73-446: The London, Midland and Scottish Railway (LMS) Rebuilt Royal Scot Class is a class of 4-6-0 steam locomotives. 70 members of this class were rebuilt by the LMS and its successor British Railways (BR) from LMS Royal Scot Class engines by the replacement of their life expired parallel boilers with a type 2A boiler over the period 1943–1955. (The class sometimes is numbered 71 as it included
146-572: A Traffic Apprenticeship Scheme to attract graduates, train young managers and provide supervision by assistant general manager Robert Bell for career planning. The company adopted a regional managerial system, with general managers based in London, York and Edinburgh, and for a short time, Aberdeen. For passenger services, Sir Nigel Gresley , the Chief Mechanical Engineer built new powerful locomotives and new coaches. Later developments such as
219-539: A change. Stanier introduced practices used at the Swindon Works that had been introduced by George Jackson Churchward , such as tapered boilers, long travel valves, and large bearings. His locomotives were not only more powerful, and economical, but they also ended the company's internal conflict. The war-damaged LMS was nationalised in 1948 by the Transport Act 1947 , becoming part of British Railways . It formed
292-465: A competitive choice for residents of Southend , who could take LNER services from Southend Victoria to London Liverpool Street or LMS services from Southend Central to Fenchurch Street. The LMS was formed from the following major companies: There were also some 24 subsidiary railways, leased or worked by the above companies, and a large number of joint railways, including the UK's largest Joint Railway,
365-527: A free hand. William Barribal designed a series of bold Art Deco posters in the 1920s and 1930s. When Teasdale was promoted to Assistant General Manager, this philosophy was carried on by Cecil Dandridge who succeeded him and was the Advertising Manager until nationalisation in 1948. Dandridge was largely responsible for the adoption of the Gill Sans typeface, later adopted by British Railways. The LNER
438-674: A further 63 miles (101 km) of 3 ft ( 914 mm ) gauge line. The expansionist policies of many of the constituent companies which formed the LMS, particularly the Midland Railway and the London and North Western Railway , resulted in the LMS owning or operating a number of lines outside its core geographical area. For instance, in 1912, the Midland Railway had purchased the London, Tilbury and Southend Railway which operated between London Fenchurch Street and Shoeburyness , with
511-615: A half hours. Most other major cities on the network were linked by trains with names which would become famous in railway circles including the Thames-Clyde Express between London St Pancras and Glasgow St Enoch , The Palatine between London St Pancras and Manchester Central , The Irish Mail from London Euston to Holyhead and the Pines Express conveying portions from Liverpool and Manchester to Bournemouth . Goods accounted for around 60% of LMS revenue, and
584-414: A half million tons, could claim to indirectly employ a further 26,500 coal miners. For nearly ten years after its formation, the LMS had been run using a similar organisational structure to one of its constituents, the Midland Railway . In practice this meant that the commercial managers found themselves subservient to the needs of the operating departments. This changed in 1932 when a major restructuring
657-601: A loop serving Tilbury . These lines were automatically included in the LMS Group, along with the rest of the Midland Railway system, which meant that the LMS had a considerable presence in a part of the country (south Essex) which could be said to form part of the natural territory of the LNER. The process of Grouping under the Railways Act did not address geographical anomalies of this kind, although this particular arrangement did provide
730-595: A much larger scale, with the Glasgow Empire Exhibition requiring 1,800 special trains, with a further 1,456 run in connection with the Blackpool Illuminations . The number of people moved was huge, with over 2.2 million holidaymakers arriving in Blackpool between the start of July and the end of September alone. Besides these mass-market events, the company also ran regular tourist excursions to
803-527: A number of non-rolling stock items required for the everyday running of the railway. Two facilities were located in Derby, one known as Derby Loco and one as Carriage and Wagon . The former was opened in the 1840s by the North Midland , Midland Counties and Birmingham & Derby railway companies to meet their joint requirements for locomotive, carriage and wagon construction and maintenance. The latter site
