London, Midland and Scottish Railway
Length | 7,790 miles (12,537 km) |
---|
The London, Midland and Scottish Railway (LMS[a]) was a British railway company. It was formed on 1 January 1923 under the Railways Act 1921,[1] 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 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.[3]
In 1938, the LMS operated 6,870 miles (11,056 km) of railway (excluding its lines in
The LMS was the largest of the Big Four railway companies[4] serving routes in England, Northern Ireland, Scotland and Wales.
Geography
Overview
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, the Midlands, the North West of England, Mid/North Wales and Scotland.[5] 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.
Joint lines
The LMS operated a number of lines jointly with the other main railway companies,[6] a situation which arose when the former joint owners of a route were placed into different post-grouping companies.[7] Most of these were situated at or near the boundaries between two or more of 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.[6] Exceeding 183 miles (295 km), this was the largest jointly operated network in Great Britain in terms of route mileage,[8] and extended from Peterborough to the East Anglian coast. The M&GN was wholly incorporated into the LNER in 1936.[6]
The LMS also operated a significant joint network with the Southern Railway, in the shape of the former Somerset and Dorset Joint Railway.[6][9] This network connected Bath and Bournemouth, and wound its way through territory nominally allocated to a third railway company, the Great Western.[6]
Through the former Midland Railway holdings, the LMS, together with the Great Northern Railway (Ireland), jointly owned the County Donegal Railways Joint Committee lines.[10]
Areas of competition
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 the LMS were mainly overlapping on the
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 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.
Northern Ireland
The LMS was also the only one of 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 a further 63 miles (101 km) of 3 ft (914 mm) gauge line.[10]
Apparent geographical anomalies
The expansionist policies of many of the constituent companies which formed the LMS, particularly the
History
Formation
The LMS was formed from the following major companies:
- Caledonian Railway 1,114.4 miles (1,793 km) route length
- Furness Railway 158 miles (254 km)
- Glasgow and South Western Railway 498.5 miles (802 km)
- Highland Railway 506 miles (814 km)
- London and North Western Railway (including Lancashire and Yorkshire Railway, amalgamated 1 January 1922) 2,667.5 miles (4,292.9 km)
- Midland Railway 2,170.75 miles (3,493 km)
- North Staffordshire Railway 220.75 miles (355 km)
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, the Midland & Great Northern, and one of the most famous, the Somerset & Dorset.[9] The LMS was the minority partner (with the LNER) in the Cheshire Lines Committee.
In Ireland there were three railways:
- Dundalk, Newry and Greenore Railway 26.5 miles (42 km)
- Northern Counties Committee 265.25 miles (426 km)
- Joint Midland and Great Northern of Ireland Railway 91 miles (146 km), with interests in Ireland
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).
Early history
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 was particularly marked in the case of the
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,
The Stanier revolution
The arrival of the new chief mechanical engineer,
Nationalisation
The war-damaged LMS was
Railway operations
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,[4] and in England its operations penetrated 32 of the 40 counties.[20] 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.[20] The company directly employed 263,000 staff, and through its annual coal consumption of over six and a half million tons, could claim to indirectly employ a further 26,500 coal miners.[21]
Commercial organisation
For nearly ten years after its formation, the LMS had been run using a similar organisational structure to one of its constituents, the
Davies created a commercial research section, increased the sales force and provided them with specialist training.
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 the single fare. Companies holding large freight accounts with the LMS received reduced price
Railway posters
The LMS's commercial success in the 1920s resulted in part from the contributions of English painter,
Charter and excursion traffic
Charter and
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.[32]
Scheduled services
However important 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 the first time.[34] The effect of these improvements was significant, with receipts from passenger traffic increasing by £2.9 million (equivalent to £1,875,640,000 in 2021)[35] between 1932 and 1938.
