Stanier's Jubilee 4-6-0s

Jubilee 4-6-0s

Stanier’s Jennison FROM THE Jubilee CAMEL TO 4-6-0s John THE EXE PADSTOW TO EXETER IN THE DAYS OF STEAM

Stanier’s

C O M P I L E D B Y J E F F E R Y G R AY E R

John Jennison

Transport Treasury Publishing

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Stanier’s Jubilee 4-6-0s

Stanier’s Jubilee 4-6-0s John Jennison

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Reviving the memories of yesterday… © Images and design: The Transport Treasury 2023. Text John Jennison ISBN 978-1-913893-39-2 First published in 2023 by Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe, HP13 7PJ www.ttpublishing.co.uk Printed in Malta by Gutenberg Press Ltd., Tarxien, GXQ 2902 The copyright holders hereby give notice that all rights to this work are reserved.

Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder.

Frontispiece. No 45569 Tasmania at the ex-Caledonian Railway Dalry Road shed in Edinburgh in the mid-1950s alongside McIntosh Class 812 3F 0-6-0.

Front cover top. No 45651 Shovell from Bristol Bath Road on shed at York on 23 May 1955.

Front cover lower. No 5562 Alberta at its home shed, Leeds Holbeck, in 1930.

Rear cover. No 45728 Defiance departs from Perth on 3 September 1953.

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Introduction

No 45703 Thunderer on a Class 4 fitted freight passes through Wigan North Western station in 1961. It was fitted with AWS in February 1959 and was allocated to Carlisle Upperby from July 1960 until July 1962 when it left for Blackpool; it withdrawn from Warrington Dallam in November 1964.

W

hen William Stanier joined the LMS as Chief Mechanical Engineer in January 1932 the locomotive fleet was deficient in reliable second-line express passenger power. The large number of Midland Railway design Compound 4-4-0s which had been built since the 1923 Grouping were not powerful enough and the ex-LNWR 4-6-0s needed to be withdrawn on economic grounds. This left only the original 'Patriots', two of which were in service with a further 15 on order. This left Stanier with no alternative other than to build more 'Patriots' until his own taper boiler 3-cylinder 4-6-0s, ordered in June 1933, were ready to go into production.

a position to drive a hard bargain and they would not pay what they believed to be excessive prices when ordering additional batches of existing designs.

Although the lowest tender for fifty three-cylinder locomotives was from Armstrong Whitworth, this was discounted because they were already building more Class 5s. The next in price was from North British but this was higher than they had tendered the previous November and was considered unreasonable given they already had the patterns, tools, etc. and so the order was placed on the LMS workshops; subsequent batches were also built in-house.

The first engine to enter service was Crewe built 5552 in May 1934 and 190 further examples were built over the following 2½ years. They became known as the Jubilee class from 1935 and were distributed widely throughout the LMS Divisions, covering a wide variety of express passenger and fitted freight work. Until the late 1950s the Jubilees were the largest passenger engines able to operate on the Midland Division south of Leeds, and they lasted almost to the end of BR steam, with the final survivor, the last LMS express passenger locomotive in service, withdrawn in 1967.

Then, as part of a major programme by the LMS to modernise its locomotive stock, taking advantage of low cost Government backed finance, approval was given for large numbers of Stanier’s new designs to be purchased and trade prices were sought for further quantity production of what would become the ‘Jubilee’ and Class 5 4-6-0s. In November 1933, tenders were invited for 4-6-0 three-cylinder and twocylinder locomotives and tenders. Eight different firms tendered for each type and fifty of each were ordered – the three-cylinder from the North British Locomotive Company and the two-cylinder from Vulcan Foundry.

In July 1934, tenders were obtained for further batches of both types. The size of the orders put the LMS in

As a railway enthusiast living in Crewe, the “Jubs” seemed rather mundane and generally operated “below the radar” with Stanier’s Pacifics and Royal 3

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No 45565 Victoria arriving at Halifax on 22 July 1962 with the RCTS (West Riding Branch) Ffestiniog Scenic Rail Tour which it worked from Leeds Central to Halifax. Royal Scot No 46145 took over to Chester, Princess Royal No 46200 to Llandudno Junction and then finally a pair of Stanier 2-6-2Ts, Nos 40116 and 40078, completed the journey to Portmadoc. Victoria only worked on the outward journey.

Scots of much more interest. It was only when I began researching them in earnest for the Brassmasters 4mm scale model kit that I realised quite how many subtle variations existed in what was a standard class built in large quantities. They exhibited a bewildering variety of differences, not only from the natural evolution of detail changes over thirty years, but also for technical and operational reasons. There were two different types of bogie, four chimney styles and no less than seven tender variants. There were essentially two subclasses: those with the original straight throatplate boilers and the later ones built with sloping throatplate boilers.

1935 and replaced by the Patriots which they had just taken over from. There must have been much anguish in the CME’s Department because there was a considerable amount of experimentation and testing over their first twelve months in an attempt to cure the problem.

Stanier had introduced to the LMS low superheat, tapered boilers with Belpaire fireboxes which had been used on his native Great Western Railway for many decades, but these were less successful under the running conditions on the LMS. While this was not so apparent with the two-cylinder Class 5s, the shortcomings were magnified on the three-cylinder engines where even minor variations in blastpipe dimensions had a large effect on steaming. Eventually, a revised boiler with a sloping throatplate, a dome and higher superheat was designed, but not before over a hundred engines were in service. Together with the results of the draughting experiments, this finally cured the steaming problems, and these boilers were

The evolution of the boilers is the most important part of the Jubilee story. The LMS had ordered a large number of the class straight off the drawing board, but almost as soon as the first engines settled into service it became clear that there were problems with their steaming. This was evidenced when they were taken off the prestige West Midlands expresses in February 4

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Derby built No 45658 Keyes was one of only two Jubilees to remain at one shed during its whole working life; it was at Holbeck from December 1934 until September 1965 and had the highest recorded mileage of the class at 1,728,870 miles. It was at Wembley Hill on 11 May 1963 with a special from Yorkshire for the Rugby League Challenge Cup Final when Wakefield Trinity beat Lancashire rivals Wigan by 25 points to 10. Keyes is still running with its original Stanier 3,500 gallon tender which it kept until June 1964; AWS had been fitted in March 1961.

used on new engines from 5665 onwards. The straight throatplate domeless boilers which had been built with only 14 superheater elements were modified, as they passed through the works at general repairs, with larger 24-element superheaters and domes.

directly from British Railways after withdrawal, taking a very different path from the other two which were both rescued from Woodham Brothers’ scrapyard at Barry Docks.

The pictures in this book are grouped in date order within each section. The first illustrates the main differences when the various batches entered service, and then the pre-war changes to boilers and tenders. The next two show the livery changes in the immediate post-war years and the first few years of nationalisation. The subsequent sections focus on the class from the early 1950s up to withdrawal and are arranged geographically. The captions point out, where appropriate, many of the modifications and variations applied to the class over the years.

When they entered service in 1934, none of Stanier’s 4-6-0s were named and it was not until 1935 when, to mark the 25 years of King George V’s reign, 5642 was repainted black and renumbered as 5552 and given the name Silver Jubilee, that names were applied to the class. 5680 onwards were named when built and naming of the engines already in service began in November 1935 but was not completed until March 1938. The choice of names provided enthusiasts with lessons in both geography and history; they commemorated the British Empire and its naval history together with eight historic early locomotives. Two early vertical throatplate and two sloping throatplate engines have been preserved, the first two purchased

John Jennison

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1935-1939 - As built The third of the Jubilees built by the North British Locomotive Company, No 5560 at Crewe North on 22 July 1934 newly delivered from Glasgow; it was named Prince Edward Island in September 1936. After acceptance and runningin, 5560 was allocated to Preston where it remained until July 1935. It has a domeless boiler, two-piece smokebox saddle, 6ft 6in side bolster bogie and a short, rounded chimney (which were restricted to Nos 5557-5563). It is paired with a Stanier 4,000 gallon tender, the first of which had appeared in June 1934 with No 5557. These were of a new design that had 4,000 gallon tanks, high-sided with curved tops and carried 9 tons of coal, and had axlebox covers with cast-in cruciform ribs. No 5560 has a circular brass North British makers’ plate, showing that it was built at the company’s Hyde Park Works. The first livery carried by the Class was the standard LMS express passenger crimson lake lined in yellow edged with black. The cab numbers and the tender letters were 14in. high scroll and serif in gold, shaded with black, and the smokebox number was also scroll and serif with 4⅜ in. high numerals.

The second batch of ten Jubilees from Crewe, built in mid-1934, Nos 5607-5616, were paired with what was sometimes referred to as a 'modified old standard' 3,500 gallon tender, that was basically a Fowler 3,500 gallon 'Old Standard' tender with its side sheets extended upwards and no coal rails. The front and rear coal space fenders were also extended upwards, giving a notional coal capacity of 7 tons. The narrow, snap-head riveted tanks prevented the use of the curved-over top that was a feature of the new Stanier tenders and gave them a rather strange appearance. They were probably built to use materials already to hand and formed no obvious part of the development of the standard tender. There were other less obvious differences from the North British engines, they had ex-LNWR Claughton 6ft 3in bogies which Crewe used on up to No 5654, and taller chimney which North British used from No 5565 onwards.

