The London, Midland and Scottish Railway had the largest stock of steam locomotives of any of the 'Big Four' pre-Nationalisation railway companies. Despite early troubles arising from factions within the new company, the LMS went on to build some very successful designs, that were to last until the end of steam traction on the mainline in 1968. For an explanation of numbering and classification, see British Locomotive and Multiple Unit Numbering and Classification.

Background

Various locomotives were inherited from pre-grouping companies. Those from the smaller railways, and hence non-standard, were withdrawn quite early, while ex-Midland, LNWR and L&YR types persisted.

The Midland had long had a 'small engine policy', i.e. that it preferred small engines hauling frequent, fairly short trains, and employing a second locomotive (double-heading) where necessary. Unfortunately this practice, while emininently suitable for the route from Sheffield, Derby and Nottingham to London was not at all suited to the route from Euston to Glasgow via Crewe, Preston and Carlisle (the 'West Coast Main Line') and it took several years to convince the senior staff responsible for such matters that this was the case.

The first sign of the change was the Royal Scot class 4-6-0s of 1927, officially designed by Fowler, but actually designed by the North British Locomotive Company with approval from Fowler. Even so, the majority of designs continued to be very much Midland in character.

This changed when Stanier arrived. His large, streamlined 'Princess Coronation' class engines were iconic and flew the flag for the LMS against the competing 'A4 Class' of the London and North Eastern Railway.

Locomotives acquired from constituent companies

Ex-Midland Railway

Ex-London and North Western Railway

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