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#1732852196259876-470: A prototype 1935 rebuild LMS (4)6170 British Legion, but sufficient technical differences existed which dictate that it is treated separately). They were the second class to be rebuilt with type-2 boilers , after the rebuilding of British Legion and the Jubilee Class . LMS gave them the power classification 6P; this was later revised by BR to 7P. In the 1948 Locomotive Exchange Trials , carried out by
949-510: A significant source of revenue and the LMS became a specialist in the movement of large numbers of people, with locomotives and rolling stock often kept in operation just to service such seasonal traffic. In one year, the LMS ran 43 special trains to take spectators to the Grand National at Aintree , and a further 55 for the Cup Final at Wembley . Longer running events demanded operations on
1022-785: A variety of destinations, such as Oban in the Scottish highlands, Keswick in the English Lake District , and even the First World War battlefields in Belgium , by way of the Tilbury to Dunkerque ferry service and the Belgian railways . Such was the importance of such excursion traffic that a special department was established in 1929 and oversaw the expansion from 7,500 special trains in that year to nearly 22,000 in 1938. However important
1095-603: A veteran officer of the LNWR , while commercial activities were headed by Ashton Davies, formerly of the Lancashire and Yorkshire Railway . Davies created a commercial research section, increased the sales force and provided them with specialist training. The emphasis of the organisation switched from operators dictating what was reasonable to the commercial managers asking what was possible to maximise sales opportunities. Thirty five district managers were appointed to oversee sales through
1168-698: The Caledonian Railway ), and numerous other, smaller ventures. Besides being the world's largest transport organisation, the company was also the largest commercial enterprise in the British Empire and the United Kingdom's second largest employer, after the Post Office . In 1938, the LMS operated 6,870 miles (11,056 km) of railway (excluding its lines in Northern Ireland ), but its profitability
1241-606: The Caledonian Railway , while Stoke works in Staffordshire were established in 1864 by the North Staffordshire Railway . Both were absorbed into the LMS with their parent companies, and while the former became the main workshops for the Northern Division of the LMS, the latter works were wound down, closing in 1930, all work being transferred to nearby Crewe. Smaller workshop facilities were also transferred to
1314-803: The Grand Junction Railway and by the time of grouping was the locomotive works for the LNWR. Wolverton works in Buckinghamshire had been established by the London and Birmingham Railway in the 1830s, and since 1862 (when all locomotive works had transferred to Crewe) had been the LNWR's carriage works. In 1922, one year prior to the formation of the LMS, the LNWR had absorbed the Lancashire and Yorkshire Railway , including their works at Horwich in Lancashire, which had opened in 1886. St. Rollox railway works , north east of Glasgow, had been built in 1856 by
1387-727: The Great Central Main Line , from London Marylebone to Sheffield . Most of the country east of the Pennines was within its purview, including East Anglia . The main workshops were in Doncaster , with others at Darlington , Inverurie and Stratford, London . The company also owned the most westerly track and stations in Great Britain, in the form of the West Highland Railway to Arisaig and Mallaig , previously owned by
1460-608: The Great Northern Railway (Ireland) , jointly owned the County Donegal Railways Joint Committee lines. Being geographically the largest, and the most central of the four main post-grouping railway companies, the LMS shared numerous boundaries with both the LNER and GWR, although its overlap with the Southern Railway was limited due to the general lack of direct routes through London. The SR and
1533-597: The London Midland Region and part of the Scottish Region . British Railways transferred the lines in Northern Ireland to the Ulster Transport Authority in 1949. The London Midland & Scottish Railway Company continued to exist as a legal entity for nearly two years after Nationalisation, being formally wound up on 23 December 1949. The lines in Great Britain were rationalised through closure in
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#17328521962591606-614: The London, Midland and Scottish Railway (LMS), the LNER was co-owner of the Midland and Great Northern Joint Railway , the UK's biggest joint railway, much of which competed with the LNER's own lines. The M&GNJR was incorporated into the LNER in 1936. In 1933, on the formation of the London Passenger Transport Board , the LNER acquired the remaining operations of the Metropolitan Railway Company. The LNER