No 5614 emerged from Crewe Works in August 1934 and was transferred from its original shed at Camden to Kentish Town in February 1935 and was photographed there soon after.

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Until Stanier arrived on the LMS the largest tenders in use had a water capacity of 3,500 gallons and carried 7 tons of coal. In April 1934 he had decided that 3,500 gallons was insufficient for his new standard designs and recommended in his proposal to the Mechanical & Electrical Engineering Committee for twenty Class 5 4-6-0 engines and tenders, ‘that in order to give a wider use of the engine, the tenders be of 4000 gallons’ capacity, similar to the 50 engines of this type ordered from the Vulcan Foundry’. The fifty 3,500 gallon 7 ton coal capacity tenders built at Crewe with Jubilees Nos 5617-5666 in 1934/5, and which outwardly were hardly distinguishable from the 4,000 gallon type, would have already been in progress by this date, the first one entering service in September 1934, and no more were built, presumably because of the greater operational flexibility of the 4,000 gallon type. The Stanier 3,500 gallon riveted tank tender is illustrated with No 5618 at Sheffield Grimesthorpe in late 1934; it was named New Hebrides in March 1936.

No 5635 has a 5A Crewe North plate – it was there from March until November 1935 when it moved to Derby, suggesting this picture at Kentish Town was taken around the time it was transferred. No 5635, which has a Stanier 3,500 gallon tender, was named Tobago in June 1936. The early Stanier engines were built with crosshead-driven pumps for maintaining the train pipe vacuum when running. In service, the pumps proved to be unreliable and costly to maintain and were not used, the crews preferring to use the small ejectors to maintain the vacuum against leakage and they were removed from 1938 onwards. The Jubilees built up to No 5694 had another GWR feature introduced by Stanier, trickle sanding delivered sand to the front of the leading coupled wheels and to the front and back of the intermediate coupled wheels. However, this proved unsuitable for LMS conditions and was replaced by steam sanding, also from 1938 onwards.

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Ten engines, Nos 5655-5664, were built at Derby Works entering service within less than three weeks of each other at the end of 1934. There is no record of why these were not built at Crewe, but it incurred a heavy cost with a recorded price per engine and tender of £7,244, around £900 more than those built at Crewe around that time. This was presumably because of the additional cost of patterns, setting-up, transporting the boilers from Crewe, etc. No 5663, not yet named Armada, waits for its next duty at Nottingham Midland on 7 May 1935. It has a Stanier 3,500 gallon tender, 6ft 6in side bolster bogie, a domeless straight throatplate boiler and a short rounded chimney as on the first Crewe built engines.

Sloping throatplate boilered No 5683 Hogue, named when built in January 1936, was allocated to Crewe North until August 1937. Note the plain axlebox covers on its Crewe-built welded 4,000 gallon riveted tank tender. The Jubilees had 6ft. 9in. diameter 21-spoke wheels with triangular section rims, cast steel centres and ‘Gibson’ tyre retaining rings. Balance weights for the coupled wheels were built up with two steel plates riveted together, the spokes acting as distance pieces, the requisite weight being provided by filling in between the plates with lead. The name Hogue commemorated a major victory at the end of the 17th Century, thwarting the French attempt to restore James II to the English throne.

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Another Crewe North engine, No 5686 St. Vincent during its first year in service before it moved to Carnforth in January 1937. The most significant visual change from the earlier engines was the firebox length with the firebox/boiler join being 11 inches further forward on the sloping throatplate locomotives.

They also had two dome-shaped handhole covers on each top shoulder of the firebox and six washout plugs on either side (the straight throatplate engines had only five plugs on the left-hand side) and a one-piece smokebox saddle replaced the two-part casting of the earlier engines. All had 6ft. 6in. side bolster bogies.

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No 5724 Warspite lets off steam at Nottingham Midland on 20 July 1937. It was less than a year old, entering traffic in September 1936 allocated to Low Moor before moving to Farnley Junction and then Holbeck in April and May 1937 respectively. Second-hand Fowler tenders were paired with new engines Nos 5695-5725; that on No 5724 came from Royal Scot No 6162. No 5695 onwards had steam sanding and an intermediate height chimney which was straightsided like the first tall chimneys; these became standard for the class in the future. In February 1936 the LMS made an attempt to modernise the livery on its engines and introduced sans serif, or ‘block’, style 10in. numbers and 14in. letters and block-style smokebox plates. These were initially in gold, shaded black for crimson lake engines and counter-shaded for black ones, and four months later in gold, shaded vermilion throughout. Nos 5715-5742 were built with this livery.

No 5629 Straits Settlements at Kentish Town in mid-1937 was allocated to Derby until September 1937. It is in the 1936 livery which was applied during a Heavy General overhaul completed in February 1937 when it also reived its name.

Otherwise, it is in as-built condition with a Stanier 3,500 gallon tender and domeless boiler. 5626 is standing in front of the Read Brothers Limited Bottling Store – in 1906 they were the largest buyers and bottlers of Bass Ale in the world, all sold for export. On the roof line of the rectangular flat-roofed brick building on the right was ‘Dog’s Head Brand - Bottled Beers’, bottled for Australia.

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No 5633 Trans-Jordan was named in March 1936 but renamed in June 1946 as Aden after the country gained independence earlier that year. It still has a domeless boiler which was not replaced until May 1939; the crosshead pump was taken off in April 1938. No 5633 was allocated to Derby from December 1935 until September 1937 suggesting that the picture was taken during 1937.

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Above. No 5588 Kashmir, which was allocated to Blackpool from May 1937 until 1957, has a domed boiler which had been fitted in July 1937 and no crosshead vacuum pump that having been taken off in February 1939. No 5588 was built with a Stanier 4,000 gallon tender with riveted tanks. This was replaced by a Fowler 3,500 gallon tender ex-Royal Scot No 6120 in October 1936. The following year it received another 4,000 gallon tender, but with welded rather than riveted tanks. This was one of the new tenders ordered with a batch of 4F 0-6-0s in July 1937 which latter took the more appropriate displaced Jubilee tenders. The axlebox covers have cruciform pattern ribs cast into them rather than the plain covers which were used on the riveted tenders built by North British.

Top left. With the cleaning gang posing for the camera, No 5585 Hyderabad was on shed at Derby in May 1938. It had changed considerably since it left the North British Queens Park Works less than four years earlier, in November 1934. Note the taller chimney fitted from No 5565 onwards and the diamond-shaped worksplate. Fowler 3,500 gallon flush-riveted tender No 3915 ex-Royal Scot No 6104 replaced its original Stanier 4,000 gallon tender in January 1937 and then it was fitted with a domed boiler in July of that year. New 4,000 gallon tenders authorised for new Jubilees in the series 5697 to 5724 were used on Royal Scots and their 3,500 gallon ‘Old Standard’ tenders were paired with the new engines. The remainder of the Royal Scot 3,500 gallon Fowler tenders were exchanged with Jubilees already in service such as No 5585. Hyderabad was transferred to Derby from Rugby in September 1937 and was there until January 1940, moving to Sheffield Millhouses .

Left. One of the 1935 built sloping throatplate engines, No 5679 Armada at Crewe North on 25 September 1938, its home shed from January of that year. It is paired with Fowler 3,500 gallon flush-riveted tender No 3927 which was transferred from Royal Scot No 6103 in June 1937 in place of its original Stanier 4,000 gallon tender. Nos 5665-5694 reverted to the shorter pattern of chimney.

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The second No 5552 was built as 5642 in December 1934. It was the first of the final batch of straight throatplate engines and had an improved boiler arrangement with 21-element superheaters. It was renumbered as No 5552 and named Silver Jubilee in April 1935 when it was given a special gloss black livery with chromium plated raised cut-out numbers and letters and fittings. The second Jubilee to be named was No 5665 in November 1935 and the other 126 engines already in service followed between December 1935 and March 1938.This picture taken at Camden shows Silver Jubilee in less than pristine condition and with a 12A Carlisle Kingmoor shedplate, although this allocation is not recorded in its Engine History Card.

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1940s LMS No 5595 Southern Rhodesia with a northbound Class H freight at Dillicar troughs in the early post-war years. It has cab numbers in the high position immediately below the side windows which dates the picture to before December 1947 when it received LMS 1946 black livery. Southern Rhodesia was at Carlisle Upperby from August 1944 until July 1951; it was renumbered to No 45595 in September 1949.

In the 1946 livery received during a Heavy General repair completed in January 1947, No 5657 Tyrwhitt waits to take over an express to the south west at Sheffield Midland in 1947. It had been converted to a sloping throatplate boiler in April 1937 and was allocated to Bristol Barrow Road from May 1941 until November 1947. The trickle sanding which it had when built has been replaced by the more effective steam sanding.

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When the Second World War ended in 1945, it was impractical and uneconomic to return to the fully lined crimson lake livery for express passenger engines. The overall black chosen was relieved on passenger engines only by a vermilion bufferbeam and straw lining edged with maroon, and straw letters and numerals in a block style. Carlisle Kingmoor’s No 5728 Defiance at Crewe North alongside Princess Royal No 6207. It is in this LMS 1946 black livery which it received during a Heavy General overhaul completed in November 1947.

