Stanier locomotive designs & those of Fairburn & Ivatt

Whereas it was desirable to separate Fowler's and Hughes' designs for the LMS: those of Stanier and his lesser successors (Fairburn and Ivatt) need to be treated together.

General works

Essery, R.J. and Jenkinson, D. An illustrated history of LMS locomotives. Volume 5. The post-grouping standard designs. Peterborough: Silver Link,1989.248pp 
Locomotives constructed by, or for the LMS. Concentrates mainly on externals, although this can be highly illuminating, such as the smoke deflection experiments on the Royal Scot class. Excellent extended captions
Haresnape, Brian. Stanier locomotives; a pictorial history. London: Ian Allan, 1970. 128pp.
Rowledge, J.W.P. Engines of the L.M.S. built 1923-1951. Oxford: OPC, 1975. 108pp + plates (86 illus.)
A pocketbook: includes drawings (side elevations) of all types built/supplied to the LMS including the Sentinel railcars. Notes on the Company's far from standard boilers. Tenders, 8F locomotives supplied during WW2. Photographic illustrations of most types.
Rowledge, J.W.P. L.M.S. engines: names, numbers, types and classes. Newton Abbot: David & Charles, 1989. 160pp.
Text is typescript, but includes outline diagrams of the LMS-designed locomotives. There is a separate section of plates.

See also Stanier biography

Injectors

Cox (British Railways standard steam locomotives. 1966) noted that for the BR standard locomotives live steam injectors were evaluated through a series of tests on the Swindon works steam fittings test plant: both regional and proprietary instruments were tried out for range of working and for maximum delivery capacity. In this case the GWR injector showed a marked superiority over all the others, and it was adopted in three sizes to cover the proposed fleet, giving maximum water deliveries of 34.800, 25.700 and 18.500 lb. per hour respectively, a useful range of adjustment of the quantity delivered being available in each case.  Cox noted "It is interesting to recall that this injector design was one of the items which Stanier did not transplant to the LMS when he joined it in 1932, but the Derby injector which he retained for his new command was at this late hour found to be markedly inferior."

2-8-0

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

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

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

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

Retrospective & critical
Allen, C.J. The locomotive exchanges, 1870-1948. [1950] .
The appendix includes results of the 1948 inter-regional exchanges of freight locomotives, in which the 8F class was evaluated.
Benford, B. Why were Swindon '8Fs' singled out? Steam Wld, 2006 (224) 50.
Claims that in 1955-7 25 Swindon-built 8Fs were transferred from the LMR to the Western Region.
Bond, R.C. Organisation and control of locomotive repairs on British Railways. J. lnstn Loco. Engrs, 1953, 43,175-265.. (Paper No.520).
Includes mileage figures, between overhauls, for the class: 50,361.
Bourne, T.W. (Smokey). Back to reality. Modellers Backtrack, 1994, 4, 116-18.
Critical of the concept of Chief Mechanical Engineers, notably Webb, but Stanier is also condemned. In both cases their approach to standardisation is condemned: Webb because Crewe Works were unable to adept to change, and Stanier for the 8F type being too slow.
Chackfield, J.E. Ron Jarvis: from Midland Compound to the HST. 2004.
Page 81 Jarvis was involved in the design of snowploughs for working over Settle & Carlisle line: using a desin based upon cow-catchers supplied by NBL. Jarvis was involved (Chapter 3) in assembling 8F locomotives in Turkey during WW2 and in the receipt of them at the port of Iskenderun. Chapter 6 reccounts the return of 8Fs from the Canal Zone to the LMS following WW2.
Copsey, John. Swindon's '8Fs'. Great Western Rly J., 2004, (51), 165-76.
During WW2 the LMS 8F was built as a "standard class" and eighty were constructed at Swindon and use on GWR lines until displaced by WD locomotives. Copsey states that the GWR crews found certain difficulties with the locomotives and this is confirmed in the correspondence. As usual Copsey gives details of allocations and duties. See also letter in Number 52 page 239 from R.S. Potts concerning problems with using combined steam & vacuum brake fitted to 8F class, plus the lack of a powerful handbrake. The GWR did not use steam brake and fitted powerful handbrakes: thus the GWR footplate crews had to learn how to handle the steam brake fitted to 8F and WD types. H.M. Parker (same issue & page as previous) states that 4835 sent to St Blazey in 1944 before being sent to Penzance.
Hall, Stanley. Railway milestones and millstones: triumphs and disasters in British railway history. 2006.
Milestone: "masterpiece":
Hunt, David et al. LMS locomotive profile: No. 8 – the Class 8F 2-8-0s. Didcot: Wild Swan. 136pp.
Mel Holley (Steam World, 2006, (226), 65) notes folding diagrams which once upon a time used to be taken for granted and lack of title on spine, and lack of "precise" withdrawal dates, but otherwise overall excellence. Appendices include details of War Department locomotives.
Hunt, David et al. Pictorial Supplement to LMS locomotive profile: No. 8 – the Class 8F 2-8-0s. Wild Swan. 80pp.
Mel Holley (Steam World, 2006, (226), 65) notes "excellent book", although questions high cost.
Notes on Stanier "8F" 2-8-0 engines. J. Stephenson Loco. Soc., 1956, 32, 84-8. illus., table.
Notes on the locomotives built in the workshops of other railways and on the W.D. locomotives.
Pollock, D.R. and White, D.E., compilers. The 2-8-0 & 2-10-0 locomotives of the War Department, 1939-1945: Stanier L.M.S. type 2-8-0; British Austerity 2-8-0; British Austerity 2-10-0; Robinson L.N.E.R. class O4 2-8-0. Rly Obsr., 1946, 16 Supplement No.5.
Powell, A.J. Living with London Midland locomotives. 1977.
Chapter 10: The strong pull: a footplateman's view.
Powell, A.J. Stanier locomotive classes. 1991. Pp: 88-96.
Chapter entitled Class 8F-2-8-0': This includes the many, of the mainly minor, alterations which took place during the life of the locomotives, but not the vast number of modifications which took place during military service. Notes that 48169 was fitted with a full set of unbalanced driving wheels from a WD 2-8-0.
Railway Correspondence and Travel Society. Locomotives of the LNER. Part 6B. Tender engines—classes O1 to P2. 1983.
Pp. 108-116:  includes information about the thirty 8F locomotives constructed at Doncaster and the same number at Darlington during WW2. They were classified as O6 whilst on the LNER, but at the end of the War were exchanged for WD 2-8-0s. .
Riley, R.C. L.M.S. type 2-8-0's built by Southern Railway. J. Stephenson Loco. Soc., 1946, 22, 202. illus.
Rowledge, J.W.P. Heavy goods engines of the War Department. Vol. 2. Stanier 8F 2-8-0. Poole: Springmead Books, 1977/78.3v.
Stokes, Ken. Both sides of the footplate. Truro: Bradford Barton, [1985?]. Chap. 8.
Had experience of No. 8696 converted to oil-firing in 1946/7: generally he found the locomotive highly satisfactory and he considered that the technique could have been used to postpone conversion to diesel traction.
Toms, George and  Essery, R.J.. William Stanier's Class 8F 2-8-0. Br. Rly J. LMS Special Ed., 1988, 3-17.
Bibliography includes several works which are not ywt listed herein: includes brief ddetails of War Department locomotives. Photographs show variety of tendrs and liveries.
War Department Stanier 2-8-0's. Rly Obsr., 1948, 18, 204-5. table.
Notes on locomotives returned to Britain from overseas.
Thorley, W.G.F. A breath of steam.1975.
The new Class 8F (originally classified 7F) 2-8-0 locomotives, five of which were allocated to Westhouses a few months after emerging new from Crewe Works, proved to be another stimulus to sustain interest in things mechanical. As is invariably the case with a new locomotive design, there were many minor teething troubles. I submitted several suggestions for improvement of details, illustrated by Dobson's wonderful freehand sketches for the production of which he had a remarkable gift. Ideas related to the armouring of the flexible oil pipes to the trailing coupled axleboxes to withstand the heat of the firebox; the provision of an expansion bend in the steam control pipe to the continuous blowdown valve; rearrangement of the middle ashpan damper to facilitate ashpan cleaning; provision of separate gauge frame drain taps; modification to the steam cylinders which operated the dry sanding gear; and to the layout of connections to the sand gun fitted to the boiler backplate for cleaning the tubes whilst running. Many innovations on the 2-8-0 previously unknown to Westhouses men were appreciated by them, including the bushed type connecting rod big end fitted with a fluted restrictor instead of a worsted trimming and a host of grease nipples on the brake rigging and intermediate drawgear which reduced the number of oiling points requiring the use of the traditional oil feeder.
One frequent subject of comment was the 2-8-0's apparently inferior braking performance compared with that of the standard Class 7F 0-8-0's. This is not surprising as the brake percentage (ie the ratio of the sum of the forces on the brake blocks divided by the static weight on the rail and expressed as a percentage) of the latter was 78.5 compared with only 65.8 on the new 2-8-0s. Yet as so often happens, drivers quickly adjust themselves to a new set of circumstances. The complaints quickly died as they became accustomed to what was still a good brake on the 2-8-0.
The continuous blowdown valve mentioned above was also a new innovation. It was fitted to the boiler backplate for the purpose of drawing off a portion of the water in the boiler whenever the engine regulator was open. At that time, despite the efforts of the water softening chemists, some soluble compounds often remained in suspension in the feed water after treatment and caused excessive priming when a locomotive was worked hard. The blowdown valve was controlled by steam under pressure led through a small bore pipe from the rh cylinder; the water drawn off amounted to 2-3 gpm and was led through a coil in the tender tank where some heat was recovered before the water was discharged onto the ballast. Enginemen disliked the arrangement because they considered (rightly) that they were having to shovel more coal, although the heat losses were doubtless more than counterbalanced by the cleaner water side heating surfaces which resulted from feed water treatment. The civil engineers in due course came to dislike the apparatus also and produced impressive figures of the additional costs incurred in permanent way maintenance due to the discharge of boiler water on to the ballast.
With the advantage of hindsight, the necessity to fit the contraption at all now appears to have arisen because all the possible effects of water treatment were not considered initially; or if they were, someone in the hierarchy objected to capital expenditure being earmarked to counter the harmful side effects. Not that we were overmuch concerned at the MIC with the financial results of water treatment; when stalwarts like Johnny Duroe, Albert Lee, Bill Younger, Sam Harris and 'Ferd' Whitaker got going about the new fittings, of which usually no one knew anything until a locomotive so equipped made its first appearance on the shed, their preoccupation was with problems such as whether an additional water stop would be required on a given working. Countless highly competent engineers have launched and still do launch their products and systems on to long-suffering users without a thought that any steps taken to acquaint the latter with the purpose of the equipment and invite their wholehearted co-operation in making it work, would pay handsome dividends.
Topham, W.L. The running man's ideal locomotive. J. Instn Loco. Engrs., 1946, 36, 3-29. Disc.: 29-91. (Paper No. 456)
Much based on experience of 8F during WW2 in Persia (Iran) and Egypt where oil-firing showed up several weaknesses in design, notably burning of torpedo ends of superheater elements. The superheater tubes were only 11 SWG and there had been many burst elements in Persia and Egypt with oil-firing: Plate frames were advanced: "when a Baldwin 2-8-2 and an LMS 8F collided in Persia it was easy to see who got the best of it". The solid bronze bushes with white metal inserts gave excellent service.
Tyler, Keith, John Bond and Alan Wilkinson. Stanier 8F 2-8-0: a study of the Stanier class 8F locomotive. Stanier 8F Locomotive Society,[1978]. 96pp.
Ottley 12306: cited by Toms & Essery.
Whalley, F.S. The work of their craft. J. Instn Loco. Engrs, 1946, 36, 401-29.
Mainly an account of the "Liberation" type, but the 8F design is also considered.

