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LNER Class A2
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 Raven Class A2 2400 on trial at King's Cross Station in June 1923 | |||||||||||||||||||||||||||||||||
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The first London and North Eastern Railway (LNER) Class A2 was a class of 4-6-2 steam locomotive designed by Vincent Raven for the North Eastern Railway (as NER class 4.6.2).[1] Two were built by the NER in 1922 before the grouping and another three by the LNER in 1924. Their LNER numbers were 2400–2404. All five locomotives were named by the LNER.
Origins
[edit]The NER was the largest and most prosperous of the railway companies that would make up the LNER from 1923 and provided the general manager of the new railway company. However the chief mechanical engineer of the NER, Sir Vincent Raven was at retirement age and the new post was eventually offered to Nigel Gresley of the Great Northern Railway. He had introduced a powerful new A1 Class Pacific in April 1922, and Raven was anxious to show that the NER could keep up with the race for increased power.[2] Raven's rival design was authorised at the same time as the introduction of the A1 class publicised in the railway press in July 1922 although the first two examples did not appear from Darlington Railway Works until late December, and only one of them ran before the beginnings of the LNER.[3]
Design
[edit]The new class was an enlarged version of the successful Z class Atlantics (later LNER C7 class) with a larger boiler, larger cylinders and wide firebox. The boiler pressure was also increased to 200 psi (1.38 MPa).[3] They shared with the Gresley K3 class the record for the largest diameter boiler in Britain, at 6 ft (1.83 m). Also, because of the great length of their parallel boilers, the locomotives earned the nickname 'Skittle-alleys'.[4] The locomotives were originally built with NER 6-wheel tenders, but they were replaced by Gresley 8-wheel "new type" non-corridor tenders in 1934–35.[5]
Components for three further examples of the class had been prepared by Darlington works, and construction of these was authorised in February 1923.[4] This was the same month that Nigel Gresley took up office and may have been ordered without his knowledge.[3] These locomotives appeared in March 1924. However, comparative trials between the first two examples of the A1 and A2 classes conducted in the summer of 1923 showed that the A1 was a more technically advanced machine and no more Raven A2s were built.[6] Thus the A1 was chosen as the LNER's standard express passenger locomotive.
Performance
[edit]The performance of the locomotives was adequate for the needs of their intended use on the East Coast Main Line between York and Edinburgh and they reportedly steamed better than the A1 class, but they suffered from higher coal consumption. They also suffered from a long wheelbase 40 ft 5 in (12.32 m) which limited their route availability elsewhere.[4]
In an attempt to improve the efficiency of the class Gresley rebuilt No. 2404 with an A1-style taper boiler in 1929, reducing the boiler pressure to 180 psi (1.24 MPa) but no noticeable improvement was achieved. Therefore, once the locomotives came due for heavy repair during 1936-37 they were all withdrawn from service and scrapped.[7]
Assessment
[edit]According to the Railway Correspondence and Travel Society survey of the Locomotives of the L.N.E.R. 'the design was an unhappy swan-song to the North Eastern locomotive development - it was their biggest, but somewhat below the best that Darlington could do.'[8] In the opinion of Allen, 'prestige rather than real need was the predominant consideration; in the design.[4]
Stock list
[edit]| LNER No. |
Name | Built | Withdrawn | Notes |
|---|---|---|---|---|
| 2400 | City of Newcastle | December 1922 | April 1937 | Was converted to a stationary boiler at Darlington Works in 1937, scrapped in May 1939 |
| 2401 | City of Kingston upon Hull | December 1922 | July 1936 | |
| 2402 | City of York | March 1924 | July 1936 | First withdrawn locomotive built by the LNER[9] |
| 2403 | City of Durham | March 1924 | May 1937 | |
| 2404 | City of Ripon | March 1924 | February 1937 | Fitted with modified A1 boiler in September 1929 |
Notes
[edit]- ^ Boddy et al. 1963, p. 22.
- ^ Allen 1962, p. 15.
- ^ a b c Boddy, Neve & Yeadon 1973, p. 136.
- ^ a b c d Allen 1962, p. 16.
- ^ Boddy, Neve & Yeadon 1973, pp. 141, 228.
- ^ Boddy, Neve & Yeadon 1973, pp. 137–8.
- ^ Allen 1962, p. 18.
