LNER Class P2

Last updated

LNER Class P2
LNER P2 Cock O' The North, 1934 (Our Generation, 1938).jpg
LNER P2 No. 2001, Cock O' The North
Type and origin
Power typeSteam
Designer Nigel Gresley
Builder Doncaster Works
Build date1934-1936
Total produced6
Specifications
Configuration:
​
 •  Whyte 2-8-2
Leading dia. 3 ft 2 in (0.97 m)
Driver dia.6 ft 2 in (1.88 m)
Trailing dia. 3 ft 8 in (1.12 m)
Wheelbase 37 ft 11 in (11.56 m) engine
16 ft 0 in (4.88 m) tender
64 ft 0.875 in (19.52943 m) total
Axle load 20 long tons (20 t) locomotive approx.
Loco weight110 long tons 5 cwt (247,000 lb or 112 t) max.
Tender weight55 long tons 6 cwt (123,900 lb or 56.2 t) max.
Firebox:​
 • Grate area50 sq ft (4.6 m2)
Boiler6 ft 5 in (1.96 m) max. diameter
Boiler pressure220 psi (1.5 MPa)
Heating surface:​
 • Firebox237 sq ft (22.0 m2)
 • Tubes1,354.2 sq ft (125.81 m2)
 • Flues1,122.8 sq ft (104.31 m2)
 • Total surface3,349.5 sq ft (311.18 m2)
Superheater:
​
 • Heating area635.5 sq ft (59.04 m2)
Cylinders 3
Cylinder size 21 in × 26 in (530 mm × 660 mm)
Valve gear No. 2001 as built: Lentz rotary cam
No. 2001 from April 1938 and nos. 2002–6: Walschaerts outside, Gresley conjugated inside [1] [2]
Valve typeNo. 2001 as built: Poppet, 8 inch (inlet) and 9 inch (exhaust)
No. 2001 from April 1938 and nos. 2002–6: piston valves, 9 inch [1]
Performance figures
Tractive effort 43,462 lbf (193.33 kN) at 85% boiler pressure
Career
Operators London and North Eastern Railway
Retired1943-1944
DispositionAll original locomotives rebuilt as Thompson A2/2 Class.
Two more are under construction
Technical parameters: The Engineer. 1 June 1934 p.551 (refer to original design of No.2001)

The London and North Eastern Railway Class P2 was a class of 2-8-2 steam locomotives designed by Sir Nigel Gresley for working heavy express trains over the harsh Edinburgh to Aberdeen Line. As they were to serve on Scottish expresses, they were given famous names from Scottish lore.

Contents

Six locomotives of the class were built; introduced between 1934 and 1936. In 1936, the Class P2 were given streamlined fronts, similar to that of the Class A4. Between 1943 and 1944 the class were rebuilt under Gresley's successor Edward Thompson into the LNER Thompson Class A2/2 4-6-2 type.

History

Design

The locomotives were designed by Nigel Gresley to haul express trains over the difficult Edinburgh to Aberdeen section of the London and North Eastern Railway. In the design Gresley was influenced by recent French practice, in particular passenger locomotives of the Paris à Orléans railway. [3]

The first locomotive of the class, No. 2001 Cock o' the North, was introduced in 1934. It was built at Doncaster Works, [4] with Lentz-type[ citation needed ] rotary-cam actuated poppet valve-gear supplied by the Associated Locomotive Equipment Company, [5] and a double-chimney Kylchap exhaust, each chimney using four nozzle blastpipes. [6] The chimney system was designed to take different fittings to allow experimentation with exhaust arrangements.[ citation needed ]

The boiler barrel was of the design used on Gresley Pacifics, fitted to a larger firebox. The front end design was of the same form as the Class W1 locomotive, No. 10000, derived from Dr. Dalby's wind tunnel research, and the attached tender was of the standard design used on Gresley Pacifics. [7] The P2 introduced a vee-shaped cab front, designed to give a better view forward. (The same design was later used on the A4 and V2 express engines). [8] No. 2001 was fitted with a Crosby chime whistle which Gresley had obtained from Captain Howey of the Romney, Hythe and Dymchurch Railway, and which was originally intended for one of that railway's Canadian Pacific style locomotives. [9] [10]