1679-776: The Midland & Great Northern , and one of the most famous, the Somerset & Dorset . The LMS was the minority partner (with the LNER) in the Cheshire Lines Committee . In Ireland there were three railways: All of the above operated, at least partially, in Northern Ireland The total route mileage of the LMS in 1923 was 7,790 miles (12,537 km). The early history of the LMS was dominated by infighting between parties representing its constituent parts, many of whom had previously been commercial and territorial rivals. This
1752-505: The " Big Four " railway companies created by the Railways Act 1921 in Britain. It operated from 1 January 1923 until nationalisation on 1 January 1948. At that time, it was divided into the new British Railways ' Eastern Region , North Eastern Region , and partially the Scottish Region . The company was the second largest created by the Railways Act 1921 . The principal constituents of
1825-569: The "flow-line" principle, similar to a modern assembly line , and the unit assemblies were taken to workstations, where the precision machining of the mass-produced parts ensured they all fitted accurately into position, building into a complete carriage as the unit moved along the flow line. The technique was already in use in Derby prior to grouping, and was adopted in Wolverton during 1925, with Newton Heath following two years later. By using this method,
1898-729: The 1950s to 70s but the main routes survive and some have been developed for 125 mph inter-city services. Despite having widespread interests in a number of commercial areas, the LMS was first and foremost a railway organisation. It operated in all four constituent countries of the United Kingdom, and in England its operations penetrated 32 of the 40 counties . The company operated around 7,000 route miles of railway line, servicing 2,944 goods depots and 2,588 passenger stations, using 291,490 freight vehicles, 20,276 passenger vehicles and 9,914 locomotives. The company directly employed 263,000 staff, and through its annual coal consumption of over six and
1971-681: The Big Four companies to operate rail services in Northern Ireland , serving most major settlements in the region. On 1 July 1903, the Midland Railway took over the Belfast and Northern Counties Railway and operated it under the name of Midland Railway (Northern Counties Committee). On grouping, the network became part of the LMS, again operating under the name of the Northern Counties Committee , and consisted of 201 miles (323 km) of 5 ft 3 in ( 1,600 mm ) gauge track with
2044-578: The East Coast Main Line was won by Sea Containers Ltd , who named the new operating company Great North Eastern Railway (GNER), a name and initials deliberately chosen to echo the LNER. Following the collapse of Virgin Trains East Coast in May 2018, the newly-nationalised operator of the East Coast Main Line was named London North Eastern Railway to evoke the earlier company. During the 1930s,
2117-647: The East Midlands and Yorkshire to the north east of England and Scotland. The 1923 grouping meant that former rivals within the LNER had to work together. The task of creating an instantly recognisable public image went to William M. Teasdale, the first advertising manager. Teasdale was influenced by the philosophies and policies of Frank Pick , who controlled the style and content of the London Underground's widely acclaimed poster advertising. Teasdale did not confine his artists within strict guidelines but allowed them
2190-499: The LMS and the Corporation. In 1935, with the LMS, Wilson Line of Hull and others it formed the shipping company Associated Humber Lines Ltd. In 1938 it was reported that the LNER, with 800 mechanical horse tractors, was the world's largest owner of this vehicle type. The LNER operated a number of ships , including three rail ferries . In total, 6 turbine and 36 other steamers, and river boats and lake steamers were used by
2263-444: The LMS by other constituent companies, including at Barrow-in-Furness ( Furness Railway ), Bow ( North London Railway ), Kilmarnock ( Glasgow and South Western Railway ) and Inverness ( Highland Railway ). The table below shows all major works taken over by the LMS upon formation. The LMS inherited a wide variety of passenger rolling stock from its constituent companies, and appointed Robert Whyte Reid, an ex-Midland Railway man, as
LMS Rebuilt Royal Scot Class - Misplaced Pages Continue
