View source for London, Midland and Scottish Railway

{{Short description|British railway company (1923–1947)}}
{{about|the British railway company that existed before the creation of [[British Railways]] in 1948|the former West Midlands Franchise operator|London Midland}}
{{Use dmy dates|date=February 2018}}
{{Use British English|date=February 2018}}
{{Infobox rail 
| name             = London, Midland and Scottish Railway
| logo             =
| system_map       =
| map_caption      =
| marks            = LMS
| image            = London Midland & Scottish Railway Company (6156567103).jpg
| image_caption    = Crest of the LMS on a railway carriage 
| locale           = England; Northern Ireland; Scotland; Wales
| start_year       = 1 January 1923<ref name="WhitehouseThomasp204"/>
| end_year         = 1 January 1948
| length           = {{convert|7790|mi|km|0}}
| predecessor_line = {{ubl|[[London and North Western Railway]]|[[Midland Railway]]|[[Lancashire and Yorkshire Railway]]|[[North Staffordshire Railway]]|[[Furness Railway]]|[[Caledonian Railway]]|[[Glasgow and South Western Railway]]|[[Highland Railway]]}}
| successor_line   = [[British Railways]]: {{ubl|[[London Midland Region of British Railways|London Midland Region]]|[[Scottish Region of British Railways|Scottish Region]]}}<br>[[Ulster Transport Authority]]: {{ubl|[[Northern Counties Committee]] (1949)}}<ref name="WhitehouseThomasp205">{{Harvnb|Whitehouse|Thomas|2002|p=205.}}</ref>
| hq_city          = [[Euston House]], London
| gauge            = {{Track gauge|uksg|allk=on}}<br>{{Track gauge|63in|lk=on}} in [[NI Railways|Northern Ireland]]
| electrification  = 600 or 650 [[Volt|V]] [[Direct current|DC]] [[third rail]]<br>630 V DC third and [[fourth rail]]<br>1,200 V DC [[Third rail#Shoe contact|side contact third rail]]<br>6.6 kV 25 [[Hertz|Hz]] [[Alternating current|AC]] [[Overhead line|overhead]]
| website          =
}}
The '''London, Midland and Scottish Railway''' ('''LMS'''<ref group=lower-alpha>It has been argued that the initials LMSR should be used to be consistent with [[London and North Eastern Railway|LNER]], [[Great Western Railway|GWR]] and [[Southern Railway (UK)|SR]]. The London, Midland and Scottish Railway's [[corporate image]] used LMS, and this is what is generally used in historical circles. The LMS occasionally also used the initials LM&SR. For consistency, this article uses the initials LMS.</ref>) was a British railway company. It was formed on 1 January 1923 under the [[Railways Act 1921]],<ref name="WhitehouseThomasp204"/> which required the grouping of over 120&nbsp;separate railways into four. The companies merged into the LMS included the [[London and North Western Railway]], the [[Midland Railway]], the [[Lancashire and Yorkshire Railway]] (which had previously merged with the London and North Western Railway on 1 January 1922), several Scottish railway companies (including the [[Caledonian Railway]]), and numerous other, smaller ventures.

Besides being the world's largest transport organisation, the company was also the largest commercial enterprise in the [[British Empire]] and the United Kingdom's second largest employer, after the [[General Post Office|Post Office]].<ref name="WhitehouseThomasp7">{{Harvnb|Whitehouse|Thomas|2002|p=7.}}</ref>

In 1938, the LMS operated {{convert|6870|mi|km|0}} of railway (excluding its lines in [[Northern Ireland]]), but its profitability was generally disappointing, with a rate of return of only&nbsp;2.7%. Under the [[Transport Act 1947]], along with the other members of the "[[Big Four (British railway companies)|Big Four]]" British railway companies ([[Great Western Railway]], [[London and North Eastern Railway]] and [[Southern Railway (UK)|Southern Railway]]), the LMS was nationalised on 1 January 1948, becoming part of the state-owned [[British Railways]].

The LMS was the largest of the Big Four railway companies<ref name="WhitehouseThomasp15">{{Harvnb|Whitehouse|Thomas|2002|p=15.}}</ref> serving routes in England, Northern Ireland, Scotland and Wales.

==Geography==
[[File:1920s (circa) London Midland and Scottish Railway map, from the Digital Commonwealth - commonwealth ht2504589 (crop).jpg|thumb|1920s map of LMS network]]

===Overview===
The [[Railways Act 1921]] created four large railway companies which were in effect geographical monopolies, albeit with competition at their boundaries, and with some lines either reaching into competitor territory, or being jointly operated.

The LMS operated services in and around London, the Midlands, the North West of England, Mid/North Wales and Scotland.<ref name="WhitehouseThomasp7-8">{{Harvnb|Whitehouse|Thomas|2002|pp=7–8.}}</ref> The company also operated a separate network of lines in Northern Ireland.

The principal routes were the [[West Coast Main Line]] and the [[Midland Main Line]], which had been the main routes of the two largest constituent companies, the [[London and North Western Railway]] and the [[Midland Railway]] respectively.

At the time of its creation, the LMS had inherited from the 35 merged companies, a system of 7,000 route miles and 19,000 track miles; accounting for 38.4% of the total mileage of the 'big four' grouped railways. It was the owner of 9,319 locomotives, 19,000 passenger-carrying vehicles, and 286,000 wagons. It operated more than 10,600 passenger trains and 15,000 goods trains a day, with a total staff of 231,000. In addition to this, the LMS owned 543 miles of canal, 8,950 horses, 17,000 carts, 2,000 motor vehicles, 64 steamboats and 27 docks, and was the owner of 28 hotels.<ref>{{cite web |title=The LMS era (PDF)|url=http://www.virgintrainsmediaroom.com/media/adobepdf/10%20LMS%204F.pdf |publisher=Virgin Trains |archive-url=https://web.archive.org/web/20061016093909/http://www.virgintrainsmediaroom.com/media/adobepdf/10%20LMS%204F.pdf |access-date=7 May 2024|archive-date=16 October 2006 }}</ref>

===Joint lines===
{{Main|Joint railway}}
The LMS operated a number of lines jointly with the other main railway companies,<ref name="WhitehouseThomasp186"/> a situation which arose when the former joint owners of a route were placed into different post-grouping companies.<ref name=casserley-I>{{harvnb|Casserley|1968|loc=Chapter I: "Introduction"{{page needed|date=March 2013}}}}</ref> Most of these were situated at or near the boundaries between two or more of the companies, but there were some notable examples which extended beyond this borderland zone.

Together with the [[London and North Eastern Railway]], the LMS ran the former [[Midland and Great Northern Joint Railway]] network.<ref name="WhitehouseThomasp186"/> Exceeding {{convert|183|mi|km}}, this was the largest jointly operated network in Great Britain in terms of route mileage,<ref name=casserley-15-36>{{harvnb|Casserley|1968|pp=15–36.}}</ref> and extended from Peterborough to the East Anglian coast. The [[Midland and Great Northern Joint Railway|M&GN]] was wholly incorporated into the [[London and North Eastern Railway|LNER]] in 1936.<ref name="WhitehouseThomasp186"/>

The LMS also operated a significant joint network with the Southern Railway, in the shape of the former [[Somerset and Dorset Joint Railway]].<ref name="WhitehouseThomasp186">{{Harvnb|Whitehouse|Thomas|2002|p=186.}}</ref><ref name=casserley-46-67>{{harvnb|Casserley|1968|pp=46–67.}}</ref> This network connected Bath and Bournemouth, and wound its way through territory nominally allocated to a third railway company, the [[Great Western Railway|Great Western]].<ref name="WhitehouseThomasp186"/>

Through the former [[Midland Railway]] holdings, the LMS, together with the [[Great Northern Railway (Ireland)]], jointly owned the [[County Donegal Railways Joint Committee]] lines.<ref name=Arnold>{{harvnb|Arnold|1973|p={{page needed|date=March 2013}}}}</ref>

===Areas of competition===
Being geographically the largest, and the most central of the four main post-grouping railway companies, the LMS shared numerous boundaries with both the LNER and GWR, although its overlap with the Southern Railway was limited due to the general lack of direct routes through London. The SR and the LMS were mainly overlapping on the [[West London Line]].

Competition with the LNER was mainly in terms of the premium London to Scotland traffic, with the rival LMS (West Coast) and LNER (East Coast) routes competing to provide ever better standards of passenger comfort and faster journey times. The LNER also competed with the LMS for traffic between London, the [[East Midlands]], [[South Yorkshire]] and [[Manchester]], with the former [[Midland Railway|Midland]] main line from [[St Pancras railway station|St Pancras]] (LMS) and [[Great Central Railway|Great Central]] Main Line from [[Marylebone station|Marylebone]] (LNER) both providing express, stopping and local services between these destinations.