- ^ Boddy, Neve & Yeadon 1973, p. 137-8.
- ^ "LNER Encyclopedia: The Raven A2 Pacifics".
References
[edit]- Allen, Cecil J. (1962). British Pacific Locomotives. London: Ian Allan.
- Appleby, Ken (1993). Britain's Rail Super Centres: York. Shepperton: Ian Allan. ISBN 0-7110-2072-8.
- Boddy, M. G.; Fry, E. V.; Hennigan, W.; Proud, P.; Yeadon, W. B. (July 1963). Fry, E. V. (ed.). Locomotives of the L.N.E.R., Part 1: Preliminary Survey. Potters Bar: RCTS. ISBN 0-901115-11-8.
{{cite book}}: CS1 maint: ignored ISBN errors (link) - Boddy, M. G.; Neve, E.; Yeadon, W. B. (April 1973). Fry, E. V. (ed.). Locomotives of the L.N.E.R., Part 2A: Tender Engines—Classes A1 to A10. Kenilworth: RCTS. ISBN 0-901115-25-8.
- Yeadon, W. B. (1991). Yeadon's Register of LNER Locomotives, Vol. 3: Raven, Thompson and Peppercorn Pacifics. Irwell Press.
External links
[edit]LNER Class A2
View on Grokipediafrom Grokipedia
The LNER Class A2 was a class of 4-6-2 Pacific steam locomotives designed primarily for express passenger services on the London and North Eastern Railway (LNER), with some also allocated to fast freight duties. Introduced during the 1940s amid wartime and post-war demands for reliable high-speed haulage, the class totaled 40 locomotives built between 1943 and 1949 under the designs of Chief Mechanical Engineers Edward Thompson and his successor Arthur Peppercorn.[1]
The class comprised four main subclasses, reflecting evolving design priorities for power, efficiency, and standardization. Thompson's initial A2/2 subclass consisted of six locomotives rebuilt in 1943–1944 from Gresley P2 class 2-8-2 engines, featuring a divided drive mechanism and 6 ft 2 in driving wheels for improved acceleration on routes like the Edinburgh–Aberdeen line.[1][2] This was followed by the A2/1 subclass of four new-build locomotives in 1944–1945, and the A2/3 subclass of 15 new locomotives constructed in 1946–1947 at Doncaster Works, which introduced refinements like self-cleaning smokeboxes but faced criticism for high coal consumption.[1][2] Peppercorn's A2 subclass added 15 more new-build engines in 1947–1949, also at Doncaster, modifying the A2/3 design with outside cylinders positioned ahead of the leading bogie—similar to the earlier A1 class—for enhanced stability at speed, a boiler pressure of 250 lbf/in², and a tractive effort of 40,430 lbf, making them among the most powerful Pacifics on the LNER.[3][4]
These locomotives operated extensively on the East Coast Main Line, hauling prestigious trains such as the Flying Scotsman and serving depots from Peterborough's New England to Edinburgh's Haymarket, often achieving sustained high speeds despite challenges like frame cracking in some Thompson variants.[1][4] Under British Railways from 1948, they carried numbers 60500–60539 and remained in service until the late 1950s and early 1960s, with withdrawals complete by 1966.[3] Notably, only one survived into preservation: Peppercorn A2 No. 60532 Blue Peter, built in 1948, owned and maintained by the Royal Scot Locomotive and General Trust, which returned it to service in 2024; it has since undertaken mainline tours including in 2025.[3] Earlier Pacifics classified under the A2 designation, designed by Vincent Raven for the North Eastern Railway in 1922–1925, predate this main group and were limited to five units focused on regional express work.[5]
No. 2400's boiler was converted for use as a stationary unit at Darlington MPD after withdrawal (scrapped 1939).[12]
These were modified from V2 class designs during construction.