A number of premium services were offered, culminating in 1937 with the launch of the Coronation Scot,[2] which featured streamlined locomotives hauling a nine coach train of specially constructed stock between London Euston and Glasgow Central in six and a half hours.[2]
Most other major cities on the network were linked by trains with names which would become famous in railway circles including the
Goods services
Goods accounted for around 60% of LMS revenue,[37] and was even more varied than passenger services, catering for a range of goods from fresh perishables such as milk, fish and meat[38] 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.[39]
Traction and rolling stock
Construction
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 a number of non-rolling stock items required for the everyday running of the railway.[40]
Two facilities were located in Derby, one known as
The LNWR also contributed several works sites to the LMS. Crewe Works was opened in 1840 by 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.[41]
Smaller workshop facilities were also transferred to 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.[42]
Works | Pre-grouping company | Type | Closed by LMS |
---|---|---|---|
Barassie | G&SWR | Carriage & Wagon | – |
Barrow-in-Furness | FR | Locomotive | 1930 |
Bow | NLR | Locomotive | – |
Bromsgrove | MR | Wagon | – |
Crewe | LNWR | Locomotive | – |
Derby Carriage & Wagon
|
MR | Carriage & Wagon | – |
Derby Loco | MR | Locomotive | – |
Earlestown | LNWR | Wagon | – |
Horwich | LNWR (L&Y) | Locomotive | – |
Kilmarnock | G&SWR | Locomotive | – |
Lochgorm (Inverness) | HR | Locomotive, Carriage & Wagon | – |
Maryport | M&CR | Locomotive | c. 1925 |
Newton Heath | LNWR (L&Y) | Carriage & Wagon | c. 1932 |
Stoke-on-Trent | NSR | Locomotive | 1930 |
St. Rollox
|
CR | Locomotive, Carriage & Wagon | – |
Wolverton | LNWR | Carriage | – |
Locomotives
Coaching stock
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 the head of its Carriage department.
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 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 the initial jigs) such as doors, ventilators, windows and seats.[45]
The natural progression was to streamline the assembly process and the company introduced a method known as Progressive Construction.
Goods wagons
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Livery
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 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.[44]
Preservation
Technical innovation
Electrification
The LMS operated a number of suburban lines using electric traction, in and around London, Liverpool, Manchester and Lancashire.
Schemes in the London area generally used the
In the Liverpool area, lines were electrified using a third rail, energised at 630 V DC. Routes from Liverpool Exchange to Southport and Aintree and from Aintree to Ormskirk were already completed prior to the formation of the LMS. Lines from Birkenhead Park to West Kirby and New Brighton were added to this network in 1938.
In Manchester, the line from Bury to Manchester Victoria had already been electrified by the Lancashire and Yorkshire Railway using a side-contact, third rail system. In conjunction with the LNER, the lines of the former Manchester, South Junction and Altrincham Railway were electrified using the 1500 V DC overhead line system, opening on 11 May 1931.[49]
Finally the route between Lancaster and Heysham via Morecambe had been electrified by the Midland Railway using a 6600 V AC overhead system, as early as 1908.[50]
All-steel carriages
In 1926, the LMS introduced its "all-steel carriage", which represented a significant departure from previous carriage construction. Previously carriages had been built with wood or steel-plated wood bodies, mounted on heavy underframes. The all-steel carriages differed in that they consisted of a steel tube or box girder, which not only formed the body but also formed the load-bearing part of the carriage, meaning that a heavy underframe was not required.[51] The new technique also meant that the carriages were stronger under collision conditions, as proved during an accident at Dinwoodie – Wamphray[52] on 25 October 1928 when the leading "all-steel" carriage absorbed most of the impact. Construction of the carriages was carried out for the LMS by external companies, largely to provide work for them during a difficult economic period,[51] but within a couple of years the company returned to more conventional construction methods, as it could no longer justify using external contractors due to efficiency improvements within its own workshops, which were set up to produce carriages of more traditional configuration.[51]