4-6-2

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

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

1935: Modified boilers: 6203 et. seq -

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

Tenders

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

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

1933: press demonstration:
This run, which should have been from Euston to Crewe, unfortunately ended with the failure of No. 6200 at Lichfield. This was due to an overheated axlebox.
TEST of locomotive No. 6200, L.M.S.R., Euston-Crewe. Loco. Rly Carr. Wagon Rev., 1933, 39, 267.

1938:  
The Railway Gazette published details of a Euston to Aberdeen working to show the arduous operating conditions for LMS Pacifics.
LONG engine working, L.M.S.R. Rly Gaz., 1935, 63, 161-2.

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

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

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

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

Accidents

Weedon: 21 September 1951
Reade, Lewis. Disaster at Weedon. Backtrack, Introductory Issue, 34-7.
Derailment of Princess Royal class 46207 Princess Arthur of Cannaught on express train on 21 September 1951 which led to the deaths of 14 passengers and one member of the dining car staff. The footplate crew survived and protected their train in spite of being severely shaken. The line was reopened in 30 hours. The later recovery of the locomotive, using Kelbus apparatus, is also described. The accident enquiry, conducted by Lt. Col. G.R.S. Wilson, concluded that the derailment was caused by an excessively tight bogie axlebox. illus.: The grim sight at Weedon about two hours after the accident on 21st Sept (aerial photograph Press Association); Track diagram of accident recovery;

Retrospective and critical

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

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

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

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

Allen, C.J. British Pacific locomotives.1962.
The section on Stanier Pacifics is based on the same author's The Stanier Pacifics of the L.M.S. (see below).
Allen, C.J. The Stanier Pacifics of the L.M.S.. 1950.
Certain of the illustrations and diagrams contained in this work are not repeated in the later British Pacific locomotives (above).
Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive No.6202. J. Instn Loco. Engrs, 1946, 36, 182-265. (Paper No. 458).
Pp. 208-15. The author quotes results of comparative tests, undertaken in 1936/37, between the Princess Royal Pacifies and the turbine locomotive: coal and water consumption were compared for Nos. 6212 and 6210, with No. 6202 on London to Glasgow workings with a dynamometer car:

Bond used these data to show that No. 6202 achieved a lower coal consumption of over 6% except in the case of one run by No. 6212..
Brooks, Mike. Naming the first LMS Pacifics. Rly Wld, 40, 79-82.
Proposed names for Princess Royal (including names suggested by Public Relations Dept from Longfellow's Hiawatha, such as Minnehaha), and royal alternates to the ones actually used. Stanier's involvement in livery (correspondence with H.G. Ivatt at St Rollox concerning Caledonian blue) and with style of nameplate for 6220 Coronation. Also names proposed, but not used for Claughton and Prince of Wales classes: Liver and Cook were suggested for latter.
Clay, J.F.  and Cliffe, J. The West Coast Pacifics. London: Ian Allan, 1976. 208pp
Useful summary of Princess Royal  locomotive performance both on the West Coast route.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
It is probably not an exageration to state that more boilers were designed for the Princess Royal Pacifics than for all the LNER designed Pacifics, and that sucess was not achieved until the Coronation Pacifics were introduced. Cook suggests that too much reliance was placed upon the unsatisfactory boiler fitted to Churchward's Great Bear
CYLINDER fixing with shear strips. Loco. Rly Carr. Wagon Rev., 1954. 60, 119. 2 illus., diagr..
See also Forsyth, I.C. Discussion on R.C. Bond Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, Pp. 225-8 (3 illus.):
Dentith, T.G. The LM.S.R. Pacific locomotives 6200-6212, the "Princess Royals". J. Stephenson Loco. Soc.. 1964, 40, 78-87. 7 illus., 2 diagrs., (s. el.), table.
A history of the class.
Earnshaw, Alan. Lines to the Citadel. Backtrack, 1997, 11, 530.
page 530 Princess Royal No 46209 Princess Beatrice (caption notes that Carlisle enginemen disliked the Brunswick green used at that time).
Evans, M. Pacific steam : the British Pacific locomotive. London, 1961.
Ewart, Brell  and Brian Radford. Princess Margaret Rose - the first production Stanier Pacific. Platform 5.
David Jenkinson reviewed this in Backtrack, 7, 166: he called it a thoroughly enjoyable book but noted that in the lay on the cusp between history and preservation
Fore, J. Footplate impressions. J. Instn Loco. Engrs, 1955, 45, 317-21. (Paper No. 546).
The experience was gained by a graduate apprentice when firing and observing driving techniques on a number of classes including the L.M.S. Pacifics.
Forsyth, I.C. Discussion on R.C. Bond Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, Pp. 225-8 (3 illus.):
Described a welding repair method adopted at Crewe for fitting a pre-assembled front-end onto the Princess Royal main frames, which indicated that trouble was experienced through the cylinders working loose and fracturing. See also "Cylinder fixing with shear strips" (above).
Hall, Stanley. Railway milestones and millstones: triumphs and disasters in British railway history. 2006.
Milestone: "were a great success":
Hunt, David and Bob Essery and Fred James. The "Princess Royal" Pacifics. LMS Locomotive Profile Number 4.
Many detailed diagrams. Further information LMS Journal (9), 35-40..
Livesay, E.H. Scottish locomotive experiences. No. 1 "The Mid-day scot", L.M.S.R., London to Glasgow, Engineer, 1939, 168, 232-4. illus., table.
A Princess Royal at work as observed by a North American.
L.M. Pacifics a pictorial tribute. Hatch End (Middlesex), Roundhouse Books, 1967. 120 p. incl.. front. 136 illus., table.
Powell, A.J. Living with London Midland locomotives. 1977
Chapter 9: A trio of high-born ladies: orginally published in Trains ill., 1958, 11, 231-9: see introduction.
Powell, A.J. Stanier locomotive classes. 1991. Pp. 70-4.
Claas 7P-four-cylinder 4-6-2 'Princess'. This is very different from the above as it catalogues the many changes introduced in this small class, whereas Living with London Midland locomotives lists the many defects encountered in working the locomotives, yet they were so powerful that they tended to perform well in service.
Sixsmith, Ian. The book of the Princess Royal Pacifics: a British Railways Illustrated special. Clophill: Irwell Press, 2000. 96pp.
The turbine locomotive (Turbomotive has its own chapter, which includes a brief reference to Priness Anne). Essentially a picture book which includes some interesting photographs, but the standard of presentation often fails to make the most of the pictorial content relating to the locomotive. The  scrappy "bibliography" includes the phrase "and various issues of all sorts of magazines" presumably compacted in Compactus shelving. .
Tee, D.F. Notable recent L.M.R. withdrawals. Rly Obsr, 1963, 33, 36-7.
Locomotive "Obituary"
Thorley, W.G.F.. discussion on Tuplin, W.A. Some questions about the steam locomotive. J. Instn Loco. Engrs., 1953, 43, 698.(Paper No. 528).
"The first two" Princess" class Pacific locomotives of the former LMS Railway had 32-element superheaters fitted in place of the original 16-element apparatus after only a short period of service, and the steaming was improved thereby. Tuplin had said in the discussion that the firebox volume was increased at the same time as the additional superheating surface was provided and therefore the value of the latter could not be assessed accurately, but in this connection it was pointed out that the number of elements had been increased without increase of firebox volume in both the Classes 5 MT and 5 XP locomotives of the same railway, as compared with the original arrangement and the steaming had been improved. The superheater had the advantage that, provided the flue tubes were kept reasonably clean, its efficiency remained unimpaired as the boiler scaled up internally; also it was sometimes able to evaporate water during periods of priming, which would be carried over into the cylinders of a saturated engine..
Webber, A.F. The proportions of locomotive boilers. J. Instn Loco. Engrs., 1937, 27, 688-725. Disc.: 726-63. (Paper No. 378).
Includes an analysis of the "Princess Royal" design of boiler.
Wheeler, Geoffrey. Fired by steam. London: John Murray, 1987.
Includes plate of an attractive side elevation coloured painting of No. 6201 Princess Elizabeth in LMS red in near original condition

