| Power Classification | 5XP reclassified 6P5F in 1951
Rebuilt – 6P reclassified as 7P in 1951 |
| Introduced | 1930 – 1934
45500 and 45501 – 1913 – 1921 rebuilt 1930 18 rebuilt by Ivatt – 1946 – 1949 |
| Designer | Fowler |
| Company | LMS |
| Weight – Loco | 80t 15cwt – Rebuilt 82t 0cwt |
| Tender | 42t 14cwt |
| Driving Wheels | 6ft 9ins |
| Boiler Pressure | 200psi superheated – Rebuilt 250 psi superheated |
| Cylinders | Three – 18in x 26in – Rebuilt three 17in x 26in |
| Tractive Effort | 26,520lbf – Rebuilt 29,570lbf |
| Valve Gear | Walschaert (piston valves) |
Bowen Cooke designed the Claughton class and 130 of them numbered 5900-6029 were built between 1913 and 1921. They were the first London North Western Railway (LNWR) passenger design and were designed for express passenger work. Although they did good work in their early years, they never managed to outshine the older engines (such as the 4P 58000 Prince of Wales class and the 3P 58011 George the Fifth class) which they were intended to replace.
In the late 1920s Fowler was trying to improve the performance of the 5XP (46004) Claughton class. Various modifications took place, including fitting larger boilers in 1928, but they did not really solve the problem.
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LNWR Claughton designed by Bowen Cook. 46004 was built in 1920. |
In 1930, the decision was taken to completely rebuild two of them with three cylinders and three sets of Walschaert valve gear. 5971 Croxteth and 5902 SirFrank Ree were fitted with long travel valves and the 1928 design larger boilers. Only the driving wheels remained of the earlier engines, but they retained the same names and numbers.
When they were first introduced in 1932-33 they were distributed between the Western, Midland and Northern Divisions of the LMS. It was particularly on the services between Euston, Birmingham and Wolverhampton and between Euston and Manchester that they were noted as good performers. On the Midland they took over the duties of that had previously been undertaken my Midland compounds. In Scotland they worked from Glasgow (based at Polmadie), mainly on the Liverpool and Manchester Scottish trains as far south as Carlisle. They also undertook the Claughton duties on the duties between Preston and Carlisle.
These new engines were completely successful and became popularly known as the Baby Scots, as they were similar in outline (although smaller) to the un-rebuilt Royal Scot (46100) class. The official designation was the Patriot class after 5500 was renamed Patriot in February 1937.
Fifty new engines were built to the new design by the LMS in 1934. The first forty of these were considered as renewals of Claughton engines and carried their names and numbers. However they did not contain any parts of the engines they were supposed to be rebuilt from. In 1934 the whole class was renumbered 5500-5541 with 5542-5551 officially described as new engines.
5500 was originally named Croxteth, 5501 was Sir Franc Ree, 5524 was Sir Fredderick Harrison, 5525 was E Tootal Broadhurst and 5529 was Sir Herbert Walker KCB. Some of these nameplates were transferred to later engines. A number of engines remained unnamed until late in their careers, some in fact, never received names. The nameplate of 45501 St Dunstan’s was unusual in that it took the form of a brass replica badge, rather than a more conventional nameplate.
Five more of the class (5552-5556) were on order, but these were built instead by Stanier with taper boilers and top feeds, becoming the first of the Jubilee (45552) class.
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Jubilee class introduced by Stanier in 1934 |
45500 and 45501 retained the original wheels of the Claughton engines from which they were nominally rebuilt and these could be distinguished by large central bosses.
As a result of the successful rebuilding of the two Jubilee 7P 45735 class in 1942, Ivatt rebuilt eighteen engines between 1946 and 1949 with larger boilers, double chimneys and new cylinders. They were reclassified 7P. This was a similar rebuild to that of the rebuilt Royal Scots. The rebuilt Patriots were considered to be at least the equal of the rebuilt Royal Scots, and they were much better riding engines.