Accidents
- On 5 July 1923, an express passenger train was in a rear-end collision with a goods train at Diggle. Four people were killed.[53][54]
- On 26 April 1924, an electric multiple unit overran signals and was in a rear-end collision with an excursion train at Euston station, London.[55]
- On 4 November 1924, an express passenger train was derailed near Lytham St. Annes, Lancashire due to a broken tyre on the locomotive. Fourteen people were killed.[54]
- On 8 September 1926, a passenger train was unable to stop at Leeds Wellington station due to greasy rails after a thunderstorm. It crashed through the buffers and ended up in building. There were no injuries.[56]
- On 19 November 1926, a private owner wagon of a goods train disintegrated near Parkgate and Rawmarsh station, Yorkshire, derailing the goods train that it was part of. A signal post was partially knocked over, obstructing the adjacent line. An express passenger train had the sides of its carriages ripped open by the signal post, killing eleven people. A direct consequence of this accident was that private owner wagons had to be registered with railway companies before they were allowed to run on main lines. They were also subject to a detailed inspection every ten years.[57]
- On 30 November 1926, a passenger train overran signals at Upney, Essex and was in a rear-end collision with another. Of 604 people injured, only four are hospitalised.[58]
- In June 1928, a mail train was derailed at Swinderby, Lincolnshire.[59]
- On 2 July 1928, a goods train was derailed at Pinwherry, Renfrewshire due to excessive speed on a curve.[57]
- On 27 August 1928, a passenger train crashed into buffers at Euston, London, injuring 30 people.[54]
- In August 1928, a train was derailed at Ashton under Hill, Worcestershire.[59]
- On 25 October 1928, a goods train broke down at Dinwoodie, Dumfriesshire. An express passenger train was in a rear-end collision with it due to errors by the guard of the goods train and a signalman. Four people were killed and five were injured.[60]
- On 8 January 1929, an express passenger train from Ashchurch, Gloucestershire and collided with a goods train that was being shunted. Four people were killed.[54][61]
- On 2 February 1929, a passenger train was sent into the bay platform at
- On 12 February 1929, an express passenger train was in a head-on collision with a goods train at Doe Hill station, Derbyshire due to a signalman's error. Two people were killed.[60]
- On 6 March 1930, a passenger train departed from Culgaith station, Cumberland against signals. It subsequently collided with a ballast train at Langwathby, Cumberland. Two people were killed and four were seriously injured.[62]
- On 22 March 1931, an express passenger train was derailed at Leighton Buzzard, Bedfordshire due to excessive speed through a crossover. The locomotive crew were killed.[59]
- On 17 July 1931, a mail train overran signals and was in a rear-end collision with a goods train at Crich Junction, Derbyshire. Two people were killed and seventeen people were injured.[59]
- On 18 December 1931, a goods train became divided at Dagenham Dock, Essex. Due to a signalman's error, a passenger train ran into the rear portion of the goods. Two people were killed and several were injured.[63]
- On 17 June 1932, a passenger train was derailed at Great Bridgeford, Staffordshire.[64]
- On 10 July 1933, an express passenger train was in collision with a goods train and was derailed at Little Salkeld, Cumberland due to a signalman's error. One person was killed and about 30 were injured, one seriously.[60]
- On 6 September 1934, two passenger trains were in a head-on collision at Port Eglington Junction, Glasgow, Renfrewshire after the driver of one of them misread signals. Nine people were killed and 31 were injured, eleven seriously.[60]
- On 28 September 1934, an express passenger train was in a rear-end collision with a passenger train at Winwick Junction, Cheshire due to a signalman's error. Eleven people were killed and nineteen were injured.