The London to Birmingham corridor was fiercely contested with the LMS running expresses over its West Coast Main Line via [[Rugby railway station|Rugby]], and the Great Western running services via [[Banbury railway station|Banbury]].

===Northern Ireland===
{{further|Northern Counties Committee}}
The LMS was also the only one of the Big Four companies to operate rail services in [[Northern Ireland]], serving most major settlements in the region.

On 1 July 1903, the Midland Railway took over the Belfast and Northern Counties Railway and operated it under the name of Midland Railway (Northern Counties Committee). On grouping, the network became part of the LMS, again operating under the name of the [[Northern Counties Committee]], and consisted of {{convert|201|mi|km}} of {{RailGauge|5ft3in}} gauge track with a further {{convert|63|mi|km}} of {{RailGauge|3ft}} gauge line.<ref name=Arnold/>

===Apparent geographical anomalies===
The expansionist policies of many of the constituent companies which formed the LMS, particularly the [[Midland Railway]] and the [[London and North Western Railway]], resulted in the LMS owning or operating a number of lines outside its core geographical area. For instance, in 1912, the Midland Railway had purchased the [[London, Tilbury and Southend Railway]] which operated between [[Fenchurch Street railway station|London Fenchurch Street]] and [[Shoeburyness railway station|Shoeburyness]], with a loop serving [[Tilbury Town railway station|Tilbury]]. These lines were automatically included in the LMS Group, along with the rest of the Midland Railway system, which meant that the LMS had a considerable presence in a part of the country (south Essex) which could be said to form part of the natural territory of the LNER. The process of Grouping under the Railways Act did not address geographical anomalies of this kind, although this particular arrangement did provide a competitive choice for residents of [[Southend]], who could take LNER services from [[Southend Victoria railway station|Southend Victoria]] to [[London Liverpool Street]] or LMS services from [[Southend Central railway station|Southend Central]] to Fenchurch Street.<ref name=Welch>{{harvnb|Welch|1963|p={{page needed|date=March 2013}}}}</ref><ref name=PKay>{{harvnb|Kay|2010|p={{page needed|date=March 2013}}}}</ref>

==History==
[[File:LMS shield on station in leeds.jpg|upright|thumb|LMS crest, carved into the stonework at Leeds station]]

===Formation===
{{further|List of constituents of the London, Midland and Scottish Railway}}

The LMS was formed from the following major companies:
*[[Caledonian Railway]] 1,114.4 miles (1,793&nbsp;km) route length
*[[Furness Railway]] 158 miles (254&nbsp;km)
*[[Glasgow and South Western Railway]] 498.5 miles (802&nbsp;km)
*[[Highland Railway]] 506 miles (814&nbsp;km)
*[[London and North Western Railway]] (including [[Lancashire and Yorkshire Railway]], amalgamated 1 January 1922) 2,667.5 miles (4,292.9&nbsp;km)
*[[Midland Railway]] 2,170.75 miles (3,493&nbsp;km)
*[[North Staffordshire Railway]] 220.75 miles (355&nbsp;km)

There were also some 24 subsidiary railways, leased or worked by the above companies, and a large number of joint railways, including the UK's largest Joint Railway, the [[Midland and Great Northern Joint Railway|Midland & Great Northern]], and one of the most famous, the [[Somerset and Dorset Joint Railway|Somerset & Dorset]].<ref name=casserley-46-67/> The LMS was the minority partner (with the LNER) in the [[Cheshire Lines Committee]].

In Ireland there were three railways:
* [[Dundalk, Newry and Greenore Railway]] 26.5 miles (42&nbsp;km)
* [[Northern Counties Committee]] 265.25 miles (426&nbsp;km)
* ''Joint Midland and Great Northern of Ireland Railway'' 91 miles (146&nbsp;km), with interests in Ireland
All of the above operated, at least partially, in [[Northern Ireland]]

The total route mileage of the LMS in 1923 was 7,790 miles (12,537&nbsp;km).

===Early history===
The early history of the LMS was dominated by infighting between parties representing its constituent parts, many of whom had previously been commercial and territorial rivals. This was particularly marked in the case of the [[Midland Railway|Midland]] and the [[London and North Western Railway|North Western]], each of which believed its way was the right – and only – way of doing business. This rivalry was so severe, that stories of connecting trains at [[Birmingham New Street railway station|Birmingham New Street]] from the previous LNWR and MR parts of the system, being deliberately made to miss each other persisted even as late as the early 1950s, long after their demise.{{citation needed|date=February 2015}} Many of the senior appointments on the operating side were of former Midland men, such as James Anderson, so that Midland ideas and practices tended to prevail over those of other constituents. For example, the Midland's system of traffic control was imposed on a system-wide basis, along with the Midland livery of Crimson Lake for passenger locomotives and rolling stock. Particularly notable, especially after the appointment of [[Sir Henry Fowler]] as Chief Mechanical Engineer, was the continuation of the Midland Railway's small-engine policy (see [[Locomotives of the Midland Railway]]).<ref name=HJK2010>{{harvnb|Hunt|Jennison|Essery|2010|p={{page needed|date=March 2013}}}}</ref><ref name=OSN-S>{{harvnb|Nock|1964|p={{page needed|date=March 2013}}}}</ref><ref name=GracesGuide>{{cite web |url=http://www.gracesguide.co.uk/William_Stanier |title=William Stanier |publisher=Graces Guide |access-date=22 March 2013}}</ref><ref name=OC>{{harvnb|Simmons|Biddle|1997|p={{page needed|date=March 2013}}}}</ref>

The LMS also implemented a novel management structure, breaking with British railway tradition, and mirroring a contemporary management practice more common in the United States, appointing a President and Vice-Presidents. On 4 January 1926, [[Josiah Stamp]] was appointed First President of the Executive,<ref name="WhitehouseThomasp204"/> the equivalent of a Chief executive in modern organisational structures. He added the role of chairman of the board of directors to his portfolio in January 1927,<ref name="WhitehouseThomasp204"/> succeeding [[Guy Granet|Sir Guy Granet]].<ref name="WhitehouseThomasp38-39"/>

===The Stanier revolution===
The arrival of the new chief mechanical engineer, [[William Stanier]], who was brought in from the [[Great Western Railway]] by [[Josiah Stamp]] in 1932,<ref name="WhitehouseThomasp23">{{Harvnb|Whitehouse|Thomas|2002|p=23.}}</ref> heralded a change. Stanier introduced practices used at the [[Swindon Works]] that had been introduced by [[George Jackson Churchward]], such as tapered boilers, long travel valves, and large bearings. His locomotives were not only more powerful, and economical, but they also ended the company's internal conflict.<ref name=OSN-S/><ref name=GracesGuide/>

===Nationalisation===
The war-damaged LMS was [[nationalised]] in 1948 by the [[Transport Act 1947]], becoming part of [[British Railways]]. It formed the [[London Midland Region]] and part of the [[Scottish Region]]. British Railways transferred the lines in [[Northern Ireland]] to the [[Ulster Transport Authority]] in 1949. The London Midland & Scottish Railway Company continued to exist as a legal entity for nearly two years after Nationalisation, being formally wound up on 23 December 1949.<ref>{{Cite magazine |date=February 1950 |title=Main-Line Companies Dissolved |magazine=[[The Railway Magazine]] |volume=96 |issue=586 |page=73 |publisher=Transport (1910) Ltd |location=London }}</ref> The lines in Great Britain were rationalised through closure in the 1950s to 70s but the main routes survive and some have been developed for 125&nbsp;mph inter-city services.

