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Download British Railways Steaming on the London Midland British Railways Steaming on the London Midland Region, Volume 4, , , Defiant, 1994, 0946857474, 9780946857470, . , , , , . 1994, Defiant Publications, 94pp. This volume in the long running series is British Railways Steaming on The London Midland Region Volume 4. 174 black and white views on glossy paper. Very minor damp damage in a couple of places where pages have started to stick together through prolonged storage and lack of use. Casebound hardback in good condition 21.5cm x 30.5cm ISBN 0946857474. Bookseller Inventory # RNDit19769 Shipping Terms: Orders usually ship within 2 business days, weekends excepted. Shipping costs are based on books weighing 2.2 LB, or 1 KG. If your book order is heavy or oversized, we may contact you to let you know extra shipping is required. Most books are sent protected by a plastic bag, extra card and enclosed in either a card envelope if a thin book or MailMiser Jiffy bags for thicker books. Store Description: Trading since 1978 throughout Scotland at model railway shows and toyfairs. Leading transport specialist, new and secondhand. Transport DVDs sold as well as books and transport magazine backnumbers. Small warehouse packed with books, magazines and DVDs at Unit 9, Hill Street, Ardrossan, KA22 8HE. Visitors welcome by appointment. We are just round the corner from Ardrossan Town railway station (hourly service to and from Glasgow) and if you are going to or from the Arran Ferry you will pass close to the premises, Portions of this page may be (c) 2006 Muze Inc. Some database content may also be provided by Baker & Taylor Inc. Copyright 1995-2006 Muze Inc. For personal non-commercial use only. All rights reserved. Content for books is owned by Baker & Taylor, Inc. or its licensors and is subject to copyright and all other protections provided by applicable law. On the nationalisation of British Railways (BR) in 1948 the London Midland Region had a number of ex-London, Midland and Scottish Railway 2-6-4T and the Western Region a number of GWR Large Prairie 2-6-2T types. These tank engines were particularly suited to commuter and secondary services. However, particularly in Scotland and the Southern Region, the situation was not so good with large numbers of pre-grouping types struggling on. On the decision to build the BR standard series of locomotives, a series of class four tank engines was ordered, based on the ex-LMS Fairburn 2-6-4T with some modifications. The lineage of the class could therefore be tracked through the LMS/BR Class 4 2-6-4T locomotives back to the Fowler design of 1927. Design work was done at Brighton, the overall programme being overseen by R.A. Riddles. The principal modifications to the Fairburn design involved the reduction of their envelope to enable them to fit into the L1 loading gauge. To do this the tanks and cab were made more curved than the Fairburn design, the Fairburn having a straight-sided tank. The biggest mechanical change was a reduction in cylinder size, also to reduce cross-section, and a corresponding increase in boiler pressure to compensate. Other visible changes include the reintroduction of plating ahead of the cylinders. The Standard 4 tanks were originally allocated to all regions of British Railways, except the Western. They became particularly associated with the London, Tilbury and Southend Line (LT&S) working commuter services out of London until that route was electrified in 1962. They were also widely used in East Sussex and Kent working from Brighton, Tunbridge Wells and Three Bridges on those lines of the former London Brighton and South Coast Railway that were not electrified. Another group worked from Polmadie depot in the Scottish region on the Glasgow commuter services. Note that from July 1962, a batch displaced by electrification of the LT&S was transferred to the Western Region's Swansea (East Dock) and Shrewsbury districts, as well as other regions. In the 1960s there was a mass withdrawal of steam locomotive classes. Older types were withdrawn in preference to the Standard 4s, which class remained intact until 1964. The final nine were withdrawn from the Southern Region on 9 July 1967. One Scottish Region example, 80002, remained in Glasgow past the end of steam haulage until 1969 as a static carriage heating boiler. No. 80103 was withdrawn in 1962 after being reported for rough riding. It was towed between two other locomotives to Stratford Works, where it was discovered that the mainframe was broken in half. Considered beyond economic repair, 80103 was withdrawn and scrapped. It was the first of the 'Standard' locomotives to be withdrawn and the only one scrapped at Stratford. No fewer than fifteen Standard Four tanks have survived the cutter's torch. This is the highest number for any preserved BR standard class, and