- On 25 February 1935, a passenger train was derailed at Ashton under Hill due to a combination of locomotive design, speed and track condition. One person was killed.[59]
- On 13 March 1935, an express meat train from Liverpool to London was brought to a halt at Kings Langley due to a defective vacuum brake. Due to a signalman's error a milk train ran into its rear. Wreckage spread across all four lines, with the result that a few minutes later the Camden to Holyhead freight collided with the debris, followed a few seconds later by the Toton to Willesden coal train. All four lines were blocked for some time and the driver of the milk train was killed.[65] Contemporaneous newsreel footage shows the aftermath of the four-fold accident.[66]
- On 23 February 1937, an express goods train was derailed at West Hampstead, Middlesex.[54]
- On 17 November 1937, a passenger train overran signals and was in a rear-end collision with an express passenger train at Coppenhall Junction, Crewe, Cheshire.[67]
- On 21 January 1938, an express passenger train was in a head-on collision with an empty stock train at Oakley Junction due to a combination of driver and signalman's errors. Three people were killed and 46 were injured.[56]
- On 5 August 1939, a passenger train was derailed at Saltcoats North station, Ayrshire due to an obstruction on the line. Four people were killed.[57]
- On 28 September 1939, a rear-end collision occurred at Winwick Junction.[59]
- On 14 October 1939, An express passenger train was involved in a collision at Bletchley, Buckinghamshire. Five people were killed, more than 30 were injured.[54]
- On 13 October 1940, an express passenger train collided with a platform barrow obstructing the line at Wembley Central, Middlesex and was derailed. Several people were killed and many more were injured.[59]
- On 4 September 1942, a goods train overran a loop at Todmorden, Yorkshire in blackout conditions and was derailed.[59]
- On 21 July 1945, an express passenger train overran signals at Ecclefechan, Dumfriesshire and was in collision with a goods train that was being shunted. Two people were killed, 31 were injured.[68]
- On 30 September 1945, an express passenger train was derailed at Bourne End, Hertfordshire due to excessive speed through a set of points. Forty-three people were killed and 64 were injured.
- 1946 – Lichfield rail crash; 20 killed and 21 injured.
- On 12 April 1947, a passenger train was derailed near Keighley, Yorkshire when a bridge collapsed under it.[63]
- On 21 July 1947, an express passenger train was derailed at Grendon, Warwickshire due to defective track. Five people were killed and 64 were injured.[56]
Non-railway interests
Canals
The LMS owned many canals, originally acquired by some of its constituent companies in the 19th century, such as the Shropshire Union group (which included the
Shipping
The LMS acquired numerous docks, harbours and piers from its predecessors. These ranged in size from major ports at Barrow-in-Furness and Grangemouth through ferry harbours such as Holyhead, Heysham, Stranraer and Fleetwood to much smaller facilities including piers on the Thames and Clyde.[70] The LMS also inherited steamers and piers from the Furness Railway on Windermere and Coniston Water.
Ships inherited from the Midland Railway.[71]
Ship | Launched | Tonnage (GRT) |
Notes and references |
---|---|---|---|
SS Antrim |
1904 | 2,100[72] | Sold in 1928 to the Isle of Man Steam Packet Company. Scrapped at Preston in November 1936[72] |
SS City of Belfast | 1893 | 1,055[73] | Bought from Barrow Steam Navigation Co Ltd in 1907. Sold in 1925 to a Greek owner, renamed Nicolaos Togias. Renamed Kephallina in 1933. |
SS Duchess of Devonshire | 1897 | 1,265[74] | Sold in 1928 to Bland Line, Gibraltar, renamed Gibel Dersa. |
SS Londonderry | 1904 | 2,086[75] | Sold in 1927 to Angleterre-Lorraine-Alsace, renamed Flamand. Scrapped at Altenwerder, Germany in 1937.[75] |
SS Wyvern | 1905 | 232[76] | Built as a Second World War .Scrapped in 1960. |
The LMS also inherited docks at Goole.[77]
Road transport
In 1933, along with the other three main line railways, the LMS purchased the
Hotels
The LMS Hotels & Catering Service, apart from providing catering cars on trains and refreshment facilities at stations also operated a chain of nearly 30 hotels throughout the United Kingdom. Just prior to World War II the department employed 8,000 staff, served over 50 million customers per annum and grossed more than £3 million in receipts (equivalent to £197,880,000 in 2021)[35] from the combined hotel and catering operations. The scale of the undertaking enabled the LMS to claim that they operated the largest chain of hotels in the British Empire.[3]
The range of hotels was extensive ranging from large resort and city centre hotels to much smaller provincial establishments. One of the most famous was the
Notable people
Chairmen of the board of directors
- 1923–1924: Charles Lawrence, 1st Baron Lawrence of Kingsgate[79]
- 1924–1927: Sir Guy Granet[78]
- 1927–1941: Josiah Stamp (Baron Stamp from 1938)[80]
Presidents
- 1926–1941: Josiah Stamp (Baron Stamp from 1938)[17]
- 1941–1947: Sir William Valentine Wood[78]
Chief civil engineer
- Ernest Frederic Crosbie Trench 1923 – 1927[81] (formerly chief engineer of the London and North Western Railway)
- Alexander Newlands 1927[81] – 1933
- William Kelly Wallace 1933[82] – 1948[83] (previously Locomotive and Civil Engineer [combined] of the Northern Counties Committee in Northern Ireland.)
