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LNER Class P1
LNER Class P1
LNER Class P1
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LNER Class P1
No. 2394, circa. 1928, with booster engine and Westinghouse pump
Type and origin
Power typeSteam
DesignerSir Nigel Gresley
BuilderDoncaster Works
Serial number1619–1620
Build dateJune & November 1925
Total produced2
Specifications
Configuration:
​
 • Whyte2-8-2
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.3 ft 2 in (0.965 m)
Driver dia.5 ft 2 in (1.575 m)
Trailing dia.3 ft 8 in (1.118 m)
Wheelbase36 ft 2 in (11.02 m)
Axle load18.65 long tons (18.95 t; 20.89 short tons)
Loco weight100 long tons (102 t; 112 short tons)
Tender weight51.4 long tons (52.2 t; 57.6 short tons)
Total weight151.4 long tons (153.8 t; 169.6 short tons)
Fuel typeCoal
Fuel capacity7 long tons (7.1 t; 7.8 short tons)
Water cap.4,700 imp gal (21,400 L; 5,640 US gal)
Firebox:​
 • Grate area41.25 sq ft (3.832 m2)
Boiler6 ft 5 in (1.96 m) max.
Boiler pressure180 psi (1.2 MPa) (as P1/1)
220 psi (1.5 MPa) (as P1/2)
Heating surface:​
 • Firebox215 sq ft (20.0 m2)
 • Tubes1,880 sq ft (175 m2)
 • Flues835 sq ft (77.6 m2)
 • Total surface3,455 sq ft (321.0 m2)
SuperheaterRobinson
Cylinders3 (2 outside, one inside)
Cylinder size20 in × 26 in (508 mm × 660 mm) (as P1/1)
19 in × 26 in (483 mm × 660 mm)) (as P1/2)
10 in × 12 in (254 mm × 305 mm) booster
Valve gear
Valve type8-inch (203 mm) piston valves
Performance figures
Tractive effort(85% boiler pressure) 38,500 lbf (171 kN) (as P1/1)
42,500 lbf (189 kN) (as P1/2)
8,500 lbf (38 kN) booster
Career
Axle load classRoute availability 7
WithdrawnJuly 1945
DispositionBoth scrapped

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.

Construction and into service

[edit]

An order for two locomotives was placed with Doncaster Works in November 1923, and Engine Order 303 was issued for these: the individual locomotives were allotted Doncaster works numbers 1619–20.[1] The first P1, No. 2393, was completed by Doncaster in June 1925 and was shown at the Darlington Centenary celebrations in July. No. 2394 was completed in November 1925. Both were externally rather similar, although 2393 had a 32-element superheater while 2394 had a larger 62-element 'E' type superheater.[2] They were the first 2-8-2 locomotives to be built in Britain for local use, although not the first designed. Both were allocated to New England shed after completion where they were subjected to regular testing.

In service, the P1s could handle 100-wagon coal trains, although these were an operational hazard because they overhung track circuits and were too long for many of the passing loops. They were also coal-hungry engines: a 1926 Locomotive Inspectors Conference Report stated that the engines used 131 pounds per mile (37 kg/km) of coal.[3] However, they were still thought of highly enough in 1926 that it was proposed to build another four P1s to replace an equivalent number of 0-8-0s.

The boosters

[edit]

The P1 class engines were initially equipped with two-cylinder booster engines attached to the trailing axle. They were engaged using a Westinghouse pump mounted on the boiler to engage the cylinder clutch.[4] The booster engine had a tractive effort of 8,500 lbf (38 kN) when used, increasing the tractive effort of the locomotive from 38,500 to 47,000 lbf (171 to 209 kN). It was intended by Gresley that these boosters would be used to assist the locomotive while starting, and in topping the banks over which they travelled.