2336-407: The LMS had inherited from the 35 merged companies, a system of 7,000 route miles and 19,000 track miles; accounting for 38.4% of the total mileage of the 'big four' grouped railways. It was the owner of 9,319 locomotives, 19,000 passenger-carrying vehicles, and 286,000 wagons. It operated more than 10,600 passenger trains and 15,000 goods trains a day, with a total staff of 231,000. In addition to this,
2409-423: The LMS owned 543 miles of canal, 8,950 horses, 17,000 carts, 2,000 motor vehicles, 64 steamboats and 27 docks, and was the owner of 28 hotels. The LMS operated a number of lines jointly with the other main railway companies, a situation which arose when the former joint owners of a route were placed into different post-grouping companies. Most of these were situated at or near the boundaries between two or more of
2482-539: The LMS were mainly overlapping on the West London Line . Competition with the LNER was mainly in terms of the premium London to Scotland traffic, with the rival LMS (West Coast) and LNER (East Coast) routes competing to provide ever better standards of passenger comfort and faster journey times. The LNER also competed with the LMS for traffic between London, the East Midlands , South Yorkshire and Manchester , with
2555-572: The LNER were: The total route mileage was 6,590 miles (10,610 km). The North Eastern Railway had the largest route mileage of 1,757 miles (2,828 km), whilst the Hull and Barnsley Railway was 106.5 miles (171.4 km). It covered the area north and east of London . It included the East Coast Main Line from London to Edinburgh via York and Newcastle upon Tyne and the routes from Edinburgh to Aberdeen and Inverness . It also included
2628-697: The Midlands, the North West of England, Mid/North Wales and Scotland. The company also operated a separate network of lines in Northern Ireland. The principal routes were the West Coast Main Line and the Midland Main Line , which had been the main routes of the two largest constituent companies, the London and North Western Railway and the Midland Railway respectively. AT the time of its creation,
2701-542: The North British Railway. The LNER inherited four of London's termini: Fenchurch Street (ex- London and Blackwall Railway ; King's Cross (ex- Great Northern Railway ); Liverpool Street (ex- Great Eastern Railway ); and Marylebone (ex- Great Central Railway ). In addition, it ran suburban services to Broad Street ( London, Midland and Scottish Railway ) and Moorgate ( Metropolitan Railway , later London Transport ). The LNER owned: In partnership with
2774-495: The appointment of Sir Henry Fowler as Chief Mechanical Engineer, was the continuation of the Midland Railway's small-engine policy (see Locomotives of the Midland Railway ). The LMS also implemented a novel management structure, breaking with British railway tradition, and mirroring a contemporary management practice more common in the United States, appointing a President and Vice-Presidents. On 4 January 1926, Josiah Stamp
2847-473: The availability of locomotives and rolling stock , and trained staff to step into key roles; firemen trained as drivers and locomotive cleaners trained to replace firemen. Numerous special fares were introduced to encourage travel, develop niche markets and overcome competitors. The cheap day return ticket offered return travel at a price usually equivalent to the single fare, although in areas with rival bus services they were sometimes offered at less than
2920-518: The collection of the St Bride Library . Gill Sans was retained by the Railway Executive in 1948, although modified for signage, and Gill Sans was the official typeface until British Rail replaced it in the mid 1960s with Rail Alphabet for signs and Helvetica or Univers for printed matter. Continental shipping services were provided from Harwich Parkeston Quay. The company took up
2993-480: The companies, but there were some notable examples which extended beyond this borderland zone. Together with the London and North Eastern Railway , the LMS ran the former Midland and Great Northern Joint Railway network. Exceeding 183 miles (295 km), this was the largest jointly operated network in Great Britain in terms of route mileage, and extended from Peterborough to the East Anglian coast. The M&GN
LMS Rebuilt Royal Scot Class - Misplaced Pages Continue
3066-541: The company adopted the "crimson lake" livery for coaching stock as had been used by the Midland and Glasgow & South Western Railways prior to grouping (with the North Staffordshire Railway using a very similar shade). The livery worked well, proving to be hard wearing and practical. London and North Eastern Railway The London and North Eastern Railway ( LNER ) was the second largest (after LMS ) of