Early British Railways liveries Fifteen Jubilees were given the short-lived ‘M’-prefix/suffix to their LMS numbers which was introduced following nationalisation on 1 January 1948 to indicate that they were previously owned by the LMS. However, from the end of March ex-LMS locomotives had 40,000 added to their numbers during their next works visit. No 5686M St. Vincent on 16 June 1948 retains its cab numbers in 12in. unshaded 1946 style with a 6in. high unshaded M below. The tender has BRITISH RAILWAYS in full using 8¾in. Gill Sans letters. St. Vincent was given the ‘M’ suffix during a Heavy General works visit completed on 18 March 1948; it was not renumbered as No 45686 until September 1949.

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There were numerous permutations of LMS and BR numbers and insignia during the first two years of British Railways. No 45724 Warspite at Edge Hill on 28 August 1948 is still in 1946 livery but has 10in. block style BR cab numbers and a block style smokebox plate, both applied when it was renumbered during August 1948 during an Unclassified repair. Warspite was at the Liverpool shed from July 1947 until October 1948. It had a former Royal Scot Fowler 3,500 gallon tender when built but this was replaced with a Stanier 4,000 gallon type in October 1939, only to revert following the Unclassified repair to another 3,500 gallon tender that retains LMS lettering. This is one of the final pattern of ‘Old Standard’ tenders with snap-head rather than flush rivets and was built in 1933 with Patriot No 5536.

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No 45694 Bellerophon at St.Rollox in early 1948 shows yet another renumbering combination in what remains of its pre-war crimson lake livery. It has new scroll smokebox numbers which appear to have been stencilled on with white paint, block style cab numbers and faded LMS lettering on the tender. Bellerophon had been renumbered during a Light Service repair in w/e 17 April 1948. It was allocated to Holbeck from June 1942 until June 1962.

No 45694 Bellerophon was one of three Holbeck Jubilees repainted in experimental light green at Derby in May 1948; the others were No 45565 Victoria and No 45604 Ceylon. They were scheduled to work the 9.15am Bradford-St Pancras and the 4.50pm return which had British Railways’ experimental ‘plum and split milk’ liveried coaching stock.

The intention was for the public to comment on the engine and coach liveries before British Railways standardised on a scheme.The livery was essentially the LNER apple green with red, cream and grey L&NWR style lining, straw coloured insignia and Gill Sans 10in stock numbers. Note the Gill Sans smokebox plate which has replaced the scroll and serif plate which it retained when repainted, suggesting that this picture dates from 1949.

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Partial repaints were common and this is what has happened to No 45651 Shovell at Crewe North in a picture probably taken immediately after it left Crewe Works. It was renumbered from M5651 in June 1949 during a Light Intermediate overhaul with its 1946 livery retouched rather than fully repainted. It has 8in. Gill Sans cab numbers and tender lettering, a Gill Sans smokebox plate, and the 5XP power classification is below the cab number. Shovell was at Holbeck from November 1939 until January 1953.

After a demonstration to British Transport Commission executives at Marylebone in April 1948, lined black was used

by Crewe Works on engines returning to traffic after a full repaint. This was the scheme British Railways adopted for mixed traffic and “lesser” passenger locomotives and was based on the pre-Grouping L&NWR passenger livery.

No 45721 Impregnable is double-heading an express with a rebuilt Royal Scot on the West Coast Main Line. Its lined black livery had been applied during a Heavy General overhaul completed in March 1949. This picture was probably taken a short time after its transfer from Bushbury to Crewe North in September 1949 since the Royal Scot still has LMS tender lettering.

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The Jubilees allocated to the Scottish Region were the responsibility of St. Rollox Works and this resulted in several visual differences from those dealt with at Crewe Works. No 45644 Howe on 26 August 1950 shows two of these. One was what appeared to be a double dome with the top feed in the front one. This combination also applied to Nos 45575/78/80/84 and No 45645. The second and more common was the use of 10in. rather than 8in. cab numbers. No 45644 is in lined black with a large size British Railways crest which date from a Heavy General overhaul at St.Rollox completed in November 1949. It was allocated to Perth from April 1950 until August 1952.

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Topping up the tank of its Fowler 3,500 gallon tender, No 45605 Cyprus at Holbeck shed on 3 June 1951 was allocated there from April 1940 until 1964. It is in BR lined black with the 6P power classification which replaced the 5XP on the Jubilees from January 1951. Details of the livery are 8in. Gill Sans stock numbers, a Gill Sans smokebox plate and 8in. BRITISH RAILWAYS Gill Sans lettering on the tender. Working from the outside, the lining was ⅝in. pale grey, ⅛in. cream, 1⅝in. black and ¼in. red.

In August 1949, No 45566 Queensland and No 45615 Malay States became the first two Jubilees to be outshopped in what became the final livery for the whole class, BR green lined in black and orange.No 45741 Leinster at Crewe North during the short time it was allocated to Edge Hill, from January until July 1951. It had been repainted during a Heavy General overhaul in mid-1950 but the immaculate state of its paintwork suggesting it was newly ex-works rather contradicts this.

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No 45678 De Robeck at Crewe had a BR number from February 1949 when it went into BR lined black straight from pre-war crimson lake during a Heavy General overhaul at Crewe Works. The 6P power classification indicates the picture probably dates from 1951 or 1952 – it was allocated to Crewe North from May 1949.

North British built No 45559 British Columbia with an express at Strawfrank near Carstairs on 7 June 1952. No 45559, which was allocated to Patricroft from May 1947 until November 1959, was repainted and renumbered during a Heavy General repair between 14 September and 23 November 1948. It has a Gill Sans smokebox plate, 8in. Gills Sans cab numbers and tender lettering.

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No 45574 India at Kentish Town, probably in 1951, was allocated to Blackpool from June 1937 until September 1964. It was not renumbered until July 1949 during a Heavy General when it was repainted in lined black. It has the small version of the BR tender emblem applied during a Light Intermediate overhaul in December 1951 and the 6P power classification introduced in January 1951. India had a domed boiler from December 1937 and was paired with various Fowler 3,500 gallon tenders up until November 1959 when it finally returned to the Stanier 4,000 gallon type with which it had when built by North British.

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Top left. The final four Jubilees built in December 1936 all had names of Irish provinces. No 45740 Munster, in lined black from June 1949 Heavy General, had an ex-Royal Scot Fowler 3,500 gallon tender from new until 1960. It was at Longsight from April 1943 until June 1953 and the 6P power classification dates the picture as post-1950.

Bottom left. It took time for some of the class to lose their war-time plain black livery. No 45583 Assam at Carlisle on 20 August 1952 had been renumbered at St.Rollox in October 1948 but did not go into lined green until a Heavy General repair between 2 February and 12 March 1953. It has large 10 in. Gill Sans numbers in the high position and still has the remains of the LMS lettering on the tender. Assam had been a Scottish engine since the end of 1935 and was allocated to Polmadie at this date.

Above. A very dirty plain black No 45692 Cyclops from Polmadie at Beattock with an express on 26 July 1952.

It has a block pattern BR smokebox plate which uniquely it kept until withdrawal and 10in St.Rollox cab numbers in the low position. The tender appears to have a BR crest but only the words British Railways have been cleaned.

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BR early 1950s West Coast Mainline At Camden from May 1949, No 45672 Anson heads a Euston-Wolverhampton express near Hatch End on 28 December 1951. At this date Camden had two daily Wolverhampton turns, sharing the express duties with Bushbury. It had been repainted in lined green during a Heavy General overhaul completed in November 1950.

Jubilees were not only passenger locomotives, they were also used on fast freight and parcels trains throughout their working lives. However, No 45677 Beatty has been relegated to a Class 6 southbound freight when photographed at Penrith in June 1952. It was at Carlisle Upperby from September 1951 but left for Polmadie in August 1952 as part of the transfer of sloping throatplate engines to the Scottish Region in exchange for its straight throatplate Jubilees.

The two types of boiler were not compatible which resulted boilers having to be transported between Crewe and St. Rollox Works. By standardising on one boiler type for the Scottish Region Jubilees the two spare boilers held at Glasgow could be of the same type and used on any Jubilee which needed a boiler change.

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No 45647 Sturdee with a Down express, probably to Birmingham and Wolverhampton, approaches Watford Junction station on 6 July 1953. It was at Bushbury from 20 June 1953 until February 1960. Seven Jubilees were allocated there in August 1934 to work the West Midlands-London expresses, but they were quickly replaced by Patriots when their steaming problems emerged. It was not until 1939 that the Wolverhampton shed received another batch after the modifications to their boiler arrangements. Note the two signal boxes which were only a few yards apart. Watford No 1 is on the left and the one simply named ‘Watford’ that controlled the electric lines where the ex-LNWR unit is running is just visible on the right.

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Midland Main Line With plenty of steam to spare, No 45621 Northern Rhodesia waits at St. Pancras on 7 July 1951. It had been converted to a sloping throatplate boiler in July 1936 and was in BR lined black from October 1948 with Gill Sans numbers, letters and smokebox number plate. Northern Rhodesia was at Sheffield Millhouses from March 1940 until September 1952 when it moved to Scotland as part of the exchange of straight throatplate engines with sloping throatplate engines.