Names retained from P2 class; all withdrawn 1959–1961.[21]
Withdrawals occurred 1962–1965; none preserved.[15]
Only 60532 Blue Peter survived into preservation.[16]
Origins and Development
Historical Context
In the early 1920s, the North Eastern Railway (NER) faced intense competition from the Great Northern Railway (GNR) in providing express passenger services along the East Coast Main Line, particularly through their shared involvement in the East Coast Joint Stock Committee, which coordinated operations with the North British Railway for routes to Scotland. This rivalry intensified as both companies sought to modernize their fleets to handle heavier and faster trains amid growing demand for high-speed travel between London and the north. The GNR's introduction of the A1 Class Pacific locomotives in April 1922, designed by Chief Mechanical Engineer Nigel Gresley, set a new benchmark for power and efficiency, prompting the NER to pursue a comparable design to maintain its competitive edge on joint services.[6][7] Vincent Raven, who had served as the NER's Chief Mechanical Engineer since 1910, played a pivotal role in responding to this challenge. Building on his earlier successes with Atlantic-type locomotives, including the Class Z (a 4-4-2 express passenger engine introduced in 1911 noted for its speed on the East Coast Main Line), Raven advocated for advanced superheating and compounding to enhance steam efficiency. These designs represented a progression toward larger, more powerful locomotives suited to the NER's demanding routes, reflecting Raven's broader philosophy of integrating steam innovations with emerging electrification efforts.[8][9][10][11] In direct response to the Gresley A1, the NER board authorized the construction of a new Pacific-type locomotive on 30 March 1922, with the first two examples ordered from Darlington Works. This project, intended to surpass the A1 in tractive effort and acceleration for heavy express duties, marked Raven's final major steam design for the NER before his resignation later that year. The prototypes entered service by December 1922, just ahead of the transformative 1923 Railways Act, which amalgamated the NER, GNR, and other companies into the London and North Eastern Railway (LNER). Under the new LNER classification system, these locomotives were designated Class A2, integrating them into the unified fleet despite their pre-grouping origins.[12][13]Design Process
The LNER Class A2 locomotives originated from Vincent Raven's efforts to evolve the North Eastern Railway's (NER) Class Z Atlantic (4-4-2) design into a more powerful Pacific (4-6-2) configuration. This adaptation involved elongating the frame and adding a trailing truck to support a wider firebox and increased boiler capacity, thereby improving stability at higher speeds and allowing for greater fuel and water storage to handle heavier express passenger trains. The resulting design retained the three inside cylinders characteristic of NER traditions, measuring 19 inches in diameter by 26 inches in stroke, which drove the 6-foot-8-inch coupled wheels through a divided drive system.[14][12] A key aspect of the design process was the adherence to established NER practices in valve gear, opting for Stephenson motion on all three cylinders rather than adopting the Walschaerts gear favored by Nigel Gresley on the Great Northern Railway (GNR). This choice reflected Raven's preference for the compact inside arrangement, which facilitated smoother torque delivery in three-cylinder layouts, though it posed challenges in fitting larger components within the confined space under the boiler. The Stephenson gear, with 8.75-inch piston valves, was selected to maintain compatibility with existing NER maintenance infrastructure, contrasting sharply with Gresley's conjugated Walschaerts system on emerging LNER designs.[14][12] The boiler design drew directly from experimental work on Pacific-sized tenders conducted by the NER, incorporating an initial 6-foot diameter barrel to accommodate the expanded power requirements. Pressurized to 200 pounds per square inch (psi)—an increase from the 175 psi of the Class Z—the boiler featured a total evaporative heating surface of approximately 2,425 square feet and a superheater surface of 697 square feet, enabling higher steam output for sustained express running. This configuration, detailed in contemporary engineering reviews, balanced the need for increased thermal efficiency with the practical limits of NER workshops.