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

Under British Railways the locomotive was rebuilt as a reciprocating engine and named Princess Anne.

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

Roller bearings

TAPERED roller bearings on the L.M.S.R. Turbomotive: absence of wear after 250,000 miles in service. Rly Gaz., 1944, 81, 282. 2 illus.
TAPER-ROLLER bearings of the L.M.S.R. turbine locomotive. Engineering, 1944, 158, 128; 130.4 illus.
TIMKEN hearings on the London, Midland and Scottish Railway turbine locomotive. Engineering, 1935,140, 524-6; 552-3. 6 illus., 9 diagrs.

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

Allen, C.J. British Pacific locomotives.1962.
The section on Stanier Pacifics is based on the same author's The Stanier Pacifics of the L.M.S. (see below).
Allen, C.J. The Stanier Pacifics of the L.M.S.. 1950.
Certain of the illustrations and diagrams contained in this work are not repeated in the later British Pacific locomotives (above).
Allen, C.J. Lone locomotives. Trains Ann., 1956, 67-79; 82-4. 25 illus.
Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive, No.6202. J. lnstn Loco. Engrs, 1946, 36, 182-230. Disc.: 231-65 (Paper No. 458).
Every facet is covered in detail from the basis of the design to test running including some of the difficulties experienced in operating an unconventional locomotive in service. Pp. 231-3: Sir William Stanier modestly explained how Dr. Guy of Metropolitan Vickers had approached him indicating the possible advantages of the Ljunstrom turbine and of how they had visited Sweden to inspect locomotives of this type. Coal and water consumption see above or with paper..
Clay, J.F.  and Cliffe, J. The West Coast Pacifics. London: Ian Allan, 1976. 208pp
Brief account in Chapter 5 entitled "The turbine experiment" which includes an excellent simplified diagram on page 53 of the location of the turbine and its drive.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
Understandably a considerable amount of effort was required to get the boiler right for this unusual locomotive.
Earl, Lawrence A. Engines I have driven. Trains Ann., 1948, 81-9.
We used to get the "Turbo" on this trip [the Liverpool turn], and what a lovely engine she is! Not so much science about the driving, perhaps—turning the valves on and off one by one instead of the careful adjusting of regulator and cut-off to suit every change of the — but for continuous strength and speed there is not another engine in her class to touch her. Once in the late 1930's the "Turbo" was tried for a week between Euston and Glasgow on the "Royal Scot" and Fireman D. Wright and I were the crew chosen to man her to and from Carlisle. There can't have been much wrong with his firing, because one day we climbed the 31½ miles from Carlisle up to the top of Shap Summit, 915 feet above the sea, in no more than 36 minutes, and with a train of 530 tons behind us.
Ellison, J.H. Experimental locomotives. 4 – The L.M.S. turbine driven 4-6-2 locomotive No. 6202. Rly Obsr, 1942, 14, 46-8. illus., (line drawing: s. el.)
Evans, M. Pacific steam : the British Pacific locomotive. London, 1961.
Flower, G.J. On the footplate of No. 46202. Rly Mag., 1949, 95, 394-6. illus.
Livesay, E.H. On the Turbomotive's footplate. Loco. Rly Carr. Wagon Rev., 1940, 46, 118-21. 3 illus.
Both of the above were recorded by passive olservers. Livesay's article formed part of a series which observed British locomotives at work through North American eyes.
L.M. Pacifics: a pictorial, tribute. Hatch End (Middlesex), Roundhouse Books, 1967. 120 p. incl.. front. 136 illus., table.
Powell, A.J. Stanier locomotive classes. 1991. Pp: 75-9.
Chapter entitled Class 7P-turbine-driven 4-6-2: This includes 46202 Princess Anne.
Ransome-Wallis, P. Unconventional forms of motive power in:, Ransome-Wallis, P. The concise encyclopaedia of world railway locomotives. 1959.
Pp. 461-77 (Chap. 9): Includes the "Turbomotive".
Stanier, W.A. [Discussion on] Webber, A.F. Paper No. 378). The proportions of locomotive boilers. J. Instn Loco. Engrs, 1937, 27, 688-725. Disc.: 726-63.
"The Author [Webber] has referred to smokebox vacuum. It may be of interest to mention that the vacuum in the smokebox of the L.M.S. turbine locomotive with one nozzle open is just over 1 in. of water, and with two nozzles it is 2 in., so that with the maximum number of nozzles open it is 6 in.. The engine steams quite well on the fast trains between Liverpool and Euston of something like 500 tons weight. It seems to me that that is a comparatively low vacuum in the smokebox for a big boiler, when account is taken of the vacuum which the French engines are obtaining with the Kylchap blast pipe, and one of the investigations which I think that every locomotive superintendent within my memory has carried out is an investigation to endeavour to improve the vacuum in the smakebax withaut increasing, and in fact decreasing, the back pressure in the cylinders.
Stanier, W.A. Discussion on Dymond, A.W.J. Operating experience with two gas turbine locomotives. J. Instn Loco. Engrs., 1953, 43, 292-3. (Paper No. 521)
A point of interest was that the Western Region seemed to be able to arrange, when they had experimental units, to confine the working of them to a comparatively small number of men. On the LMS there had been a steam turbine locomotive, and, although he had asked the operating side to keep it to two or three sets of men, it had in fact been worked by twenty in turn. It was impossible to run an experimental engine in that way, and he thought that the Western Region were very fortunate in that respect.
Tufnell, Robert Prototype locomotives. Newton Abbot: David & Charles, 1985. 112pp.
Chapter 7: No. 6202 was thermally a sucess story.
Waterhouse, E.S.. A footplate ride on L.M.S.R. turbine engine No. 6202. . Rly. Mag., 1943, 89, 303-4.
"no sharp beat of the exhaust, just a hum to break the silence as we gilded out". Describes trip from Euston to Liverpool and a return on streamliner 6243 City of Lancaster: thought return journey much dirtier.

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

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

1938 non-streamlined series.

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

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

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

Essery, R.J. and Harris, N. LMS reflections: a collection of photographs from the Hulton Picture Company. 1986.
Contains several pictures of locomotive "6220" with bell and headlight and of Driver F.C. Bishop and Fireman J. McKinnon Carswell whilst on exhibition at Euston prior to trip (page 55). There are also several pictures of locomotive being loaded onto vessel, and some of it in USA.

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

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

Essery, R.J. and Harris, N. LMS reflections: a collection of photographs from the Hulton Picture Company. 1986.
Contains several interesting pictures: notably on page 32 of  Stanier congratulating Driver T.J. Clarke and Fireman J. Lew on their return to Euston.

