109-513: The London, Midland and Scottish Railway (LMS) Stanier Class 5 4-6-0 , commonly known as the Black Five , is a class of 4-6-0 steam locomotives . It was introduced by William Stanier and built between 1934 and 1951. A total of 842 were built initially numbered 4658-5499 then renumbered 44658-45499 by BR. Several members of the class survived to the last day of steam on British Railways in 1968, and eighteen are preserved. The Black Five
218-514: A boiler with top feed on the front ring in conjunction with Walschaerts valve gear. In The Railway Series children's books by the Rev. W. Awdry and its television adaption Thomas and Friends , the character Henry the Green Engine , who was formerly based on flawed LNER Gresley A1 prototype designs, was rebuilt into a Black Five at Crewe Works after crashing into a goods train while pulling
327-553: 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
436-468: 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,
545-663: A conflict of interest as Armstrong was then Engineer of Rifled Ordnance for the War Office and the company's main customer was the British Government. Armstrong held no financial interest in the company until 1864 when he left Government service, and Elswick Ordnance was reunited with the main Armstrong businesses to form Sir W.G. Armstrong & Company. EOC was then the armaments branch of W.G. Armstrong & Company and later of Armstrong Whitworth. Elswick Ordnance
654-530: A consistent decline in newsprint and pulp prices after 1923, which was caused by overexpansion of the Canadian industry and wasn't predicted by either party of the project, both lacking experience in paper trade. Since on a falling paper market longtime players with established customer bases had a clear advantage, shareholders sold their well-working but overleveraged and loss-making business to International Paper & Power Company in 1927. The deal left AW with
763-401: A fresh boiler. All locomotives from no. 5225 were fitted when new with the sloping throatplate boiler. All extra boilers made had the sloping throatplate arrangement, and only one example of a later engine having been fitted with a straight throatplate boiler is known - no. 45433. Several different patterns of boiler were used on the locomotives, running into double figures. The throatplate design
872-741: 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
981-631: 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
1090-414: 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
1199-616: 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
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#17327939087991308-471: A loss of £2.8M, and the whole group collapsed. Shipbuilding was the major division of the company. From 1879 to 1880 the predecessor shipbuilding company of Charles Mitchell laid down a cruiser for the Chilean Navy at Low Walker Yard. This vessel was later supplied to Japan as the 'Tsukushi' of 1883; the ship was launched as of Armstrong Mitchell build. Between 1885 and 1918 Armstrong built warships for
1417-574: A mile (about 2 km) along the bank of the River Tyne . Armstrong Mitchell merged again with the engineering firm of Joseph Whitworth in 1897. The company expanded into the manufacture of cars and trucks in 1902, and created an "aerial department" in 1913, which became the Armstrong Whitworth Aircraft subsidiary in 1920. In 1927, it merged with Vickers Limited to form Vickers-Armstrongs . The Armstrong Whitworth
1526-621: 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
1635-525: A new arrangement of Caprotti valve gear, which was later used on some of the BR standard Class fives, and the BR class 8 4-6-2. No. 4767 , built at Crewe and delivered in December 1947, had outside Stephenson valve gear : instead of eccentrics, double return cranks were used to drive the eccentric rods, and a launch-type expansion link was used. This one cost £13,278, which was about £600 more than those built at
1744-538: 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
1853-579: A reputation for reliability and solid workmanship. The company maintained a London sales outlet at New Bond Street. When Armstrong Whitworth and Vickers merged, Armstrong Whitworth's automotive interests were purchased by J D Siddeley as Armstrong Siddeley , based in Coventry . An Armstrong Whitworth car is displayed in the Discovery Museum , Newcastle upon Tyne . Armstrong Whitworth established an Aerial Department in 1912. This later became
1962-522: 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
2071-476: A small percentage of the total produced, although seven more have been named in preservation (see below ). All of those named in mainline service were named after Scottish regiments. Locomotive 5155 carried the name The Queen's Edinburgh for only two years during the Second World War . Some sources have noted that no photographic confirmation of this naming is extant, although this is neither unique to