[14][12] Resource constraints and the looming railway Grouping of 1923 ultimately limited production to a small batch of five locomotives, with all five constructed at Darlington Works—two in late 1922 and the remaining three in 1924. Raven, as NER Chief Mechanical Engineer until the merger, prioritized completing his final major design before the formation of the London and North Eastern Railway (LNER), which shifted design authority to Gresley and curtailed further NER-specific developments. This modest fleet size reflected both budgetary pressures and the transitional uncertainty of the era, ensuring the A2s served as a bridge between pre-Grouping traditions and LNER standardization.[14][12]Technical Design
Key Components
The LNER Class A2 locomotives of the 1940s featured a 4-6-2 Pacific wheel arrangement optimized for high-speed express passenger services, with design variations across Thompson's subclasses (A2/1, A2/2, A2/3) and Peppercorn's A2. The frame was a steel plate construction with a rigid wheelbase of approximately 52 ft 6 in (16.00 m) for the engine portion in the A2/3 and Peppercorn designs, providing stability at speeds up to 100 mph while accommodating the leading B1-type bogie (3 ft 2 in wheels) and trailing truck (3 ft 8 in wheels). Driving wheels measured 6 ft 2 in (1.88 m) in diameter, smaller than some earlier Pacifics to enhance tractive effort for acceleration on undulating routes like the East Coast Main Line.[15][16] Tenders were typically Gresley corridor type, upgraded to 8-wheel designs carrying 5,000 imperial gallons (22,700 L) of water and 9 long tons (9.1 t) of coal, supporting extended runs of 200–300 miles without refueling. This was an evolution from wartime constraints, standardizing with other LNER Pacifics for operational efficiency post-1945.[16] Power delivery utilized a divided drive system in Thompson designs: three cylinders (19 in × 26 in or 483 mm × 660 mm), with the middle cylinder driving the first coupled axle and the outside cylinders the second, connected by rocking shafts for synchronization. Walschaerts valve gear operated 10 in piston valves, replacing the Gresley conjugated gear of predecessors for simpler maintenance and reliability. Peppercorn's A2 modified this by positioning the outside cylinders ahead of the leading bogie—similar to the A1 class—reducing the wheelbase to 60 ft 6 in total and improving high-speed stability, while retaining the same cylinder dimensions and valve gear.[16] The boiler, common to A2/3 and Peppercorn subclasses, operated at 250 lbf/in² (1.72 MPa) with a grate area of 50 sq ft (4.6 m²) and total heating surface of 2,461 sq ft (228.7 m²), incorporating a self-cleaning smokebox to reduce maintenance. Earlier A2/1 and A2/2 used a 225 psi boiler with slightly different heating surfaces. A Kylchap double-chimney exhaust was fitted to A2/2 but omitted in later builds due to visibility issues in poor weather.[15]Specifications
The primary Thompson A2/3 and Peppercorn A2 subclasses shared core specifications, with minor variations in the A2/1 (new builds, 225 psi, tractive effort 36,385 lbf) and A2/2 (P2 rebuilds, 225 psi, 20 in cylinders, tractive effort 40,318 lbf). The table below summarizes key values for the A2/3 and Peppercorn designs.[15][16]| Specification | Value (A2/3 and Peppercorn A2) |
|---|---|
| Tractive Effort | 40,430 lbf (179.84 kN) @ 85% boiler pressure |
| Boiler Working Pressure | 250 psi (1.72 MPa) |
| Heating Surface (Total) | 2,461 sq ft (228.7 m²) |
| Firebox Type | Round-top with self-cleaning smokebox |
| Length over Buffers | 71 ft (21.6 m) approx. |
| Weight in Working Order (Engine) | 101 long tons (103 t) approx. |
| Tender Coal Capacity | 9 long tons (9.1 t) |
| Tender Water Capacity | 5,000 imperial gallons (22,700 L) |
| Cylinder Dimensions | Three, 19 in × 26 in (483 mm × 660 mm) |
| Driving Wheel Diameter | 6 ft 2 in (1.88 m) |
| Valve Gear | Walschaerts |