The tenders attached to the P1s had a specially designed dragbox to accommodate the booster equipment. In practice, the boosters were troublesome. When in operation, they filled the cab with steam, and the fireman's workload was doubled. The steam pipes from the boiler to the booster were prone to fracture, particularly on the sharp curves of the turning triangle at the New England shed. The boosters were removed from engines 2394 and 2393 in 1937 and 1938, respectively.[5]

Service and withdrawal

[edit]

The two P1s were only ever used between New England and Ferme Park, the only route deemed suitable for them by the Operating Department. In practice there were issues with running such large trains with such powerful engines. The large three-cylinder engines required a considerable effort on the part of the fireman and the booster was known as particularly hungry for steam requiring even more coal. As a result turns firing the P1s were considered as ones to avoid.[6] It was also found that the heavier trains that the P1s could handle were too long for many of the passing loops resulting in delays to passenger trains.[6] The result was that they were considered uneconomic as they were generally used in hauling trains of less than the 1,000 long tons (1,020 t; 1,120 short tons) for which they were built.[citation needed] In 1934, No. 2394 was experimentally tried on the 07:45 am semi-fast passenger train from Kings Cross to Peterborough[6] as part of the planning stage for P2 class locomotive 2001 Cock o' the North. Although the engine was able to reach a maximum speed of 65 mph (105 km/h), this put too much stress on the fireman who later commented that he was thankful not to have been going beyond Peterborough.[7]

In 1942, both engines were overhauled and their original boilers, then in very poor condition, were replaced with A3-type 220 lbf/in2 (1.52 MPa) boilers and their cylinder diameter was reduced to 19 inches (483 mm), leading to an increased tractive effort of 42,500 lbf (189 kN) The valve motion was retained in its original short-lap travel configuration. The rebuilding of no. 2394 took place in November 1942, after which it was intended to reclassify the locomotive P1/2. Before this reclassification could take place, no. 2393 was in the process of undergoing a similar rebuild, this being completed in January 1943, so the need to distinguish the two variants passed and both remained as Class P1.[8]

Due to the reduction of heavy freight trains after the Second World War, both engines were withdrawn and scrapped by Edward Thompson in July 1945, the first Gresley locomotives to be withdrawn and scrapped by intention. The six-wheeled tenders were modified with standard dragboxes to run behind new Thompson Class B2 4-6-0s Nos 2815 Culford Hall and 1632 Belvoir Castle, while the boilers were removed and fitted to Gresley A1s No. 2557 Blair Atholl and 2565 Merry Hampton during their conversion from Class A1 to Class A3.[9] [10]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

LNER Class P1

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from Grokipedia
The LNER Class P1 was a class of two experimental 2-8-2 "Mikado" steam locomotives designed by Sir Nigel Gresley for the London and North Eastern Railway (LNER), intended primarily for hauling heavy mineral freight trains on routes such as Peterborough to London and Immingham to Wath Yard. Introduced in 1925, these locomotives were notable for their innovative features, including a rare axle-mounted booster on the trailing truck to enhance starting power, three cylinders (two outside and one inside), and steam-powered reversing gear and brakes, which allowed them to manage loads of up to 1,600 tons or 100 coal wagons unaided. Built at Doncaster Works with design assistance from The Superheater Company in New York for the booster and superheater elements, the pair—numbered 2393 and 2394—featured a boiler interchangeable with Gresley's A1 Pacific class, operating at 180 psi pressure, 20-inch by 26-inch cylinders, and a tractive effort of 38,500 lbf (augmented by 8,500–9,500 lbf from the booster). Despite their impressive capabilities on heavy hauls, the P1 class faced operational limitations, including high coal consumption on lighter trains and maintenance issues with the booster, which was prone to flooding the cab with steam and was removed from both locomotives between 1937 and 1938. Plans to build four additional examples were abandoned due to these inefficiencies and the shift toward more versatile designs, leading to the class's early withdrawal in July 1945 under Edward Thompson's modernization policies. Both locomotives were scrapped, with their boilers repurposed for A1 and A3 class locomotives, rendering the P1 a "lost class" with no preserved examples today. Later modifications included cylinder rebore to 19 inches and boiler upgrades to the higher-pressure A3 type at 220 psi, boosting tractive effort to 42,500 lbf, but these changes did little to extend the class's service life.