2180-471: A subsidiary company known as Vickers-Armstrongs . The aircraft and Armstrong Siddeley motors business were bought by J. D. Siddeley and became a separate entity. Production at the Scotswood Works ended in 1979 and the buildings were demolished in 1982. The forerunner companies, W. G. Armstrong & Co. and later, from 1883 Sir WG Armstrong Mitchell & Company , were heavily involved in
2289-487: A three-row version (21 elements) having greater total surface area and giving less obstruction to gas flow. The original 57 boilers were converted later to higher superheat (24 elements) and fitted with a dome . Further orders were placed with Crewe (5070–5074), Vulcan Foundry (5075–5124) and Armstrong Whitworth (5125–5224) for a total of 155 locomotives which were also built with domeless boilers with straight throatplates and 21 element superheaters. All these boilers, including
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#17327939087992398-821: 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
2507-613: 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
2616-637: Is still in use and is substantially original. In 1925 the company tendered unsuccessfully to construct the South Brisbane-Richmond Gap (on the New-South Wales-Queensland border) section of the last stage of the standard gauge railway linking Sydney and Brisbane . This was a heavily engineered railway which includes a long tunnel under the Richmond Range forming the state border and a spiral just south of
2725-599: Is to be trialed out with the fitment of ETCS (in-cab signalling). Part of the National Collection Oldest surviving member of the class Purchased from Severn Valley Railway by private owner in August 2023. Hauled Fifteen Guinea Special in August 1968, and formerly named RAF Biggin Hill Boiler ticket expired in early September 2018 Owned by Ian Riley . Only surviving example having
2834-700: 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
2943-830: 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
3052-641: 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
3161-518: The Humber River ) received support from the local government and loan guarantees both from it and the UK; Squires even campaigned on it, making "Hum on the Humber" his slogan for the 1923 Newfoundland general election . The company was heavily involved with the establishment of the town of Deer Lake. The hydroelectric station there was built between 1922 and 1925, while the canal system used by
3270-524: The LMS Jubilee Class , which were painted crimson (and known until April 1935 as the "Red Staniers"). Later on, the nickname of the former became "Black Five", the number referring to the power classification . This was originally 5P5F, but from 1940 was shown on cabsides as the simple figure 5. Eight hundred and forty-two were constructed. The locomotives were an instant success and were well-liked by their crews for their versatility. One of them
3379-753: 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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3488-858: 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
3597-652: The National Railway Museum's collection in York . Note: Some locos may usually have a nameplate but marked names indicate that the loco is not presently wearing them. Loco numbers in bold indicate their current number. This locomotive was the sole member of the class equipped with Stephenson valve gear. Formerly named Magpie and later renamed to Kenneth Aldcroft The engine is to also be mainline certified for use on Grosmont to Whitby trains. Hauled Fifteen Guinea Special in August 1968. The engine
3706-610: The Royal Navy , Beiyang Fleet , Imperial Russian Navy , Brazil Navy Imperial Japanese Navy , and the United States Navy . Amongst these were HMS Glatton which, due to bodged construction, suffered a magazine explosion in Dover Harbour less than one month after commissioning. Armstrong Mitchell and later Armstrong Whitworth built many merchant ships, freighters, tank-ships, and dredgers; notable among them
3815-505: The Sir W. G. Armstrong Whitworth Aircraft Company . When Vickers and Armstrong Whitworth merged in 1927 to form Vickers-Armstrongs, Armstrong Whitworth Aircraft was bought out by J. D. Siddeley and became a separate entity. The Elswick Ordnance Company (sometimes referred to as Elswick Ordnance Works, but usually as "EOC") was originally created in 1859 to separate William Armstrong's armaments business from his other business interests, to avoid
3924-602: The Vulcan Foundry in 1933. The first of the Vulcan Foundry engines entered service in 1934, and the entire order of 50 was delivered before the first Crewe-built engine, No. 5000, was completed in February 1935. The first 57 locomotives were built with domeless boilers with straight throatplates and a low degree of superheat (14 elements in two rows), the boilers of the remaining 13 (5007–5019) were provided with