A long-standing Kentish Town engine from August 1938 until October 1957, No 45650 Blake passes Hendon Stadium with a Down express on 16 August 1955. The Greyhound Stadium was built in 1935 and demolished in the 1970s when the Brent Cross Shopping Centre was built on the site.

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Two photographers capture No 45579 Punjab on a local train at Beattock on 22 August 1952. Although in green livery, this had deteriorated badly in the year since it was repainted. No 45579 has St.Rollox large 10in. cab numbers positioned low and a block pattern smokebox plate. It was at Polmadie until 30 August 1952 when it was part of the exchange between the Scottish Region and the London Midland Region of straight throatplate and sloping throatplate engines, Punjab going south to Kentish Town.

Scotland

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No 45645 Collingwood at Dalry in Edinburgh on 7 February 1953. It was at Patricroft from September 1952 until 1963, but before that had been at Corkerhill since 1940 and maintained by St.Rollox, hence the large size cab numbers.

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With the name of a Greek god formerly used on an LNWR Webb Compound 4-4-0, No 45698 Mars heads an Up express at Carstairs in the early 1950s. It ran in lined green from a Heavy General overhaul completed in May 1952 and had a Fowler 3,500 gallon tender from 1948 until April 1959. Mars was at Liverpool Bank Hall from September 1948 until withdrawn in October 1965.

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With an impressive smoke display No 45712 Victory takes an express, without banking assistance, over Beattock on 26 June 1954. It was allocated to Newton Heath shed from October 1942 until February 1957. No less than 52 different members of the class were on its books over a 32-year span.

No 45600 Bermuda at Law Junction on the Caledonian main line south of Motherwell in the mid-1950s. It has a domeless boiler which was transferred from No 45577 Bengal in July 1954. Bermuda has a 10C Patricroft shed plate and was there from June 1950.

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North West

Above. Back-to-back Jubilees running through Crewe station towards the North shed on 26 July 1952. On the left is No 45604 Ceylon with a welded 4,000 gallon tender and No 45684 Jutland on the right has a Stanier 3,500 gallon tender. Ceylon was at Crewe North from November 1951 until May 1953 whereas Jutland was there much longer, from September 1939 until December 1960.

Top left. Another ex-London Midland Region sloping throatplate engine sent to the Scottish Region in 1952, No 45687 Neptune hurries past Hillington East in the Glasgow suburbs with the 8.35p.m. Starlight Special from Glasgow St. Enoch to London on 8 July 1955. It was allocated to Corkerhill from August 1952 until withdrawn in the mass culling of Scottish Region steam in December 1962.

Left. No 45630 Swaziland was an early withdrawal, in November 1961, following an accident at Warrington in August when it collided with Class 5 4-6-0 No 45401 causing that engine to be the first of its class to be withdrawn. Swaziland, with an express at Beattock on 16 July 1955 was allocated to Crewe North between January 1955 and April 1958. It has a Stanier 3,500 gallon tender, a type which it kept throughout its working life.

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No 45635 Tobago heads the 6.10pm to Manchester shortly after departing from Southport on 20 May 1955. It was allocated to Newton Heath from January 1943 until February 1964. Tobago, the southernmost island in the Caribbean, gained its independence in 1962 and is now part of the Republic of Trinidad and Tobago.

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No 45668 Madden waits for departure time with a stopping train at Liverpool Lime Street in the mid-1950s. It was on Patricroft’s books from April 1947 until October 1959. Madden was named after the Royal Navy Commander-in-Chief of the Atlantic Fleet after the First World War who served as First Sea Lord in the late 1920s.

No 45572 Eire was a long way from its home shed when photographed at York in the early 1950s. It was allocated to Bristol Barrow Road from October 1947 until October 1955 and is in lined black livery dating from a Heavy General overhaul completed in March 1949. No 45572 was originally named Irish Free State in March 1936 but renamed Eire in July 1938 following the adoption of a new constitution by the Irish people in December 1937 which declared Ireland to be “a sovereign, independent, democratic state.”

North East

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No 45581 Bihar and Orissa with the 3.54pm express from Liverpool at Slaithwaite in the Colne Valley around four miles west south-west of Huddersfield on 16 May 1953. It had been transferred from the Scottish Region at Carlisle Kingmoor to Farnley Junction in September 1952 as part of the exchange of the Scottish Region straight throatplate Jubilees for replacement London Midland Region sloping throatplate examples.

No 45700 Amethyst was originally named Britannia until February 1951 when the name was transferred to the first of the new BR Standard Pacifics and was not renamed until September of that year. It had been at Newton Heath since entering service in April 1936 and was photographed leaving Southport St. Luke’s, the former Lancashire & Yorkshire Railway station, on 8 July 1954.

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No 45613 Kenya heads an Up express at Cellars Clough, Marsden on the cross-Pennine line on 5 June 1954. It has the high-sided 3,500 gallon tender which it had from new in August 1934 until August 1957 when it received a Fowler 3,500 gallon tender. Kenya was at Edge Hill from May 1942 until February 1956 when it moved to Carlisle Upperby.

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No 45719 Glorious departs from Leeds City, probably on a Liverpool-York turn. The ex-Lancashire & Yorkshire shed at Liverpool, Bank Hall, did not have a Jubilee on its allocation until 1946. Glorious was there from March 1953 until September 1954.

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On Shed and Works The first Jubilee to be withdrawn was No 45637 Windward Islands following the double collision at Harrow and Wealdstone on 8 October 1952. The first collision was between the 7.31 am from Tring to Euston, hauled by Fowler 2-6-4T No 42389, and the late running 8.15 pm overnight express from Perth to Euston hauled by No 46242 City of Glasgow. The third train, which ran into the wreckage of the first collision, was the 8.0 am express from Euston to Liverpool and Manchester double-headed, with Edge Hill’s No 45637 Windward Isles in front, ahead of No 46202 Princess Anne. Apart from the boiler, Windward Islands was reduced to virtual scrap; its bogie was wrecked, the buffer beam and the frames were folded back as far as the leading coupled wheels. All three cylinder castings were smashed, and the rim of the right-hand leading coupled wheel was broken off its centre, which itself was fractured in several places. There was also very heavy damage at the rear end as the tender; the tank was torn from the underframe and turned upside down. This picture was probably taken soon after No 45637 was repainted in lined green livery in September 1949, one of the first few engines to receive the new standard livery for the class.

Still with a 5XP power classification and a scroll & serif smokebox plate from its renumbering in May 1948 indicating a date of around 1950, No 45701 Conqueror on shed at Polmadie. It had been repainted in lined green during a Heavy General repair completed in August 1949. Conqueror was at Newton Heath from new in April 1936 until withdrawn in February 1963 and was one of only two Jubilees to remain at the same shed during its whole working life.

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Above. An immaculate No 45673 Keppel alongside Class 5 4-6-0 No 45015 at Balornock on 7 March 1953. It had been transferred from Kingmoor to Perth a few days earlier, having moved from Preston in September 1952 as part of the exchange of early and later boiler configuration engines between the LMR and Scottish Region. No 45673 was one of the engines named after historic naval figures; Keppel was an 18th Century Admiral.

Top left. No 45634 Trinidad with No 45666 Cornwallis in the background at Crewe North on 24 July 1952. Trinidad was allocated there from June 1950 until February 1954 and retained its Stanier 3,500 gallon tender No 4617 from new in November 1934 until withdrawn in May 1963.

Left. The second engine built with a sloping throatplate boiler, No 45666 Cornwallis on the turntable at Crewe North on 24 July 1952 where it was allocated between October 1949 and February 1953. It was in lined green from May 1950 and had the same Stanier 3,500 gallon tender from new in November 1935 until withdrawn in 1965. Admiral Cornwallis took part in a number of decisive 18th Century battles and was the commander-in-chief of the Channel Fleet during the Napoleonic Wars.

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The Church of St John and the Forum cinema provide the characteristic backdrop for many pictures taken at Kentish Town. No 45620 North Borneo, a Nottingham engine from December 1949 until 1961, is in the shed yard on 9 July 1953. North Borneo was a British protectorate in the northern part of the island of Borneo between 1888 and 1946.

With the imposing Forum cinema in the background, No 45608 Gibraltar is waiting to back down to St.Pancras from Kentish Town in July 1953. It was at Holbeck from May 1945 and had been converted from a straight to a sloping throatplate boiler in April 1937.

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No 45552 Silver Jubilee with 8in. Gill Sans pattern raised numbers – these delayed its British Railways numbering and repainting into lined green livery until September 1951 when all the others in the class had been renumbered by the end of 1949. No. 45552 was photographed at its then home shed of Carlisle Upperby on 3 August 1953.

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No 45578 United Provinces at Crewe Works on 1 November 1953, newly repainted in lined green for the second time.

It still has a domeless boiler which it kept until 1957 and has an 8A Edge Hill shedplate although records show it as allocated to Longsight at this date – perhaps Crewe Works fitted the wrong plate during its Heavy Intermediate overhaul.

British Railways lined green livery suited the Jubilees, especially when fresh out of the Paint Shop as demonstrated

by No 45689 Ajax at the end of a Heavy General repair in Crewe Works Paint in February 1955. Ajax was at Longsight from September 1953 until March 1958 when it moved to Crewe North.