is second only to the now 18 strong LMS Black Fives as the most preserved main line type, unless the Bulleid Light Pacifics are counted as one class (there are twenty Light Pacifics in preservation). All but three (80097, 80100 and 80150) have operated in preservation. The London, Midland and Scottish Railway had the largest stock of steam locomotives of any of the 'Big Four' Grouping, i.e. pre-Nationalisation railway companies in the UK. Despite early troubles arising from factions within the new company, the LMS went on to build some very successful designs; many lasted until the end of steam traction on British Railways in 1968. For an explanation of numbering and classification, see British Rail locomotive and multiple unit numbering and classification. The Midland had long had a 'small engine policy', i.e. it preferred small engines hauling frequent, fairly short trains, and employing a second locomotive (double-heading) where necessary. Unfortunately this practice, while emininently suitable for the route from Sheffield, Derby and Nottingham to London was not at all suited to the route from Euston to Glasgow via Crewe, Preston and Carlisle (the 'West Coast Main Line') and it took several years to convince the senior staff responsible for such matters that this was the case. The Midland shaped the subsequent LMS locomotive policy until 1933. Its locomotives (which it always referred to as engines) followed a corporate small engine policy, with numerous class 2F, 3F and 4F 0-6-0s for goods work, 2P and 4P 4-4-0s for passenger work, 0-4-4T and 0-6-0T tank engines. The only exception to this was its 0-10-0 banking engine for Lickey Incline on its Bristol-Birmingham line. Four locomotives were added to the LMS service stock. Standard gauge 0-4-0 battery electric locomotive, built in 1917, and three, 3 feet 6 inches (1.07 m) gauge, 0-4-0ST locomotives called Frog, Toad and Bob that worked the Caldon Low tramway, owned by the NSR. None of these locomotives were numbered by the LMS. The Furness Railway was a small company with a correspondingly small locomotive stock. It is known best for the Baltic tanks (which seemed to be a little more successful than the Lancashire and Yorkshire Railway examples of the same arrangement). The Baltics did not survive for long. The only class that survived as far as nationalisation were some moderate sized 0-6-0 tender engines classified '3F' by the LMS. Six were still in traffic as of 31 August 1948. Sir Henry Fowler, deputy CME under Hughes, was formerly CME of the Midland Railway. He was largely responsible for the adoption of the Midland's small engines as LMS standards. This led to a crisis as these were underpowered. However, some moves towards larger engines were made, Royal Scots and Garratts. At the end of Fowler's reign, Ernest Lemon briefly took over as CME but was quickly promoted to make room for William Stanier. The Somerset and Dorset Joint Railway was jointly owned by the LMS and the Southern with the LMS responsible for locomotive affairs. However, its locomotives were kept separate until 1928 when they were taken into LMS stock. These mostly consisted of standard Midland types constructed by the Midland and the LMS. The S&DJR 7F 2-8-0 however was specific to the line. Charles Fairburn was somewhat restricted by the rules applied to the railway companies by the war situation (not to mention the fact that Stanier had left things in a state that required little or no new design). He was responsible for the construction of a number of locomotives to Stanier designs (mainly the 8F 2-8-0 and 5MT 4-6-0) and some detailed design variations on the latter. He died of a heart attack in October 1945. Withdrawal of locomotives generally did not take place until the great locomotive cull of British Railways in the period 1962-1966. A pair of "Black Fives" were the last steam locomotives to be run on British Railways in 1968, although since then there have been almost weekly charter runs for the enthusiast and tourist markets and the occasional timetabled service (for instance at Dawlish and Stratford-upon-Avon). The British Railways BR Standard Class 9F 2-10-0 is a class of steam locomotive designed for British Railways by Robert Riddles. The Class 9F was the last in a series of standardised locomotive classes designed for British Railways during the 1950s, and was intended for use on fast, heavy freight trains over long distances. It was one of the most powerful steam locomotive types ever constructed in Britain, and successfully performed its intended duties. The class earned a nickname of 'Spaceships', due to its size and shape.[2] At various times during the 1950s the 9Fs worked passenger trains with great success, indicating the versatility of the design, sometimes considered to represent the ultimate in British steam development.
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