4033-756: 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,
4142-578: 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,
4251-574: The 1900s. The owners of the Reid Newfoundland Company convinced AW to invest in building a second paper mill at Corner Brook , to be supplied with hydroelectricity from a generating station 50 km away at Deer Lake . A joint venture , the Newfoundland Power and Paper Company, was founded in 1923. After much fighting between Harry Reid and then-PM of the dominion Richard Squires , the so-called Humber project (after
4360-743: 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
4469-460: The 2.7-litre 15/20 to the 3.7-litre 25.5 . The first six-cylinder model, the 30/50 with 5.1-litre 90 mm (3.5 in) bore by 135 mm (5.3 in) stroke engine came in 1912 with the option of electric lighting. This grew to 5.7 litres in 1913. At the outbreak of war, as well as the 30/50, the range consisted of the 3-litre 17/25 and the 3.8-litre 20/30 . The cars were usually if not always bodied by external coachbuilders and had
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4578-437: The 3.7-litre 25 , which seems to have shared the same chassis as the 30 and 40 . In 1911, a new small car appeared in the shape of the 2.4-litre 12/14 , called the 15.9 in 1911, featuring a monobloc engine with pressure lubrication to the crankshaft bearings. This model had an 110-inch (2,800 mm) wheelbase compared with the 120 inches (3,000 mm) of the 40 range. This was joined by four larger cars ranging from
4687-478: The 842 examples would number 44658–45499. From early 1947, engines were built with the top feed on the front ring of the boiler (from no. 4998), and Nos 44758-767 had a longer wheelbase (27 ft 6in rather than 27 ft 2in, with the change in the coupled wheelbase from 7 ft + 8 ft to 7 ft + 8 ft 3in); this was necessary in order to accommodate the Timken roller-bearing housings without fouling
4796-646: 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
4905-596: The Flying Kipper (a nightly fish train from Tidmouth, Sodor to Manchester ) in 1935. A Black 5 locomotive appears in the 1938 René Magritte painting Time Transfixed . London, Midland and Scottish Railway The London, Midland and Scottish Railway ( LMS ) 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
5014-444: 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
5123-407: 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,
5232-454: 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 the Caledonian Railway ), and numerous other, smaller ventures. Besides being the world's largest transport organisation, the company was also
5341-423: 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
5450-554: 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
5559-733: 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,
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#17327939087995668-439: 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
5777-405: The ashpan. In 1948, George Ivatt introduced more modifications to bearings and valve gear; other experimental Ivatt features included the use of steel rather than copper fireboxes on certain engines, and the fitting of double blastpipes & chimneys in some instances. 44738-57 were built with Caprotti valve gear . The last two, nos. 44686 and 44687 built at Horwich in 1951, were fitted with
5886-473: 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
5995-475: The border. AW's tender price was £1,333,940 compared with Queensland Railway's tender price of £1,130,142. In the mid-1920s the company clearly was trying to break into the booming Australian market, but was stymied by a preference for local companies. The Dominion of Newfoundland , an island country then mostly dependent on its fishery, had plenty of pulpwood but only one paper mill at Grand Falls-Windsor and one pulp mill at Bishop's Falls , both built in
6104-518: The class, 46 in total, survived to the last day of steam on BR in August 1968 . No. 45318, a Lostock Hall based engine, hauled the last scheduled train on 3 August 1968; a Preston to Liverpool exchange. The locomotive was withdrawn a few days later and then scrapped the following year at Drapers. Eighteen Black Fives have been preserved, with twelve of them being purchased directly from BR for preservation (these being 44767, 44806, 44871, 44932, 45000, 45025, 45110, 45212, 45231, 45305, 45407 & 45428),
6213-461: The class, nor unexpected given restrictions on photography during wartime. The evidence for the naming of the locomotive is set out in full in various sources. The class remained intact until 1961 when 45401 was the first Black Five to be withdrawn from stock following a collision at Warrington , although the boiler was re-used and actually lasted to the end of steam on BR. The remainder of the class were withdrawn between 1962 and 1968. Some members of
