(Above-Below) Prior to accelerating the Anglo-Scottish expresses on the West Coast route in 1927, the LMS took the unusual step of borrowing a 'Castle' class 4-6-0 from the GWR for tests between Euston and Carlisle. The performance of the GWR engine proved superior to the LMSR's 'Claughtons', so an order was placed with the North British Locomotive Company of Glasgow to build fifty 3-cylinder 4-6-0s with a parallel boiler and Belpaire firebox. At the time, the Southern Railway generously offered a few pointers of their own for the Derby drawing office to consider, which explains why the 'Royal Scots' had more than a passing resemblance to the Southern Railway's 'Lord Nelson' 4-6-0s introduced a year earlier. (Above) No 6149 The East Lancashire Regiment heads a southbound express through Chorlton in August 1936. (Below) The first batch of 'Royal Scots' Nos 6100-6149 emerged in 1927, followed by Nos 6150-6169 in 1930. Rebuilding of the class began in 1943. The work included replacing the old parallel-boiler with the Stanier No 2 tapered boiler, a new double chimney and blast pipes, new smokebox and new leading bogie. The only significant part to survive from Fowler’s original parallel-boiler design was the cab. Here, rebuilt ‘Scot’ class No 46109 Royal Engineers heads the 'up' 'Thames-Clyde Express' through Kirkstall in August 1960. 

 

(Above-Below) Few British express trains have a more varied history than the LMSR's 'Midday Scot'. Inaugurated in 1891, the afternoon service between Euston, Edinburgh and Glasgow became the first Anglo-Scottish train composed entirely of corridor stock. By 1936, the 'down' train was comprised of never less than 14 bogies of 445 tons which required haulage by one of the Class 8P Stanier Pacifics throughout the 401 miles without change between Euston and Glasgow. It was one of the most exacting schedules in LMSR history. Two superb shots by master cameraman ER Morten - above: Stanier's 'Lizzie' No 6210 Lady Patricia heads the northbound train through Chorlton on the last leg of its initial 158-mile non-stop run from Euston to Crewe in August 1936. (Below) Fast-forward 21 years, and Mr Morten captures No 46209 Princess Beatrice heading the northbound 'Mid-Day Scot' at Whitmore on 23rd July 1957.

(Above-Below) By 1945, the Class 6P5F 'Patriots' were becoming a little underpowered for the increased loading of traffic, and HG Ivatt rebuilt eighteen of them with the larger Stanier tapered boiler, new cylinders, double chimneys and blastpipes in a similar fashion to the 'Royal Scot' Class 7P. The subtle front end differences can be seen in this Jim Carter shot of 'Royal Scot' class No 46163 Civil Service Rifleman and 'Patriot' class No 45527 Southport standing side by side at Chester - none of the 'Patriots' have survived in preservation. (Below) In providing a stud for express passenger services, Stanier set about the design of a 3-cylinder 4-6-0 class which was built concurrently with the 'Black 5' mixed traffic locomotives. The result was the 'Jubilees', based on the 'Patriots', except for a tapered boiler which Stanier imported from GWR practice at Swindon. No 45552 Canada skims over Dillicar Troughs with a southbound relief. Photos © JR Carter, D Hey

(Below) In 1929, an interesting survey by the LMSR revealed that more than half the company's freight engine hours were taken up by shunting locomotives and, in order to effect some economies, a study was made into the possible types of shunting engine which could be used to replace steam. Out of all the types considered - petrol engined; light sentinel, and diesel with mechanical and electrical transmissions - it was recommended that a small batch be purchased for evaluation. In 1932, contracts were placed for nine shunters, made up of eight with mechanical transmission and one electrical. The tests proved that an engine of 300-350hp would be required for intensive yard shunting, and transmission should be more automatic to avoid gear changing and consequent mishandling by crewmen. Introduced in 1952, the fleet of BR Class DEJ4 0-6-0 diesel shunters was equipped with the trusty English Electric Co Type 6KT six-cylinder 400hp engines. These tough and reliable machines were to form the basis of BRs shunting locomotive fleet (TOPS Class 08) which led to a total of 1,193 eventually being built. Here No 13050 (later D3050) heads a motley collection of wagons into Basford Hall yard at Crewe in September 1954. On the right, ‘Jubilee’ class No 45722 Defence awaits a clear road with a mixed freight. Photo © GEC-Alstom 

(Above-Top) A pair of dinky-sized ‘old timers’ rest between duties at Bank Hall shed, Liverpool, in July 1957 - the oldest being No 51237; one of Aspinall's saddle tank designs, introduced in 1891 for the Lancashire & Yorkshire Railway and designated Class 21. Note the wooden blocks on the buffer beam, the spark protector over the chimney and the covered-in slide bar (added for dock shunting purposes). On the right is another saddle tank variety, No 47002, one of two 0-4-0STs based at Bank Hall shed. Built by Messrs Kitson in 1932, the first five were numbered 47000-4 in the fleet, whereas Nos 47005-9 followed in 1953 and had a tractive effort of 14,200lb, compared to 11,335lb of Aspinall's saddle tank - both locos being classified as '0F'. (Above) The first preserved loco to arrive on the K&WVR on 1st July 1965 was Aspinall's L&Y 0-4-0ST No 51218, seen here basking in the sunshine at Haworth yard. Photos © PR Batty, B Tate.