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No 45696 Arethusa at Kingmoor in April 1955 ran with Fowler 3,500 gallon tenders from new in April 1936 until withdrawn in July 1964. It has a 68A Carlisle Kingmoor plate where it was based between September 1954 and June 1959.

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Two of the St. Rollox Works’ distinguishing characteristics are shown by No 45692 Cyclops at Balornock 8 May 1955, a block style numberplate and large 10in stock numbers. It was allocated to Perth from August 1954 until 1960.

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The first Jubilee built with a Stanier 3,500 gallon tender was No 45617 Mauritius; it kept No 4600 until withdrawn in November 1964. Pictured at Dalry Road in August 1955, it was allocated to Crewe North from June 1953 until September 1957.

With a Stanier 4,000 gallon tender which it had throughout, No 45737 Atlas, a Bushbury engine from July 1951 until February 1960, stands on shed at Camden on 21 August 1955.

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West Coast Main Line After a vigorous start from Euston, No 45587 Baroda nears the top of Camden bank on 16 February 1958. It had been at Longsight since September 1955, so this was probably a Manchester train. No 45587 exchanged its Fowler 3,500 gallon tender for a Stanier 4,000 gallon one from an from 8F 2-8-0 in March 1960. One of a group of Jubilees named after Indian states; Baroda was a state in present-day Gujarat.

No 45611 Hong Kong emerges from Watford Tunnel with an express in the late 1950s. It was allocated to Nottingham from May 1949 until November 1961.

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Named after the Ericsson and Braithwaite engine which took part in the 1829 Rainhill trials, No 45733 Novelty brings an Up parcels train through Watford Junction. It was allocated to the Wolverhampton shed at Bushbury from July 1951 until June 1958.

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Above. No 45742 Connaught was the last Jubilee to enter service, leaving Crewe Works on the last day of 1936. It had a double chimney from around 1940 until April 1955 and was at Bushbury from July 1951 until November 1959.

Top right. One of the first two Jubilees to receive BR lined green livery, in August 1949, No 45615 Malay States has just left Watford Tunnel in the late 1950s. It had been a Kentish Town engine since February 1935, leaving for Leicester in January 1960. Malay States was the collective name given to five British protected states in the Malay peninsula in the first half of the twentieth century.

Right. No 45674 Duncan with an express at Wigan North Western station on 2 May 1959. It was allocated to Crewe North from December 1941 until March 1963 and had been fitted with AWS during the previous week. Duncan was the admiral who defeated the Dutch fleet off Camperdown in 1797, a victory considered one of the most significant actions in British naval history.

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No 45689 Ajax with a southbound express at Penrith soon after it had been fitted with AWS in June 1959. It was allocated to Crewe North from March 1958 until September 1964. Note the LMS running-in board ‘Penrith (for Ullswater Lake)’ has survived.

No 45684 Jutland at Preston on 14 April 1960 had completed a Heavy General overhaul at the beginning of March during which it was fitted with AWS. A Crewe North engine from September 1939 to December 1960, it had a Stanier 4,000 gallon tender when new in February 1936 but changed to a 3,500 gallon one a month later, and kept this until withdrawn in December 1965. Its name commemorated the Battle of Jutland in 1916, the largest sea battle of the First World War when 151 British warships fought against 99 German warships.

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With safety valves blowing, No 45699 Galatea is about to depart from Sheffield Midland with a southbound express in the mid-1950s. It was allocated to Bristol Barrow Road from May 1948 until September 1961, moving to Shrewsbury from where it was withdrawn in November 1964. Galatea was purchased in 1980 from Barry scrapyard to provide parts for No 45690 Leander, but with part of one middle driving wheel cut-off following a mishap when being moved in Woodhams’ yard. After most items which could be removed for use on classmate Leander had been taken off, it was moved to Carnforth although restoration was then not attempted because of the prohibitive cost. By 1992 the remains were moved again, to the Severn Valley Railway, originally to provide a spare boiler for Leander. In 2002 Galatea was sold to the West Coast Railway Company and moved to Steamtown Carnforth where it was completely rebuilt, and a new driving wheel manufactured. It returned to steam in April 2013 and is currently operating on the main line.

Midland Lines

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Gwalior, an Indian state, was the name bestowed on No 45589. It is heading the southbound Devonian and is passing Bromsgrove South signal box after descending the Lickey incline. In the background, three Jinty 0-6-0Ts await their next turn to bank a northbound train up the 1 in 37 to Blackwell. Gwalior was at Holbeck from December 1950 until June 1964 and this picture probably dates from the mid-1950s.

Stanier’s Jubilee 4-6-0s

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No 45607 Fiji departs from Sheffield Midland with the Down ‘Thames-Clyde Express’ in the mid-1950s. It was at Millhouses from February 1943 until December 1961 and had been converted to a sloping throatplate boiler in July 1936 but reverted to a straight throatplate type in April 1938.

No 45569 Tasmania with an express at the southern end of the Midland Main Line in 1957. It was allocated to Holbeck from October 1942 until April 1964.

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No 45685 Barfleur heads a northbound express at Pontefract in 1958. It was on Bristol Barrow Road’s books from November 1947 until withdrawn in April 1964.

On a snowy winter’s day, No 45694 Bellerophon roars through Kegworth with the up ’Palatine’ from Manchester Central to St. Pancras on 8 March 1958. Bellerophon was at Holbeck from January 1948 until June 1962; the name, from a hero of Greek mythology, was previously carried by a LNWR Precursor 4-4-0.

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No 45662 Kempenfelt with a Down express immediately after departing from Derby Midland on 24 May 1959. It was a Bristol Barrow Road engine from November 1947 until September 1961. Kempenfelt was an 18th Century British rear admiral who gained a reputation as a naval innovator.

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With the usual gathering of engines on the shed, No 45577 Bengal works back-to back with Stanier 8F 2-8-0 No 48083 on a short Down Class H freight approaching Derby Midland station on 25 May 1959. The Jubilee was at Bristol Barrow Road from August 1952 until September 1961 when it moved to Shrewsbury. Somehow it has acquired a 52E Percy Main shedplate!

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No 45616 Malta G.C. runs through Kegworth with the 12.50pm St Pancras-Manchester on 28 June 1959. It had been allocated to Kentish Town since December 1939 but moved to Nottingham in November 1959 at which date it acquired a Stanier 4,000 gallon tender from 8F 2-8-0 No 48426. No 45616 was converted to a sloping throatplate boiler in August 1936 but reverted to a straight throatplate type in March 1938. It was originally named plain Malta but was renamed in November 1943 after the George Cross was awarded to the island in recognition of the islanders’ resistance during the Second World War. No 45597 Barbados departs from Skipton with an Up express in the late 1950s, before its Fowler 3,500 gallon tender was replaced by a Stanier 4,000 gallon one from 8F 2-8-0 No 48711 in April 1959; it was not fitted with AWS until October 1960. Barbados was at Holbeck from March 1940 until withdrawn in January 1965.

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No 45636 Uganda waits to depart from St. Pancras with ‘The Waverley’ to Edinburgh on 23 September 1959. It was allocated to Nottingham from September 1955 until January 1960.

One of the engines given names from Greek mythology and previously carried by a LNWR Webb Compound 4-4-0, No 45693 Agamemnon departs from Skipton with a northbound local service in around 1959 as Stanier 2-6-2T No 40178 waits in the bay. Agamemnon was allocated to Glasgow Corkerhill from January 1944 until withdrawn at the end of 1962.

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Holbeck’s No 45589 Gwalior passes through Kegworth with the 11.18am (Sunday) Bradford-St Pancras on 11 September 1960. It had acquired a Stanier 4,000 gallon riveted tender from 8F 2-8-0 No 48258 in December 1959 to replace its Fowler 3,500 gallon tender. It was fitted with AWS in November 1960.

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Above. No 45649 Hawkins with an Up express at Pontefract in 1960. It had been transferred to Derby from Kentish Town in November 1959 and was there until February 1961. Sir John Hawkins was a naval commander in the sixteenth century and was the first English slave trader, taking slaves from Guinea, in West Africa, to the Spanish West Indies in 1562/3.

Top right. No 45652 Hawke passing Altofts Junction signal box near Normanton on the Midland Railway line from Derby to Leeds when it was at Kentish Town, between July 1958 and January 1960. The engine was named after the admiral whose naval victory in 1759 ended French plans to invade Britain during the Seven Years' War.

Right. No 45717 Dauntless with a Down express at Castleford in 1960 had acquired a Stanier 4,000 gallon welded tender from 8F 2-8-0 No 48725 in April 1959. It was at Bank Hall shed from October 1948 until withdrawal in October 1963. HMS Dauntless was a Combatant-class sloop of the Royal Navy launched in 1804; the name was re-used on a Type 45 destroyer commissioned in 2010.

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Scotland No 45679 Armada leaving Kilmarnock with a local train for Carlisle, the 2pm from Glasgow St. Enoch. Although built with a Stanier 4,000 gallon tender in December 1935, it ran with various Fowler 3,500 gallon tenders from June 1937 until withdrawn at the end of 1962. Armada was at the Scottish Region Carlisle Kingmoor shed between August 1952 and June 1959.

