-blow would be acceptable to the LNER's Civil Engineer (although Powell failed to recognize the significance of this aspect). It was also considered that the 3-cylinder design would give improved acceleration and Powell considered that the design "proved ideally suited to the difficult conditions on the Tilbury section".

1935 : two-cylinder taper-boiler locomotives.

L.M.S. 2-6-4 passenger tank engine. Engineer, 1936, 161, 83-4. illus.
TWO-CYLINDER 2-6-4 passenger tank engines, L.M. & S. Rly.. Loco. Rly Carr. Wagon Rev., 1936, 42, 2-4. illus., diagr. (s. & f. els.)
2-6-4 two cylinder tank locomotive, L.M.S.R.. Loco. Rly Carr. Wagon Rev., 1937, 43, 107. illus.
A note on welded components.

Retrospective & critical

Powell, A.J. Stanier locomotive classes. 1991.

As noted in 1927 Fowler had introduced some highly successful parallel boilered 2-6-4T locomotives to handle heavy suburban passenger trains. Clearly this was a design which Stanier could endorse, but which could not be redesigned immediately to incorporate his own ideas. The last 30 locomotives to be built (Nos 2395-2424) in the 1933 Building Programme were therefore modified from the original design as a halfway stage before the taper boiler version could be produced. The more visible changes were the provision of double side-window cabs, wheels with tri angular rims and built-up balance weights, and side bolster bogies and bissel trucks.

The building of Stanier's taper boiler version began at the end of 1935, and over the next seven years a total of 206 was built, 133 at Derby and 73 by the North British Locomotive Co (Hyde Park works, Springburn). It was originally intended that the first batch of eight, Nos 2537-2544, should be of the three-cylinder type but this was changed after ordering.

The general layout and wheelbase were similar to that of the parallel boiler version, but slightly larger cylinders with extended valve chests and outside steam pipes were provided. The valve spindle crosshead guides were fitted to the rear valve chest covers instead of on separate frame brackets. Improvements were made to axleboxes and spring gear.

The taper boiler (Class 4) with top-feed (under the usual small dome-like casing with side bulges) was identical with that of the three-cylinder 2-6-4Ts, save only for an increase in the size of the superheater to 18 elements, and the provision of wash out inspection doors on the top shoulders of the Belpaire firebox, under small domed covers. The smokebox rested on a saddle.

The side tanks and bunker were of riveted construction, the narrow bunker top being tapered inwards at the back end to give the driver better visibility when running bunker first: this resulted in a prominent diagonal fold line in the bunker side plating. The side tanks featured a small access cutout over the expansion links, to reach which a footstep was fitted to the bottom of the motion plate with a grab handle on the footplate valance angle. The double side-window cab had waist-height doors and was cut away behind the doorway. A similar bi-directional water scoop to that on the Fowler locomotives was fitted below the cab, revealed by the domes in the back of the cab and the additional operating handle behind the driver. Dry trickle sanding equipment was provided. The class proved very efficient and economical, though when used on unbraked freight trains great care was needed on steep falling gradients because of their limited brake power.

Fairburn type

Powell, A.J. Stanier locomotive classes. 1991.

By 1943 some 243 2-6-4T locomotives of Stanier design, with either two or three cylinders were in service, having the same 38ft 6in wheelbase as their Fowler predecessors and thus limited to 6 chain minimum radius curves. The accession of C. E. Fairburn as acting CME in 1943 led to a reappraisal of the two-cylinder design, discarding the traditional 8ft 0in + 8ft 6in coupled wheelbase to give greater flexibility; they could then negotiate 5 chain curves. A bonus was a weight reduction of 2.6 ton.

So successful did this revised design prove that following trials it was also adopted for use on Southern Region services, Brighton works building 41 out of a total of 277. They formed the basis of the BR Standard 2-6-4T (80XXX series), though the latter were less highly regarded by enginemen.

The principal dimensions apart from length and weight — were unchanged from the Stanier long-wheelbase 2-6-4Ts. There was a considerable number of visual changes, however.(i) The front platforms were of light folded construction, open in front of the cylinders for easier access to the piston valves; (ii) The side tanks and bunker were of a new design, part welded and part riveted, not supported by a platform valance angle. The internal baffle plates were riveted but the tank bottom was welded as far as the trailing coupled axle, behind which it was riveted. The bunker top had vertical sides and there was (iii) Footsteps at the front and under the cab were of open type; (iv) The coupling rods were fluted (v) Double brake blocks articulated on to each hanger were provided to give longer block life (vi) External sieve boxes were fitted under each tank balancing pipe behind the cab footsteps (vii) Self-cleaning smokeboxes were fitted. This was not immediately accompanied by the fitting of 'SC' plates below the shed plate (viii) The atomiser steam cock was moved to the high position on the smokebox as on Nos 2537-2544, and a cover was provided. Commencing with No 2229 (Derby, 5/46) all new examples were fitted with rocking grates and hopper ashpans to make shed disposal easier. The oper ating gear for the ashpan hopper doors projected from the left side

2-6-2T

Class 3: 1930: Fowler
:" .. . in 1930 one of the feeblest locomotives of modern times was produced, under boilered, carrying too much deadweight for its power, and retaining a thoroughly inefficient front end.. .". These are Cox's words on the class 3 ("Locomotive panorama" v.1 p.66).