1938 : The L.M.S. ran a special light train from Euston to Glasgow on 8 June 1938 for the Locomotive Engineers. The dynamometer car was attached and the whole run was analysed by Cox. The locomotive was 6225 Duchess of Gloucester.

Cox, E.S. Run to Glasgow, June 8th. J. Instn Loco. Engrs, 1938, 28, 574-81

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

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

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

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

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

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

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

7P (later 8P) "Princess Coronation" 1947: Ivatt
Ivatt modified this Stanier design by the addition of roller bearings, rocking grates, an increase in superheating surface, self cleaning smokeboxes and a new frame arrangement at the rear end. Two locomotives of this type were built: one of which was named Sir William Stanier, F.R.S. One of the more interesting aspects of these two locomotives is that they were constructed to act as comparative motive power for the two diesel electric locomotives Nos. 10000 and 10001.

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

Accidents
Several of the class experienced severe boiler explosions, mainly due to the failure of footplate crews to keep the firebox crown covered: see Bond Lifetime with locomotives, Hewison and Webb.

Retrospective and critical

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

Allen, C.J. British Pacific locomotives.1962.
Allen, C.J. The Stanier Pacifics of the L.M.S.. 1950.
The text of the later work by C.J. Allen where relating to the Stanier Pacifics is a slightly up-dated version of the earlier work. The diagrams in the earlier work are not repeated, however.
Atkins, Philip. New boilers for old... Steamwld, 2003, (194) 8-14.
Some locomotives were built with secondhand boilers and a few classes were built around secondhand boilers, Duchess Pacifics 6245/7-8 were constructed in 1943 with secondhand boilers.
Bishop, F.C. Queen Mary of the iron road, as told to M.C.D.Wilson and A.S.L. Robinson. 1946.
A "ghosted" autobiography of Driver Bishop, the driver who accompanied the Coronation Scot to the New York World's Fair.
Blakemore, Michael and Michael Rutherford. Duchess of Hamilton: ultimate in Pacific power.
Although superficially about one locomotive this work describes the whole class. Some of the illustrations are unusual: notably the poster Crewe Works by Rethi showing a streamlined (blue) locomotive under construction and an architect's impression of a maroon streamlined Pacific on the rollers at the Rugby Testing Plant and a proposed streamlined version of the Princess Royal type.
Bond, R.C. Lifetime with locomotives. 1975. p. 136
Comment on the state of No. 6224 following the boiler explosion on 10 September 1940 in which the streamlined doors were blown forward of the train and the tender was as if had been sandblasted.
Bond, R.C. Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, 175. 216-65. (Paper No. 520).
Includes figures for the mileage obtained between overhauls for the class: 73,188.
Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive No.6202. J. Instn Loco. Engrs, 1946, 36, 182-265. (Paper No. 458).
Page 187 : the author quotes hammer blow figures for the Duchess class: at 72 mile/h 3.47 tons per rail (whole engine: .24)..
Bradley, D.L. Locomotives of the Southern Railway. Part 2. RCTS, 1975.
Quotes locomotive repair costs per mile (excluding boiler) 3.85p and boiler repair costs (1.12p) and coal consumption per train mile (43.9 lb) for 1955. Original source not quoted.
Bulleid, O.V.S. Railway rolling stock and tendencies in design. Engineering, 1949, 167, 68-71; 94-5; 60. 13 illus., 4 diagrs. (s. els.), 5 tables.
Includes a comparison of the 1947 design with the Peppercorn A2, Gresley Al and H.A. Ivan's Atlantics.
Cameron, K.R.M. via Rogers, H.C.B. Thompson & Peppercorn. 1979. p. 52 and 150
Although an LMS man Cameron could see little difference between the Duchess class and the A4 or Peppercorn A1 classes, but he did note that when a West Coast sleeping car train was diverted over the Waverley route the St Margaret's driver found the Duchess a wonderful locomotive to drive...
Clay, J.F. The big red engines. J.Stephenson Loco. Soc., 1961, 37, 358-64. 4 illus.
Clay, J.F.  and Cliffe, J. The West Coast Pacifics. London: Ian Allan, 1976. 208pp
Useful summary of Duchess locomotive performance both on the West Coast route and on other routes, especially during the Locomotive exchanges of 1948. Includes brief mention of the loan of 46237 City of Bristol to the Western Region in May 1955 and very bare deetails of further loans in January 1956.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
The Duchess (Coronation) class boilers were superb producers of steam and led to some of the highest power outputs attained in Britain. Cook also notes the high number (three) of boiler explosions associated with the class which can be attributed partly to the lack of training given to those expected to handle such large locomotives and partly to detail: the water gauges were greatly inferior to those used on the LNER. KPJ suspects that the class was also prone to blow-backs, but has no statistical evidence. Table 50 (page 217) quotes the cost of classified boiler repairs on a comparitive basis in pence per mile: 2.7 pence/mile for a Duchess as against 0.8 for an A4 and 0.6 for a Merchant Navy..
Cox, E.S. Chronicles of steam. 1967.
Increased steam temperature was also proposed, a maximum of 750 F being the goal instead of the 600-620 F. then usual. It was intended to achieve this by use of the French 'Houlet' superheater, in which a special arrangement of the elements permitted twice the superheater heating surface for a given cross-sectional area for the passage of steamf and for a given total free area for the hot gases through the large tubes. A further refinement was physically to separate the superheated from the saturated parts of the superheater header in the smoke box so as to minimise heat transfer from the hotter to the cooler steam. Finally, to counter-balance any loss of capacity in the sheer ability to boil water which these arrangements might incur, and to boost the evaporative capacity of the boiler, thermic syphons in the firebox were suggested. On the basis of this study serious proposals were initiated, and actually authorised in 1939 for two experimental 'Coronation' 4-6-2 engines to be built, identical in outwards appearance with the existing engines but embodying all of the above ideas plus a working pressure of 300 psi, and even further improvement in the proportions of steam ports and passages. The four cylinders were to be 15in dia. x 28instroke, and a steel firebox was to be provided for the accommodation of the thermic syphons. It is to be noted at this stage that all of these improvements were aimed in the direction of thermal efficiency and power output, and that no changes in mechanical matters were included.
Doherty, Douglas The LMS Duchesses. Hemel Hempstead: Model and Allied Publications, 1973. 89pp + folding diagram.
Contents: Introduction by editor; The LMS Duchesses — their design and construction by E.A. Langridge; The LMS Duchesses — a performance evaluation by John Powell; The LMS Duchesses — a driver reminisces by Peter Johnson; The LMS Duchesses — a critical appreciation by W.A. Tuplin. General arrangement diagrams, numbers, names, etc, poorly printed photographs.
The DUCHESSES—valete. Rly Obsr, 1964, 34, 340-4. table.
Evans, M. Pacific steam : the British Pacific locomotive. London, 1961.
Fore, J. Footplate impressions. J. Instn Loco. Engrs, 1955, 45, 317-21. (Paper No. 546).
A graduate apprentice's impressions of the L.M.S. Pacifics gained from footplate observations.
Hall, Stanley. Railway milestones and millstones: triumphs and disasters in British railway history. 2006.
Milestone: "the 'Duchesses' were a huge success":
Hewison, Christian H. Locomotive boiler explosions. Newton Abbot: David & Charles, 1983.
Noting the severe boiler explosion at Lamington on 7 March 1948 due to a defective water gauge: "On the whole the suitability of the LMS design was most questionable"
Jenkinson, D. The "Coronation" Pacifics. Rly Wld, 1966, 27, 146-51; 188-92. 21 illus., 4 tables.
The author limited his approach to externals, especially liveries. Further he admits any uncertainties in his knowledge. A much fuller account appeared in Modellers' Backtrack (still to be indexed).
Jenkinson, David. The definitive 'Duchess'. Part 1. Modellers' Backtrack, 1993, 3, 172-86.
Includes model making drawings by Russell Carter, LMS official general arrangement drawings (side elevations, sections and plan) and many photographs which depict detail from many angles (including above and from the front and there is an especially good illlustration from the rear of ther streamlined tender fitted to No. 6225 at Perth in 1939). Part 1 is devoted to the streamlined locomotives and the original non-streamlined engines without smoke deflectors and with single chimneys. Details of liveries carried, de-streamlining and fitting with double chimneys are tabulated.
Jenkinson, David. The definitive Duchess. Part Two. (drawings by Russell Carter). Modellers' Backtrack, 1993/4, 3, 243-56.
Mainly prototype: post WW2 developments. 3 side elevations (plus relevant front and rear) (3.5mm=1ft). Table lists dates when de-streamlined/or built, when fitted with double chimney; smoke deflectors; smokebox restored to normal; original livery; and date scrapped. Another tabulates the various "BR" liveries carried. There are several colour illustrations including one in BR blue and many in BR Midland red.
Johnson, Peter. The LMS Duchesses- a driver reminisces in Doherty.
Writer was driver at Crewe North and describes routine runs northwards as far as Glasgow, some of which were of mediocre quality due to the condition of the locomotives in the 1960s. He also describes a run from Shrewsbury to Paddington on an enthusiast special.
Langridge, E.A. The LMS Duchesses — their design and construction in Doherty.
This is a very important source as Langridge was a part of the team of draughtsman who worked under T.F. Coleman at Derby to produce the design. He gave the names of other members of the team, and the reasons why certain procedures were adopted, and the influences from other designs.
Livesay, E.H. Scottish locomotive experiences. No.8— The "Coronation Scot", L.M.S.R. — Glasgow to London. Engineer, 1939, 168, 467-9; 486-7.2 illus., diagr.
Observations made from the footplate, partly comparative with North American experience.
L.M.Pacifics : a pictorial tribute. Hatch End (Middlesex), Roundhouse Books, 1967. 120 p. incl. front. 136 illus., table.
Peacock, D.W. Railway wind tunnel work. J. Instn Loco. Engrs, 1951, 41, 606-61. (Paper No.506).
Development work on the streamlining is described, plus details of smoke deflection work on the non.streamlined series.
Powell, A.J. Living with London Midland locomotives. 1977
Chapter 9: A trio of high-born ladies: orginally published in Trains ill., 1958, 11, 231-9.
Powell, John. LMS Duchesses — a performance evaluation in Doherty..
Record of the official tests performed on the locomotives, and records of locomotive performane as recorded as part of his work, and by others. Also includes notes on and diagram indicating the way in which the design could have been extended to give greater power and performance.
Powell, A.J. "45671", pseud. London Midland main lines and today's locomotive performance. 2. Euston— Crewe. Trains ill., 1961, 14, 291-7.
Theoretical performance is compared with actual running.
Powell, A.J. Stanier locomotive classes. 1991. Pp: 80-7.
Chapter entitled Class 7P-four-cylinder 4-6-2 'Coronation'/'Duchess': This includes the many, mainly minor, alterations which took place during the life of the locomotives: this is useful information for modellers. The most obvious was the removal of streamlining from those locomotives which were streamlined.
Riddles, R.A. "Coronation Scot" —  a railway development. J. Rec. Trans. jr lnstn Engrs, 1947/48, 58, 98-104.
This is an unusual paper in that it is a very personal account of the author's experiencesduring the 114 mile/h test run and on the North American trip. It is written in the same informal style as Cox's and Holcroft's books, but this was published long before the author retired.
Roe, F.G. I saw three Englands. Rly Mag., 1949, 95, 7-12; 81-4. 3 illus. (incl.port.), map.
A retired Canadian engine driver's footplate experiences in England.
Rogers, H.C.B. Last steam locomotive engineer: R.A. Riddles, C.B.E. 1970.
On page 85 Rogers states that Riddles devised the means of hinging the doors of the streamlined locomotives, was rersponsible for the increase in driving wheel diameter and the Caledonian blue: he also stated that Riddles stated that the drivers referred to the engine as the 'Butcher's Apron'
Stanier, W.A. [Discussion on] Webber, A.F. Paper No. 378). The proportions of locomotive boilers. J. Instn Loco. Engrs, 1937, 27, 688-725. Disc.: 726-63.
"As you know, Dr. Wagner indicated the importance of getting in balance the areas through the small tubes and the areas through the large flue tubes. On the Pacific" Coronation" engine the area through the small tubes is 3.23 sq. ft. and through the large tubes 3.66 sq. ft., making a total of 6.89 sq., ft.
Tuplin, W.A. The LMS Duchesses — a critical appreciation in Doherty.
Tuplin appears to heve been usurped by Powell in suggesting improvements to the design and in this case Tuplin adds little: it may be noted that he appeared to be allergic to streamlining.
Webb, Terry. 'Duchesses'  in distress. Steam Wld, 2005, (215), 20-7.
Accidents in which the class was involved. Notes the very high mileages achieved by the locomotives and that the majority of the accidents could not be attributed to the locomotives, although the three firebox failures might have been avoided given different design or better staff training. 6232 Duchess of Montrose collided with bombing debris at Berkhamsted on 15 May 1944; 6225 Duchess of Gloucester derailed nearr Mossend due to poor track maintenance; 6231 Duchess of Atholl was involved in a collision at Ecclefechan on 21 July 1945 (drifting smoke was a contributing factor); 6235 City of Birmingham was involved in another collision at Lambrigg on 18 May 1947. The three low water/firebox crown serious accidents involved 6224 Princess Alexandra at Craigenhill on 10 September 1940 and at Lamington on 7 March 1948 and 46238 City of Carlisle at Bletchley on 24 January 1962 where the design of the LMS water gauge glasses were at fault. The most serous accident (multiple collision) was that at Harrow & Wealdstone on 8 October 1952 involved 42642 City of Glasgow and appears to have been due to driver error
Webb, Terry. No. 46243 City of Lancaster was the last 'Duchess' to be 'de-frocked'. Steam Wld., 2006 (224) 48-9.
Letter: With the aid of photographs and extract from Trains Illustrated writer is able to show that 6226 Duchess of Norfolk lasted longer in its straemlined form than some commentators have suggested and that 46243 City of Lancaster was the only streamlined LMS Pacific to receive a BR number; also includes what was probably last photograph od locomotive in streamlined form
Webber, A.F. The proportions of locomotive boilers. J. Instn Loco. Engrs, 1937, 27, 688-726. (Paper 378).
An analysis on a comparative basis.
Wheeler, Geoffrey. Fired by steam. London: John Murray, 1987.
Includes plate of an attractive side elevation coloured painting of No. 6233 Duchess of Sutherland