A Millhouses engine must have been a rare sight at Shrewsbury and No 45725 Repulse was probably on a running-in turn from Crewe Works after a Heavy General repair in June 1952. It was at the Sheffield shed from October 1948 until December 1961. HMS Repulse was a Renown-class battlecruiser built in 1916 which was sunk in 1941.

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No 45681 Aboukir on the 11.25 a.m. Shrewsbury-Stafford local at Wellington (Shropshire) on 29 September 1959. It had been fitted with AWS in the previous month and was allocated to Edge Hill from May 1947 until June 1961. No 45681 commemorated the Battle of the Nile, a major naval battle fought between the Royal Navy and the French Navy at Aboukir Bay on the Mediterranean coast off the Nile Delta of Egypt in 1798.

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North West

No 45671 Prince Rupert was in its fourth spell at Newton Heath, from September 1948 until October 1957, when photographed on a Western Division express in the mid-1950s. Prince Rupert of the Rhine was a 17th Century German-English army officer, admiral and scientist. He was a founder of the Hudson's Bay Company and is alleged to have played a role in the early Atlantic slave trade.

One of the named expresses most associated with the Jubilees was ‘The Thames-Clyde Express’ which ran between St. Pancras and Glasgow St. Enoch. No 45573 Newfoundland waits with the train at Carlisle on 15 April 1957. It was at Holbeck from April 1946 until withdrawn in September 1965 and has the 4,000 gallon tender ordered with 4F 0-6-0 No 4593 which it was paired with in October 1939.

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No 45734 Meteor and Royal Scot 46102 Black Watch double-head a Glasgow-Manchester express a few miles north of Preston at Bilsborrow on 16 April 1960. Meteor was at Carlisle Upperby from November 1959 to July 1960 and had been fitted with AWS in June 1959; Black Watch was allocated to Polmadie from April 1942 until October 1962.

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No 45552 Silver Jubilee in its final incarnation at Liverpool Lime Street on 21 September 1960. A local Edge Hill engine from April 1956 until June 1961, it had been fitted with AWS in March 1960 and still had its raised cab numbers.

No 45719 Glorious with a southbound express at York paired with high-sided tender No 4573 which it had from April 1957 until November 1958 when it acquired a Stanier 4,000 gallon tender from 8F 2-8-0 No 48366. HMS Glorious was the second of the three Courageous-class battlecruisers built for the Royal Navy during the First World War, entering service in 1916.

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No 45717 Dauntless rushes through Pontefract in 1960. It was allocated to Bank Hall from October 1948 until withdrawal in October 1963.

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No 45690 Leander at York in 1959 alongside A2/3 4-6-2 No 60513 Dante. It was a long way from its home shed of Bristol Barrow Road where it was allocated from September 1947 until withdrawn in March 1964, except for a couple of weeks at Shrewsbury in 1961. After withdrawal it went for scrap to Woodham Brothers at Barry Docks and remained there until May 1972 when it was purchased by the Stockport engineering firm Oliver, Taylor and Crossley Limited and moved to BREL's Derby Works for restoration to main line condition. After completion in August 1973, Leander moved to the Dinting Railway Centre where it was based until 1979, working rail tours on the main line. Meanwhile, it had been purchased by two Leicestershire businessmen who formed The Leander Locomotive Limited in 1977. In

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August 1980 Leander moved to the Severn Valley Railway for contract work to be carried out on the boiler to return it to main line standard and this was completed by late 1981. Its ownership changed again in 1984 when it was bought

by Severn Valley Railway (Holdings) PLC; the purchase included No 45699 Galatea, which had been bought from Woodhams as a source of spare parts for Leander, and it worked on the main line and on the Severn Valley until 1989.

It was stored out of use for five years before ownership changed again and in late 1994 it was sold to the family of Dr. Peter Beet and was overhauled and returned to service in 2003; following a further overhaul completed in 2014 returned to the mainline.

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On Shed and in Works

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Top left. In Iined green from May 1952 and with large St. Rollox 10 in. cab numbers, No 45732 Sanspareil in the mid1950s. Its name celebrates the Hackworth engine which ran in the 1829 Rainhill trials. Sanspareil ran with 4,000 gallon welded tenders from April 1947 onwards, and was at Carlisle Kingmoor from April 1937 until March 1962.

Left. A St. Rollox maintained engine with large 10in. cab numbers, No 45713 Renown was at the Scottish Region shed of Kingmoor from November 1936 until July 1962. It had a succession of different Fowler 3,500 gallon tenders from new until withdrawn in October 1962. Renown, named after a First World War battlecruiser, was first painted in lined green livery in September 1952.

Above. No 45654 Hood was at Sheffield’s Millhouses shed from September 1950 until December 1961. The picture dates from the mid-1950s before No 45654 was paired with a 4,000 gallon tender in March 1957 replacing its original Stanier 3,500 gallon tender. It carried the name of the British admiral who served during the Seven Years' War and the American and the French Revolutionary wars.

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A Northern Division engine since late 1935, No 45645 Collingwood moved to Patricroft in September 1952 and was there until August 1963. With Class 5 4-6-0 No 44958, it was on shed at Polmadie 14 April 1956. This was one of the class named after British naval heroes; Lord Collingwood was the second in command to Nelson at the Battle of Waterloo.

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No 45722 Defence after its transfer from Carlisle Upperby to Camden in March 1957. It is paired with a Fowler snap-head riveted 3,500 gallon tender which it kept until March 1959 when it was replaced by a flush riveted example. This was short-lived and Defence took over a Stanier 4,000 gallon tender from 8F No 48762 in February 1960.

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Above. No 45702 Colossus at its home shed in 1957 was at Newton Heath from December 1950 until withdrawn in April 1963. It had a snap-head riveted Fowler 3,500 gallon tender from January 1957 following a Heavy General overhaul completed in that month. It kept this until February 1959 when it was replaced by a Stanier 4,000 gallon tender from 8F No 48521.

Top ight. A very clean No 45653 Barham at its home Blackpool shed on 1 June 1957; it had been allocated there since April 1943. It is still with its original Stanier 3,500 gallon tender but exchanged this for a larger 4,000 gallon example in June 1962. Admiral Lord Barham was one of the most important administrators in the navy and was the First Lord of the Admiralty at the time of the Trafalgar campaign in 1805.

Right. No 45660 Rooke in late 1957 at Bristol Barrow Road where it was allocated from May 1948 until September 1961. It kept its original 3,500 gallon tender until withdrawn in 1966. Rooke, named after an English naval officer in the late 17th Century, was the subject of four days’ testing between Bristol and Carlisle via Leeds and the Settle & Carlisle line during October 1937. The results were a final vindication of all the efforts to improve the performance of the class and must have been a great relief to Stanier and his team.

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In its final livery with the post-1956 BR crest, No 45629 Straits Settlements rests on shed at Newton Heath while it was allocated to Crewe North between June 1958 and May 1962. The Straits Settlements was a British colony formed from the islands and coastal regions in and around Malaya (now Malaysia) with its capital the island of Singapore.

Engines which had brought football supporters down to Wembley for football matches were serviced at the former Great Central shed at Neasden before returning after the match. No 45620 North Borneo was there on 2 May 1959 for the FA Cup Final between Nottingham Forest and Luton Town which Forest won 2-1. It was one of Nottingham’s own, allocated there from December 1949 until November 1961.

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With one of the five boilers that were never fitted with domes, No 45591 Udaipur at Carlisle on 25 May 1960; it kept this until withdrawn. During its last Heavy General repair in February/March 1960, it was fitted with AWS and its Fowler 3,500 gallon tender was replaced by Stanier 4,000 gallon No 10545 with partwelded tanks from Class 5 No 44920. Udaipur was allocated to Crewe North from November 1956 until withdrawal in October 1963.

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Top left. With the famous Blackpool Tower in the background, a gleaming No 45580 Burma was at Blackpool Central shed on 24 September 1960. Burma had been allocated there since August 1952 and was fitted with AWS in June 1960.

Left. In November 1936 a Development Section was set up by Stanier at Derby and a design was produced for a Class 5XP 4-6-0 with two cylinders and a boiler pressure of 250 lb. per sq. in., the aim being to provide greater boiler capacity with a reduced engine weight, since the Royal Scots were too heavy for use on the Midland Division. Although the scheme was not proceeded with, a cheaper alternative was produced two years later after improvements to Midland Division bridges meant that a three-cylinder layout could be used with a boiler based on that fitted to No 6170 British Legion, the forerunner of the taper boiler rebuilt Royal Scots. During 1939 drawings were produced for the conversion of two Jubilees, No 5735 Comet and No 5736 Phoenix, and these were carried out by Crewe Works in 1942.

The two engines went to Holbeck and were used on the Anglo-Scottish expresses to the north of Leeds. They were an immediate success and the new 2A boilers were used to convert the whole of the Royal Scot class, starting in 1943.

No 45735 Comet departs from Crewe with ‘The Welshman’ in June 1949 in the BR lined black which it had received on 4 April 1949.

Above. Initially after rebuilding Comet and Phoenix went to Holbeck until the first rebuilt Royal Scots arrived there.