==Railway operations==
Despite having widespread interests in a number of commercial areas, the LMS was first and foremost a railway organisation. It operated in all four constituent countries of the United Kingdom,<ref name="WhitehouseThomasp15"/> and in England its operations penetrated 32 of the 40 [[Counties of England|counties]].<ref name="WhitehouseThomasp97">{{Harvnb|Whitehouse|Thomas|2002|p=97.}}</ref> The company operated around 7,000 route miles of railway line, servicing 2,944 goods depots and 2,588 passenger stations, using 291,490 freight vehicles, 20,276 passenger vehicles and 9,914 locomotives.<ref name="WhitehouseThomasp97"/> The company directly employed 263,000 staff, and through its annual coal consumption of over six and a half million tons, could claim to indirectly employ a further 26,500 coal miners.<ref name="WhitehouseThomasp14">{{Harvnb|Whitehouse|Thomas|2002|p=14.}}</ref>

===Commercial organisation===
For nearly ten years after its formation, the LMS had been run using a similar organisational structure to one of its constituents, the [[Midland Railway]].<ref name="WhitehouseThomasp96">{{Harvnb|Whitehouse|Thomas|2002|p=96.}}</ref> In practice this meant that the commercial managers found themselves subservient to the needs of the operating departments. This changed in 1932 when a major restructuring was completed,<ref name="WhitehouseThomasp96"/> replacing the traditional board of directors with an executive headed by a president, supported by vice-presidents each with responsibility for a specific area. [[Ernest Lemon]], who had briefly held the office of [[Chief Mechanical Engineer]] pending the arrival of [[William Stanier]]<ref name="WhitehouseThomasp96"/> became Vice-President (Railway traffic, operating and commercial), with separate chief operating and chief commercial managers of equal status reporting to him.<ref name="WhitehouseThomasp96"/> Railway operations were directed by Charles Byrom, a veteran officer of the [[London and North Western Railway|LNWR]], while commercial activities were headed by Ashton Davies, formerly of the [[Lancashire and Yorkshire Railway]].<ref name="WhitehouseThomasp96"/>

Davies created a commercial research section, increased the sales force and provided them with specialist training.<ref name="WhitehouseThomasp96"/> The emphasis of the organisation switched from operators dictating what was reasonable to the commercial managers asking what was possible to maximise sales opportunities.<ref name="WhitehouseThomasp96"/> Thirty five district managers were appointed to oversee sales through the company's goods depots, passenger stations and key dock facilities.<ref name="WhitehouseThomasp97"/> There was even sales representation in the [[Irish Free State]], certain European countries and North America.<ref name="WhitehouseThomasp97"/> A monthly newsletter was produced entitled ''Quota News'', and trophies were awarded to the best performing districts and salesmen. To provide maximum capacity during times of peak demand, the operating department re-organised maintenance schedules to maximise the availability of [[locomotive]]s and [[rolling stock]], and trained staff to step into key roles; [[Fireman (steam engine)|firemen]] trained as [[Railroad engineer|drivers]] and locomotive cleaners trained to replace firemen.<ref name="WhitehouseThomasp97"/>

Numerous special fares were introduced to encourage travel, develop niche markets and overcome competitors. The cheap day return ticket offered return travel at a price usually equivalent to the single fare, although in areas with rival bus services they were sometimes offered at less than the single fare. Companies holding large freight accounts with the LMS received reduced price [[season ticket]]s for nominated employees, while commercial travellers, [[Recreational fishing|anglers]] and conveyors of [[Racing Homer|racing pigeons]] were all tempted with special offers.<ref name="WhitehouseThomasp97"/>

[[Units of transportation measurement|Passenger miles]] rose quite dramatically, from a low point of 6,500 million in 1932 to 8,500&nbsp;million by 1937, while at the same time the number of coaches required was reduced through improved maintenance and more efficient utilisation.<ref name="WhitehouseThomasp100">{{Harvnb|Whitehouse|Thomas|2002|p=100.}}</ref> In 1938 it opened a [[LMS School of Transport|School of Transport]] in Derby to train its staff in best railway practice.<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=LMS School of Transport |url=http://www.britishnewspaperarchive.co.uk/viewer/BL/0000521/19380722/098/0001 |newspaper=Derby Daily Telegraph |location=England |date=22 July 1938 |access-date=17 June 2017 |via=British Newspaper Archive |url-access=subscription }}</ref>

===Railway posters===
The LMS's commercial success in the 1920s resulted in part from the contributions of English painter, [[Norman Wilkinson (artist)|Norman Wilkinson]].<ref>{{harvnb||Wilkinson|1969|page=104}}</ref> In 1923, Wilkinson advised Superintendent of Advertising and Publicity of the LMS, T.C Jeffrey, to improve rail sales and other LMS services by incorporating fine art into the design of their advertisement posters. In this time, fine art already had a distinguished association in Europe and North America with good taste, longevity and quality.<ref>Leon Winslow, ‘Art is Industrial as Well as Fine’, in The Journal of Education, Vol.106, No.20 (1927) pp.520–522</ref> Jeffrey wanted LMS’ commercial image to align with these qualities and therefore accepted Wilkinson's advice.<ref>{{harvnb||Wilkinson|1969|page=105}}</ref> For the first series of posters, Wilkinson personally invited 16 of his fellow alumni from the [[Royal Academy of London]] to take part. In letter correspondence, Wilkinson outlined the details of the LMS proposal to the artists.<ref>40 Marlborough Hill, St John’s Wood, NW.8 to Clausen, 23 Oct 1923 (R.A., Letters written to George Clausen, CL/1/248)</ref> The artist fee for each participant was £100. The railway poster would measure 50 X 40 inches. In this area, the artist's design would be reproduced as a [[Photolithography|photolithographic]] print on double royal satin paper, filling 45 X 35 inches.{{efn|A [[photolithography|photolithographic]] print is formed from the natural aversion of oil and water. The print is created by transferring a photographic image onto an aluminium plate or stone and then printing by hand.}} The mass-produced posters were pasted inside railway stations in England, Northern Ireland, Scotland and Wales. LMS decided the subject advertised, but choices of style and approach were left to the artist's discretion. LMS’ open design brief resulted in a collection of posters that reflected the large capacity of destinations and experiences available with the transport organisation.<ref>Norman Wilkinson (1882–1971), To Ireland: Seven LMS Routes, 1935, Steaming ferry boat on the sea, lithographic print, 390 X490, Swann Auction Galleries</ref> For the [[Irish Free State]], Wilkinson designed a poster in 1927 encouraging the public to avail of the LMS ferry and connecting boat trains to Ireland.<ref name="Richard Durack 1992 p.104">Beverley Cole and Richard Durack, Railway Posters 1923–1947 (London, 1992) p.104</ref> For this promotion, Wilkinson's design was accompanied with four posters of Ireland by Belfast modernist painter, [[Paul Henry (painter)|Paul Henry]]. The commercial success of Wilkinson and Jeffrey's collaboration manifested between 1924 and 1928, with public sale of 12,000 railway posters.<ref name="Richard Durack 1992 p.104"/> Paul Henry's 1925 poster depicting the Gaeltacht region of Connemara in County Galway proved most commercially popular, with 1,500 sales.<ref>Paul Henry (1877–1958), Connemara,’’ Ireland this Year’’, 1925, Country track with cottages and mountain in background, lithographic print 101 X63.5, Science Museum UK</ref>

===Charter and excursion traffic===
[[File:Llandudno-Station-Wyrdlight-814235.jpg|upright|thumb|LMS monogram at Llandudno Station]]
Charter and [[excursion train]]s were a significant source of revenue and the LMS became a specialist in the movement of large numbers of people, with locomotives and rolling stock often kept in operation just to service such seasonal traffic. In one year, the LMS ran 43 special trains to take spectators to the [[Grand National]] at [[Aintree Racecourse|Aintree]],<ref name="WhitehouseThomasp97"/> and a further 55 for the [[FA Cup Final|Cup Final]] at [[Wembley Stadium (1923)|Wembley]].<ref name="WhitehouseThomasp97"/> Longer running events demanded operations on a much larger scale, with the [[Empire Exhibition, Scotland 1938|Glasgow Empire Exhibition]] requiring 1,800 special trains,<ref name="WhitehouseThomasp98">{{Harvnb|Whitehouse|Thomas|2002|p=98.}}</ref> with a further 1,456 run in connection with the [[Blackpool Illuminations]].<ref name="WhitehouseThomasp98"/> The number of people moved was huge, with over 2.2&nbsp;million holidaymakers arriving in [[Blackpool]] between the start of July and the end of September alone.<ref name="WhitehouseThomasp98"/> Besides these mass-market events, the company also ran regular tourist excursions to a variety of destinations, such as [[Oban]] in the Scottish highlands,<ref name="WhitehouseThomasp99">{{Harvnb|Whitehouse|Thomas|2002|p=99.}}</ref> [[Keswick, Cumbria|Keswick]] in the English [[Lake District]],<ref name="WhitehouseThomasp98"/> and even the [[First World War]] battlefields in [[Belgium]], by way of the [[Tilbury]] to [[Dunkirk|Dunkerque]] ferry service and the [[National Railway Company of Belgium|Belgian railways]].<ref name="WhitehouseThomasp99"/>

Such was the importance of such excursion traffic that a special department was established in 1929 and oversaw the expansion from 7,500 special trains in that year to nearly 22,000 in 1938.<ref name="WhitehouseThomasp98"/>

===Scheduled services===
However important the excursion traffic was, it was the ordinary scheduled services which had to be the focus of efforts to improve the fortunes of the LMS. A number of initiatives were introduced, with the aim of making train travel more attractive and encouraging business growth. Services were accelerated, and better quality rolling stock was introduced and from 24 September 1928 [[sleeping car]]s were provided for third class ticket holders for the first time.<ref name="Jenkinsonp87">{{Harvnb|Jenkinson|1990|p=87.}}</ref> The effect of these improvements was significant, with receipts from passenger traffic increasing by £2.9&nbsp;million ({{Inflation|UK|29000000|1929|r=-4|fmt=eq|cursign=£}}){{Inflation-fn|UK|df=y}} between 1932 and 1938.