The second locomotive of the class, No. 2002 Earl Marischal was completed by 1935, also at Doncaster, and was fitted with Walschaerts valve gear, as used on Gresley Pacifics, and had a greater superheater heating area of 776.5 sq ft (72.14 m2), obtained by using larger diameter fire tubes. [11] At low cutoffs smoke clearance on No. 2002 was unsatisfactory: wind tunnel experiments led to an additional second pair of smoke deflectors being fitted inward of the first. [12]

No. 2002 proved to be more efficient than 2001, due to a lower cylinder clearance volume and because the stepped-cam cutoff modifications made to No. 2001 reduced economical working relative to the infinitely variable cutoff of No. 2002. Consequently, the following locomotives were built with piston valves. [13]

By June 1936 the third engine had been produced: No. 2003, Lord President, based on the design of No. 2002 but with the external design modified to resemble the Silver Link locomotives. (see LNER Class A4). [14] The locomotive weight was reduced to 107 long tons 3 cwt (240,000 lb or 108.9 t). [15] The wedge-shaped front was found to lift the engine's smoke clear of the driver's view; [15] No. 2002 was altered to this form in 1936, and No. 2001 in 1938. [16]

Three further locomotives, Mons Meg, Thane of Fife and Wolf of Badenoch, were under construction at Doncaster in 1936. [14]

No. 2004 was fitted with an experimental butterfly valve blastpipe bypass, manually activated to prevent fire-lifting at high cutoffs. This was later replaced with a plug valve and higher bypass pipe diameter, but both designs had problems with sticking due to carbonised deposits. [17] No. 2005 lacked the Kylchap double chimney of the rest of the class, [18] and No. 2006 had a different boiler design, with a longer combustion chamber, and firebox heating area and volume of 253 sq ft (23.5 m2) and 319 cu ft (9.0 m3) respectively with a Robinson superheater. [15] The production series was completed in 1936.[ citation needed ]

Testing, performance and service

Shortly after being put into service, on 19 June, No. 2001 was tested with a 19 bogie carriage train of 649 tons on a return journey between Kings Cross, Grantham and Barkston; the locomotive hauled the train at an average speed of over 50 mph, with peak speeds of over 70 mph. [19] Drawbar pulls of around 6 tons at around 60 mph were recorded, representing a peak output of more than 2000 horsepower. [20] In late 1934, the locomotive was sent to Vitry, France for static testing. [21]

Point contact on the infinitely variable cams of No. 2001 led to cam damage after ~10,000 miles of service, resulting in the replacement with stepped cams giving six steps of cutoff (12, 18, 25, 35, 45 and 75%). [13] By 1939 No. 2001 had had its rotary-cam poppet-valve valvegear replaced with Walschaerts gear. [22]

In 1939, E. H. Livesay reported from the footplate on the performance of No. 2004 Mons Meg on the early morning 'Aberdonian' non-stop from Edinburgh to Dundee – a train with gross weight of 320 tons. Peak speeds of over 60 mph were noted, with 55 mph on a 1 in 100 gradient, and an average speed of 44.25 mph (71.21 km/h). Despite the vehicle's long wheelbase (19 ft 6 in (5.94 m)), and the frequent curves on the route, Livesay did not report any serious problems with ride quality. [23] On the return trip, with a load of 360 tons gross, he recorded a peak of 68 mph on a 1 in 100 down section, with an average speed of 38 mph including several stops and speed restrictions. Livesay reported favourably on the acceleration of the train, recording 50 mph reached from standstill over 1.25 miles, with 60 mph reached in under 2 miles. [24] Further Edinburgh to Dundee and return runs were made in the afternoon with 355 and 450 ton gross loads, recording average speeds of 40.25 and 33 mph respectively. [25]

Cecil J. Allen reported travelling behind No. 2002 ‘’Earl Marischal’’ on a seventeen-coach train of 545 tons tare and 580 tons full from King's Cross to Scotland. The locomotive passed Finsbury Park without slipping and reached Peterborough, Grantham, Doncaster, York, Darlington, Newcastle, Edinburgh, Dundee and Aberdeen all ahead of schedule. [26]