6322-457: The closely related 8Fs were produced in large numbers. In 1943 construction was restarted, with Derby Works building its first. Construction continued up to no. 5499. As the numbering block from 5500 was allocated to the Patriot Class , a further batch of 200 locomotives were numbered from 4800 to 4999, followed by a batch from 4658 to 4799. By this time the LMS had been nationalised, and British Railways added 40000 to all numbers. Eventually
6431-425: 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
6540-408: 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. Armstrong-Whitworth Sir W G Armstrong Whitworth & Co Ltd was a major British manufacturing company of
6649-441: 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
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#17327939087996758-517: The construction of hydraulic engineering installations. Notable examples include: Between 1880 and 1925 they built a number of warships: They built oil tankers , including: Armstrong Whitworth built a few railway locomotives between 1847 and 1868, but it was not until 1919 that the company made a concerted effort to enter the railway market. Contracts were obtained for the construction and supply of steam and diesel locomotives to railway systems in Britain and overseas, including those detailed in
6867-419: The coupled and tender axles in varying combinations, and an experimental steel firebox. Other locomotives had modified draughting to "self clean" the smokebox (thereby reducing turn-around and disposal times and eliminating or mitigating one of the most unpopular jobs). Numbering started from 5000 , with the first twenty being ordered from Crewe Works in April 1934, and a further fifty (5020–5069) ordered from
6976-423: The crankshaft had intermediate bearings between each pair of cylinders. Drive was to the rear wheels via a dual helical epicyclic gears and helical bevel axle. The cars were listed at £735 for the four and £900 for the six. They were still theoretically available until 1907. According to Automotor in 1904, "Even the first Wilson-Pilcher car that made its appearance created quite a sensation in automobile circles at
7085-466: 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
7194-406: 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
7303-432: The early converted ones with a dome, were fitted indiscriminately to any of the first 225 engines, which could appear at various times with domed or domeless boilers. However, many of the early frames were converted to accept sloping throatplate boilers, as listed below. This modification was carried out to provide a stock of spare boilers for the early engines, which would minimise the time spent in works by engines awaiting
7412-475: The early years of the 20th century. With headquarters in Elswick , Newcastle upon Tyne , Armstrong Whitworth built armaments , ships , locomotives , automobiles and aircraft . The company was founded by William Armstrong in 1847, becoming Armstrong Mitchell and then Armstrong Whitworth through mergers. In 1927, it merged with Vickers Limited to form Vickers-Armstrongs , with its automobile and aircraft interests purchased by J D Siddeley . In 1847,
7521-435: The engineer William George Armstrong founded the Elswick works at Newcastle, to produce hydraulic machinery, cranes and bridges, soon to be followed by artillery, notably the Armstrong breech-loading gun, with which the British Army was re-equipped after the Crimean War . In 1882, it merged with the shipbuilding firm of Charles Mitchell to form Armstrong Mitchell & Company and at the time its works extended for over
7630-431: 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
7739-930: The firebox. Some of them reverted to straight throatplate at a later date, and these are also shown where known. Those marked with an asterisk were fitted with a boiler which had the top feed on the front ring on the date shown. In the case of no. 45087 it had previously been converted. The first conversion was carried out on no. 5022, and the last known was on no. 45163, which has been preserved. 5002 (12/37), 45007 (1/60), 45008 (1/60*), 45011 (1/49*+), 5020 (2/37), 5022 (10/36) reverted (10/58), 5023 (2/38) reverted (3/53), 5026 (2/37) reverted (1/59), 5027 (12/36), 5040 (11/36), 5045 (11/54), 5047 (1/37), 45049 (7/54) reverted (8/59), 5054 (1/37), 5057 (11/37), 5058 (11/37), 5059 (7/45), 45066 (4/60), 45082 (12/56*), 45087 (9/55) (12/60*), 5097 (1/37), 5108 (6/45), 45109 (5/48), 5142 (12/37), 45151 (3/51), 45163 (5/61), 45169 (7/55), 45197 (5/60) A further 227 were ordered from Armstrong-Whitworth in 1936,
7848-529: 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
7957-525: 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
8066-631: 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