(Below) Introduced in 1960, a total of twenty Yorkshire Engine Co 170hp 0-4-0 diesel-hydraulic shunters were built for use primarily in goods depots and dockland areas which still featured tight curves and small wagon turntables. The rear entrance to the cab was reached by a railed verandah above the buffer beam, which can be seen on No D2866 as it emerges from Salford Yard in July 1963.The diesel shunter's very short wheelbase and similar weight to the L&Y Class 21 0-4-0STs enabled the versatile machines to take over light shunting duties on Mersyside and Manchester. Photo © D Pickup 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) In 1927 the LMS recognised the need to provide a more powerful locomotive to take over the heavy Toton to Brent coal trains worked by double-headed 0-6-0s. Built by Beyer Peacock of Manchester, the 2-6-6-2 Beyer-Garratt provided a tractive effort of 45,620lb and was essentially two 2-6-0s with one large centrally-placed boiler common to both, the first three being fitted with straight sided coal bunkers. The class was allocated to Toton, but a few were based at Wellingborough and Hasland near Chesterfield. Although the Beyer-Garratt was by far the biggest of the LMS locomotives (length 87ft 10½in) the distribution of the axle load conformed to the severe loading restrictions on the route, albeit the fitting of LMS standard axle boxes (at Derby's insistence) was a principal weakness of the Garratts. A further thirty were built with rotary coal bunkers in 1930, but as traffic conditions changed it was found that a Stanier 8F's tractive effort of 32,440lb could cope with the work. The 8Fs were replaced by the more-powerful BR Standard Class 9Fs in 1954 and all the Garratts were withdrawn by March 1958. These three shots provide both front and back-end detail for modellers. The 10 ton capacity revolving bunker is a distinctive feature. Photos copyright PH Groom, PR Batty.

The LMS 6P5F 2-6-0 was essentially a Hughes design built under the direction of Sir Henry Fowler. The angled cylinders necessitated raising the front portion of the running board which gave the parallel boiler a squat appearance between the frames and earned the 245 members of the class the nickname 'Crabs'. The first engine didn't emerge from Horwich works until after Hughes retired as CME of the LMS in 1925 and his successor, Henry Fowler, made several changes to the original plans, including the pairing of a much narrower tender. A group of spotters note down the number of No 42895 heading a light parcels train out of Thackley Tunnel between Leeds and Shipley in June 1963. 

 

 

 

 

 

 

 

 

 

 

 

 

 

In 1948, the Railway Executive of the British Transport Commission (BTC) announced its preference for developing future steam power rather than dabbling with new, untried diesel traction. This led to the Locomotive Interchange Trials, supervised by RA Riddles, then member of the BTC’s Railway Executive who was responsible for mechanical and electrical engineering. He was assisted by ES Cox, then executive member of the British Transport Commission for design - both ex-LMSR men, who doubtless had in mind their well intentioned plan for evaluating the relative performance of former companies engines in normal operating conditions. However it came as no great surprise that out of the twelve new BR standard classes (numbered in the 70-80,000s and 92,000s) many designs incorporated the latest features taken from LMSR practice.

 

 

 

 

 

 

 

 

 

 

(Above) Out of the ten BR Standard Class 6MT Clan Pacifics built at Crewe between 1951-52 Nos 72000-4 went to Polmadie (Glasgow) and Nos 72005-9 were assigned to Carlisle (Kingmoor) on the LMR for duties previously worked by the Jubilee and Patriot classes to Scotland. The ‘Clans’ were also used on the Glasgow-Manchester/Liverpool services, but their performance was hardly distinguished and withdrawal of the Polmadie five began as early as 1962, long before the withdrawal the ex-LMS types they intended to replace. Here, No 72003 Clan Fraser heads an 'up' train from Penrith in August 1953. Photo BR.