A number of premium services were offered, culminating in 1937 with the launch of the ''[[Coronation Scot]]'',<ref name="WhitehouseThomasp205"/> which featured streamlined locomotives hauling a nine coach train of specially constructed stock between [[Euston railway station|London Euston]] and [[Glasgow Central railway station|Glasgow Central]] in six and a half hours.<ref name="WhitehouseThomasp205"/>

Most other major cities on the network were linked by trains with names which would become famous in railway circles including the ''[[Thames-Clyde Express]]''<ref name="WhitehouseThomasp103">{{Harvnb|Whitehouse|Thomas|2002|p=103.}}</ref> between [[London St Pancras railway station|London St Pancras]] and [[St Enoch railway station|Glasgow St Enoch]], ''[[The Palatine]]''<ref name="WhitehouseThomasp103"/> between London St Pancras and [[Manchester Central railway station|Manchester Central]], ''The Irish Mail''<ref name="WhitehouseThomasp103"/> from [[Euston railway station|London Euston]] to [[Holyhead railway station|Holyhead]] and the ''[[Pines Express]]''<ref name="WhitehouseThomasp103"/> conveying portions from [[Liverpool Lime Street railway station|Liverpool]] and [[Manchester Piccadilly railway station|Manchester]] to [[Bournemouth railway station|Bournemouth]].

===Goods services===
Goods accounted for around 60% of LMS revenue,<ref name="WhitehouseThomasp106">{{Harvnb|Whitehouse|Thomas|2002|p=106.}}</ref> and was even more varied than passenger services, catering for a range of goods from fresh perishables such as milk, fish and meat<ref name="WhitehouseThomasp117">{{Harvnb|Whitehouse|Thomas|2002|p=117.}}</ref> through to bulk minerals and small consignments sent point to point between individuals and companies.

Particularly notable were the [[Toton]]–[[Cricklewood#History|Brent]] coal trains, which took coal from the Nottinghamshire coalfield to London.<ref name="WhitehouseThomasp109">{{Harvnb|Whitehouse|Thomas|2002|p=109.}}</ref>

==Traction and rolling stock==

===Construction===
The LMS owned and operated a number of railway works, all of which were inherited from constituent companies. Between them these sites constructed locomotives, coaching stock, multiple units and freight wagons, as well as a number of non-rolling stock items required for the everyday running of the railway.<ref>{{cite book |last1=Whitehouse |first1=Patrick |last2=Thomas |first2=David St John |author-link2=David St John Thomas |title=LMS 150: The London Midland and Scottish Railway – A Century and a Half of Progress |year=1987 |publisher=[[David & Charles]] |location=Newton Abbot |isbn=0-7153-8740-5 |id=01LO49 |pages=165–9 }}</ref>

Two facilities were located in Derby, one known as [[Derby Works|Derby Loco]] and one as [[Derby Carriage and Wagon Works|Carriage and Wagon]]. The former was opened in the 1840s by the [[North Midland Railway|North Midland]], [[Midland Counties Railway|Midland Counties]] and [[Birmingham and Derby Railway|Birmingham & Derby]] railway companies to meet their joint requirements for locomotive, carriage and wagon construction and maintenance. The latter site was opened in the 1860s by the [[Midland Railway]] as part of a reorganisation of facilities in Derby and left the original site to concentrate on locomotive manufacture and repair. The Midland Railway also had works at [[Bromsgrove railway works|Bromsgrove]] in Worcestershire, which had been inherited from the [[Birmingham and Gloucester Railway]]. {{citation needed|date=April 2014}}

The [[London and North Western Railway|LNWR]] also contributed several works sites to the LMS. [[Crewe Works]] was opened in 1840 by the [[Grand Junction Railway]] and by the time of grouping was the locomotive works for the LNWR. [[Wolverton railway works|Wolverton works]] in Buckinghamshire had been established by the [[London and Birmingham Railway]] in the 1830s, and since 1862 (when all locomotive works had transferred to Crewe) had been the LNWR's carriage works. In 1922, one year prior to the formation of the LMS, the LNWR had absorbed the [[Lancashire and Yorkshire Railway]], including their works at [[Horwich Works|Horwich]] in Lancashire, which had opened in 1886.<ref>{{cite book |last=Marshall |first=John |author-link=John Marshall (railway historian) |title=The Lancashire & Yorkshire Railway, volume 2 |year=1970 |publisher=[[David & Charles]] |location=Newton Abbot |isbn=0-7153-4906-6 |pages=214, 224 }}</ref>

[[St. Rollox railway works]], north east of Glasgow, had been built in 1856 by the [[Caledonian Railway]], while [[Stoke railway works|Stoke works]] in Staffordshire were established in 1864 by the [[North Staffordshire Railway]]. Both were absorbed into the LMS with their parent companies, and while the former became the main workshops for the Northern Division of the LMS, the latter works were wound down, closing in 1930, all work being transferred to nearby Crewe.

Smaller workshop facilities were also transferred to the LMS by other constituent companies, including at [[Barrow-in-Furness]] ([[Furness Railway]]), Bow ([[North London Railway]]), [[Kilmarnock]] ([[Glasgow and South Western Railway]]) and Inverness ([[Highland Railway]]). The table below shows all major works taken over by the LMS upon formation.<ref name="WhitehouseThomasp170">{{Harvnb|Whitehouse|Thomas|2002|p=170.}}</ref>

{| class="wikitable"
|-
! Works
! Pre-grouping company
! Type
! Closed by LMS
|-
| Barassie
| [[Glasgow and South Western Railway|G&SWR]]
| Carriage & Wagon
| –
|-
| Barrow-in-Furness
| [[Furness Railway|FR]]
| Locomotive
| 1930
|-
| Bow
| [[North London Railway|NLR]]
| Locomotive
| –
|-
| [[Bromsgrove railway works|Bromsgrove]]
| [[Midland Railway|MR]]
| Wagon
| –
|-
| [[Crewe Works|Crewe]]
| [[London and North Western Railway|LNWR]]
| Locomotive
| –
|-
| [[Derby Carriage and Wagon Works|Derby Carriage & Wagon]]
| [[Midland Railway|MR]]
| Carriage & Wagon
| –
|-
| [[Derby Works|Derby Loco]]
| [[Midland Railway|MR]]
| Locomotive
| –
|-
| Earlestown
| [[London and North Western Railway|LNWR]]
| Wagon
| –
|-
| [[Horwich Works|Horwich]]
| [[London and North Western Railway|LNWR]] ([[Lancashire and Yorkshire Railway|L&Y]])
| Locomotive
| –
|-
| Kilmarnock
| [[Glasgow and South Western Railway|G&SWR]]
| Locomotive
| –
|-
| Lochgorm (Inverness)
| [[Highland Railway|HR]]
| Locomotive, Carriage & Wagon
| –
|-
| Maryport
| [[Maryport and Carlisle Railway|M&CR]]
| Locomotive
| {{circa|1925}}
|-
| Newton Heath
| [[London and North Western Railway|LNWR]] ([[Lancashire and Yorkshire Railway|L&Y]])
| Carriage & Wagon
| {{circa|1932}}
|-
| [[Stoke railway works|Stoke-on-Trent]]
| [[North Staffordshire Railway|NSR]]
| Locomotive
| 1930
|-
| [[St. Rollox railway works|St. Rollox]]
| [[Caledonian Railway|CR]]
| Locomotive, Carriage & Wagon
| –
|-
| [[Wolverton railway works|Wolverton]]
| [[London and North Western Railway|LNWR]]
| Carriage
| –
|}

===Locomotives===
{{Main|Locomotives of the London, Midland and Scottish Railway|LMS locomotive numbering and classification|List of LMS locomotives as of 31 December 1947}}

===Coaching stock===
{{Main|Coaches of the London, Midland and Scottish Railway}}
[[File:Sleeper623.jpg|thumb|right| An LMS sleeping car in the standard maroon livery]]
The LMS inherited a wide variety of passenger rolling stock from its constituent companies, and appointed Robert Whyte Reid, an ex-Midland Railway man, as the head of its Carriage department.<ref name="Jenkinsonp10">{{Harvnb|Jenkinson|1990|p=10.}}</ref> Reid had already started to introduce more efficient carriage building practices at the [[Derby Carriage and Wagon Works]] of the Midland Railway prior to grouping<ref name="Jenkinsonp10"/> and these same practices were soon introduced to the carriage and wagon works of the former LNWR at [[Wolverton railway works|Wolverton]] and the L&YR at Newton Heath.<ref name="Jenkinsonp11">{{Harvnb|Jenkinson|1990|p=11.}}</ref>