3139-654: The company during its existence. The most common liveries were lined apple green on passenger locomotives (much lighter and brighter than the green used by the Great Western Railway ) and unlined black on freight locomotives, both with gold lettering. Passenger carriages were generally varnished teak (wood) finish; the few metal-panelled coaches were painted to represent teak. Some special trains and A4 Pacific locomotives were painted differently, including silver-grey and garter blue. The LNER covered quite an extensive area of Britain, from London through East Anglia,
3212-550: The company's goods depots, passenger stations and key dock facilities. There was even sales representation in the Irish Free State , certain European countries and North America. A monthly newsletter was produced entitled Quota News , and trophies were awarded to the best performing districts and salesmen. To provide maximum capacity during times of peak demand, the operating department re-organised maintenance schedules to maximise
3285-570: The design of their advertisement posters. In this time, fine art already had a distinguished association in Europe and North America with good taste, longevity and quality. Jeffrey wanted LMS’ commercial image to align with these qualities and therefore accepted Wilkinson's advice. For the first series of posters, Wilkinson personally invited 16 of his fellow alumni from the Royal Academy of London to take part. In letter correspondence, Wilkinson outlined
3358-406: The details of the LMS proposal to the artists. The artist fee for each participant was £100. The railway poster would measure 50 X 40 inches. In this area, the artist's design would be reproduced as a photolithographic print on double royal satin paper, filling 45 X 35 inches. The mass-produced posters were pasted inside railway stations in England, Northern Ireland, Scotland and Wales. LMS decided
3431-431: The excursion traffic was, it was the ordinary scheduled services which had to be the focus of efforts to improve the fortunes of the LMS. A number of initiatives were introduced, with the aim of making train travel more attractive and encouraging business growth. Services were accelerated, and better quality rolling stock was introduced and from 24 September 1928 sleeping cars were provided for third class ticket holders for
3504-522: The first time. The effect of these improvements was significant, with receipts from passenger traffic increasing by £2.9 million (equivalent to £2,226,910,000 in 2023) between 1932 and 1938. A number of premium services were offered, culminating in 1937 with the launch of the Coronation Scot , which featured streamlined locomotives hauling a nine coach train of specially constructed stock between London Euston and Glasgow Central in six and
3577-514: The former Midland main line from St Pancras (LMS) and Great Central Main Line from Marylebone (LNER) both providing express, stopping and local services between these destinations. The London to Birmingham corridor was fiercely contested with the LMS running expresses over its West Coast Main Line via Rugby , and the Great Western running services via Banbury . The LMS was also the only one of
3650-516: The head of its Carriage department. Reid had already started to introduce more efficient carriage building practices at the Derby Carriage and Wagon Works of the Midland Railway prior to grouping and these same practices were soon introduced to the carriage and wagon works of the former LNWR at Wolverton and the L&YR at Newton Heath. Most railway carriages were constructed by fitting together component parts which had been roughly machined to larger dimensions than required, which were then cut to
3723-425: The initial jigs) such as doors, ventilators, windows and seats. The natural progression was to streamline the assembly process and the company introduced a method known as Progressive Construction. In this process the mass-produced parts were combined into "unit assemblies", each of which was a major sub-component of the finished carriage such as side panels, carriage ends or the roof. The workshops were organised on
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#17328521962593796-412: The offer in 1933 of government loans at low interest rates and electrified the lines from Manchester to Sheffield and Wath yard, and also commuter lines in the London suburban area. The LNER inherited: It took shares in a large number of bus companies, including for a time a majority stake in United Automobile Services Ltd. In Halifax and Sheffield , it participated in Joint Omnibus Committees with
3869-420: The public to visit the holiday destinations of the east coast in the summer. The company was nationalised in 1948 along with the rest of the railway companies of Great Britain to form British Railways . It continued to exist as a legal entity for nearly two more years, being formally wound up on 23 December 1949. On the privatisation of British Rail in 1996, the franchise to run long distance express trains on