8175-547: The hydroelectric station helped to expand the forestry operations in the area. Some of the equipment used in the construction of the Panama Canal was shipped to Newfoundland. The pulp and paper mill in Corner Brook began operations in 1925. Overall, AW spent about £5M (equivalent to £360 million in 2023) on the development, which went significantly over the original budget and led to an overdraft, only to witness
8284-425: 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
8393-524: 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 was generally disappointing, with a rate of return of only 2.7%. Under the Transport Act 1947 , along with the other members of
8502-447: The largest single locomotive order ever given by a British railway to an outside contractor. Crewe built a further 20, which had higher degree superheat boilers, with 28 elements, unlike the AW boilers, which had 24 elements. 5471, built at Crewe in 1938, would be the last built for five years. During the early stages of the Second World War , the priority was for heavy freight engines, and
8611-538: The latter is currently awaiting more work to its AWS and GSM-R equipment so it can run to Whitby. 44767 & 45337 are in the process of undergoing overhauls, 45231 boiler certificate expired in January 2024 while four, 44901, 45163, 45293 and 45491, are undergoing restorations from Barry Scrapyard condition. No. 44781 was a candidate for preservation, but was scrapped. In 2019, parts were rediscovered in Bartlow and in
8720-805: The locomotive market due to its modern plant. Its two largest contracts were 200 2-8-0s for the Belgian State Railways in 1920 and 327 Black 5 4-6-0s for the LMS in 1935/36. AW also modified locomotives. In 1926 Palestine Railways sent six of its H class Baldwin 4-6-0 locomotives to AW for conversion into 4-6-2 tank locomotives to work the PR's steeply graded branch between Jaffa and Jerusalem. PR also sent another six H Class Baldwins for their defective steel fireboxes to be replaced with copper ones. AW's well-equipped works included its own design department and enabled it to build large locomotives, including an order for 30 engines of three types for
8829-489: The main line in preservation: 44767, 44871, 44932, 45000, 45025, 45110, 45212, 45231, 45305, 45337, 45407 & 45428. As of November 2024, there are seven Black Fives in traffic, five of which have valid main line certificates. 44871, 44932, 45212 & 45407 have full main line certificates for use over the national network, while 45428 is certified for main line use only between Grosmont and Whitby only. both 45025 and 44086 are only able to operate on preserved lines although
8938-684: The modernisation of the South Australian Railways in 1926. These included ten 500 class 4-8-2 locomotives, which were the largest non-articulated locomotives built in Great Britain, and were based on Alco drawings modified by AW and SAR engineers. They were a sensation in Australia. AW went on to build 20 large three-cylinder "Pacific" type locomotives for the Central Argentine Railway (F.C.C.A) in 1930, with Caprotti valve gear and modern boilers. They were
9047-489: The most powerful locomotives on the F.C.C.A. AW obtained the UK license for Sulzer diesels from 1919, and by the 1930s was building diesel locomotives and railcars. An early example is the Tanfield Railway 's 0-4-0 diesel-electric shed pilot, No.2 , which was built by AW as works number D22 in 1933. In the same year, the company launched the UK's first mainline diesel locomotive, the 800 bhp "Universal". It
9156-400: The rear wheels. A larger car was listed for 1908 with a choice of either 5-litre 30 or 7.6-litre 40 models sharing a 127 mm (5.0 in) bore but with strokes of 100 mm (3.9 in) and 152 mm (6.0 in) respectively. The 40 was listed at £798 in bare chassis form for supplying to coachbuilders. These large cars were joined in 1909 by the 4.3-litre 18/22 and in 1910 by
9265-459: The remaining six being rescued from Woodham Brothers ' Barry Scrapyard (these being 44901, 45163, 45293, 45337, 45379 & 45491). Members of each of the builder's batches have survived into preservation: seven LMS-built engines and eleven by outside contractors. Of the eighteen to be preserved, fourteen have operated in preservation, the class members that have not yet run being 44901, 45163, 45293 & 45491. Twelve Black Fives have been operated on
9374-429: 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
9483-469: The same time with Walschaerts' valve gear. The aim of the experiment was to find out if a valve gear having variable lead (as opposed to the constant lead of the Walschaerts' motion) would affect performance. On trial, it proved to have no advantage, although in normal service it did gain a reputation as a good performer on banks. Only five Black Fives received names during their mainline working lives,
9592-461: 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
9701-419: 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
9810-522: 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