Most railway carriages were constructed by fitting together component parts which had been roughly machined to larger dimensions than required, which were then cut to the required size and joined together by skilled coachbuilders. Reid's new method involved the use of templates or "[[Jig (tool)|jigs]]" to mass-produce components to a set pattern and size. Once these had been checked any example of a specific part could be used interchangeably with any other of the same type. The technique was applied to any item which could be manufactured in large numbers (as there were significant costs in producing the initial jigs) such as doors, ventilators, windows and seats.<ref name="Jenkinsonp21">{{Harvnb|Jenkinson|1990|p=21.}}</ref>

The natural progression was to streamline the assembly process and the company introduced a method known as Progressive Construction.<ref name="Jenkinsonp23">{{Harvnb|Jenkinson|1990|p=23.}}</ref> In this process the mass-produced parts were combined into "unit assemblies", each of which was a major sub-component of the finished carriage such as side panels, carriage ends or the roof. The workshops were organised on the "flow-line" principle, similar to a modern [[assembly line]], and the unit assemblies were taken to workstations, where the precision machining of the mass-produced parts ensured they all fitted accurately into position, building into a complete carriage as the unit moved along the flow line.<ref name="Jenkinsonp23"/> The technique was already in use in [[Derby Carriage and Wagon Works|Derby]] prior to grouping,<ref name="Jenkinsonp21"/> and was adopted in Wolverton during 1925, with Newton Heath following two years later.<ref name="Jenkinsonp23"/> By using this method, the time taken to construct a typical carriage fell from six weeks to six days<ref name="Jenkinsonp23"/> and by 1931 Derby and Wolverton were able to handle the entire LMS carriage building workload, and production at Newton Heath ceased.<ref name="Jenkinsonp24">{{Harvnb|Jenkinson|1990|p=24.}}</ref>

===Goods wagons===
{{Empty section|date=January 2021}}

===Livery===
Each of the constituent companies of the LMS had their own liveries for locomotives and rolling stock. The board of directors of the LMS was dominated by former Midland Railway officers, and the company adopted the "crimson lake" livery for coaching stock as had been used by the Midland and Glasgow & South Western Railways prior to grouping (with the North Staffordshire Railway using a very similar shade). The livery worked well, proving to be hard wearing and practical.<ref name="Jenkinsonp11"/>

===Preservation===
{{Main|Locomotives of the London, Midland and Scottish Railway#Preservation}}

==Technical innovation==

===Electrification===
{{further|Suburban electrification of the London, Midland and Scottish Railway}}
The LMS operated a number of suburban lines using electric traction, in and around London, Liverpool, Manchester and Lancashire.

[[File:Oerlikon electric train at Harrow and Wealdstone.jpg|thumb|right|An [[electric multiple unit]] as used by the LMS in the London area, stands at [[Harrow & Wealdstone railway station|Harrow and Wealdstone]] station after [[British Railways|nationalisation]].]]
Schemes in the London area generally used the [[Railway electrification system#Fourth rail|four-rail]] system in use by tube and sub-surface railways (such as the [[Metropolitan Railway]]). Lines from [[Bow Road tube station|Bow]] to [[Barking station|Barking]], [[Euston railway station|Euston]] to [[Watford Junction station|Watford Junction]], [[Broad Street station (London)|Broad Street]] to [[Richmond station (London)|Richmond]] and a number of related branches and connecting lines were already electrified when the LMS came into existence, although the LMS did extend electrification from Barking to [[Upminster station|Upminster]] in 1932.<ref>{{harvnb|Day|Reed|2008|p=102}}</ref>

In the Liverpool area, lines were electrified using a [[third rail]], energised at 630 [[Volt|V]] [[Direct current|DC]]. Routes from {{stnlnk|Liverpool Exchange}} to {{stnlnk|Southport}} and {{stnlnk|Aintree}} and from Aintree to {{stnlnk|Ormskirk}} were already completed prior to the formation of the LMS. Lines from {{stnlnk|Birkenhead Park}} to {{stnlnk|West Kirby}} and {{stnlnk|New Brighton}} were added to this network in 1938.

In Manchester, the line from [[Bury Bolton Street railway station|Bury]] to [[Manchester Victoria station|Manchester Victoria]] had already been electrified by the [[Lancashire and Yorkshire Railway]] using a side-contact, third rail system. In conjunction with the LNER, the lines of the former [[Manchester, South Junction and Altrincham Railway]] were electrified using the 1500 V DC [[overhead line]] system, opening on 11 May 1931.<ref>{{harvnb|Dixon|1994|p=67}}</ref>

Finally the route between {{stnlnk|Lancaster}} and [[Heysham Port railway station|Heysham]] via {{stnlnk|Morecambe}} had been electrified by the Midland Railway using a 6600 V [[Alternating current|AC]] overhead system, as early as 1908.<ref>{{harvnb|Ellis|1961|p=129}}</ref>

===All-steel carriages===
In 1926, the LMS introduced its "all-steel carriage", which represented a significant departure from previous carriage construction. Previously carriages had been built with wood or steel-plated wood bodies, mounted on heavy underframes. The all-steel carriages differed in that they consisted of a steel tube or [[box girder]], which not only formed the body but also formed the load-bearing part of the carriage, meaning that a heavy underframe was not required.<ref name="Jenkinsonp31">{{Harvnb|Jenkinson|1990|p=31.}}</ref> The new technique also meant that the carriages were stronger under collision conditions, as proved during an accident at Dinwoodie – Wamphray<ref>{{cite web|url=http://www.railwaysarchive.co.uk/eventsummary.php?eventID=566|title=Accident at Dinwoodie – Wamphray on 25th October 1928}}</ref> on 25 October 1928 when the leading "all-steel" carriage absorbed most of the impact. Construction of the carriages was carried out for the LMS by external companies, largely to provide work for them during a difficult economic period,<ref name="Jenkinsonp31"/> but within a couple of years the company returned to more conventional construction methods, as it could no longer justify using external contractors due to efficiency improvements within its own workshops, which were set up to produce carriages of more traditional configuration.<ref name="Jenkinsonp31"/>