3942-509: The recently nationalised British Railways , involved 46154 The Hussar and 46162 Queens Westminster Rifleman . Apparently a rebuilt 'Royal Scot' proved capable of matching the maximum performance of larger Pacifics. All were withdrawn between 1962 and 1965 in accordance with the 1955 Modernisation Plan . Of the 70 engines to be rebuilt only 2 members of the class have survived into preservation. London, Midland and Scottish Railway The London, Midland and Scottish Railway ( LMS )
4015-429: The required size and joined together by skilled coachbuilders. Reid's new method involved the use of templates or " jigs " to mass-produce components to a set pattern and size. Once these had been checked any example of a specific part could be used interchangeably with any other of the same type. The technique was applied to any item which could be manufactured in large numbers (as there were significant costs in producing
4088-406: The senior appointments on the operating side were of former Midland men, such as James Anderson, so that Midland ideas and practices tended to prevail over those of other constituents. For example, the Midland's system of traffic control was imposed on a system-wide basis, along with the Midland livery of Crimson Lake for passenger locomotives and rolling stock. Particularly notable, especially after
4161-419: The single fare. Companies holding large freight accounts with the LMS received reduced price season tickets for nominated employees, while commercial travellers, anglers and conveyors of racing pigeons were all tempted with special offers. Passenger miles rose quite dramatically, from a low point of 6,500 million in 1932 to 8,500 million by 1937, while at the same time the number of coaches required
4234-435: The standard typeface for the company. Soon it appeared on every facet of the company's identity, from metal locomotive nameplates and hand-painted station signage to printed restaurant car menus, timetables and advertising posters. The LNER promoted their rebranding by offering Eric Gill a footplate ride on the Flying Scotsman express service; he also painted for it a signboard in the style of Gill Sans, which survives in
4307-413: The streamlined Silver Jubilee train of 1935 were exploited by the LNER publicity department, and embedded the non-stop London to Edinburgh services such as the Flying Scotsman in the public imagination. The crowning glory of this time was the world record speed of 126 miles per hour (203 km/h) achieved on a test run by LNER Class A4 4468 Mallard . In 1929, the LNER chose the typeface Gill Sans as
4380-456: The subject advertised, but choices of style and approach were left to the artist's discretion. LMS’ open design brief resulted in a collection of posters that reflected the large capacity of destinations and experiences available with the transport organisation. For the Irish Free State , Wilkinson designed a poster in 1927 encouraging the public to avail of the LMS ferry and connecting boat trains to Ireland. For this promotion, Wilkinson's design
4453-407: The time taken to construct a typical carriage fell from six weeks to six days and by 1931 Derby and Wolverton were able to handle the entire LMS carriage building workload, and production at Newton Heath ceased. Each of the constituent companies of the LMS had their own liveries for locomotives and rolling stock. The board of directors of the LMS was dominated by former Midland Railway officers, and
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#17328521962594526-450: Was a British railway company. It was formed on 1 January 1923 under the Railways Act 1921 , which required the grouping of over 120 separate railways into four. The companies merged into the LMS included the London and North Western Railway , the Midland Railway , the Lancashire and Yorkshire Railway (which had previously merged with the London and North Western Railway on 1 January 1922), several Scottish railway companies (including
4599-452: Was a very industrial company: hauling more than a third of Britain's coal, it derived two thirds of its income from freight. Despite this, the main image presented was one of glamour, of fast trains and sophisticated destinations. Advertising was highly sophisticated and advanced compared with those of its rivals. Teasdale and Dandridge commissioned top graphic designers and poster artists such as Tom Purvis to promote its services and encourage
4672-408: Was accompanied with four posters of Ireland by Belfast modernist painter, Paul Henry . The commercial success of Wilkinson and Jeffrey's collaboration manifested between 1924 and 1928, with public sale of 12,000 railway posters. Paul Henry's 1925 poster depicting the Gaeltacht region of Connemara in County Galway proved most commercially popular, with 1,500 sales. Charter and excursion trains were