Rebuilding

The class was rebuilt into Class A2/2 4-6-2 'Pacifics' during 1943/4, starting with No. 2005 Thane of Fife. [27] The class suffered from a range of issues, from high fuel consumption to serious crank axle failures. [28]

According to Bert Spencer, an LNER employee, the class was rebuilt due to reliability problems during the difficult conditions of the World War II period, and additionally to take the opportunity to try out a different valve gear arrangement. [29]

Other sources supposed that the rebuilding might be because the class's wheelbase was too long for the routes it worked, and that the railway would have been better served if the class had been transferred to more suitable routes. [30] Cecil J. Allen supported such a view, believing the engines would have been welcomed on services between King's Cross and Newcastle. [31] Oliver Bulleid was quoted that the class had been placed into services in which they were under-utilised or misused, leading to poor fuel economy. [32] [33]

Railway author O. S. Nock suggested that Gresley's successor, Edward Thompson, may have made largely unsubstantiated criticisms of the class in order to justify the rebuilding. [27]

Locomotives

Number [34] NameBuild DateRebuild Date
2001 Cock o' the North May 1934September 1944
2002 Earl Marischal October 1934June 1944
2003 Lord President June 1936December 1944
2004 Mons Meg July 1936November 1944
2005 Thane of Fife August 1936January 1943
2006 Wolf of Badenoch September 1936May 1944

New build P2 proposals

No original members of the class were preserved, as all were rebuilt into LNER A2/2 Pacifics by 1944. However, two new engines are now being built: one by the P2 Steam Locomotive Company in the original shape (LNER P2 Class 2007 Prince of Wales), to be numbered 2007 as a new member of the class; and the other by the Doncaster P2 Locomotive Trust as a replica of No. 2001 "Cock o' the North" in streamlined condition.

The P2 Steam Locomotive Company

In 2010 the A1 Steam Locomotive Trust, who were responsible for the construction of 60163 Tornado, announced plans to hold a feasibility study into building a new P2 class locomotive, [35] which would be numbered as 2007 and named "Prince of Wales". [36]

The feasibility study was officially launched in October 2011 and was broken into three stages.[ citation needed ]} The first stage involved creating an electronic model of the engine for track dynamic analysis; Tornado was used as the basis for this modelling, together with track position data supplied by Network Rail – Tornado had been fitted with accelerometers during its testing – the data from which provided a basis against which to validate the modelling data and assumptions. [37] The second and third stages were to involve creating a computer model of a P2, and then analysing modifications to the design using the computer software. Modelling data for the P2 design and a modified design with a LNER Class V2 type pony truck was published in early 2013. The rail-dynamics software used was Resonate Group's 'VAMPIRE' product. [37] The computer modelling showed acceptable dynamics and the project to build No. 2007 was officially launched in September 2013 at the A1 Convention with a seven- to ten-year construction timetable. [37]

The locomotive is said to share 70% commonality of parts with Tornado, including the boiler and tender. [38] Modern modifications to the original design include roller bearings (also featured on Tornado) and an all-welded, all-steel boiler; the final build will utilise Lentz poppet valve gear. [37] In most other respects and appearance, the loco, to be numbered 2007, will match that of the original No. 2001 Cock o' the North prior to streamlining. [37]

On 14 November 2013 the P2 Steam Locomotive Company (P2SLC) announced that the name of its new P2 would be Prince of Wales, in honour of the 65th birthday of Charles, Prince of Wales, the future King Charles III. [39] Construction began in May 2014 with the locomotive's frames being cut at Tata Steel's Scunthorpe works. [40]

The project cost is estimated at £5,000,000. [39]

Doncaster P2 Locomotive Trust

The Doncaster P2 Locomotive Trust (Registered Charity No. 1149835) plans to build a working replica of the prototype No. 2001 Cock O' The North [41] as modified in 1938, using Gresley motion, Walschaerts valve gear, and an A4 style 'Bugatti' streamlined front. [42] The locomotive's frames were cut in April 2014 at Tata Steel's Wednesfield works. [43]