Names:

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

6P (later 7P) Rebuilt Scot: 1943: Stanier:
In 1942 Stanier re-boilered two Jubliee class locomotives with enlarged boilers. This boiler formed the basis for rebuilding the Royal Scot type. Rebuilding continued under British Railways and the last unrebuilt Scot survived until 1955 ((Rowledge Engines of the LMS).

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

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

Allen, C.J. The locomotive exchanges, 1870-1948. [1950] .
The rebuilt Royal Scot performed exceptionally well during the locomotive exchanges
Baxter, F.L. Balancing of three-cylinder locomotives. Engineer, 1935, 160, 84-6. 5 diagrs., 8 tables.
The Royal Scot class is considered on a comparative basis.
Bond, R.C. Organisation and control of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953, 43, 175. 216-65. (Paper No. 520).
Includes figures for the mileage obtained between overhauls for the class:70,495
Bradley, D.L. Locomotives of the Southern Railway. Part 2. RCTS, 1975.
Quotes locomotive repair costs per mile (excluding boiler) 3.48p and boiler repair costs (0.54p) and coal consumption per train mile (42.8 lb) for 1955. Original source not quoted.
Clay, J.F. Their place in history. No. 1. The Royal Scots. J. Stephenson Loco. Soc., 1966, 42, 5-15. 12 illus.
A history.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
The question of the boiler design and the possible influences of Swindon, and of the Maunsell Lord Nelson class is discussed at considerable length Table 50 (page 217) quotes the cost of classified boiler repairs on a comparitive basis in pence per mile: 1 pence/mile for a Duchess as against 0.8 for an A4 and 0.6 for a Merchant Navy. The Kings, Castles and Lord Nelsons were more expensive than the Scots..
Cox, E.S. and Johansen, F.C. Locomotive frames. J. Instn Loco. Engrs, 1948, 38, 81-115. Disc.:115-96 (Paper No.473).
On p. 175 the authors, and on p. 168 J.C. Loach, remark on the difficulties in maintaining the frames of this class.
Cox, E.S. Locomotive panorama. 1965.
See p.59 for the Cox v Holcroft controversy.
Cox, E.S. Mechanical development in Doherty, Douglas: Royal Scots of the LMS. 1970.
A useful assessment of both the original design and the rebuilt version.
Hunt, David with Bob Essery and Fred James. The rebuilt 'Royal Scots'. LMS Locomotive Profiles No.1.
Highly detailed drawings from NRM collections. A very significant source of information. Additional information in LMS Journal No. 19 which records locomotives fitted with roller bearings on inside big ends..
Holcroft, H. "Castles", "Lord Nelsons", and "Royal Scots". Rly Mag., 1947, 93, 13-15; 27. 3 illus.
Holcroft, H. Discussion on Cox, E.S. A modern locomotive history: ten years' development on the L.M.S. — 1923-1932. J. Instn Loco. Engrs, 1946, 36, 100-41. Disc.: 141-70; 275-6. (Paper No.457).
Pp. 146-8 : Holcroft in the above references states his case for the connection between the Lord Nelson and Royal Scot classes.
Jenkinson, D. The "Royal Scots". Part 1. Rly Wld, 1967, 28, 422-7. 12 illus., 2 tables.
This historical review is mainly concerned with externals, such as liveries and smoke deflector plates. Part 2 (Rly Wld, 1967, 28, 480-3) is mostly, but not entirely, restricted to the rebuilt locomotives.
Johnnson, Peter G. Footplate impressions in Doherty, Douglas: Royal Scots of the LMS. 1970.
Most of his impressions as a fireman and driver were of the rebuilt type, but he stated that far more skill was required to fire and drive the unrebuilt locomotives which do not like a thick fire. The exhaust steam injector differed greatly between the two types. The difficulty of access to the inside cylinder was criticised and the poor riding qualities were noted, especially of those locomotives based at Polmadie.
Nock, O.S. Three generations of West Coast 4-6-0's : Claughtons — Royal Scots — converted Scots. Rly pict., 1949, 2,76-81; 98-104.8 illus., 2 tables.
Development rather than performance.
Powell, John. Performance in service in Doherty, Douglas: Royal Scots of the LMS. 1970.
An assessment mainly in terms of performance, but there is also some criticism of design faults, notably the location of the inside cylinder which made maintenance difficult, and surprisingly perhaps, the only modest gain in performance terms of the rebuilt locomotives.
Powell, A.J. Stanier locomotive classes. 1991. Pp. 62-7.
Class 6P-three-cylinder 4-6-0 rebuilt 'Royal Scot'. This is largely restricted to the rebuilt locomotives and is a slimmer Chapter than some of the others as the rebuilt design appears to have been correct from the outset. Notes that large sand boxes were fitted between intermediate and trailing driving wheels in endeavour to alleviate severe slipping at high speed (this soes not seem to have been noted in the contemporary literature. Smoke deflectors fitted from 1947.
Tuplin, W.A. A critical appreciation in Doherty, Douglas: Royal Scots of the LMS. 1970.
An assessment mainly of the original design: suggests that the poor ride might have been improved if the wheel-base of the Lord Nelson had been adopted.
Tuplin, W.A. Sir Henry Fowler's "Royal Scots": a survey to mark the conversion of the last unrebuilt "Scot", No.46137. Trains ill., 1955, 8, 244-9. 5 illus., 3 tables.
A critical survey.