==Accidents==
*On 5 July 1923, an express passenger train was in a rear-end collision with a goods train at {{rws|Diggle}}. Four people were killed.<ref>{{cite web |url=http://www.railwaysarchive.co.uk/docsummary.php?docID=1064 |title=Accident Returns: Extract for Accident at Diggle Junction on 5th July 1923 |first=J.W. |last=Pringle |date=8 August 1923 |via=The Railways Archive |access-date=3 March 2018 }}</ref><ref name=Trevena>{{cite book |last=Trevena |first=Arthur |title=Trains in Trouble |volume= 1 |year=1980 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-01-X |pages=31, 35–36, 38, 40, 42 }}</ref>
*On 26 April 1924, an [[electric multiple unit]] overran signals and was in a rear-end collision with an excursion train at {{rws|Euston}} station, London.{{sfn|Hall|1990|p=83}}
*On 4 November 1924, an express passenger train was derailed near [[Lytham St. Annes]], Lancashire due to a broken tyre on the locomotive. Fourteen people were killed.<ref name=Trevena/>
*On 8 September 1926, a passenger train was unable to stop at [[Leeds Wellington railway station|Leeds Wellington station]] due to greasy rails after a thunderstorm. It crashed through the buffers and ended up in building. There were no injuries.<ref name=Earnshaw5>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 5 |year=1989 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-35-4 |pages=20–21, 23, 26, 31 }}</ref>
*On 19 November 1926, a private owner wagon of a goods train disintegrated near {{rws|Parkgate and Rawmarsh}} station, [[West Riding of Yorkshire|Yorkshire]], derailing the goods train that it was part of. A signal post was partially knocked over, obstructing the adjacent line. An express passenger train had the sides of its carriages ripped open by the signal post, killing eleven people. A direct consequence of this accident was that private owner wagons had to be registered with railway companies before they were allowed to run on main lines. They were also subject to a detailed inspection every ten years.<ref name=Earnshaw8>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 8 |year=1993 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-52-4 |pages=14–15, 17, 19 }}</ref>
*On 30 November 1926, a passenger train overran signals at [[Upney]], Essex and was in a rear-end collision with another. Of 604 people injured, only four are hospitalised.{{sfn|Hall|1990|p=85}}
*In June 1928, a mail train was derailed at [[Swinderby]], Lincolnshire.<ref name=Earnshaw6/>
*On 2 July 1928, a goods train was derailed at Pinwherry, [[Renfrewshire]] due to excessive speed on a curve.<ref name=Earnshaw8/>
*On 27 August 1928, a passenger train crashed into buffers at {{rws|Euston}}, London, injuring 30 people.<ref name=Trevena/>
*In August 1928, a train was derailed at [[Ashton under Hill]], Worcestershire.<ref name=Earnshaw6/>
*On 25 October 1928, a goods train broke down at {{rws|Dinwoodie}}, [[Dumfriesshire]]. An express passenger train was in a rear-end collision with it due to errors by the guard of the goods train and a signalman. Four people were killed and five were injured.<ref name=Earnshaw7>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 7 |year=1991 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-50-8 |pages=21–25 }}</ref>
*On 8 January 1929, an express passenger train from [[Bristol]], Somerset to [[Leeds]], [[West Riding of Yorkshire|Yorkshire]] when it overran signals at {{rws|Ashchurch}}, [[Gloucestershire]] and collided with a goods train that was being shunted. Four people were killed.<ref name=Trevena/><ref name=Aschurch>{{cite web |url=http://www.railwaysarchive.co.uk/documents/MoT_Ashchurch1929.pdf |title=Report on the Accident at Ashchurch on 8 January 1929 |publisher=Ministry of Transport |date=5 March 1929 |access-date=10 June 2014}}</ref>
*On 2 February 1929, a passenger train was sent into the bay platform at {{rws|Bridgeton Cross}}, [[Glasgow]], due to a signalman's error. Several people were injured when the train crashed through the buffers.<ref name=Earnshaw5/>
*On 12 February 1929, an express passenger train was in a head-on collision with a goods train at {{rws|Doe Hill}} station, Derbyshire due to a signalman's error. Two people were killed.<ref name=Earnshaw7/>
*On 6 March 1930, a passenger train departed from {{rws|Culgaith}} station, [[Cumberland]] against signals. It subsequently collided with a ballast train at {{rws|Langwathby}}, Cumberland. Two people were killed and four were seriously injured.{{sfn|Hall|1990|p=95}}
*On 22 March 1931, an express passenger train was derailed at {{rws|Leighton Buzzard}}, [[Bedfordshire]] due to excessive speed through a crossover. The locomotive crew were killed.<ref name=Earnshaw6/>
*On 17 July 1931, a mail train overran signals and was in a rear-end collision with a goods train at Crich Junction, Derbyshire. Two people were killed and seventeen people were injured.<ref name=Earnshaw6>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 6 |year=1990 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-37-0 |pages=16, 22, 24–25, 27 }}</ref>
*On 18 December 1931, a goods train became divided at {{rws|Dagenham Dock}}, [[Essex]]. Due to a signalman's error, a passenger train ran into the rear portion of the goods. Two people were killed and several were injured.<ref name=Hoole4>{{cite book |last=Hoole |first=Ken |author-link=Ken Hoole |title=Trains in Trouble: Vol. 4 |year=1983 |publisher=Atlantic Books |location=Truro |isbn=0-906899-07-9 |pages=19, 25, 48 }}</ref>
*On 17 June 1932, a passenger train was derailed at [[Great Bridgeford]], Staffordshire.<ref name=Hoole3>{{cite book |last=Hoole |first=Ken |author-link=Ken Hoole |title=Trains in Trouble: Vol. 3 |year=1982 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-05-2 |page=29 }}</ref>
*On 10 July 1933, an express passenger train was in collision with a goods train and was derailed at [[Little Salkeld]], [[Cumberland]] due to a signalman's error. One person was killed and about 30 were injured, one seriously.<ref name=Earnshaw7/>
*On 6 September 1934, two passenger trains were in a head-on collision at Port Eglington Junction, [[Glasgow]], Renfrewshire after the driver of one of them misread signals. Nine people were killed and 31 were injured, eleven seriously.<ref name=Earnshaw7/>
*On 28 September 1934, an express passenger train was in a rear-end collision with a passenger train at Winwick Junction, [[Cheshire]] due to a signalman's error. Eleven people were killed and nineteen were injured.{{main|Winwick rail crash}}
*On 25 February 1935, a passenger train was derailed at Ashton under Hill due to a combination of locomotive design, speed and track condition. One person was killed.<ref name=Earnshaw6/>
*On 13 March 1935, an express meat train from Liverpool to London was brought to a halt at Kings Langley due to a defective [[vacuum brake]]. Due to a signalman's error a milk train ran into its rear. Wreckage spread across all four lines, with the result that a few minutes later the Camden to Holyhead freight collided with the debris, followed a few seconds later by the Toton to Willesden coal train. All four lines were blocked for some time and the driver of the milk train was killed.<ref>{{cite web|url=http://www.railwaysarchive.co.uk/docsummary.php?docID=1507|title=Report on the Accident at Kings Langley on 13th March 1935|publisher=Office of Rail Regulation}}</ref> Contemporaneous newsreel footage shows the aftermath of the four-fold accident.<ref>{{cite web|url=http://www.britishpathe.com/video/four-fold-train-collision|title=Four Fold Train Collision|publisher=British Pathe}}</ref>
*On 23 February 1937, an express goods train was derailed at {{rws|West Hampstead}}, [[Middlesex]].<ref name=Trevena/>
*On 17 November 1937, a passenger train overran signals and was in a rear-end collision with an express passenger train at [[Coppenhall]] Junction, [[Crewe]], Cheshire.{{sfn|Hall|1990|p=103}}
*On 21 January 1938, an express passenger train was in a head-on collision with an empty stock train at Oakley Junction due to a combination of driver and signalman's errors. Three people were killed and 46 were injured.<ref name=Earnshaw5/>
*On 5 August 1939, a passenger train was derailed at {{rws|Saltcoats North}} station, [[Ayrshire]] due to an obstruction on the line. Four people were killed.<ref name=Earnshaw8/>
*On 28 September 1939, a rear-end collision occurred at Winwick Junction.<ref name=Earnshaw6/>
*On 14 October 1939, An express passenger train was involved in a collision at {{rws|Bletchley}}, [[Buckinghamshire]]. Five people were killed, more than 30 were injured.<ref name=Trevena/>
*On 13 October 1940, an express passenger train collided with a platform barrow obstructing the line at {{rws|Wembley Central}}, Middlesex and was derailed. Several people were killed and many more were injured.<ref name=Earnshaw6/>
*On 4 September 1942, a goods train overran a loop at {{rws|Todmorden}}, [[West Riding of Yorkshire|Yorkshire]] in [[blackout (wartime)|blackout conditions]] and was derailed.<ref name=Earnshaw6/> 
*On 21 July 1945, an express passenger train overran signals at {{rws|Ecclefechan}}, [[Dumfriesshire]] and was in collision with a goods train that was being shunted. Two people were killed, 31 were injured.<ref>{{cite book |last=Hoole |first=Ken |author-link=Ken Hoole |title=Trains in Trouble: Vol. 4 |year=1983 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-07-9 |page=48 }}</ref>
:{{main|Bourne End rail crash}}
*On 30 September 1945, an express passenger train was derailed at [[Bourne End, Hertfordshire]] due to excessive speed through a set of points. Forty-three people were killed and 64 were injured.
*1946 – [[Lichfield rail crash]]; 20 killed and 21 injured.
*On 12 April 1947, a passenger train was derailed near [[Keighley]], [[West Riding of Yorkshire|Yorkshire]] when a bridge collapsed under it.<ref name=Hoole4/>
*On 21 July 1947, an express passenger train was derailed at [[Grendon, Warwickshire]] due to defective track. Five people were killed and 64 were injured.<ref name=Earnshaw5/>

==Non-railway interests==

===Canals===
The LMS owned many canals, originally acquired by some of its constituent companies in the 19th century, such as the Shropshire Union group (which included the [[Montgomeryshire Canal]], [[Ellesmere Canal]] and [[Chester Canal]]), originally owned by the London & North Western Railway, and the [[Trent and Mersey Canal]], owned by the North Staffordshire Railway. Many were abandoned by [[Act of Parliament]], instigated by LMS,<ref>{{Cite web |title=The Times newspaper: Notice of a Special General Meeting of the London, Midland and Scottish Railway | url = http://archive.timesonline.co.uk/tol/viewArticle.arc?toDate=1946-12-31&fromDate=1910-01-01&currentPageNumber=1&resultsPerPage=10&sortBy=default&offset=0&viewName=&addFilters=&removeFilters=&addCat=&queryKeywords=bolton+canal&sectionId=1040&currPgSmartSet=1&pageId=ARCHIVE-The_Times-1937-02-11-26&articleId=ARCHIVE-The_Times-1937-02-11-26-008&xmlpath=&pubId=17&totalResults=1265&addRefineFilters=&removeRefineFilters=&addRefineCat=&next_Page=false&prev_Page=false&date_dd_From=1&date_mm_From=01&date_yyyy_From=1910&date_dd_to_range=31&date_mm_to_range=12&date_yyyy_to_range=1946&date_dd_from_precise=1&date_mm_from_precise=01&date_yyyy_from_precise=1910&isDateSearch=false&dateSearchType=range&refineQuerykeywordText= |date= 11 February 1937 }}{{dead link|date=September 2024|bot=medic}}{{cbignore|bot=medic}} Retrieved on 29 June 2008 ''(Requires login/subscription)''</ref> although those surviving in 1948 passed to the Docks and Inland Waterways Executive of the [[British Transport Commission]], and eventually to the [[British Waterways Board]].