9919-405: The time on account of its remarkably silent and smooth running, and of the almost total absence of vibration". The first Armstrong Whitworth car was the 28/36 of 1906 with a water-cooled, four-cylinder side-valve engine of 4.5 litres which unusually had "oversquare" dimensions of 120 mm (4.7 in) bore and 100 mm (3.9 in) stroke. Drive was via a four-speed gearbox and shaft to
10028-407: 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
10137-505: Was a mixed-traffic locomotive , a "do-anything go-anywhere" type, designed by Stanier, who had previously been with the GWR . In his early LMS days, he designed his Stanier Mogul 2-6-0 , experimenting with the GWR school of thought on locomotive design. A number of details in this design he would never use again, realising the superiority of details not used on the GWR. Stanier realised that there
10246-662: Was a major arms developer before and during World War I . The ordnance and ammunition it manufactured for the British Government were stamped EOC, while guns made for export were usually marked "W.G. Armstrong". The 28 cm howitzer L/10 which played a major role in the Siege of Port Arthur in the Russo-Japanese War was developed by Armstrong. After the Great War, Armstrong Whitworth converted its Scotswood Works to build railway locomotives. From 1919 it rapidly penetrated
10355-607: Was a need for larger locomotives. These were to be the LMS version of the GWR Halls , but they were not copies, as the Hall was too wide to run in most places in Britain. They shared a similar cylinder arrangement (two outside), internal boiler design and size and 6 foot driving wheel diameters. In their early days the locomotives were known as the "Black Staniers" from their black livery, in contrast to Stanier's other class of 4-6-0,
10464-528: 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
10573-400: Was an advanced car, originally with a 2.4-litre engine, that had been made in London from 1901 until 1904 when production moved to Newcastle. When Armstrong Whitworth took over production two models were made, a 2.7-litre flat four and a 4.1-litre flat six , the cylinders on both being identical with bore and stroke of 3.75in (95mm). The engines had the flywheel at the front of the engine, and
10682-531: 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
10791-510: 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,
10900-694: 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
11009-590: Was manufactured from 1904, when the company decided to diversify to compensate for a fall in demand for artillery after the end of the Boer War . It took over construction of the Wilson-Pilcher , designed by Walter Gordon Wilson , and produced cars under the Armstrong Whitworth name until 1919, when the company merged with Siddeley-Deasy and to form Armstrong Siddeley . The Wilson-Pilcher
11118-542: 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
11227-480: 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
11336-606: Was recorded to have reached a speed of 96 mph in service. There were a number of detail variations in the locomotives and they did not all remain in the same condition as built. Some locomotives built under British Railways administration were used as test beds for various design modifications, with a view to incorporating the successful modifications in the Standard Classes of locomotives built from 1951 onwards. These modifications included outside Caprotti valve gear , roller bearings (both Timken and Skefco types) on
11445-467: 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
11554-483: Was successful in trials, but not repaired after an engine crankcase explosion a year later. A total of 1,464 locomotives were built at Scotswood Works before it was converted back to armaments manufacture in 1937. After the end of WWI demand for armaments and naval ships all but evaporated, and Armstrong Whitworth had to look into diversifying its business. The company built a hydroelectric station at Nymboida, New South Wales , near Grafton, Australia in 1923–1924. This
11663-520: Was the ice-breaking train ferries SS Baikal in 1897 and SS Angara in 1900, built to connect the Trans-Siberian Railway across Lake Baikal . The company built the first polar icebreaker in the world: Yermak was a Russian and later Soviet icebreaker, having a strengthened hull shaped to ride over and crush pack ice. In 1927, the defence and engineering businesses merged with those of Vickers Limited to create
11772-439: Was the most significant, but there were also different numbers of superheater flues, firegrate arrangement, stay material, dome and water feed arrangements, washout plug placement, etc. in various combinations. The following locomotives were built with straight throatplate boilers, but were later fitted with a sloping throatplate boiler (date in brackets). Conversion was done by relocating the frame stretcher immediately in front of
11881-529: 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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