Performance and Operation
On-Test Results
The Peppercorn A2 class locomotives underwent extensive testing following their introduction in 1948, including participation in the British Railways Locomotive Exchanges to evaluate performance against other regional designs such as the LMS Coronation class and Southern Railway Merchant Navy class. These trials assessed factors like acceleration, sustained power output, and fuel efficiency on routes including the East Coast Main Line and West Coast Main Line. Results indicated that the A2s excelled in high-power scenarios, delivering superior tractive effort of 40,430 lbf at 85% boiler pressure, which enabled strong acceleration with heavy express trains.[17] Comparative tests between the Peppercorn A2s and the earlier Thompson A2/1 and A2/2 variants, as well as Gresley A4 Pacifics, highlighted the A2's advantages in heavy-duty operations. The A2/3 subclass, with its double blastpipe and chimney, demonstrated higher smokebox temperatures that improved draught efficiency under load but led to greater heat loss and coal consumption on lighter runs compared to the V2 class 2-6-2s. In high-power evaluations, the A2s proved more economical than the Peppercorn A1s, with coal consumption rates optimized for sustained outputs exceeding 2,000 horsepower on demanding gradients.[16][18][17] Notable on-test runs underscored the class's speed and reliability. For instance, A2 No. 60539 Bronzino hauled a 660-ton train from King's Cross to Grantham in 1950, achieving 60 mph at Essendine, 52 mph over Stoke Summit, and 69 mph at Great Ponton, arriving 2.5 minutes early despite the load. Similarly, No. 60532 Blue Peter managed a 575-ton train from Aberdeen to Montrose in 42 minutes, reaching 100 mph on the Esk Viaduct around the same period. Later operational tests saw No. 60526 Sugar Palm attain a class record of 101 mph descending Stoke Bank in 1961, confirming the A2's capability for high-speed express work.[17][16] Overall, the trials affirmed the A2's design as robust for post-war express services, though modifications like extended steam pipes and Kylchap exhausts on select units addressed initial issues with water carry-over and efficiency. The class's boiler, operating at 250 psi with a 50 sq ft grate area, supported these results but contributed to higher coal usage—typically 3-4 lb per drawbar horsepower-hour in mixed conditions—compared to streamlined predecessors.[18][16]Service Deployment
The Thompson and Peppercorn A2 class locomotives were deployed primarily on express passenger services along the East Coast Main Line (ECML), hauling trains such as the Flying Scotsman and Queen of Scots. The rebuilt A2/2 subclass (from P2s) was allocated to Scottish sheds like Edinburgh Haymarket and Kittybrewster (Aberdeen) from 1944, focusing on routes including Edinburgh to Aberdeen. The A2/1 and A2/3 subclasses entered service in 1944–1947, initially at English depots such as New England (Peterborough, 34E), Heaton (Newcastle, 52A), and York (50A), handling ECML workings from London King's Cross northward.[18][16] Under British Railways from 1948, the Peppercorn A2s continued these duties, with allocations along the ECML from New England to Haymarket (Edinburgh, 64B). In 1949, five Peppercorn A2s transferred to Scottish sheds, including Dundee Tay Bridge (62B) and Aberdeen Ferryhill (61B), to support heavier loads on northern expresses. By the mid-1950s, concentrations shifted to York and Edinburgh Haymarket, with occasional use on semi-fast passenger and parcels services. Three locomotives (Nos. 60525, 60530, 60535) were briefly allocated to Polmadie (66A, Glasgow) in 1963 for West Coast Main Line over the former LMS route to Carlisle, replacing Coronation class Pacifics before dieselization.[16][18][1] The class occasionally handled freight and relief trains, particularly the A2/2s in Scotland, but remained optimized for high-speed passenger haulage on the ECML and associated branches until the early 1960s.[16]Evaluation and Withdrawal
Expert Assessments