===Shipping===
{{Further|Irish Mercantile Marine during World War II|List of shipping facilities of the London, Midland and Scottish Railway}}
[[File:TS Queen Mary 1981.jpg|thumb|right|The [[TS Queen Mary]]. This ship was part of the LMS [[Clyde steamer]] fleet from 1935 to 1947.]]The LMS acquired numerous docks, harbours and piers from its predecessors. These ranged in size from major ports at [[Barrow-in-Furness]] and [[Grangemouth]] through ferry harbours such as [[Holyhead]], [[Heysham]], [[Stranraer]] and [[Fleetwood]] to much smaller facilities including piers on the [[River Thames|Thames]] and [[River Clyde|Clyde]].<ref name="WhitehouseThomasp118">{{Harvnb|Whitehouse|Thomas|2002|p=118.}}</ref> The LMS also inherited steamers and piers from the [[Furness Railway#Ships|Furness Railway]] on [[Windermere#Steamers, launches and ferries|Windermere]] and [[Coniston Railway#Gondola|Coniston Water]].
{{clear}}
Ships inherited from the [[Midland Railway]].<ref name=Ships>{{cite web|url=http://www.simplonpc.co.uk/LMS_MR.html |title=Midland Railway |publisher=Simplon Postcards|access-date=15 December 2009}}</ref>
{|class="wikitable sortable"
|-
!scope="col" |Ship
!scope="col" |Launched
!scope="col" |Tonnage<br/>(GRT)
!scope="col" |Notes and references
|-
|[[TSS Antrim (1904)|''SS Antrim'']]||align="center"|1904||align="right"|2,100<ref name=Antrim>{{csr|register=MSI|id=1116015|access-date=15 December 2009}}</ref>||Sold in 1928 to the [[Isle of Man Steam Packet Company]]. Scrapped at [[Preston, Lancashire|Preston]] in November 1936<ref name=Antrim/>
|-
|''[[TSS City of Belfast (1893)|SS City of Belfast]]''||align="center"|1893||align="right"|1,055<ref name=CoB>{{csr|register=MSI|id=1099938|access-date=15 December 2009}}</ref>||Bought from Barrow Steam Navigation Co Ltd in 1907. Sold in 1925 to a Greek owner, renamed ''Nicolaos Togias''.<br/>
Renamed ''Kephallina'' in 1933.<br/>
Sank on 13 August 1941 off the Egyptian coast.<ref name=CoB/>
|-
|{{nowrap|''SS Duchess of Devonshire''}} ||align="center"|1897||align="right"|1,265<ref name=DoD>{{csr|register=MSI|id=1099941|access-date=15 December 2009}}</ref>||Sold in 1928 to Bland Line, [[Gibraltar]], renamed ''Gibel Dersa''.<br/>
Scrapped in 1949 at [[Málaga]], Spain.<ref name=DoD/>
|-
|[[TrSS Londonderry (1904)|''SS Londonderry'']]||align="center"|1904||align="right"|2,086<ref name=Londonderry>{{csr|register=MSI|id=1116017|access-date=15 December 2009}}</ref>||Sold in 1927 to Angleterre-Lorraine-Alsace, renamed ''Flamand''.<br/>
Scrapped at [[Altenwerder]], Germany in 1937.<ref name=Londonderry/>
|-
|''SS Wyvern''||align="center"|1905||align="right"|232<ref name=Wyvern>{{csr|register=MSI|id=1084974|access-date=15 December 2009}}</ref>||Built as a [[tugboat|tug]], used for pleasure excursions from [[Heysham]] to [[Fleetwood]] until the [[Second World War]].<br/>
Scrapped in 1960.
|}

The LMS also inherited docks at Goole.<ref name="Bonavia">{{harvnb|Bonavia|1980|p={{page needed|date=March 2013}}}}</ref>

===Road transport===
In 1933, along with the other three main line railways, the LMS purchased the [[Hay's Wharf Cartage Company]] Ltd., the owners of [[Pickfords]], and [[Carter Paterson]]. Subsequently, the LMS acquired Joseph Nall & Co. of Manchester and a 51% stake in Wordie & Co. of Glasgow.<ref name="Bonavia" /> The LMS operated a road haulage fleet consisting of 29,754 road vehicles.<ref name="WhitehouseThomasp97"/>

===Hotels===
{{further|List of hotels of the London, Midland and Scottish Railway}}
[[File:Midland Hotel.jpg|thumb|right|The [[Midland Hotel, Manchester|Midland Hotel]], Manchester; one of many hotels formerly owned and operated by the LMS.]]The LMS Hotels & Catering Service, apart from providing catering cars on trains and refreshment facilities at stations also operated a chain of nearly 30 hotels throughout the United Kingdom. Just prior to [[World War II]] the department employed 8,000 staff, served over 50 million customers per annum and grossed more than £3&nbsp;million in receipts ({{Inflation|UK|3000000|1939|r=-4|fmt=eq|cursign=£}}){{Inflation-fn|UK|df=y}} from the combined hotel and catering operations. The scale of the undertaking enabled the LMS to claim that they operated the largest chain of hotels in the [[British Empire]].<ref name="WhitehouseThomasp7"/>

The range of hotels was extensive ranging from large resort and city centre hotels to much smaller provincial establishments. One of the most famous was the [[Midland Hotel (Morecambe)|Midland Hotel]] in Morecambe, which had been rebuilt as an [[Art Deco]] landmark, as had the [[Queens Hotel (Leeds)|Queens Hotel]] in Leeds. While most were open all year round, a number opened for only particular months in the year, to coincide with local tourist seasons.

==Notable people==

===Chairmen of the board of directors===
[[File:Guy Granet 001.jpg|thumb|right|[[Guy Granet|Sir Guy Granet]], Chairman of the LMS between 1924 and 1927<ref name="WhitehouseThomasp38">{{Harvnb|Whitehouse|Thomas|2002|p=38.}}</ref>]]
* 1923–1924: [[Charles Lawrence, 1st Baron Lawrence of Kingsgate]]<ref name="WhitehouseThomasp37">{{Harvnb|Whitehouse|Thomas|2002|p=37.}}</ref>
* 1924–1927: [[Guy Granet|Sir Guy Granet]]<ref name="WhitehouseThomasp38"/>
* 1927–1941: [[Josiah Stamp, 1st Baron Stamp|Josiah Stamp]] ([[Baron Stamp]] from 1938)<ref name="WhitehouseThomasp39">{{Harvnb|Whitehouse| Thomas|2002|p=39.}}</ref>

===Presidents===
* 1926–1941: [[Josiah Stamp, 1st Baron Stamp|Josiah Stamp]] ([[Baron Stamp]] from 1938)<ref name="WhitehouseThomasp38-39">{{Harvnb|Whitehouse|Thomas|2002|pp=38–39.}}</ref>
* 1941–1947: [[William Valentine Wood|Sir William Valentine Wood]]<ref name="WhitehouseThomasp38"/>

===Chief civil engineer===
*[[Ernest Crosbie Trench|Ernest Frederic Crosbie Trench]] 1923 – 1927<ref name=CC1927/> (formerly chief engineer of the London and North Western Railway)
*[[Alexander Newlands]] 1927<ref name=CC1927>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=L.M.S. Changes | url=https://www.britishnewspaperarchive.co.uk/viewer/bl/0002831/19270205/185/0012 |newspaper=Crewe Chronicle |location=England |date=5 February 1927 |access-date=20 February 2022 |via=British Newspaper Archive |url-access=subscription }}</ref> – 1933
*[[William Kelly Wallace]] 1933<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=The L.M.S. Railway | url=https://www.britishnewspaperarchive.co.uk/viewer/bl/0000038/19330516/177/0007 |newspaper=Belfast News-Letter |location=Northern Ireland |date=16 May 1933 |access-date=20 February 2022 |via=British Newspaper Archive |url-access=subscription }}</ref> – 1948<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Civil Engineer | url=https://www.britishnewspaperarchive.co.uk/viewer/bl/0000521/19480827/048/0005 |newspaper=Derby Daily Telegraph |location=England |date=27 August 1948 |access-date=20 February 2022 |via=British Newspaper Archive |url-access=subscription }}</ref> (previously Locomotive and Civil Engineer [combined] of the [[Northern Counties Committee]] in Northern Ireland.)