Modelling

From 1935 to 1937, Märklin built P2 No. 2001 Cock O' The North and No. 2002 Earl Marischal in a black fantasy paint scheme. The catalogue number of the O gauge tinplate three-rail steam locomotive was L70/12920. [44]

In 2013, Hornby Railways collaborated with the A1 Locomotive Trust to produce models of the class, starting with the original Cock O' The North, for release in early 2014. It was made available in both a low-level "Hornby Railroad" specification, and a more detailed version including a third level of the model with Hornby Railways' new Twin Track Sound (TTS). [45] [46] They are also currently in development of a model version of Prince of Wales, as documented on an episode of UKTV's "Hornby: A Model World". [47]

Related Research Articles

<span class="mw-page-title-main">LNER Class A4</span> Class of locomotives designed by Sir Nigel Gresley

The LNER Class A4 is a class of streamlined 4-6-2 steam locomotive designed by Nigel Gresley for the London and North Eastern Railway in 1935. Their streamlined design gave them high-speed capability as well as making them instantly recognisable, and one of the class, 4468 Mallard, holds the record as the world's fastest steam locomotive. Thirty-five of the class were built to haul express passenger trains on the East Coast Main Line route from London Kings Cross via York to Newcastle, and later via Newcastle to Edinburgh, Scotland. They remained in service on the East Coast Main Line until the early 1960s when they were replaced by Deltic diesel locomotives; they themselves proving to be worthy successors to the A4s. Several A4s saw out their remaining days until 1966 in Scotland, particularly on the Aberdeen – Glasgow express trains, for which they were used to improve the timing from 3.5 to 3 hours.

<span class="mw-page-title-main">Nigel Gresley</span> British engineer

Sir Herbert Nigel Gresley was a British railway engineer. He was one of Britain's most famous steam locomotive engineers, who rose to become Chief Mechanical Engineer (CME) of the London and North Eastern Railway (LNER). He was the designer of some of the most famous steam locomotives in Britain, including the LNER Class A1 and LNER Class A4 4-6-2 Pacific engines. An A1 Pacific, Flying Scotsman, was the first steam locomotive officially recorded over 100 mph in passenger service, and an A4, number 4468 Mallard, still holds the record for being the fastest steam locomotive in the world (126 mph).

<span class="mw-page-title-main">Oliver Bulleid</span> British railway engineer (1882-1970)

Oliver Vaughan Snell Bulleid CBE was a British railway and mechanical engineer best known as the Chief Mechanical Engineer (CME) of the Southern Railway between 1937 and the 1948 nationalisation, developing many well-known locomotives.

LNER Class A4 4468 <i>Mallard</i> Preserved British steam locomotive

LNER Class A4 4468 Mallard is a 4-6-2 ("Pacific") steam locomotive built in 1938 for operation on the London and North Eastern Railway (LNER) at Doncaster Works to a design of Nigel Gresley. Its streamlined, wind tunnel tested design allowed it to haul long distance express passenger services at high speeds. On 3 July 1938, Mallard broke the world speed record for steam locomotives at 126 mph (203 km/h), which still stands today.

<span class="mw-page-title-main">LNER Class V2</span>

The London and North Eastern Railway (LNER) Class V2 2-6-2 steam locomotives were designed by Sir Nigel Gresley for express mixed traffic work, and built at the LNER shops at Doncaster and Darlington between 1936 and 1944. The best known is the first of the class, 4771 Green Arrow, which is the sole survivor of the class.

LNER Class A4 4464 <i>Bittern</i> One of the 35 built of the A4 steam engine class

4464Bittern is a London and North Eastern Railway (LNER) Class A4 steam locomotive. Built for the LNER and completed on 18 December 1937 at Doncaster Works as works number 1866, it received number 4464. After that it was renumbered 19 on 16 August 1946 under the LNER 1946 renumbering scheme, and finally 60019 by British Railways on 10 October 1948, after nationalisation. Of the 35 strong class, it is one of six to survive into preservation but it is one of only two currently scheduled to be certified for mainline use.