Comet was at Camden most of the time thereafter up to 1959. In BR lined green and with smoke deflectors, both dating from January 1952 No 45735 Comet is ready for departure from Llandudno on 14 August 1952.

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In the final version of lined green livery with the BR post-1956 emblem, No 45736 Phoenix was on shed at Camden on 19 September 1959. Phoenix has 5A painted where the shedplate should be and was at Crewe North for several spells post-rebuilding, in this case from February 1956 until June 1960. It has AWS which had been fitted during a Heavy Intermediate overhaul a few days before this photograph was taken.

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A grubby No 45736 Phoenix with an express at Bourne End on 23 July 1960. It has a 9A Longsight shed plate but was there only between June and September 1960. Phoenix was fitted with AWS in September 1959 and a Smith-Stone speed indicator in May 1961.

No 45737 Atlas brings in an Up express into Crewe station in 1961, after it had been fitted with AWS in March of that year. It was allocated to Crewe North from June 1960 until March 1962 when it went to Newton Heath.

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Above. No 45582 Central Provinces near Bletchley in September 1961. It was allocated to Preston from September 1952 until w/e 9 September 1961 when it moved to Carnforth from where it was withdrawn in December 1962.

Top right. One of the first batch of Crewe built engines, No 45554 Ontario in its final condition. It has a Stanier 4,000 gallon welded tender which came from an 8F 2-8-0 purchased from the War Department in 1950 replacing its original Fowler 3,500 gallon tender; these tenders had to be fitted with steam heating pipes and water pick-up scoops. The AWS was fitted in October 1959, and the Smith-Stone speed indicator in June 1962. Ontario was at Crewe North from June 1961 until withdrawn in November 1964.

Right. No 45737 Atlas on a stopping train at Berkhamsted in late 1963 or early 1964. The 26A Newton Heath plate was only used from September 1963; it was there from March 1962 until withdrawn in May 1964. Atlas had been fitted with AWS in November 1959 and a Smith-Stone speed indicator in March 1961.

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No 45567 South Australia, newly disfigured with a yellow cab stripe, on a Class 4 fitted freight in September 1964 shortly before it was transferred from Crewe North to Llandudno Junction, where it went on loan before withdrawal in January 1965. It had been converted from a straight throatplate to a sloping throatplate boiler in April 1937 and was fitted with AWS in July 1959.

No 45664 Nelson prepares for departure from St. Pancras with the 5.25pm express to Nottingham on 16 September 1961. This was one Jubilee name whose origin every schoolboy enthusiast knew! Nelson had been at Sheffield Millhouses since January 1948 but moved to nearby Canklow at the end of 1961 when Millhouses shed closed.

Midland Lines 88

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One of the five engines converted from a straight throatplate to a sloping throatplate boiler in 1937, No 45608 Gibraltar waits alongside Gresley K3 2-6-0 No 61943 at Nottingham Victoria in the early 1960s; the mogul was at Colwick from 1959 until withdrawn in September 1962. Gibraltar was allocated to Holbeck from May 1950 until it was withdrawn in September 1965.

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Above. A far cry from its early days, No 45597 Barbados carrying Class 9 headlamps on a freight in Cricklewood Yard on 1 May 1963. It was a Holbeck engine for 25 years, from March 1940 until withdrawn in January 1965. Barbados had a Stanier 4,000 gallon welded tender transferred from 8F 2-8-0 No 48711 in April 1959 to replace a Fowler 3,500 gallon tender, and was fitted with AWS in October 1960.

Right. No 45700 Amethyst with a Class 5 fitted freight passes London Road Junction as it approaches Derby station in May 1963. It was on loan to Derby from Newton Heath between March and July 1963 and was withdrawn from Warrington in July 1964. As with many of the later sloping throatplate engines, when it was built it was paired with a second-hand ex-Royal Scot Fowler 3,500 gallon tender. It was not until May 1959 that Amethyst first ran with a Stanier 4,000 gallon tender transferred from 8F 2-8-0 NO 48555. Amethyst was fitted with a Smith-Stone speed indicator in November 1960 and AWS followed in September 1961.

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Scotland

Top left. No 45557 New Brunswick with a southbound Class 4 freight at Yate on the former Midland Railway Birmingham to Bristol line on 11 May 1964. Its Fowler 3,500 gallon tender had been replaced by a Stanier 4,000 one transferred from 8F 2-8-0 No 48602 in March 1960. New Brunswick was allocated to Midland Division sheds from 1938 onwards and hence was not fitted with AWS. It was at Burton from November 1961 but moved to Derby in June 1964 and was withdrawn three months later.

Left. No 45565, devoid of its Victoria nameplates, heads an excursion or relief train during the time it was at Low Moor, from June 1965 until withdrawn in January 1967. AWS was fitted to Victoria in September 1960 and its speed indicator in May 1961.

Above. No 45677 Beatty with the 2.10pm relief from Glasgow St. Enoch to Stranraer Town south of Barrhill on Glasgow Fair Saturday in 1962. Beatty was allocated to the former Glasgow & South Western Railway shed at Corkerhill from May 1960 until withdrawn in the mass cull of Scottish Region steam at the end of 1962.

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Railtours in the 1950s and 1960s sometimes extended over two or three days. This was the case with the Stephenson Locomotive Society/ Branch Line Society ‘Scottish Rambler No. 2’ railtour which lasted from 12 to 15 April 1963. Part of the tour was worked by preserved pre-grouping Scottish engines, but Kingmoor’s No 45588 Kashmir worked it from Carlisle to Dumfries, where it was photographed on 15 April, and on to Castle Douglas. Later in the day, Kashmir took over from BR Standard 2-6-4T No 80023 which had worked the tour from Castle Douglas to Kirkcudbright and back, as far as Newton Stewart where it waited for Caledonian ‘Standard Goods’ 0-6-0 No 57375 to return from Whithorn, Millisle and Garlieston, before taking the penultimate leg to Stranraer Town. Kashmir had AWS from April 1959 and a speed indicator from July 1961.

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North-West A Newton Heath engine from entering service in April 1936 until withdrawn in February 1963, No 45701 Conqueror heads the 10.50 a.m. Glasgow-Liverpool out of Carlisle on 15 August 1961. The Stanier 4,000 gallon tender came from 8F 2-8-0 No 48605 in February 1959 replacing its ex-Royal Scot Fowler 3,500 gallon tender from No 6109 Royal Engineer which it had since new in April 1936.

Locally allocated No 45588 Kashmir at Carlisle with an Edinburgh-Manchester express on 30 August 1961. It was at Carlisle Upperby from October 1957 until transferred to Kingmoor in July 1962; the AWS dated from April 1959. It was withdrawn from Kingmoor in May 1965.

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No 45586 Mysore alongside station pilot Jinty 0-6-0T No 47360 at Preston on 4 October 1962. It was fitted with AWS in March, paired with an ex-8F Stanier 4,000 gallon tender from No 48717 in December 1959 and had a Smith-Stone speed indicator from February 1961. Mysore was transferred from Aston to Crewe North in June 1962 and then on to Crewe South two months later; it was withdrawn in January 1965.

In its final condition and nearing withdrawal, No 45688 Polyphemus at Carlisle, in late 1962. It was at Kingmoor for its last six months in service, from July to December 1962 and had been fitted with AWS in September 1959 and a speed indicator in November 1961.

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No 45627 Sierra Leone with a northbound Class F freight passing Hesketh Park signal box on the outskirts of Southport in June 1963. This was on the old West Lancashire Railway line between Southport and Preston. Sierra Leone was at Bank Hall from February 1962 until withdrawal in September 1966.

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Above. One of the ten Jubilees built at Derby Works, No 45661 Vernon with a northbound express poses in the sunshine for the photographer at Preston, probably in late 1963 or 1964 since it has a 9D Newton Heath plate, a code which was applied from September 1963; it had been there since July 1944. It has both AWS and a Smith-Stone speed indicator but their fitting dates are not recorded.

Top right. No 45563 Australia stands with an empty coaching stock train while No 45660 Rooke waits for its southbound train at Carlisle Citadel in 1965. Rooke, which had AWS from January 1960, has a cast 55A Holbeck shed plate, and was there from September 1964 until withdrawal in June 1966, whereas 45563 has a hand-painted 8B Warrington Dallam shedcode.

Right. Now with a yellow cab stripe and shorn of its Sierra Leone nameplates, No 45627 has the right-away from Preston with an Up train on 15 June 1965. Although fitted with a speed indicator in June 1960, No 45627 never had AWS. It has a Stanier 4,000 gallon tender which had replaced a Stanier 3,500 gallon riveted tender for its last few years in service.

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With yellow cab stripe, No 45705 Seahorse waits at Cheadle Heath with the LCGB High Peak Rail Tour on 18 September 1965. It took over the train there from Gresley Pacific No 4472 Flying Scotsman, which had brought the train from Paddington, and worked it to Aston where it handed over to Stanier Class 5 4-6-0 No 45114. Seahorse was transferred from Blackpool, where it had been since June 1956, to Newton Heath in June 1964; it was withdrawn from the Manchester shed in November 1965.

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North Wales No 45563 Australia leaving Holyhead with an express to the Central Division according to its paper 1C35 headcode.