Chief mechanical engineers
- 1923–1925: George Hughes[1]
- 1925–1931: Henry Fowler[1]
- 1931–1932: Ernest Lemon[84]
- 1932–1944: Sir William Stanier[14][85]
- 1944–1945: Charles Fairburn[86]
- 1945–1947: Henry George Ivatt[86]
Legacy
This article needs to be updated.(January 2024) |
The name of the LMS was revived by Govia in the form of the train operating company London Midland which operated services primarily around the West Midlands and services north to Liverpool Lime Street and south to London Euston between 2007 and 2017.
LMS was trademarked by the Department for Transport on 14 November 2017 sparking speculation of the name becoming the long term branding for the new InterCity West Coast Partnership franchise, which is scheduled to commence operations on 8 December 2019, branded as Avanti West Coast.[87][88]
References
Notes
- corporate imageused LMS, and this is what is generally used in historical circles. The LMS occasionally also used the initials LM&SR. For consistency, this article uses the initials LMS.
- ^ A photolithographic print is formed from the natural aversion of oil and water. The print is created by transferring a photographic image onto an aluminium plate or stone and then printing by hand.
Citations
- ^ a b c d e f Whitehouse & Thomas 2002, p. 204.
- ^ a b c Whitehouse & Thomas 2002, p. 205.
- ^ a b Whitehouse & Thomas 2002, p. 7.
- ^ a b Whitehouse & Thomas 2002, p. 15.
- ^ Whitehouse & Thomas 2002, pp. 7–8.
- ^ a b c d e Whitehouse & Thomas 2002, p. 186.
- ^ Casserley 1968, Chapter I: "Introduction"[page needed]
- ^ Casserley 1968, pp. 15–36.
- ^ a b Casserley 1968, pp. 46–67.
- ^ a b Arnold 1973, p. [page needed]
- ^ Welch 1963, p. [page needed]
- ^ Kay 2010, p. [page needed]
- ^ Hunt, Jennison & Essery 2010, p. [page needed]
- ^ a b c Nock 1964, p. [page needed]
- ^ a b "William Stanier". Graces Guide. Retrieved 22 March 2013.
- ^ Simmons & Biddle 1997, p. [page needed]
- ^ a b Whitehouse & Thomas 2002, pp. 38–39.
- ^ Whitehouse & Thomas 2002, p. 23.
- ^ "Main-Line Companies Dissolved". The Railway Magazine. Vol. 96, no. 586. London: Transport (1910) Ltd. February 1950. p. 73.
- ^ a b c d e f g h i Whitehouse & Thomas 2002, p. 97.
- ^ Whitehouse & Thomas 2002, p. 14.
- ^ a b c d e f g Whitehouse & Thomas 2002, p. 96.
- ^ Whitehouse & Thomas 2002, p. 100.
- ^ "LMS School of Transport". Derby Daily Telegraph. England. 22 July 1938. Retrieved 17 June 2017 – via British Newspaper Archive.