LNER Class A4 4498 <i>Sir Nigel Gresley</i> Preserved LNER Class A4 locomotive

60007 Sir Nigel Gresley is an LNER Class A4 4-6-2 ("Pacific") steam locomotive built to a design of Sir Nigel Gresley in 1937 at Doncaster Works for operation on the London and North Eastern Railway (LNER). The locomotive holds the post-war speed record for steam locomotives on British Railways. The locomotive was withdrawn from service in 1966 and purchased for preservation the same year; it is one of six A4s to be preserved.

<span class="mw-page-title-main">LNER Peppercorn Class A1</span> Class of British 4-6-2 locomotives

London and North Eastern Railway's (LNER) Peppercorn Class A1 is a class of 4-6-2 "Pacific" steam locomotives built between 1948 and 1949 at Doncaster and Darlington Works to a design of Arthur Peppercorn. Forty-nine were built for hauling express passenger services on the East Coast Main Line owned by LNER's successor, British Railways' North Eastern Region. None of the original 49 Peppercorn A1s survived into preservation, with the last being scrapped in 1966. The 50th Peppercorn A1, 60163 Tornado, was completed in 2008 as an evolved member of its class.

<span class="mw-page-title-main">LNER Gresley Classes A1 and A3</span> Class of 4-6-2 pacific locomotive designed by Sir Nigel Gresley

The London and North Eastern Railway Gresley Classes A1 and A3 locomotives represented two distinct stages in the history of the British 4-6-2 "Pacific" steam locomotives designed by Nigel Gresley. They were designed for main line passenger services and later express passenger services, initially on the Great Northern Railway (GNR), a constituent company of the London and North Eastern Railway after the amalgamation of 1923, for which they became a standard design. The change in class designation to A3 reflected the fitting to the same chassis of a higher pressure boiler with a greater superheating surface and a small reduction in cylinder diameter, leading to an increase in locomotive weight. Eventually all of the A1 locomotives were rebuilt, most to A3 specifications, but no. 4470 was completely rebuilt as Class A1/1.

<span class="mw-page-title-main">LNER Peppercorn Class A2</span>

The London and North Eastern Railway (LNER) Peppercorn Class A2 is a class of steam locomotive designed for express passenger work by Arthur Peppercorn, the chief designer of the LNER after Edward Thompson. All save the first of the 15 built were constructed under British Railways after nationalisation in 1948. Only one example is preserved.

Arthur Henry Peppercorn, was an English railway engineer, and was the last Chief Mechanical Engineer (CME) of the London and North Eastern Railway.

Edward Thompson was an English railway engineer, and was Chief Mechanical Engineer of the London and North Eastern Railway between 1941 and 1946. Edward Thompson was born at Marlborough, Wiltshire on 25 June 1881. He was the son of Francis Thompson, assistant master at Marlborough College. He was educated at Marlborough before taking the Mechanical Science Tripos at Pembroke College, Cambridge, earning a third class degree. Thompson entered the railway scene after education, contrasting that of his predecessor Nigel Gresley, who had also attended Marlborough after gaining practical experience as a pupil at Horwich Works.

<span class="mw-page-title-main">LNER Class B17</span> Class of LNER 4-6-0 steam locomotives

The London and North Eastern Railway (LNER) Class B17, also known as "Sandringham" or "Footballer" class was a class of 4-6-0 steam locomotive designed by Nigel Gresley for hauling passenger services on the Great Eastern Main Line. In total 73 were built.

<span class="mw-page-title-main">LNER Class P1</span>

The London and North Eastern Railway Class P1 Mineral 2-8-2 Mikado was a class of two steam locomotives designed by Nigel Gresley. They were two of the most powerful freight locomotives ever designed for a British railway. It was initially intended they be a more powerful 2-10-0 version of the earlier Class O2 2-8-0s. The design was submitted in August 1923, for use between Peterborough and London, and also between Immingham and Wath marshalling yard. The power was quoted as being 25% more than the O2.

<span class="mw-page-title-main">LNER Class W1</span> Experimental steam locomotive with Yarrow boiler

The LNER W1 No. 10000 was an experimental steam locomotive fitted with a high pressure water-tube boiler. Nigel Gresley was impressed by the results of using high-pressure steam in marine applications and so in 1924 he approached Harold Yarrow of shipyard and boilermakers Yarrow & Company of Glasgow to design a suitable boiler for a railway locomotive, based on Yarrow's design.