Class 5 4-6-0 No 45280 and a Caprotti classmate are waiting to back down to the station from the shed. Australia has a hand-painted 8B Warrington Dallam shed code – it was there from September 1963 until withdrawn in November 1965. It received AWS equipment in January 1960 and its ex-8F 2-8-0 Stanier 4,000 gallon welded tender dated from December 1959.

No 45635 Tobago heads the 7.10pm York-Manchester and Liverpool express at Dringhouses on the outskirts of York on 20 August 1961. It was allocated to Newton Heath from January 1943 until February 1964, moving to Carlisle Kingmoor until withdrawn in September 1964.

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Holbeck’s No 45562 Alberta approaches Huddersfield in the early 1960s with an excursion train formed entirely of ex-LNER stock. It was at the former Midland Railway Leeds shed from 1937 until March 1964. The picture was taken after it had been fitted with AWS in January 1960.

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No 45555 Quebec with a parcels train at Huddersfield was, unusually, at Crewe South from January 1961 until withdrawn in August 1963. It received its AWS in June 1959 and has a Stanier 4,000 gallon tender transferred from 8F 2-8-0 No 48648 in October 1958.

No 45695 Minotaur on 26 July 1963 with a short parcels train approaching Farnley Junction, where it was shedded from September 1952 until withdrawn in January 1964. It had a Stanier 4,000 gallon tender, ex-8F 2-8-0 No 48755, from October 1958 and had been fitted with AWS in January 1961.

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Top left. With a lowered upper lamp bracket, AWS from February 1961 and a speed indicator from November 1961, No 45739 Ulster sets off from Pontefract with a special in 1964. It was at the former Lancashire & Yorkshire Railway shed at Wakefield, which had been transferred to the North Eastern Region in 1956, from June 1964 until withdrawn in January 1967.

Left. No 45590 and Stanier Class 5 4-6-0 No 44875 provide super-power for the afternoon Heaton-Manchester Red Bank newspaper vans near Farnley Junction on 17 July 1965. Travancore had been converted from a straight throatplate to sloping throatplate boiler in June 1937. It was never fitted with AWS and has a lowered top lamp iron, overhead line warning flashes but no yellow cab stripe. It was allocated to Warrington Dallam from September 1963 until withdrawn in December 1965.

Above. With a yellow stripe on its cab side, No 45562 Alberta climbs towards Morley with the 09.03 (SO) LeedsLlandudno on 17 July 1965. It was at Farnley Junction from March 1964 until November 1966. Alberta had AWS from September 1960 and a Smith-Stone speed indicator from April 1961.

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No 45565 Victoria after arrival at Bradford Exchange on 3 September 1966. It was allocated to Low Moor from June 1965 until withdrawn in January 1967. Victoria ran with Stanier 4,000 gallon tenders from September 1939 onwards and has AWS and a Smith-Stone speed indicator.

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Great Central Jubilees visited the southern end of the former Great Central Railway line with excursions to the sporting events at Wembley Stadium. At Wembley Hill on 11 May 1963 No 45589 Gwalior brings Wakefield Trinity fans down for the Rugby League Challenge Final in which Wakefield beat Wigan by 25 points to 10 points.Gwalior was at Holbeck from December 1950 until June 1964 when, coincidentally, it went to Wakefield; it was withdrawn in March 1965.

Probably the only time a Jubilee hauled a set of Metropolitan Railway coaches, No 45709 Implacable with the Metropolitan Centenary train at Aylesbury Town on Sunday 26 May 1963. Implacable worked the train from Amersham to Aylesbury Town and returned tender first; Metropolitan Railway Bo-Bo electric No 5 John Hampden worked it between Baler Street and Amersham. Implacable had been on loan to Saltley from Crewe North since March 1963; it was withdrawn from 5A in November 1963. Its AWS dated from July 1959, and it had an ex-8F 2-8-0 Stanier 4,000 gallon tender from October 1958 onwards.

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After the London Midland Region takeover of the former Great Central lines south of Nottingham in 1958, LMS engines gradually took over most of the remaining workings although Jubilees were less common and only appeared in later years. No 45676 Codrington at Leicester Central on 10 August 1964 was working the 4.38pm Marylebone-Nottingham semi-fast. It was on loan to Willesden from Crewe North in November 1963 having previously been loaned to Saltley and was withdrawn from Crewe North in September 1964.

No 45698 Mars was at Bank Hall from September 1948 until withdrawn in October 1965. The absence of AWS dates the picture before October 1961 and the overhead line warning flashes indicate 1960 or 1961. Mars had a Fowler 3,500 gallon tenders from new except between 1940 and 1948; the final one was exchanged April 1959 for a Stanier 4,000 gallon welded tender from 8F 2-8-0 No 48479.

On Shed and in Works

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No less than 18 Jubilees were transferred as a result of creeping dieselisation to Burton in November 1961 from other Midland Division sheds. One of these was No 45598 Basutoland photographed at Derby shed on 23 September 1961. It was there from November 1959 until it left for Burton and was withdrawn from Bank Hall in October 1964. Basutoland was one of the last two Jubilees to exchange its Fowler 3,500 gallon tender for a Stanier 4,000 gallon tender; it was transferred from 8F 2-8-0 No 48727 in November 1960.

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No 45593 Kolhapur on shed at Willesden on 27 October 1962 Its AWS was fitted in April 1959 and it ran with a Stanier 3,500 gallon tender from January 1952 until shortly before withdrawal when it changed to a 4,000 gallon tender. Kolhapur was at Aston from June 1961 until November 1963 when it moved to Burton; it was withdrawn from Holbeck in October 1967 and purchased in January 1968 by the Standard Gauge Steam Trust (now 7029 Clun Castle Ltd) and moved to the former GWR shed at Tyseley which became the Birmingham Railway Museum and, more recently, Vintage Trains. It was restored to LMS crimson lake livery and featured in open days there and elsewhere before it returned to main line running at the head of HRH The Duke of Gloucester’s Royal Train from Tyseley to Birmingham Moor Street on 5th June 1985. Kolhapur is currently awaiting an overhaul to return it to operational condition.

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Bristol Barrow Road had 37 different Jubilees, used on the former Midland line services to Birmingham and the north east, on its allocation between 1934 and 1965, with up to twelve there on several occasions. No 45682 Trafalgar, on the shed on 6 October 1963 was there from November 1948 until withdrawal in June 1964 except for a month on loan to Millhouses in late 1957.

No 45601 British Guiana was a rare visitor to Uttoxeter shed after bringing in a race day special to Uttoxeter racecourse in around 1963/4. The train probably originated in Manchester since British Guiana was at Newton Heath from June 1960 until withdrawn in September 1964. It had been fitted with AWS equipment in February 1960 and a Smith-Stone speed indicator in September 1961.

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Three of the standard (unrebuilt) Jubilees had double chimneys at various times with No 45596 Bahamas the only one to retain one until withdrawn. It was fitted during a Heavy General overhaul completed in May 1961. Other late modifications were AWS fitted in February 1959 and a Smith-Stone speed indicator dating from May 1961. Bahamas had moved from Upperby to Stockport in July 1962 and was withdrawn from there in withdrawn July 1966. It was purchased in August 1967 by the Stockport (Bahamas) Locomotive Society and was sent to the Hunslet Engine Co. in Leeds for overhaul and repainting into LMS crimson lake livery. It was based at the Dinting Railway Centre and became the main attraction there, providing footplate rides for visitors. In 1972 it was one of the first group of steam locomotives to return to work on designated routes over the national rail network. However, boiler repairs soon became necessary, and Bahamas was taken out of service in 1973 to become a static exhibit at Dinting. It was not until 1980 that work began on a full overhaul and, using only Society volunteers, this took eight years. Bahamas successfully operated 37 railtours on the main line between 1989 and 1994, before its main-line certificate expired. Then followed visits to heritage railways until the expiry of its boiler certificate in 1997 resulted in its withdrawal from operation. It went on public display in the museum of the Keighley & Worth Valley Railway until 2013 when a successful application to the Heritage Lottery Fund allowed it to be overhauled to main line standard with the main work carried out by Tyseley Locomotive Works. Bahamas returned to the national network in February 2019 and is a now a regular performer on railtours.

No 45562 Alberta was a favourite for railtours in its final year in service and was frequently given special treatment by cleaners, often assisted by enthusiasts.

It was officially the last of the class in service when withdrawn in November 1967. Alberta had a recorded mileage of 1,640,981 as at 20 March 1961.

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£14.95

Price:- £14.95 Transport Treasury Publishing

JUBILEE COVER 2.indd 116

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C O M P I L E D B Y J E F F E R Y G R AY E R

Published by Transport Treasury Publishing Ltd.

Stanier’s Jennison FROM THE Jubilee CAMEL TO 4-6-0s John THE EXE PADSTOW TO EXETER IN THE DAYS OF STEAM

Stanier, poached from the GWR, created a new class of 4-6-0s to form a secondary, 'stiffening spine' of locomotive power behind the Pacifics and Royal Scots. The 191 Jubilee's became ubiquitous across the system and were popular on many routes which didn’t have the benefits of the more powerful locomotives - the lines out of St.Pancras, into Scotland on the former G&SW lines, on the Central Division and even down to Bristol.