- ^ & Wilkinson 1969, p. 104
- ^ Leon Winslow, ‘Art is Industrial as Well as Fine’, in The Journal of Education, Vol.106, No.20 (1927) pp.520–522
- ^ & Wilkinson 1969, p. 105
- ^ 40 Marlborough Hill, St John’s Wood, NW.8 to Clausen, 23 Oct 1923 (R.A., Letters written to George Clausen, CL/1/248)
- ^ Norman Wilkinson (1882–1971), To Ireland: Seven LMS Routes, 1935, Steaming ferry boat on the sea, lithographic print, 390 X490, Swann Auction Galleries
- ^ a b Beverley Cole and Richard Durack, Railway Posters 1923–1947 (London, 1992) p.104
- ^ Paul Henry (1877–1958), Connemara,’’ Ireland this Year’’, 1925, Country track with cottages and mountain in background, lithographic print 101 X63.5, Science Museum UK
- ^ a b c d e Whitehouse & Thomas 2002, p. 98.
- ^ a b Whitehouse & Thomas 2002, p. 99.
- ^ Jenkinson 1990, p. 87.
- ^ a b UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 11 June 2022.
- ^ a b c d Whitehouse & Thomas 2002, p. 103.
- ^ Whitehouse & Thomas 2002, p. 106.
- ^ Whitehouse & Thomas 2002, p. 117.
- ^ Whitehouse & Thomas 2002, p. 109.
- ISBN 0-7153-8740-5. 01LO49.
- ISBN 0-7153-4906-6.
- ^ Whitehouse & Thomas 2002, p. 170.
- ^ a b Jenkinson 1990, p. 10.
- ^ a b Jenkinson 1990, p. 11.
- ^ a b Jenkinson 1990, p. 21.
- ^ a b c d Jenkinson 1990, p. 23.
- ^ Jenkinson 1990, p. 24.
- ^ Day & Reed 2008, p. 102
- ^ Dixon 1994, p. 67
- ^ Ellis 1961, p. 129
- ^ a b c Jenkinson 1990, p. 31.
- ^ "Accident at Dinwoodie – Wamphray on 25th October 1928".
- ^ Pringle, J.W. (8 August 1923). "Accident Returns: Extract for Accident at Diggle Junction on 5th July 1923". Retrieved 3 March 2018 – via The Railways Archive.
- ^ ISBN 0-906899-01-X.
- ^ Hall 1990, p. 83.
- ^ ISBN 0-906899-35-4.
- ^ ISBN 0-906899-52-4.
- ^ Hall 1990, p. 85.
- ^ ISBN 0-906899-37-0.
- ^ ISBN 0-906899-50-8.
- ^ "Report on the Accident at Ashchurch on 8 January 1929" (PDF). Ministry of Transport. 5 March 1929. Retrieved 10 June 2014.
- ^ Hall 1990, p. 95.
- ^ ISBN 0-906899-07-9.
- ISBN 0-906899-05-2.
- ^ "Report on the Accident at Kings Langley on 13th March 1935". Office of Rail Regulation.
- ^ "Four Fold Train Collision". British Pathe.
- ^ Hall 1990, p. 103.
- ISBN 0-906899-07-9.
- ^ "The Times newspaper: Notice of a Special General Meeting of the London, Midland and Scottish Railway". 11 February 1937. Retrieved on 29 June 2008 (Requires login/subscription)
- ^ Whitehouse & Thomas 2002, p. 118.
- ^ "Midland Railway". Simplon Postcards. Retrieved 15 December 2009.
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- ^ a b "1116017". Miramar Ship Index. Retrieved 15 December 2009.
- ^ "1084974". Miramar Ship Index. Retrieved 15 December 2009.
- ^ a b c Whitehouse & Thomas 2002, p. 38.
- ^ Whitehouse & Thomas 2002, p. 37.
- ^ Whitehouse & Thomas 2002, p. 39.
- ^ a b "L.M.S. Changes". Crewe Chronicle. England. 5 February 1927. Retrieved 20 February 2022 – via British Newspaper Archive.
- ^ "The L.M.S. Railway". Belfast News-Letter. Northern Ireland. 16 May 1933. Retrieved 20 February 2022 – via British Newspaper Archive.
- ^ "Civil Engineer". Derby Daily Telegraph. England. 27 August 1948. Retrieved 20 February 2022 – via British Newspaper Archive.