<span class="mw-page-title-main">LNER Thompson Class A1/1</span>

The LNER Class A1/1 consisted of a single 4-6-2 "Pacific" express passenger locomotive rebuilt in 1945 from an A1 class locomotive, by Edward Thompson. It was intended as the prototype of a new design of pacific locomotives improving the A4 design of Thompson's predecessor Sir Nigel Gresley. No further examples were built due to Thompson's retirement in 1946.

<span class="mw-page-title-main">LNER Class V1/V3</span> C20 classes of 2-6-2T British steam locomotives

The London and North Eastern Railway (LNER) Class V1 and Class V3 were two classes of related 2-6-2T steam locomotive designed by Sir Nigel Gresley. A total of 82 V1s were built with 71 being rebuilt into the higher pressure V3s with an additional ten being built as V3s from the final batch of V1s. The V3 was a development of the V1 with increased boiler pressure and a resultant increase in tractive effort.

<span class="mw-page-title-main">LNER Thompson Class A2/3</span>

The London and North Eastern Railway (LNER) Class A2/3 was a class of 4-6-2 steam locomotives. They were newly constructed locomotives, fulfilling the requirement identified by Edward Thompson for a standard express passenger locomotive of the 4-6-2 arrangement with 6 ft 2 in (1.880 m) driving wheels. Fifteen engines were constructed according to this original design, but following the retirement of Thompson as CME, the remaining fifteen locomotives that were planned were immediately redesigned and ultimately emerged as Peppercorn Class A2.

<span class="mw-page-title-main">LNER Thompson Class A2/2</span> British steam locomotive

The London and North Eastern Railway Class A2/2 was a class of six 4-6-2 steam locomotives rebuilt by Edward Thompson in 1943 and 1944 from his predecessor Sir Nigel Gresley's P2 Class of 2-8-2 express passenger locomotives. The rebuilds improved reliability and reduced maintenance, but also suffered from a variety of issues during service, and all were withdrawn and scrapped between 1959 and 1961.

LNER P2 Class 2007 <i>Prince of Wales</i> British steam locomotive under construction

LNER Class P2 No. 2007 Prince of Wales is a 2-8-2 "Mikado" steam locomotive being built at Darlington Locomotive Works, England, and managed by the A1 Steam Locomotive Trust. It will be the seventh member of its class and the only P2 in existence; the original six were built between 1934 and 1936 for the London and North Eastern Railway (LNER) to a design by Nigel Gresley, and employed to haul heavy passenger trains on the Edinburgh to Aberdeen line. The P2s were declared Britain's most powerful express passenger engines, although none were preserved.