The LNER Class A2 locomotives designed by Edward Thompson and Arthur Peppercorn received varied evaluations, reflecting wartime design constraints and post-war operational demands. Thompson's A2/2 rebuilds from Gresley P2s (1943–1944) were criticized for inheriting flaws like poor riding qualities and a tendency to slip, though they offered improved acceleration with 6 ft 2 in wheels. The A2/1 new-builds (1944–1945) and A2/3s (1946–1947) addressed some issues but faced ongoing criticism for high coal consumption—up to 20% above Gresley A4s—and frame cracking due to the divided drive mechanism, which increased maintenance needs.[19][18] Peppercorn's A2s (1947–1948), with outside cylinders ahead of the bogie for better stability, were generally praised as the class's high point, achieving tractive efforts of 40,430 lbf and speeds over 100 mph on the East Coast Main Line. Experts like O. S. Nock noted their strong performance on heavy expresses like the Flying Scotsman, though boiler efficiency remained a weak point compared to the A1 class. Overall, the class was seen as a reliable but fuel-intensive evolution of Pacific designs, suited to inter-City services but outpaced by emerging diesel traction.[16][17] In historical analysis, the A2s represent a bridge between Gresley's conjugated gear and more standardized post-war locomotives, with Thompson's variants viewed as rushed wartime products and Peppercorn's as refined but short-lived due to nationalization and modernization. No major accidents were attributed to design flaws, but the class's complexity contributed to higher downtime.[20]Scrapping and Legacy
Withdrawals of the LNER Class A2 began in 1959 amid British Railways' dieselization program, with the problematic A2/1 and A2/2 subclasses retired first: all A2/1s by 1960 and A2/2s by 1961 due to persistent mechanical issues and inefficiency. The A2/3s followed from 1961–1962, while Peppercorn A2s lasted longer in Scotland, with final withdrawals in 1966. All 40 locomotives were scrapped by 1966 at works like Doncaster and Inverurie, except for No. 60532 Blue Peter (Peppercorn-built, 1948), preserved in 1964 and now operational for heritage tours.[18][16] Key factors in their demise included the 1955 Modernisation Plan prioritizing diesel and electric traction, high operating costs from poor fuel economy (e.g., 50–60 lb/mile on expresses), and route restrictions from length (70 ft over buffers). The class's service overlapped with cheaper alternatives like the Britannia class, and economic pressures post-nationalization limited overhauls.[19][20] The A2s' legacy endures as powerful express haulers that sustained LNER traditions into the BR era, with Blue Peter symbolizing preservation efforts. They influenced later designs in stability and power but highlighted debates on cylinder arrangements and efficiency in British steam development. Unlike the earlier Raven A2s (scrapped 1937 without preservation), the main class's sole survivor underscores their operational significance.[16]Fleet Details
Individual Locomotives
The LNER Class A2 fleet comprised 45 locomotives across five subclasses: the five early Raven designs (1922–1924), four Thompson A2/1 new-builds (1944–1945), six Thompson A2/2 rebuilds from Gresley P2 class (1943–1944), fifteen Thompson A2/3 new-builds (1946–1947), and fifteen Peppercorn A2 new-builds (1947–1948). The Raven locomotives were allocated primarily to Gateshead shed upon entry to service, with all transferred to York shed in 1934 for continued express passenger duties on the East Coast Main Line.[12]Raven A2 (5 locomotives, Darlington Works)
| LNER No. | Name | Build Date | Entry to Service | Key Service Notes | Withdrawal Date |
|---|---|---|---|---|---|
| 2400 | City of Newcastle | Dec 1922 | 1923 | Trials at King’s Cross; express passenger trains | Apr 1937 |
| 2401 | City of Kingston upon Hull | Dec 1922 | 1923 | Based at Gateshead; Grantham-Edinburgh duties | Jul 1936 |
| 2402 | City of York | Mar 1924 | 1924 | Gateshead/York; heavy secondary expresses | Jul 1936 |
| 2403 | City of Durham | Mar 1924 | 1924 | Gateshead/York; secondary expresses | May 1937 |
| 2404 | City of Ripon | Mar 1924 | 1924 | Gateshead/York; fitted with A1 boiler (1929) | Feb 1937 |
Thompson A2/1 (4 locomotives, Darlington Works)
| BR No. | LNER No. (Original) | Name | Build Date | Key Service Notes | Withdrawal Date |
|---|---|---|---|---|---|
