London, Midland & Scottish Railway Carriage and Wagon Drawings

1847-1922, railway company, England
The title "Lancashire and Yorkshire Railway" was adopted by the Manchester & Leeds Railway in July, 1847 following its absorption of a number of earlier local railways, the largest of which was the Manchester and Leeds Railway.
In 1922, Lancashire and Yorkshire Railway amalgamated with London and North Western Railways; the expanded LNWR subsequently formed part of the London and North Western Railway.

The London & North Western Railway Co (LNWR) was established in 1846 following the amalgamation of the London & Birmingham, Manchester & Birmingham and Grand Junction Railways. The new company was the largest joint stock company in Britain, and initially had a network of approximately 350 miles (560 km) connecting London with Birmingham, Crewe, Chester, Liverpool and Manchester.

The LNWR continued to expand and by 1868 the company had added links to Oxford, Cambridge, Leeds, Swansea and Cardiff. However, attempts to amalgamate with Midland Railway ended in failure. By 1871 the London & North Western Railway employed 15,000 people. As part of the 1923 Grouping the LNWR became a constituent of the London, Midland and Scottish (LMS) Railway.

During the First World War the government had taken control of the railways to co-ordinate the war effort. After the war ended it was decided that the railway companies could not competitively return to their prior state, and so the 120 existing railway companies were combined into four companies, which became known as the ‘Big Four’’.

The London Midland and Scottish Railway, also known as the LMS, was founded on 1 January 1923. The London and North Western Railway (LNWR), Midland Railway (MR), Lancashire and Yorkshire Railway (LYR), North Staffordshire Railway (NSR), Highland Railway (HR), Furness Railway (FR), Glasgow and South Western Railway (G&SWR) and Caledonian Railway (CR) were merged. These eight large constituent companies were joined by 27 other smaller subsidiary railways. The LMS covered the Western half of the country, stretching from the London and the Midlands, through Yorkshire, Lancashire, and up to Scotland. In all the LMS had a total of 7,790 miles of track, which made it the largest railway of the Big Four.

The London termini of the LMS were St. Pancras and Euston stations and it had works at Crewe, Horwich, Wolverton and Derby amongst other locations. In 1934 the LMS moved into a new headquarters at Euston House on Seymour Street (later renamed Eversholt Street) in London.

Charles Napier Lawrence, 1st Baron Lawrence of Kingsgate was the first appointed chairman of LMS, he had previously been the chairman of the LNWR between 1921-1923. He was chairman of the LMS for one year, and was succeeded by Sir Guy Granet. The management structure was headed by a chairman and a deputy chairman, there was a board of directors that had initially had 20 members, made of men who previously worked for the constituent companies. The first General Manager was Arthur Watson from the LYR. There was a Deputy General Manager for Scotland, a post first held by D.A. Matthieson, formerly of the CR. J.H. Follows, from the Midland Railway, was the first Chief General Superintendent and S.H. Hunt, formerly of the LNWR, was the first Chief Goods Manager. The post of Chief Engineer was initially held by E.F.C. Trench, formerly employed by the LNWR. The first Chief Mechanical Engineer was G. Hughes from the LYR and his deputy was Sir Henry Fowler, from the Midland Railway. The management structure was re-organised from January 1926 and an Executive was set up, Sir Josiah Stamp was the first President of the Executive. From January 1927 four Vice-Presidents were appointed to replace the general managers on the Executive committee. The line was divided up for operational management into three geographical divisions, which were called Western, Midland and Northern. Each division was overseen by a General Superintendent who reported to the Chief General Superintendent.

The main line of the LMS ran from London Euston to Wick over 729 miles. The LMS ran a number of joint railways with the London & North Eastern Railway and the Southern Railway. It ran the Cheshire Lines Committee, the Midland and Great Northern line between Peterborough, the Norwich and Lowestoft and the Manchester, South Junction and Altrincham suburban line with the London & North Eastern Railway. It also joined forces with the Southern Railway to run the Somerset and Dorset line between Bath, Burnham and Bournemouth.

The LMS undertook a limited programme of electrification, mainly focusing on suburban lines in London and Manchester. The LMS owned many hotels, including the Queen’s Hotel in Leeds and the iconic Art Deco Midland Hotel at Morecombe Bay. The LMS also ran passenger steamers from Holyhead, Heysham and Stranraer over the Irish Sea to Northern Ireland and the Republic of Ireland.

Following the 1947 Transport Act which nationalised the railways, the concerns of the LMS were taken over by the Railway Executive as part of the British Transport Committee. Within the Railway Executive, British Rail: London Midland Region assumed responsibility for the LMS’s former area of operations.

Railways in Britain were nationalised under the terms of the Transport Act 1947 which came into effect on 1 January 1948. The Railway Executive, a corporate body subordinate to the British Transport Commission, was created to manage and operate the railways. It divided them into six geographical regions, largely based on the areas served by the pre-nationalisation railway companies.

London Midland Region (LMR) was one of those territories. It comprised the railway operations in England and Wales of the former London, Midland and Scottish Railway Company (LMS) with the exception of the London, Tilbury and Southend Railway which was placed in Eastern Region and lines in central and south Wales which passed to Western Region. Subsequently, the area of operations was adjusted by the transfer of “penetrating lines” between regions

Between 1948 and 1952 the regional manager was responsible to the Railway Executive for day to day operations in his region. After the Railway Executive was abolished in 1952, he reported to the British Transport Commission (BTC). In 1963, BTC itself was abolished and replaced by British Railways Board (BRB). Between 1963 and 1968 LMR was a statutory board in accordance with the provisions of the Transport Act 1962, subordinate to and reporting to BRB. It ceased to be a statutory board in 1968, following reorganisation of the railways’ business along sectoral or functional lines. The name survived until 1992 when the railways were privatised.

There were two principal routes in the region. The first was the former Midland mainline which had several components: London St Pancras to Sheffield via Leicester and Nottingham, Rugby through Derby to West Yorkshire and Leeds and continuing over the Settle-Carlisle route, Derby to Manchester, and Birmingham to Derby. The other was the West Coast Mainline (WCML) from Euston to Carlisle, via Birmingham and Manchester with its branch to Liverpool.

There was one major “penetrating line”, the former Great Central London Extension from Annesley in Nottinghamshire to London Marylebone, via Leicester, and Rugby. Originally in Eastern Region, this line was transferred to London Midland Region in 1958.

The WCML which formed part of the major route from London to Scotland was electrified in stages between 1959 and 1974. Only the southern end of the Midland Mainline from Bedford to London Moorgate was electrified during the period that London Midland Region existed.

Like other regions London Midland experienced withdrawal of services and closures, especially following the Beeching report. The most notable casualty was the Great Central line, which, because it largely duplicated the Midland Main Line from Nottingham to London, was closed almost in its entirety. The line through the Derbyshire Dales between Matlock and Buxton was also closed thus severing the route from St Pancras to Manchester. Many branch lines and industrial lines were also closed