- ^ Whitehouse & Thomas 2002, p. 56.
- ^ Whitehouse & Thomas 2002, p. 46.
- ^ a b Whitehouse & Thomas 2002, pp. 58–59.
- ^ "New West Coast rail franchise to run HS2 services". BBC News. 4 November 2016. Retrieved 8 November 2016.
- ^ "Trade mark number UK00003270382". Intellectual Property Office (United Kingdom). Retrieved 24 August 2018.
Sources
- Arnold, R. M. (16 August 1973). N. C. C. Saga: London, Midland and Scottish Railway in Northern Ireland. Newton Abbot: David & Charles. ISBN 978-0-7153-5644-9.
- Bonavia, Michael R. (1980). The Four Great Railways. Newton Abbot: David & Charles.
- Carter, Oliver (1990). An illustrated history of British Railway Hotels: 1838-1983. St Michael's: Silver Link Publishing. ISBN 0-947971-36-X.
- ISBN 0-7110-0024-7.
- Day, John R.; Reed, John (2008) [1963]. The Story of London's Underground (10th ed.). Harrow: Capital Transport. ISBN 978-1-85414-316-7.
- Dixon, Frank (1994) [1973]. The Manchester South Junction & Altrincham Railway. The Oakwood Library of Railway History (2nd ed.). Headington: Oakwood Press. ISBN 0-85361-454-7. OL34.
- Ellis, Cuthbert Hamilton (1961) [1953]. The Midland Railway (4th ed.). Hampton Court: Ian Allan. 940/554/125 1059.
- Gammell, C.J. (1980). LMS Branch Lines, 1945 – 1965. Oxford Publishing Company. ISBN 0-86093-062-9.
- Hall, Stanley (1990). The Railway Detectives. London: Ian Allan. ISBN 0-7110-1929-0.
- Hendry, Dr R. Preston; Hendry, R. Powell (1982). An Historical Survey of selected LMS Stations, Layouts and Illustrations, Volume 1. Oxford Publishing Company. ISBN 0-86093-168-4.
- Hunt, David; Jennison, Kohn; Essery, Robert (23 November 2010). The standard compounds. LMS Locomotive Profile. Vol. 13. Wild Swan Publications Ltd. ISBN 978-1-905184-81-1.
- Jenkinson, David (1990). British Railway Carriages of the 20th Century, Volume 2: The years of consolidation, 1923–53. Wellingborough: Patrick Stephens Limited. ISBN 0-85059-912-1.
- Kay, Peter (April 2010). The London, Tilbury & Southend Railway: 1912 - 1939 the Midland and LMS Years v. 3: A History of the Company and Line. P.Kay. ISBN 978-1-899890-43-9.
- Nock, O.S. (1964). Sir William Stanier: An engineering biography. Ian Allan.
- ISBN 0-04-385087-1.
- ISBN 0-04-385093-6.
- Simmons, Jack; Biddle, Gordon, eds. (October 1997). Oxford Companion to British Railway History (1 ed.). OUP. ISBN 978-0-19-211697-0.
- Welbourn, N. (1994). Lost Lines: LMR. Ian Allan. ISBN 0-7110-2277-1.
- Welch, H. D. (1963). The London Tilbury and Southend Railway. Oakwood Press.
- Whitehouse, Patrick; Thomas, David St John (2002). LMS 150 : The London Midland & Scottish Railway A century and a half of progress. Newton Abbot: David & Charles. ISBN 0-7153-1378-9.
- ISBN 978-0-85422-000-7.
Further reading
- G. C. Nash (1946). The LMS at War. LMS. p. 88.
External links
- The LMS Society
- Vintage training and educational videos for LMS staff, customers and the general public.
- The LMS Forum
- LMS discussion group on Yahoo!
- LMS images of tourist attractions along their routes Use Advanced Search/Collections/LMS to view these images held by the English Heritage Archive
- Documents and clippings about London, Midland and Scottish Railway in the 20th Century Press Archives of the ZBW