4745-402: Was appointed First President of the Executive, the equivalent of a Chief executive in modern organisational structures. He added the role of chairman of the board of directors to his portfolio in January 1927, succeeding Sir Guy Granet . The arrival of the new chief mechanical engineer, William Stanier , who was brought in from the Great Western Railway by Josiah Stamp in 1932, heralded
4818-510: Was completed, replacing the traditional board of directors with an executive headed by a president, supported by vice-presidents each with responsibility for a specific area. Ernest Lemon , who had briefly held the office of Chief Mechanical Engineer pending the arrival of William Stanier became Vice-President (Railway traffic, operating and commercial), with separate chief operating and chief commercial managers of equal status reporting to him. Railway operations were directed by Charles Byrom,
4891-578: Was even more varied than passenger services, catering for a range of goods from fresh perishables such as milk, fish and meat through to bulk minerals and small consignments sent point to point between individuals and companies. Particularly notable were the Toton – Brent coal trains, which took coal from the Nottinghamshire coalfield to London. The LMS owned and operated a number of railway works, all of which were inherited from constituent companies. Between them these sites constructed locomotives, coaching stock, multiple units and freight wagons, as well as
4964-779: Was generally disappointing, with a rate of return of only 2.7%. Under the Transport Act 1947 , along with the other members of the " Big Four " British railway companies ( Great Western Railway , London and North Eastern Railway and Southern Railway ), the LMS was nationalised on 1 January 1948, becoming part of the state-owned British Railways . The LMS was the largest of the Big Four railway companies serving routes in England, Northern Ireland, Scotland and Wales. The Railways Act 1921 created four large railway companies which were in effect geographical monopolies, albeit with competition at their boundaries, and with some lines either reaching into competitor territory, or being jointly operated. The LMS operated services in and around London,
5037-420: Was opened in the 1860s by the Midland Railway as part of a reorganisation of facilities in Derby and left the original site to concentrate on locomotive manufacture and repair. The Midland Railway also had works at Bromsgrove in Worcestershire, which had been inherited from the Birmingham and Gloucester Railway . The LNWR also contributed several works sites to the LMS. Crewe Works was opened in 1840 by
5110-418: Was particularly marked in the case of the Midland and the North Western , each of which believed its way was the right – and only – way of doing business. This rivalry was so severe, that stories of connecting trains at Birmingham New Street from the previous LNWR and MR parts of the system, being deliberately made to miss each other persisted even as late as the early 1950s, long after their demise. Many of
5183-467: Was reduced through improved maintenance and more efficient utilisation. In 1938 it opened a School of Transport in Derby to train its staff in best railway practice. The LMS's commercial success in the 1920s resulted in part from the contributions of English painter, Norman Wilkinson . In 1923, Wilkinson advised Superintendent of Advertising and Publicity of the LMS, T.C Jeffrey, to improve rail sales and other LMS services by incorporating fine art into
5256-835: Was the majority partner in the Cheshire Lines Committee and the Forth Bridge Railway Company . It depended on freight from heavy industry in Yorkshire, the north east of England and Scotland, and its revenue was reduced by the economic depression for much of the early part of its existence. In a bid to improve financial efficiency, staffing levels reduced from 207,500 in 1924 to 175,800 in 1937. For investment to retain freight traffic, new marshalling yards were built in Whitemoor in Cambridgeshire, and Hull in Yorkshire to attempt to retain freight traffic. Sir Ralph Wedgwood introduced
5329-518: Was wholly incorporated into the LNER in 1936. The LMS also operated a significant joint network with the Southern Railway, in the shape of the former Somerset and Dorset Joint Railway . This network connected Bath and Bournemouth, and wound its way through territory nominally allocated to a third railway company, the Great Western . Through the former Midland Railway holdings, the LMS, together with
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