Ride

By 1947 the rough riding of the locomotives combined with poor track (due to the lack of maintenance in WW2) was causing strong complaints from footplate staff, premature shopping and extra maintenance work at the sheds, without producing any improvement. A full-scale investigation was therefore started and Powell was detailed to live with the 'Scots' exclusively and find out what made them tick. The next two months were spent at Longsight, Camden and Crewe North sheds, checking lateral clearances on coupled axleboxes, axlebox top clearances, condition of bogie slides, check springs and the like, besides checking drivers' reports and riding with the engines after examination.

It was really hopeless to try to divine drivers' experiences from the repair cards they submitted. The average card just said 'engine rides rough', elaborated perhaps to 'not fit to be on passenger 'work' if the driver felt particularly aggrieved by it. But in what way was it rough? Did it roll like a ship in a cross swell? Did it have a vicious side-ways kick at the cab end? Did it just feel as though it were running on cobblestones or the sleeper ends? Was there a violent knock in the boxes? Or some dastardly combination of these faults? ... During that period there was some distinctly 'soft' track on main lines, and you knew in advance that certain spots would give a rocky ride:

Some engines would be worse than others, and some were devils incarnate. One day Powell rode on No 6121 on the 2.45pm from Euston as far as Stoke, and in a known spot in the vicinity of Polesworth the engine suddenly went into a prolonged series of violent tail-wagging oscillations allied with heavy rolling, made to sound even worse by loud grinding noises as the trailing wheel rims bore hard against the sides of the firebox expansion angles. We were doing 65-70mph at the time, and the fireman was just commencing his swing when it started. His shovel hit the outer edge of the open firehole door, the coal went on the floor near the leg guard, with his shovel lying in the corner of the cab at my feet. Many times I saw similar incidents, though not quite so violent as that one, and the drivers would shut off and make a brake application until the oscillation stopped.

The front end did its normal slight nosing rather like any other class, and there was a degree of occasional rolling which one expects, but given certain conditions of track, speed, and drawbar pull the engine would suddenly go berserk (or so it seemed). A soft spot in the track would initiate a roll which would tend to slew the front end round slightly; the bogie would try to pull it back, the soft coupled springs failed to check the roll, and the whole movement was transferred to the cab end in the form either of heavy oscillation, kept up intermittently for perhaps a mile, or vicious and unpredictable sidekicks.

One thing which influenced the picture was an act of deliberate policy on the LMS, following Stanier's experience on the Pacific Locomotive Committee in India, to stiffen up the bogie side control on most standard classes. Unlike the swing-link bogie, where the resistance to side movement only starts to build up significantly after the bogie has moved from the centre position, the spring-controlled side bolster bogie used on GWR and LMS taper-boiler engines had a substantial resistance to movement right from the start, and in the case of the 'Royal Scots' this had been deliberately increased to between 4 and 5 tons. Now there were no infallible rules for arriving at the optimum value: it was inevitably a compromise, as so often happens in locomotive engineering. On the one hand, insufficient guidance from the bogie would allow the engine to 'nose', possibly for that nosing to build up into a rhythmic swing if the motion was not damped out (and if such 'hunting' took place you were really in for trouble, as the Pacifics in India were); this led to excessive flange wear on the leading coupled wheel tyres. The other extreme was to pile on the side control to the point of almost locking the bogie: the usual outcome of this was to transfer the movement to the back end of the engine due to the bogie's inability to accommodate itself to movements initiated by track irregularities and wheel tread coning.

Yet another factor came to light. The wheel boss faces, in time, suffered a certain amount of wear and re-machining, which made it necessary to thicken up the axlebox facing to compensate. With white metal there was a limit to the thickness which could be applied before it became unduly weak and either extruded or broke up under the awful beating it had to withstand with the engine running at speed. Crewe works, therefore, were in the habit of fitting a gunmetal liner on the axlebox face, secured by riveted studs, but it soon became apparent that these liners did not stay tight on the box for long, and in a number of cases they dropped off altogether. You could not inadvertently provide an additional ½ in or more of side clearance on the trailing wheels without the effect being distinctly noticeable on the footplate!

After weeks of riding on 'Scots' up and down the West Coast main lines, until his ribs bore the impression of every cabside beading, Powell concluded that three things were needed to cure the trouble so far as the engines were concerned (the rest was up to the permanent way people!). Firstly, stiffer coupled springs were required to minimise the rolling. Secondly, the pernicious practice of fitting gunmetal liners should cease, and a steel-plate welded on to the axlebox face should be provided. Thirdly, the bogie check springs should be made softer and friction damping introduced on the bogie slides.

To say that these recommendations met with little enthusiasm would be to exaggerate. No 1 was acceptable, but No 2 was unpopular with the workshop people; No 3 was so directly contrary to what had been done for years deliberately that it caused serious indigestion. When he read my comprehensive report, E.S. Cox was so sceptical that he borrowed a suit of overalls and went out to see for himself, riding 'Royal Scots', but when he came back he opined that there might be something in what I had said after all. The result was the lengthy trials between Derby and Buxton with No 46120, festooned in cables from recording devices fitted on the axleboxes and bogie, and the flange force recording car. As a result of these tests, it was found that the best all-round results were obtained from bogie check springs giving only 1½ tons initial control, in conjunction with unlubricated friction damping pads on the bogie side bolsters.

The coupled springs originally fitted to the rebuilds were 14-plate affairs, somewhat on the weak side, soft and quick to lose camber. This was a major contribution to rough riding. At the time of my investigation these had mostly been replaced by a 15-plate type, which were better but not the whole answer.

By the time the trials with No 46120 were coming to a conclusion, the BR standard designs were on the board, and the spring design concept of these was then tried on the 'Scots' — 16-plate springs with greater theoretical deflection per ton but seemingly an awful lot of internal hysteresis. They certainly steadied the riding, but it then became distinctly 'solid' and hard. On Nos 46146 and 46166, the two engines experimentally fitted, you could very nearly count the stones of the ballast, and this was somewhat wearing for enginemen. In the end a more acceptable compromise was adopted.

Even after all this work had been done, however, there were still the occasional black sheep. No 46131, then at Longsight, was one, and No 46120 at Crewe North became another. We tried everything, including stiffening up the intermediate buffer springs between engine and tender, to steady the back end of the engines by the weight of the tender, but with little success. It was a bug in certain engines only, and each seemed to react differently. Ultimately, it was decided to check the coupled wheel balancing on the rotating machine at Crewe, and then things began to come to light. The original wheels with solid cast balance weight had been tinkered with in early years by adding small auxiliary weights, but they had never been spun again as a check. In addition, the old fluted 'Vibrac' coupling rods had been superseded by flat-section rods on some engines, only to be replaced in turn by new fluted rods in fine-grain manganese-molydenum steel, and the weights differed somewhat. So the coupled wheels of all the 'Scots' were rebalanced as they went through the shops; and thereby that particular ghost seemed to have been laid effectively.

