Adlib Internet Server 5

Title
LMS weight and measure diagrams for a 4-6-2 passenger engine
Reference
GEC/2/2/2/247
Production date
1961 - 1962

Creator

English Electric Company Limited Biography Biography
The English Electric Company was formed on 14th December 1918 and over the following year acquired Dick, Kerr & Company of Preston, Willans & Robinson of Rugby, the Phoenix Dynamo Manufacturing Company of Bradford, and Coventry Ordnance Works. After the First World War the various German owned Siemens works were distributed to different UK companies and in November 1919 English Electric acquired the Siemens Brothers Dynamo Works at Stafford, which became the company headquarters in 1931. Coventry Ordnance, primary output naval guns, did not feature in the gradual product rationalisation which took place between the First World and Second world Wars. Willans & Robinson’s Rugby works specialised in prime movers, steam, hydro and internal combustion, and their Stafford works on power station and distribution electrics, including transformers and large electric machines for applications such as mining and steel works. Dick Kerr & Company continued building equipment and vehicles for bus, tram and railway applications with the Phoenix Dynamo Manufacturing Company concentrating on medium and small electrical machines. Involvement with aircraft continued a small scale. By 1929 the company was in financial trouble and an American syndicate fronted by Lazard Bros. put in new capital. In 1930 Westinghouse of Pittsburgh entered into an agreement with the company for the exchange of technical information relating to steam turbines and electrical apparatus. This cooperation continued into the 1950s. 1930 saw the closure of Preston West works and the transfer of traction electrical design and manufacture to the Phoenix Dynamo Manufacturing works. The Westinghouse influence included top management changes with Sir H Mensforth becoming chairman and George Nelson managing director. Both had been with British Westinghouse at Trafford Park. The early 1930s saw a remarkable improvement in the company’s finances and domestic appliance manufacture was started at Bradford and Stafford. In 1936 they began production of diesel locomotives at Preston and were later involved in the production of the Deltic locomotive for British Rail, presaging the end of steam traction in the UK. Extensive shadow factory building for war production commenced in the late 1930’s, including at Preston East works and Salmesbury for aircraft production and at East Lancashire Road, Liverpool for D. Napier aero engines. A large variety of military equipment built during the war included thousands of Cromwell tanks from Stafford and over 3000 Handley Page Hampden and Halifax bombers from Preston and Salmesbury. After the war manufacture of smaller products from Bradford and Stafford moved to the large Liverpool works. This included electrical distribution transformers, switchgear, fuse gear, fractional horsepower motors and domestic appliances. Napier’s continued engine manufacture with the development of the ’Deltic’ diesel engine, mainly for marine applications. The nearby Netherton works took over the manufacture of large hydro-electric turbines and generators from Willans and Stafford. In 1942 English Electric acquired D. Napier & Son Ltd and Marconi in 1946. The company went on to extend their railway interests with the acquisition of the Vulcan Foundry and Robert Stephenson and Hawthorn Ltd in 1955. The company tried to take over The General Electric Company (GEC) in 1960 but failed. Traction manufacture, but not the offices, moved back to Preston East works and ‘K’, ‘RK’ and ‘V’ engine design and manufacture moved from Willans to Preston West works which was now also used for locomotive building. Kidsgrove works in Stafford made industrial controls and for a while was a major player in the UK computer industry, merging with Leo Computers and then into ICL. Train performance calculations were an early user of the mid-fifties ‘Deuce’ computer. Preston also became a major player in the aircraft industry taking over the wartime RAF/USAF base at Warton aerodrome - major design and manufacture contracts included Canberra bombers and Lightning fighters. Rationalisation in the 1960s resulted in English Electric Aviation becoming 40% of the new British Aircraft Corporation. In 1961 English Electric took over Dorman Diesels Ltd which in turn had acquired W. G. Bagnall Ltd. In 1966 English Electric Diesels merged with Ruston and Hornsby which already included Paxmans. This company eventually became GEC Diesels. Elliott Automation was acquired in 1967. The following year GEC took over English Electric, ending its independent existence.

Scope and Content
The roll contains c 20 paper and waxed linen drawings by L.M.S. Drawing Office, Derby of LMS weight and measure diagrams for 4-6-2 passenger engine No. 46202 (streamlined). Drawing number range 175 - 288.
Extent
1 roll
Archival history
This roll of drawings was compiled by the English Electric Company Limited
Level of description
FILE
Repository name
National Railway Museum, York

Associated people and organisations

London Midland & Scottish Railway Co Biography Biography
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.
British Railways Biography Biography
“British Railways” is the expression commonly used to describe the business run by the following legal entities: • Railway Executive (1948 – 1952) • British Transport Commission (1952 – 1963) • British Railways Board (1963 – 1993) Railways were nationalised on 1st January 1948 when the assets of the railways in Great Britain were vested in the British Transport Commission (BTC), a state-owned corporation created by the Transport Act 1947. Between 1948 and 1952 the business of operating the railways was carried on by the Railway Executive, a state-owned corporation, subsidiary to BTC. The Railway Executive was abolished in 1952 and BTC took over direct responsibility for the railways. Before 1948 there was no brand that was identified with the whole of the railways of Great Britain, only the separate brands of the Group companies, Southern, Great Western, London, Midland and Scottish and London and North Eastern, and London Transport. The railways were run under the corporate identity “British Railways” from 1948 by both the Railway Executive and BTC. The public manifestations of this were the words themselves on vehicles and premises, quasi-heraldic devices on locomotives (the so-called “cycling lion” followed by the “ferret and dartboard”) and the lozenge shape adopted (and clearly inspired by London Transport’s very similar logo) for station names. When the nationalised transport industry was reorganised in 1963, BTC was itself abolished and a new statutory corporation created to run the railways. This was British Railways Board (BRB). The name most closely associated with the national railway system had now become part of the name of the corporate entity, (i.e. the legal person, entitled as a matter of law to own property, to enter into contracts, and to sue (or be sued) in the courts and be prosecuted for breaches of the criminal law) which owned the assets and business of the railways of Great Britain. As a result of the corporate rebranding carried out in 1965 the business name, or brand name (as it was now expressly recognised to be), was shortened to “British Rail”. However, BRB retained the full “British Railways” in its title until its eventual abolition under the provisions of the Transport Act 2000.

Subject
Railway engineering
Manufacturing and transport engineering
Industry
Weights and measures
Turbomotive