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Rebuilt Patriot |
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Rebuilt Jubilee |
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Rebuilt Scot |
Number in Service.
| Built | Rebuilt | Withdrawals | No. in Service | |||
| BR Numbers | Quantity | As Built |
Rebuilt |
|||
| 1930 | 45500-1 |
2 |
2 |
|||
| 1932 | 45502-16 |
15 |
17 |
|||
| 1933 | 45517-41 |
25 |
42 |
|||
| 1934 | 45542-51 |
10 |
52 |
|||
| 1946 |
2 |
50 |
2 |
|||
| 1947 |
5 |
45 |
7 |
|||
| 1948 |
10 |
35 |
17 |
|||
| 1949 |
1 |
34 |
18 |
|||
| 1950-59 |
34 |
18 |
||||
| 1960 |
2 |
32 |
18 |
|||
| 1961 |
9 |
24 |
17 |
|||
| 1962 |
25 |
0 |
16 |
|||
| 1963 |
5 |
11 |
||||
| 1964 |
8 |
3 |
||||
| 1965 |
3 |
0 |
||||
- 45500, 45501, 45520-45522, 45525-45528 and 45533-45535 were built at Derby.
- 45502-45519, 45523, 45524, 45529-45532 and 45536-45551 were built at Crewe.
Allocation of locomotives in service as at 1st of January.
| 1948 | 1955 | 1960 | 1962 |
1965 |
|
| Bank Hall |
1 |
1 |
|||
| Bristol Barrow Road |
3 |
3 |
|||
| Bushbury |
5 |
1 |
|||
| Camden |
6 |
2 |
|||
| Carlisle Kingmoor |
2 |
||||
| Carlisle Upperby |
4 |
9 | 6 |
4 |
|
| Carnforth |
7 |
1 |
|||
| Crewe North |
14 |
13 |
3 |
||
| Derby |
1 |
||||
| Edge Hill |
12 |
11 | 7 |
10 |
|
| Holyhead |
1 |
1 |
|||
| Kentish Town |
1 |
||||
| Leeds Holbeck |
3 |
||||
| Llandudno Junction |
1 |
3 |
|||
| Longsight |
1 |
8 | 5 |
1 |
|
| Millhouses |
1 |
||||
| Newton Heath |
1 |
2 |
|||
| Nottingham |
1 |
||||
| Nuneaton |
5 |
||||
| Preston |
10 |
1 |
5 |
||
| Rugby |
3 |
||||
| Saltley |
2 |
||||
| Springs Branch Wigan |
1 |
||||
| Warrington Dallam |
3 |
3 |
|||
| Willesden |
3 |
3 | 2 |
3 |
|
|
52 |
52 | 52 | 41 |
3 |
The two early locomotives (45500 and 45501) were both withdrawn in 1961 which is the same year that the first rebuilt member of the class was withdrawn (45514) whilst based at Millhouses which was an Eastern Region depot. The last Patriot to be withdrawn was 45530 which was taken out of service in December 1965 whilst it was based at Carlisle Kingmoor. The last two working unrebuilt Patriot were withdrawn in November (45543) and December 1962 (45550) whilst allocated to Carnforth where they had been allocated since being transferred from Lancaster earlier in the Year.
Accidents and Incidents
- On 13 March 1935, a milk train was in a rear-end collision with an express freight train at King’s Langley, Hertfordshire due to a signalman’s error. Locomotive 5511 was hauling a freight train that collided with the wreckaged. A fourth freight train then ran into the wreck. One person was killed.
- On 16 October 1939, locomotive 5544 was the lead engine on a double headed a train that was in a collision with wreckage after a collision between a freight train and a light engine at Winwick Junction, Cheshire and was derailed. The report into the accident is declared secret due to World War II.
- On 13 October 1940, locomotive 5529 was hauling an express passenger train that collided with a platform barrow obstructing the line at Wembley Central station, Middlesex and was derailed. Several people were killed and many more were injured.
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Rebuilt Patriot 45530 Sir Frank Ree on Carlisle Kingmoor shed-January 1966. It had been officially withdrawn in previous month and was scrapped in July 1966. it was the last member of the class in service. Next to 45530 is 46115 Scots Guardsman. |
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45530 Sir Frank Ree (on right) with 46115 Scots Guardsman on Carlisle Kingmoor shed-January 1966
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