Smoke deflection

In 1947 there was another complaint about the rebuilt 'Scots' — the obscuring of the driver's vision by drifting steam and smoke. In my experience, if the engine was being worked on the main valve of the regulator, no matter how short the cut-off, the steam would always clear itself even in bad cross-wind conditions, but high-speed running on the first valve only at 15% cut-off was frequently a nightmare, with the driver either having to cross the cab or to shut off steam for signal sighting. As a result, No 46115 was fitted with 'blinkers' and Powell was sent to report on their effectiveness. Illustration of 6115 Scots Guardsman still with "LMS" on ttender with "experimental smoke deflectors leaving Crewe (photo: W.H. Whitworth). Rly Mag,, 1948, 94, 415..

On his first trip out of London with her, the weather was tailor-made for the job — damp, with slight mist and a gentle breeze from the east. As we came down from Tring to Bletchley on first valve of the regulator and 15% cut-off at about 70mph, the breeze nicely rolled the steam from the chimney top down the driver's side of the boiler, into the vacuum created by the smokebox front, and along in front of the cab in one continuous wall. Improvement in visibility — nil! The smoke deflectors were entirely the wrong shape to function properly, which they should do by catching sufficient air in front of the smokebox and guiding it smoothly alongside the smokebox and boiler barrel. This prevented a partial vacuum being formed alongside the smokebox, caused by the bluff smokebox front, into which the exhaust was drawn down from the chimney. The deflectors fitted to No 46115 were inclined at the front, restricting their 'gathering' capacity in front of the smokebox, and were too short to guide the air stream effectively before release at the back.

Powell put in a scathing report and pointed out that at cut-offs in the vicinity of 15 per cent, on the first valve of the regulator, they were quite useless. But I was not prepared for the official reaction of the Motive Power Department, who professed entire satisfaction with them and claimed that these engines were never driven in the manner he had described. Powell promptly checked my records of the previous 20 trips from Euston to Rugby and confirmed that, on the downhill stretches, the engine in no fewer than 18 cases had been worked on the first valve with cut-offs of 15% or less, which was perfectly adequate for 'limited load' timekeeping with 15 bogies on a 1 in 330 gradient. It was all to no purpose, however — all except No 46106 were fitted with the self-same deflectors. No 46106 got a pair of BR standard type defiectors, squarer at the front and not far short of twice as long. She was a Scottish engine and Powell had no chance to ride her, but it was his guess that this design was very much more effective.

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

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

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

Regimental names.

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

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

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

Retrospective & critical

Allen, C.J. Lone locomotives. Trains Ann., 1956, 67-79; 82-4. 25 illus.
Essery, R.J. and Harris, N. LMS reflections: a collection of photographs from the Hulton Picture Company. 1986.
Contains very interesting picture on page 54 of  locomotive on its initial journey on 13 May 1935 at Watford Junction being saluted by local members of the British Legion (locomotive had been named on previous day by Lord Jellicoe).
Holt, Geoff. The red Scots. Modellers Backtrack, 1993, 3, 4-13.
The author's definition extends to the unrebuilt locomotives, plus the solitary 6170 British Legion. The approach is that of the model maker who was constructing three 7mm models (two unrebuilt locomotives at different stages in their existence plus No. 6170 for David Jenkinson). This article clearly shows (1) how the smokebox extended forward from the frames and (2) the distinctive outside steam pipes from the cylinders both in their original and modified forms
Powell, A.J. Stanier locomotive classes. 1991. Pp. 68-9
Whilst it is well-known that 6170 was a unique locomotive, it is common for it to be treated as part of the Rebuilt Scot story, but Powell does give it separate treatment.
Tee, D.F. Notable recent L.M.R.withdrawals. Rly Obsr, 1963, 33, 36-7.
Includes No.46170.

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

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

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

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

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

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

Essery, R.J. and Harris, N. LMS reflections: a collection of photographs from the Hulton Picture Company. 1986.
Contains several of the pictures taken at Euston on 2 May 1935 including one alongside 5348 Coronation (pages 8-9). This book also contains a photograph on page 9 of 5642 fitted with a glass windshield on side of cab (KPJ appeared to have missed this). Picture dated 23 April 1934.
[Loss of raised numerals from fireman's side on 45552]. Steam Wld, 2007, correspondence
The thread of this correspondence can be followed both forward and backwards from a letter by Alan Williams in Issue 236 page 20

Modified boilers with a higher degree of superheat and domes.

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

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

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

Performance and testing

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

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

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

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

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

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

Retrospective and critical

Atkins, P. West coast 4-6-0s at work. 1981. Chap. 8.
Atkins shows the progression from Claughton via the Patriot class to the Jubilee class: where the Royal Scot chassis was married to what Atkins regards as the Castle 5013 series boilers, complete with Swindon low superheat. It was only when three-row superheaters were fitted that performance matched the parallel boiler locomotives (nobody ever queries why drum-head smokeboxes were not fitted to the Patriot boilers KPJ). Atkins quotes tests conducted bewteen Wolverhampton and Euston in April 1935:

Atkins notes that from No. 5665 onwards sloping throat-plate boilers were fitted and this increased the grate area and free gas area and greatly improved performance. KPJ: did the running department make any attempt to match boiler with train services? Certainly personal experience indicated that performance varied greatly with this class, and much more so than with the more standard LNER designs, such as the B1 and K3 types. Loach (J. Instn Loco. Engrs, 1948, 38) that some of the Jubilee class were fitted with Claughton type douuble radial trucks, but Atkins states that this is incorrect: Crewe used Claughton side frames and axleboxes to construct 6ft 3in bogies. Finally, Atkins noted that the valve gear and piston valves use on the Jubilee class was standard with that on the Patriot and Royal Scot classes.
Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non-condensing turbine locomotive No.6202. J. Instn Loco. Engrs, 1946, 36, 182. (Paper No.458).
On p. 187 the author quotes hammer blow statistics for the "Jubilee" class: at 72 mile/h 8.31 tons per rail (whole engine: .61).
Clay, John F. Jubilees of the LMS. 1971.
Cook, A.F. Raising steam on the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS, 1999. 233pp.
The translation of what Cook regards as the Castle boiler into one which was capable of powering an existing satisfactory three-cylinder chassis was highly elusive and was not fully solved until a larger boiler capable of equalling that of driving a more powerful front-end (the rebuilt Fury) was developed. It is surprising that the London Midland Region accepted such an inadequate basis for many of its so-called expresses which either lost time or required assistance, and frequently both.
Cox, E.S. Chronicles of steam. London: Ian Allan, 1967.
Page 92: Table 9: alternative draughting arrangements, including double chimney. On pp. 146-7 Cox noted that improved draughting experiments had often been unsuccessful, culminating in the volcanic display of a 5X class 4-6-0 which, when fitted with a double Kylchap arrangement in 1937, had produced a continuous spray of incandescent fuel from the chimney top at anything above the lowest output, the smokebox at the same time filling up with ash up to the level of the blastpipe cap during a journey. This was, of course, due to gross unsuitability of the tube proportions, and the lesson was quickly learned that the benefits from more powerful and efficient blast was only fully to be attained by use of a larger number of smaller tubes in the boiler, the end product being increase in evaporative capacity combined with low back pressure in the cylinders.
Hall, Stanley. Railway milestones and millstones: triumphs and disasters in British railway history. 2006.
"Initially they were a disappointment... but then became fast running and willing horses... perhaps with hindsight the second tranche of 'Jubilees' should have had larger boilers from the start". KPJ: one is tempted to wonder why it was so difficult to fit larger boilers, when the Eastern Region found it simple to fit A4 class boilers to other classes, or is this yet another standardization myth?:
Livesay, E.H. Scottish locomotive experiences. No. 5 — L.M S.R. Glasgow-Inverness trains : "5XP" and "5P" class engines. Engineer, 1939, 168, 390-2. 3 illus., table.
The class observed (from the footplate) through North American eyes.
Loubser, M.M. and Cox, E.S. Locomotive boiler design : theory and practice. J. Instn Loco. Engrs, 1938, 28, 377-409. Disc.: 409-41. (Paper No. 388).
Cox's contribution consists of an analysis of the Stanier taper-boiler with particular emphasis on the four types fitted to the "Jubilee" class. Stanier (pp.410-11) adds some notes on the front-end.
Meeting current steam locomotive demands. Loco Rly Carr. Wagon Rev., 1958, 64, 41-3.3 illus.
Criticism of the L.M.S. small engine policy particularly the use of Stanier 4-6-0s on the Midland route.
Phillips, K.R. and Townsin, R. A key 'Jubilee' No. 45658 Keyes. Steam Wld, 2000 (160),28-32.
Always allocated to Leeds Holbeck. It achieved a mileage of 1,728,870 miles by June 1961. Includes logs of two runs in which speeds in excess of 80 mile/h were achieved between St Pancras and Leicester..
Poultney, E.C. Locomotive coal trials. Engineer, 1960, 209, 462-6. 9 diagrs., 6 tables. (REA 13258).
A review of tests carried out at the Rugby Test Plant on the affect of small coal on steaming capacity on the 5 and "Jubilee" classes.
Powell, A.J. Living with London Midland locomotives. 1977.
Chapter 8: 'Patriots' and 'Jubilees'
Powell, A.J. Stanier locomotive classes. 1991. Pp. 46-56.
Class 5XP-three-cylinder 4-6-0 'Jubilee'. Unlike Rowledge (below) Powell suggests that the earlier Crewe-built locomotives were fitted with second-hand bogies from the Claughton class, rather than bogies of Claughton-type. Like the class 5 the class was fitted with at least two boiler types (straight and sloping throat plates). The problems with draughting are noted.
Roe, F.G. I saw three Englands. Rly Mag., 1949, 95, 7-12; 81-4. 3 illus. (incl. port.), map.
A retired Canadian engine driver's footplate journey from Leeds to St. Pancras.
Rogers, H.C.B. Last steam locomotive engineer: R.A. Riddles, C.B.E. 1970.
The two-cylinder 4-6-0s gave excellent service from the start, but the three-cylinder 4-6-0s began their career with steaming trouble. They were, or should have been, the ideal engines for the Birmingham two-hour expresses. However, owing to shortage of steam there were a number of failures, and, without reference . to the CME'S department (Stanier was away) the Operating Department under D.C. Urie took them off the Birmingham expresses and transferred them to the Midland line and to duties which the Compounds, with their much lower tractive effort could manage easily. Riddles came back from leave as this transfer was taking place. His reaction was immediate: he gave instructions that jumper tops were to be removed at once and the diameter of the blast pipe orifice to be reduced from 5¼ inches to 47/8 inches. For he had spotted that, far from the jumper tops being needed to reduce the blast, there was never enough of it: in fact, an arrangement that worked well with four cylinders on the Great Western was not suited to these three-cylinder engines of the LMS. The alterations were carried out on all engines within seven days. Riddles then gave orders that two Mechanical Inspectors attached to the London Office were, between them, to ride on all Jubilee class engines leaving St Pancras until further notice. The Inspectors were jubilant: the Midland drivers had never had such fine engines! When later the boilers were fitted with a higher degree of superheat the Jubilees became as efficient as any engines that Stanier designed.
Rowledge, J.W.P. and Brian Reed. Stanier 4-6-0s...1977.
Stanier,W.A. [Discussion on] Bond, R.C. Ten years' experience with the L.M.S. 4-6-2 non.condensing turbine locomotive No.6202. J. lnstn Loco. Engrs, 1946, 36, 182-230. (Paper No.458).
Stanier confesses to the inadequacy of low degree superheating.
Stanier, W.A. [Discussion on] Webber, A.F. Paper No. 378). The proportions of locomotive boilers. J. Instn Loco. Engrs, 1937, 27, 688-725. Disc.: 726-63.
Analysis of boiler design on a comparative basis: includes SR V, N15X class and LNER P2 class. Stanier: (pp726-8) gave an indication af the free areas in use on the current L.M.S. engines. "As you know, Dr. Wagner indicated the importance of getting in balance the areas through the small tubes and the areas through the large flue tubes. On the Pacific" Coronation" engine the area through the small tubes is 3.23 sq. ft. and through the large tubes 3.66 sq. ft., making a total of 6.89 sq., ft. On the "5X" 3-cylinder engines the figures are 2.22 sq. ft. and 2.52 sq. ft., making a total of 4.74 sq. ft. You will remember that in his Paper Dr. Wagner gave particulars of a boiler which had a free area through the tubes of something like 8 sq. ft. The comment of a member of my staff was that that engine would burn brickbats! The difficulty is, of course, to obtain the free areas which you want and to maintain a balance with the grate area and the firebox volume within the load gauge from which we suffer in England. He added "In connection with the "5X" engines, it may interest yau to know that the L.M.S. have recently carried out some accelerated train trials between Glasgow and Leeds and Leeds and Bristol with "5X" engines. With a train weighing 300 tons, the coal consumption on that engine to do the work varied from 40 lb. per sq. ft. af grate area per hour to 100 lb. per sq. ft. of grate area per hour, which I think indicates what an extraordinarily flexible steamraiser a locomotive boiler is. I do not advocate an engine being used to burn l00 lb. per sq. ft. of grate area per hour; I think that if we did that with some of the bigger engines we should have to put in a mechanical stoker".
Thorley, W.G.F. A breath of steam.1975.
Urie must have been in a particularly belligerent mood on this occasion when he drew the attention of J.G. Barr, one of the Northern Division representatives, to the fact that he had 15 jobs booked for an allocation of 17 Class 5X 'Jubilee' locomotives, whilst at the same time there were only two booked jobs for nine 'Royal Scot' engines. Mr Barr replied that he was covering Class 5X jobs with 'Royal Scot' engines because the former had been a great disappointment and from experience were only equal to a Class 4 (presumably he was referring to a standard compound). The Scottish 'Jubilees' were at that time fitted with superheaters having only 14 elements; this coupled with other dubious features of boiler design militated against production of enough steam of the right quality to feed three 17 in cylinders. The situation was not improved by the absence of locomotive coal grading systems in Scotland. Barr was requested by Urie to come into line as quickly as possible with the English divisions in this respect and to grade coal delivered to individual depots according to the work performed by the locomotives allocated. Eventually, as is now well known, boners with 24-element superheaters in conjunction with a larger number of small tubes of smaller diameter and a reduced diameter of blast pipe orifice were fitted, but the engines remained for the rest of their lives more sensitive to baleful influences than the two-cylinder Stanier 4-6-0s. At the meeting under review, Urie suggested that as many of the new Classes 5 and 5X locomotives as possible should be stored during the 1936-37 winter under cover at the main workshops, so that they would be available for Christmas and Easter traffic and would only require a preliminary run before being put into service. He added that Mr Stanier had agreed to find as much suitable accommodation as possible. One wonders if the latter supported this remarkable proposal in order to gain breathing space to find a remedy for the ills with which his early batches of locomotives were afflicted, and which he acknowledged with such great courage and honesty, rectifying them with expedition although without the help of the sophisticated testing plant available in later years. I cannot find that any Stanier engines were, in fact, stored during that winter, even though Urie made a special plea for the 'Jubilees' on the Central Division to be put aside and the ex-L&Y Class 5 4-6-0 superheated engines to be used instead. Such a move would almost certainly have been unpopular with footplate and artisan staffs and would have evoked much adverse comment in the railway and technical press.
Thorley, W.G.F.. discussion on Tuplin, W.A. Some questions about the steam locomotive. J. Instn Loco. Engrs., 1953, 43, 698.(Paper No. 528).
"The first two" Princess" class Pacific locomotives of the former LMS Railway had 32-element superheaters fitted in place of the original 16-element apparatus after only a short period of service, and the steaming was improved thereby. Tuplin had said in the discussion that the firebox volume was increased at the same time as the additional superheating surface was provided and therefore the value of the latter could not be assessed accurately, but in this connection it was pointed out that the number of elements had been increased without increase of firebox volume in both the Classes 5 MT and 5 XP locomotives of the same railway, as compared with the original arrangement and the steaming had been improved. The superheater had the advantage that, provided the flue tubes were kept reasonably clean, its efficiency remained unimpaired as the boiler scaled up internally; also it was sometimes able to evaporate water during periods of priming, which would be carried over into the cylinders of a saturated engine..

Names

LOCOMOTIVE naming ceremony at Euston. Rly Gaz., 1938, 68, 192.
No.5564 New South Wales.
L.M.S.R. locomotive "Malta"renamed "Malta GC". Rly Gaz., 1943, 79, 495. illus.
No.5616.
L.M.R. : No.45700 "Amethyst". J. Stephenson Loco. Soc., 1951, 27, 320. illus.
previously Britannia.
NAMING ceremony at Euston. Rly Mag., 1938, 82, 228.
No.5564 New South Wales.
NAMING of L.M.S.R. locomotive "Aden". Rly Gaz., 1946, 85, 283, 308. 2 illus.
No. 5633 renamed (previously Trans-Jordan)
OPENING of L.M.S. Research Laboratory. Rly Gaz., 1935, 63, 1029.
Also includes the naming ceremony of No.5665 Lord Rutherf