(Below) Although fractionally less powerful than the Class 6MT Clan Pacifics (Top) the new BR Class 5MT, numbered 73000-73171 in the series, were a more useful addition to the BR fleet. The Class 5 was a direct descendant of t he well-known LMS ‘Black 5’ and, on the grounds of utility and proven excellence in service the BTC might well have been justified in adopting the Stanier design as one of the standard engines. Although the ‘BR5’ was basically similar to the Stanier engine in its boiler and motion, the Riddles design looked very different from the LMS engine. Here, No 73131 pilots an unidentified 'Black 5' on the northbound 'W averley' express out of Leeds City. Photo © JR Carter

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above-Below) From an operational standpoint, an altogether unusual inter-regional motive power transfer occurred on the MR main line north of Leeds when the NE Region sent eight Gresley A3s from Tyneside to Holbeck shed for use on the Anglo-Scottish expresses. The cascading effect of dieselisation on the ECML was a welcome move for Holbeck crewmen, as most A3s were fitted with the double Kylchap blastpipe which produced a freer steaming engine and gave fireman an easier time over the steeply-graded Settle to Carlisle line. However, the erstwhile Rebuilt Scots reign at Holbeck shed was originally challenged by the Britannia Pacifics which arrived at Holbeck in 1959. (Above) Sporting a 55A (Holbeck) shed plate, No 70044 Earl Haig heads the northbound 'Waverley' near Garsdale on the Settle-Carlisle line. (Below) Class A3 No 60092 Fairway heads the 'up' 'Thames-Clyde Express' past Kirkstall Forge during a torrential down pour in May 1961. Just visible in the background is Kirkstall Forge station, which closed in 1905 when the line between Leeds and Shipley was increased to four tracks. The Aire Valley route between Leeds and Shipley was dequadrified in 1967, retaining loops at Kirkstall for goods traffic. The service linking Leeds, Bradford, Ilkley and Skipton has since been updated with 25kV overhead line equipment. 

 

 

 

 

 

 

 

 

 

 

(MORE STANDARD CLASSES TO BE ADDED LATER)  (Right) The Stanier and Fairburn Class 4MT 2-6-4Ts were identical in many respects to the BR Class 4MT 2-6-4Ts Nos 80000-80154. However, care was taken by Riddles to avoid favouring any former companies engines, which goes some way to explaining the uniform and distinctive external style for the standard range. A similar policy was adopted by BR with regard to establishing new identities for each of the six individual Regions. The new BR styles included a 'double lozenge' totem - maroon for the LMR, dark blue for the ER, tangerine for the NER, light blue for the ScR, chocolate for the WR and malachite green for the SR. Here, a pair of maroon enamel station nameboards frame a shot of 2-6-4T No 42154 awaiting departure from Hellifield on a local train. Photo: copyright eaw-dh collection

The Ivatt LMS Mogul in the 46400 series were very similar both in looks and usefulness to the Class 2MT 2-6-0s Nos 78000-78064.....

 

 

       LMR TRANSITION FROM STEAM

  

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) The Pennine region is renowned for the severity of its winter months when snow and ice can disrupt the M62 motorway for days on end, but despite the wintry conditions our railways seem to keep on rolling along. The 1962-63 winter was more than just a cold snap, temperatures plummeted to an average of 0.2 Celsius from Boxing Day until April, with blizzards and white-out conditions sweeping the country for months on end. It was dubbed the 'Big freeze' by the media, and only the hardiest steam railway photographer ventured out. Jim Carter was rewarded with this evocative shot of ‘Rebuilt Patriot’ No 45545 Planet heading a Liverpool-Newcastle train across Dobcross Viaduct spanning the small River Tame and doubtless frozen Huddersfield & Ashton Canal in January 1963. Photo © JR Carter

(Below) Class 8F No 48123 heads a coal train from the Yorkshire coalfield along the Calder Valley main line near Thornhill Junction in March 1961. In that same year, EE Co Type 4 haulage was introduced on the Newcastle-Liverpool service. This busy section of track between Heaton Lodge Junction and Thornhill Junction  is now rationalised, the work being coincident with raising the speed limit from 45mph to 65mph. The contact strip shows a variety of motive power - Class 31, Class 47 and Class 45/1. The ‘Peaks’ were drafted on to the Trans-Pennine service from 1981, with some trains formerly terminating at York being extended to Scarborough to improve stock utilisation. The final 35mm frames show a pair of the then new BR/Leyland narrow-bodied Class 141s on the WYPTE’s local Leeds-Marsden service. The 4-wheeled vehicles were the first of the second-generation diesel units introduced to traffic in West Yorkshire in April 1984. Photos © D Hey.

 

 

 

 

 

 

 

 

 

 

  

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) This photo of Diggle Junction shows the Standedge route in 1958, with tracks on the right for the Micklehurst loop via Butterhouse Tunnel to Staleybridge. Preparations for re-signalling are underway as ‘Jubilee’ class No 45567 South Australia heads the 2.45pm Leeds City-Manchester Exchange on 26th April 1958.  Photo © B Hilton