===Chief mechanical engineers===
* 1923–1925: [[George Hughes (engineer)|George Hughes]]<ref name="WhitehouseThomasp204">{{Harvnb|Whitehouse|Thomas|2002|p=204.}}</ref>
* 1925–1931: [[Henry Fowler (engineer)|Henry Fowler]]<ref name="WhitehouseThomasp204"/>
* 1931–1932: [[Ernest Lemon]]<ref name="WhitehouseThomasp56">{{Harvnb|Whitehouse|Thomas|2002|p=56.}}</ref>
* 1932–1944: Sir [[William Stanier]]<ref name=OSN-S/><ref name="WhitehouseThomasp46">{{Harvnb|Whitehouse|Thomas|2002|p=46.}}</ref>
* 1944–1945: [[Charles Fairburn]]<ref name="WhitehouseThomasp58-59">{{Harvnb|Whitehouse|Thomas|2002|pp=58–59.}}</ref>
* 1945–1947: [[Henry George Ivatt]]<ref name="WhitehouseThomasp58-59"/>

==Legacy==
{{update|date=January 2024}} The name of the LMS was revived by [[Govia]] in the form of the train operating company [[London Midland]] which operated services primarily around the [[West Midlands (region)|West Midlands]] and services north to [[Liverpool Lime Street railway station|Liverpool Lime Street]] and south to [[Euston railway station|London Euston]] between 2007 and 2017.

LMS was trademarked by the [[Department for Transport]] on 14 November 2017 sparking speculation of the name becoming the long term branding for the new [[InterCity West Coast]] Partnership franchise, which is scheduled to commence operations on 8 December 2019, branded as [[Avanti West Coast]].<ref>{{cite news|title=New West Coast rail franchise to run HS2 services|url=https://www.bbc.co.uk/news/business-37869643|access-date=8 November 2016|work=BBC News|date=4 November 2016}}</ref><ref>{{cite web|url=https://trademarks.ipo.gov.uk/ipo-tmcase/page/Results/1/UK00003270382|title=Trade mark number UK00003270382|publisher=[[Intellectual Property Office (United Kingdom)]]|access-date=24 August 2018}}</ref>

==References==

===Notes===
{{reflist|group=lower-alpha}}

===Citations===
{{reflist}}

===Sources===
{{refbegin}}
* {{Cite book|last=Arnold |first=R. M. |title=N. C. C. Saga: London, Midland and Scottish Railway in Northern Ireland |publisher=David & Charles |date=16 August 1973 |location=Newton Abbot |isbn=978-0-7153-5644-9 }}
* {{Cite book | last = Bonavia | first = Michael R. | title = The Four Great Railways | publisher = David & Charles | year = 1980 | location = Newton Abbot }}
* {{Carter-Hotels}}
* {{Casserley-joint}}
* {{cite book |last1=Day |first1=John R. |last2=Reed |first2=John |title=The Story of London's Underground |edition=10th |year=2008 |orig-year=1963 |publisher=Capital Transport |location=Harrow |isbn=978-1-85414-316-7 }}
* {{cite book |last=Dixon |first=Frank |title=The Manchester South Junction & Altrincham Railway |edition=2nd |series=The Oakwood Library of Railway History |year=1994 |orig-year=1973 |publisher=Oakwood Press |location=Headington |isbn=0-85361-454-7 |id=OL34 }}
* {{cite book |last=Ellis |first=Cuthbert Hamilton |title=The Midland Railway |edition=4th |year=1961 |orig-year=1953 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Hampton Court |id=940/554/125 1059 }}
* {{cite book |last=Gammell |first=C.J. |year=1980 |title=LMS Branch Lines, 1945 – 1965 |publisher=Oxford Publishing Company |isbn=0-86093-062-9 }}
* {{cite book |last=Hall |first=Stanley |title=The Railway Detectives |year=1990 |publisher=Ian Allan |location=London |isbn=0-7110-1929-0 }}
* {{cite book |last1=Hendry |first1=Dr R. Preston |last2=Hendry |first2=R. Powell |year=1982 |title=An Historical Survey of selected LMS Stations, Layouts and Illustrations, Volume 1 |publisher=Oxford Publishing Company |isbn=0-86093-168-4 }}
* {{Cite book|last1=Hunt |first1=David |last2=Jennison|first2=Kohn |last3=Essery|first3=Robert |series=LMS Locomotive Profile |volume=13 |title=The standard compounds |publisher=Wild Swan Publications Ltd |date=23 November 2010 |isbn=978-1-905184-81-1 }}
* {{Cite book | last = Jenkinson | first = David | title = British Railway Carriages of the 20th Century, Volume 2: The years of consolidation, 1923–53 | publisher = Patrick Stephens Limited | year = 1990 | location = Wellingborough | isbn = 0-85059-912-1 }}
* {{Cite book | last = Kay| first = Peter| title = The London, Tilbury & Southend Railway: 1912 - 1939 the Midland and LMS Years v. 3: A History of the Company and Line | publisher = P.Kay | date = April 2010| isbn = 978-1-899890-43-9 }}
* {{cite book |last=Nock |first=O.S. |year=1964 |title=Sir William Stanier: An engineering biography |publisher=Ian Allan |author-link=O. S. Nock }}
* {{cite book |last=Nock |first=O.S. |year=1982 |title=A History of the LMS. Vol. 1: The First Years, 1923–1930 |publisher=George Allen & Unwin |isbn=0-04-385087-1 |author-link=O. S. Nock |url-access=registration |url=https://archive.org/details/historyoflms0000nock }}
* {{cite book |last=Nock |first=O.S. |year=1982 |title=A History of the LMS. Vol. 2: The Record Breaking 'Thirties, 1931–1939 |publisher=George Allen & Unwin |isbn=0-04-385093-6 |author-link1=O. S. Nock |url-access=registration |url=https://archive.org/details/historyoflms0000nock }}
* {{cite book |title=Oxford Companion to British Railway History |editor1-first=Jack |editor1-last=Simmons |editor2-first=Gordon |editor2-last=Biddle |date=October 1997 |edition=1 |publisher=OUP |isbn=978-0-19-211697-0 }}
* {{cite book |last=Welbourn |first=N. |year=1994 |title=Lost Lines: LMR |publisher=Ian Allan |isbn=0-7110-2277-1 }}
* {{cite book |last1=Welch |first1=H. D. |year=1963 |title=The London Tilbury and Southend Railway |publisher=Oakwood Press }}
* {{Cite book | last1 = Whitehouse | first1 = Patrick | last2 = Thomas | first2= David St John | title = LMS 150 : The London Midland & Scottish Railway A century and a half of progress | publisher = David & Charles | year = 2002 | location = Newton Abbot | isbn = 0-7153-1378-9 }}
* {{cite book |author-link=Norman Wilkinson (artist) |first=Norman |last=Wilkinson |title=A Brush with Life |location=London |date=1969 |publisher=Seeley |isbn=978-0-85422-000-7}}
{{refend}}

==Further reading==
* {{Cite book|title=The LMS at War|author=G. C. Nash|publisher=LMS|year=1946|pages=88}}

==External links==
{{commons category|London, Midland and Scottish Railway}}
* [http://www.lmssociety.org.uk/ The LMS Society]
* [https://www.youtube.com/results?search_query=london+midland+and+scottish+railway+ Vintage training and educational videos for LMS staff, customers and the general public.]
* [https://web.archive.org/web/20070221162112/http://www.freewebs.com/lmsforum/ The LMS Forum]
* [https://archive.today/20130209185533/http://groups.yahoo.com/group/lmsreg LMS discussion group on Yahoo!]
* [https://web.archive.org/web/20060415191417/http://viewfinder.english-heritage.org.uk/ LMS images of tourist attractions along their routes] Use Advanced Search/Collections/LMS to view these images held by the [[English Heritage Archive]]
* {{PM20|FID=co/065706|TEXT=Documents and clippings about|NAME=}}

{{Big Four pre-nationalisation British railway companies}}

[[Category:London, Midland and Scottish Railway| ]]
[[Category:Railway companies established in 1923]]
[[Category:Railway companies disestablished in 1948]]
[[Category:Big four British railway companies]]
[[Category:Standard gauge railways in England]]
[[Category:British companies disestablished in 1948]]
[[Category:British companies established in 1923]]