Design and Development

Background and Requirements

In the early 1920s, the London and North Eastern Railway (LNER) faced increasing demands for more powerful freight locomotives to handle heavy coal traffic, particularly on congested routes requiring the haulage of substantial mineral trains. The existing O2 class 2-8-0 locomotives were insufficient for emerging needs, such as pulling up to 100-wagon loads over gradients, prompting the railway to seek designs capable of managing 25% greater tonnage than the O2s. Key operational challenges included transporting coal from the Durham coalfields via Immingham to Wath Yard in South Yorkshire, and from Peterborough's New England yard to London's Ferme Park depot, where route restrictions and mixed traffic demanded locomotives with enhanced stability and tractive effort for starting heavy loads. Nigel Gresley, the LNER's Chief Mechanical Engineer, addressed these requirements by developing the P1 class, initially considering a 2-10-2 wheel arrangement before settling on the 2-8-2 Mikado configuration in 1923 for better stability under heavy loads and compatibility with British loading gauges. This choice drew influences from American Mikado designs, which emphasized high tractive effort for freight, as well as Gresley's own O2 class, incorporating a three-cylinder layout to ensure smooth power delivery and reduced hammer blow on the track. Gresley submitted his P1 proposal to the LNER Locomotive Committee in August 1923, targeting a design that could handle over 1,600 tons on these routes while adhering to the railway's standardization policies for boilers and components. The P1's initial specifications aimed for a nominal tractive effort of 38,500 lbf to meet gradient challenges, such as those on the approaches, with the addition of a trailing-truck booster to augment starting effort for maximum ratings. This reflected Gresley's focus on versatility for the LNER's diverse freight operations, prioritizing sustained power for long hauls over lighter mixed-traffic duties.

Technical Specifications

The LNER Class P1 locomotives were designed as powerful (Mikado) freight engines, featuring three cylinders measuring 20 inches in by 26 inches in stroke initially; these were rebored to 19 inches by 26 inches during the 1942 rebuilds on both locomotives ( as P1/2), which also received upgraded 94 boilers at 220 psi to optimize performance. Driving wheels had a of 5 feet 2 inches, providing the necessary for heavy trains while allowing a top speed capability of around 60 mph in freight service. The overall measured 59 feet 8 inches, comprising a 36 feet 2 inches engine and a 13 feet tender , contributing to stable running on main lines. The weighed 100 long tons in working order, with the tender adding 72 tons 10 when fully laden, for a combined total of approximately 172 tons 10 . Additional features included steam reversing gear for efficient control and a Westinghouse air pump for operation. The tender had a capacity of 6,000 imperial gallons of water and 6 long tons of , supporting extended hauls on coal and mineral routes. Boiler specifications for the class used Diagram 94 at 180 psi working pressure for the original 1925 builds, featuring a grate area of 41.25 square feet and total heating surface of 3,455 square feet (including 525 square feet ). Both locomotives were rebuilt in 1942 with Diagram 94 uprated to 220 psi, retaining the grate area of 41.25 square feet, evaporative heating surface of 2,930 square feet, and 525 square feet (43 elements). These enhancements improved steaming efficiency for sustained heavy pulls. Performance parameters reflected the class's freight focus, with a non-boosted tractive effort of 38,500 lbf at 85% boiler pressure for the early configuration, rising to 42,500 lbf after the 1942 rebuilds with the reduced cylinder diameter and higher pressure. The optional rear-mounted booster, when fitted, augmented this to approximately 47,000 lbf for starting heavy loads.
Key DimensionSpecification
Cylinder Bore × Stroke20 in × 26 in (initial); 19 in × 26 in (post-1942)
Driving Wheel Diameter5 ft 2 in
Boiler Working Pressure180 psi (initial); 220 psi (post-1942)
Grate Area41.25 sq ft
Total Heating Surface3,455 sq ft
Tractive Effort (Non-Boosted)38,500 lbf (initial); 42,500 lbf (post-1942)
Locomotive Weight100 long tons
Tender Capacity (Water/Coal)6,000 imp gal / 6 long tons

Construction

Building Process

The two locomotives of the LNER Class P1 were constructed at following the approval of Nigel Gresley's design by the LNER Locomotive Committee in August 1923. No. 2393 emerged from the works in June 1925, with its sister engine No. 2394 completing construction five months later in November. No. 2393 was fitted with a Robinson , while No. 2394 initially received an "E Double" , which was later replaced by a Robinson type in 1931. Production incorporated robust steel frames and three cylinders each measuring 20 by 26 inches, reflecting Gresley's emphasis on power for heavy . Unlike typical Gresley designs from , the P1 class featured reversing gear and brakes fitted to both the and tender, enhancing control for demanding freight operations.