References

  1. 1 2 Boddy et al. 1983, pp. 170, 171, 179, 182
  2. ↑ Nock, O. S. (1966). The British Steam Railway Locomotive 1925-1965. Vol. II. Ian Allan. pp. 102–103.
  3. ↑ The Engineer. 1 June 1934 p.551, cols.1-2
  4. ↑ The Engineer. 1 June 1934 p.551 col.1
  5. ↑ The Engineer. 1 June 1934 p.551 cols.2-3
  6. ↑ The Engineer. 1 June 1934 p.552 col.1-2
  7. ↑ The Engineer. 1 June 1934 p.552 col.3
  8. ↑ Spencer 1947, pp. 190–191.
  9. ↑ Spencer 1947, p. 191.
  10. ↑ No. 9 Winston Churchill, Romney Hyth and Dymchurch Railway, retrieved 10 December 2013, .. a pair of Crosby chime whistles that Howey had bought in Canada, and had impressed Nigel Gresley on a visit to the RH&DR. Howey then presented Gresley with the second whistle which in turn was fitted to the new LNER express Cock o' the North
  11. ↑ "Locomotives and Railcars of 1934" (PDF), The Engineer , 159: 16, 4 January 1935
  12. ↑ Spencer 1947, p.193; Fig.33, p.192.
  13. 1 2 Spencer 1947, p. 193.
  14. 1 2 "Raid and Road" (PDF), The Engineer , 161: 677, 26 June 1936, archived from the original (PDF) on 8 October 2014
  15. 1 2 3 "L.N.E.R. - New Locomotives" (PDF), The Engineer , 162: 20, 3 July 1936
  16. ↑ Boddy et al. 1983 , p. 169
  17. ↑ Spencer 1947, pp. 193–194.
  18. ↑ Livesay 1939, p.342 col.2.
  19. ↑ "Cock o' the North" (PDF), The Engineer, 157: 645, 29 June 1934
  20. ↑ "Dynamometer Tests of "Cock o' the North"" (PDF), The Engineer, 158: 16–17, 6 July 1934
  21. ↑ "Railway and Road Matters" (PDF), The Engineer, 158: 593, 14 December 1934
  22. ↑ Livesay 1939, p.342 col.3.
  23. ↑ Livesay 1939, p.342 col.3; p.343 col.1.
  24. ↑ Livesay 1939, p.343 cols.1-2.
  25. ↑ Livesay 1939, p.343 col.3; 344 col.1,2.
  26. ↑ Allen 1962, pp. 95–96.
  27. 1 2 Nock, O.S (1984), British Locomotives of the 20th Century, vol. 2, Book Club Associates, London
  28. ↑ Hillier-Graves 2021, p. 205.
  29. ↑ Spencer 1947, p. 234.
  30. ↑ Spencer 1947, Discussion p.220 (O.S.M. Raw); p.230 (Sutherland).
  31. ↑ Allen 1962, p. 96.
  32. ↑ Spencer 1947, Discussion of paper p.211-212.
  33. ↑ Hillier-Graves 2021, p. 206.
  34. ↑ The ABC of L.N.E.R. LOCOMOTIVES (Renumbering Edition), Ian Allan, 1946
  35. ↑ "Welcome to the project to build the new Gresley class P2 No. 2007 Prince of Wales - P2 Steam Locomotive Company". P2 Steam Locomotive Company. Retrieved 27 November 2016.
  36. ↑ Gresley P2 study announced, A1 Steam Locomotive Trust, 25 April 2010
  37. 1 2 3 4 5 Design, The P2 Steam Locomotive Company, retrieved 12 November 2013
  38. ↑ Mission / Introduction, The P2 Steam Locomotive Company, [it] has around 70% commonality with Tornado, including the boiler, tender and many other detailed fittings
  39. 1 2 Walter, Andy (14 November 2013), "Steam engine will be named after the Prince of Wales", The Northern Echo
  40. ↑ "Prince of Wales P2 steam locomotive construction starts", BBC News Humberside, 21 May 2014
  41. ↑ "cockothenorth.co.uk | Doncaster P2 Locomotive Trust". www.cockothenorth.co.uk. Retrieved 27 November 2016.
  42. ↑ Mission Statement, Doncaster P2 Locomotive Trust, archived from the original on 3 December 2013, retrieved 3 December 2013
  43. ↑ Fisher, Andy; Fisher, Dandan, eds. (April 2014), Cutting the frames for LNER P2 "COCK O' THE NORTH" (video), youtube
  44. ↑ "Cock O' The North locomotive LNER 2001 (Märklin L70-12920LNER)". Brighton Toy Museum.
  45. ↑ Hayes, James (27 September 2013), Hornby Gresley Class P2 Mikado 2-8-2, The P2 Steam Locomotive Company
  46. ↑ Walker, Andy (20 October 2013), "Darlington steam engine plans have a model future", www.darlingtonandstocktontimes.co.uk
  47. ↑ "Hornby: A Model World | Yesterday Channel", uktvplay.co.uk

Sources

Literature

  • "2‐8‐2 Type express passenger locomotive, London & North Eastern Railway". Journal of the Institution of Locomotive Engineers. 24 (120): 469–471. 1934. doi:10.1243/JILE_PROC_1934_024_041_02.

Rebuilds

  • Frost, Malcolm S. (10 April 2014), Fisher, Andy; Fisher, Dandan (eds.), LNER P2 Class (lecture , video), youtube
This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.