| 60507 | 507 (3696) | Highland Chieftain | May 1944 | Express passenger services | Dec 1960 |
| 60508 | 508 (3697) | Duke of Rothesay | Jun 1944 | Express passenger services | Feb 1961 |
| 60509 | 509 (3698) | Waverley | Nov 1944 | Express passenger services | Aug 1960 |
| 60510 | 510 (3699) | Robert the Bruce | Jan 1945 | Express passenger services | Nov 1960 |
Thompson A2/2 (6 locomotives, rebuilt from P2 class at Doncaster/Darlington)
| BR No. | LNER No. | Original P2 No. | Name | Rebuild Date | Key Service Notes | Withdrawal Date |
|---|---|---|---|---|---|---|
| 60501 | 501 | 2001 | Cock o' the North | Sep 1944 | Edinburgh-Aberdeen line | Feb 1960 |
| 60502 | 502 | 2002 | Earl Marischal | Jun 1944 | Edinburgh-Aberdeen line | Jul 1961 |
| 60503 | 503 | 2003 | Lord President | Dec 1944 | Edinburgh-Aberdeen line | Nov 1959 |
| 60504 | 504 | 2004 | Mons Meg | Nov 1944 | Edinburgh-Aberdeen line | Jan 1961 |
| 60505 | 505 | 2005 | Thane of Fife | Jan 1943 | Edinburgh-Aberdeen line | Nov 1959 |
| 60506 | 506 | 2006 | Wolf of Badenoch | May 1944 | Edinburgh-Aberdeen line | Apr 1961 |
Thompson A2/3 (15 locomotives, Doncaster Works)
| BR No. | LNER No. | Name | Build Date | Key Service Notes | Withdrawal Date |
|---|---|---|---|---|---|
| 60500 | 500 | Edward Thompson | May 1946 | East Coast Main Line expresses | Jun 1963 |
| 60511 | 511 | Airborne | Jul 1946 | East Coast Main Line expresses | Nov 1962 |
| 60512 | 512 | Steady Aim | Aug 1946 | East Coast Main Line expresses | Jun 1965 |
| 60513 | 513 | Dante | Aug 1946 | East Coast Main Line expresses | Apr 1963 |
| 60514 | 514 | Chamossaire | Sep 1946 | East Coast Main Line expresses | Dec 1962 |
| 60515 | 515 | Sun Stream | Oct 1946 | East Coast Main Line expresses | Nov 1962 |
| 60516 | 516 | Hycilla | Nov 1946 | East Coast Main Line expresses | Nov 1962 |
| 60517 | 517 | Ocean Swell | Nov 1946 | East Coast Main Line expresses | Nov 1962 |
| 60518 | 518 | Tehran | Dec 1946 | East Coast Main Line expresses | Nov 1962 |
| 60519 | 519 | Honeyway | Feb 1947 | East Coast Main Line expresses | Dec 1962 |
| 60520 | 520 | Owen Tudor | Mar 1947 | East Coast Main Line expresses | Jun 1963 |
| 60521 | 521 | Watling Street | May 1947 | East Coast Main Line expresses | Nov 1962 |
| 60522 | 522 | Straight Deal | Jun 1947 | East Coast Main Line expresses | Jun 1965 |
| 60523 | 523 | Sun Castle | Aug 1947 | East Coast Main Line expresses | Jun 1963 |
| 60524 | 524 | Herringbone | Sep 1947 | East Coast Main Line expresses | Feb 1965 |
Peppercorn A2 (15 locomotives, Doncaster Works)
| BR No. | LNER No. | Name | Build Date | Key Service Notes | Withdrawal Date |
|---|---|---|---|---|---|
| 60525 | 525 | A. H. Peppercorn | Dec 1947 | East Coast Main Line; some Scottish allocation 1949 | Mar 1963 |
| 60526 | 526 | Sugar Palm | Jan 1948 | East Coast Main Line; some Scottish allocation 1949 | Nov 1962 |
| 60527 | E527 | Sun Chariot | Jan 1948 | East Coast Main Line; some Scottish allocation 1949 | Apr 1965 |
| 60528 | E528 | Tudor Minstrel | Feb 1948 | East Coast Main Line; some Scottish allocation 1949 | Jun 1966 |
| 60529 | E529 | Pearl Diver | Feb 1948 | East Coast Main Line; some Scottish allocation 1949 | Dec 1962 |
| 60530 | E530 | Sayajirao | Mar 1948 | East Coast Main Line; some Scottish allocation 1949 | Nov 1966 |
| 60531 | E531 | Bahram | Mar 1948 | East Coast Main Line; some Scottish allocation 1949 | Dec 1962 |
| 60532 | - | Blue Peter | Mar 1948 | East Coast Main Line; preserved | Dec 1966 (preserved) |
| 60533 | - | Happy Knight | Apr 1948 | East Coast Main Line; some Scottish allocation 1949 | Jun 1963 |
| 60534 | - | Irish Elegance | Apr 1948 | East Coast Main Line; some Scottish allocation 1949 | Dec 1962 |
| 60535 | - | Hornet's Beauty | May 1948 | East Coast Main Line; some Scottish allocation 1949 | Jun 1965 |
| 60536 | - | Trimbush | May 1948 | East Coast Main Line; some Scottish allocation 1949 | Dec 1962 |
| 60537 | - | Bachelor's Button | Jun 1948 | East Coast Main Line; some Scottish allocation 1949 | Dec 1962 |
| 60538 | - | Velocity | Jun 1948 | East Coast Main Line; some Scottish allocation 1949 | Nov 1962 |
| 60539 | - | Bronzino | Aug 1948 | East Coast Main Line; some Scottish allocation 1949 | Nov 1962 |