NEW 2-6-2 passenger tank locomotives. L.M.S.R.. Rly Engr. 1930, 51, 238. illus., diagr. (s. el.)
NEW 2-6-2 tank engines, L.M.S.R. Rly Mag., 1930, 66, 450 + plate f.p. 421. illus.
2-6-2 passenger tank locomotives, London, Midland and Scottish Ry.. Loco. Rly Carr.Wagon Rev., 1930, 36, 148.diagr.(s.el} illus. p.132.
2-6-2 type tank locomotive: L.M.S. Railway. Engineering, 1930, 129, 582. illus., diagr. (s.el.)

1930 condensing locomotives:
Condensing apparatus was fitted to locomotives engaged on the St. Pancras suburban services for working to Moorgate.

CONDENSING tank locomotive, L.M. & S. Ry.. Loco. Rly Carr.Wagon Rev., 1931, 37, 89. illus.

Class 3:1935 :
This design was a taper-boiler development of the Fowler 1930 design. Whilst most of the worst features of the Fowler type were eradicated, the design could not be regarded as the most successful of 2-6-2Ts. In 1941 some locomotives were rebuilt with larger boilers to try to increase the usefulness of the class.

NEW 2-6-2 passenger tank locomotives, L.M.& S. Railway. Loco. Rly Carr. Wagon Rev., 1935, 41, 75-6. illus., diagr. (s. & f. els.)
NEW 2-6-2 tank locomotive, L.M.S.R.. Rly Mag., 1935, 76, 268. illus.
NEW 2-6-2 tank locomotives, L.M.S.R.. Rly Gaz., 1935, 62, 436; 446. 2 illus.
2-6-2 type tank locomotive; L.M.and S. Ry.. Engineering, 1935, 139, 263. illus.
WELDING in locomotive construction. Rly Gaz., 1936, 64, 400-3. 8 illus.
Especially smokebox saddles.

1935:
Locomotive experimentally equipped with a water de-sanding device to prevent track circuit interference.

LOCOMOTIVE sand gear and track circuit. Rly Gaz., 1935, 62, 471.

Larger boilers for some of the class.

BRITISH locomotive developments. Rly Mag., 1941, 87, 173-6.3 illus., 3 diagrs. (s.els.)
MODIFIED tank locomotives, L.M.S.R.: the standard 2-6-2 design re boilered. Loco. Rly Carr.Wagon Rev., 1941, 47, 76-7. illus., diagr. (s. & f. els.)
RE-BOILERED tank engines, L.M.S.R.. Rly Gaz., 1941, 74, 253. illus., 2 diagrs. (s. els.)

Retrospective and critical

Powell, A.J. Stanier locomotive classes. 1991.
"They were still poor locomotives" [like the Fowler locomotives] and the wheelbase "could with advantage have been reduced by 18in or more". "There was a very small superheater of only seven elements which did nothing to improve the steaming." "...the side tanks were on the shallow side and their limited capacity sometimes restricted their working range". They "were undoubtedly Stanier's least successful design."

0-6-0T

2F :1928: Fowler:
This class was built for dock working and had a short wheel base and outside cylinders.

NEW dock-shunting 0-6-0 tank engine, L.M.S.R.. Rly Mag., 1929, 64, 186-7. illus.

0-4-4T (1931) 2P class of 10
Small class of Fowler/Lemon "design" which introduced to the LMS certain features that were to be used in future LMS Stanier designs, notably built-up balance weights, spring balanced reversing shaft and side bolster bogies. They had stove pipe chimneys, later replaced, and second-hand boilers.

Cox Locomotive panormama Vol. 1 stated that "Anderson, abetted by Harold Rudguard, an up and coming key motive power influence on the Midland division, demanded a replica of the Johnson design, the bulk of which had been built during the previous century. Once again, if a 0-4-4T was really the only solution, there was a more modern version already designed and in being on the North Stafford. Since only 10 were required what more simple than to build up the Stoke drawings? But no, the Midland mystique must have its fling — a final one as it turned out — and the drawing office was solemnly set to dressing up this ancient design with different smokebox, cab, tanks and trailing bogie, all of which contributed nothing at all to performance. However, there was one shattering break with past tradition, the engine was turned out with a stovepipe chimney!

Fred James and Bob Essery. LMS Journal, 0, 4-26.
Locomotive Rly Carr. Wagon Rev., 1934, 40, 263.

2004-03-23