Initial Trials and Entry into Service

Upon completion at in 1925, the two LNER Class P1 locomotives—No. 2393 in June and No. 2394 in November—were allocated to shed at for initial trials. No. 2393 briefly participated in the Stockton & Centenary celebrations in July 1925 before entering testing. The trials, conducted primarily in 1925 and into 1926, focused on evaluating the locomotives' performance in heavy freight duties on the New England to Ferme Park route. Test runs involved hauling substantial coal trains of approximately 100 wagons, totaling up to 1,500 tons, where the P1s demonstrated superior adhesion due to their 2-8-2 wheel arrangement and baseline tractive effort of 38,500 lbf, enabling reliable starts and sustained power on undulating gradients. Early performance assessments highlighted the locomotives' effectiveness for intensive mineral traffic, though the rear-axle boosters proved viable only on loads exceeding 1,600 tons—rarer than typical workings—leading to infrequent use and observations of high consumption on lighter trains. Minor operational adjustments addressed initial challenges, such as steam pipe leaks in the booster system, which were never fully eliminated. By late 1925, both P1s transitioned to regular service from shed, rostered for heavy coal trains to London-area yards like Ferme Park, where they began supplanting older freight locomotives on demanding hauls. This integration marked their role in enhancing LNER freight efficiency on the Great Northern main line.

Booster Equipment

Design and Installation

The design of the booster for the LNER Class P1 locomotives originated from Sir Nigel Gresley's interest in enhancing low-speed tractive power for heavy freight duties, drawing inspiration from American railway practices. Gresley commissioned design assistance from The Company in New York, which recommended a Cartazzi-type trailing truck to accommodate the booster while maintaining compatibility with British loading gauges. This adaptation aimed specifically at improving the locomotives' ability to start and ascend gradients with trains, addressing limitations observed in earlier Gresley designs like the C1 Atlantic trials. The booster itself was a two-cylinder auxiliary steam engine, featuring 10-inch by 12-inch cylinders geared to the trailing truck axle via a back-gear system with an initial ratio of 36:14, later modified to 36:24 for better speed range. It delivered 8,500 lbf of when engaged, powered directly by from the locomotive's at a higher than that used in prior GNR experiments. Mounted integrally on the trailing truck, the unit increased the locomotive's adhesive weight and provided supplementary power without altering the core wheel arrangement. Installation occurred during the locomotives' construction at , with the booster fitted to No. 2393 in June 1925 and No. 2394 in November 1925, coinciding with their entry into service. The assembly was secured to the trailing truck frame, with steam piping connected to the and controls integrated into the cab; initial setups used a Westinghouse pump for engagement, later supplemented by a steam-operated system. This integration allowed the booster to be cut in at speeds below 15 mph and automatically disengaged via a speed at around 30 mph to prevent overload during higher-speed running. When combined with the main engine's 38,500 lbf , the booster raised the total to 47,000 lbf, enabling the P1 class to start trains of at least 1,600 tons from standstill on moderate gradients. The automatic facilitated reliable operation by handling disengagement based on speed, reducing manual intervention and wear on the gearing, though steam leaks in the piping proved a persistent maintenance challenge.

Operation and Removal

The booster equipment on the LNER Class P1 locomotives was primarily employed for starting heavy coal trains in sidings or marshalling yards, where it provided supplementary to assist in moving substantial loads. This capability proved particularly effective on routes such as the line between Ferme Park and , where the locomotives operated during the 1920s and into , hauling mineral traffic that occasionally reached 100 wagons or over 1,600 tons. In operational practice, however, the boosters were engaged infrequently by the mid-1930s, as typical freight loads fell below the 1,600-ton threshold required for their efficient use, limiting their deployment to rare instances of maximum-demand starts. The system added approximately 8,500 lbf of when active, but its activation was confined to low-speed maneuvers under 15 mph due to the of the idler gear mechanism. Several operational challenges undermined the boosters' reliability and practicality. High steam consumption demanded excessive coal usage, even for short bursts, while persistent leaks in the steam pipes from the to the booster frequently allowed hot to flood , posing discomfort and risks to the . Maintenance was labor-intensive, as these leaks could not be fully rectified despite repeated attempts, and the equipment's complexity contributed to overall downtime. These inefficiencies, combined with the rising costs of upkeep amid declining heavy freight demands, prompted their decommissioning. The booster on No. 2394 was removed in 1937, followed by that on No. 2393 in 1938, restoring the locomotives' standard to 38,500 lbf and simplifying their configuration for continued service without the .

Operational History

Freight Service

The LNER Class P1 locomotives were designed specifically for heavy freight duties, primarily hauling and mineral trains on principal routes including to Ferme Park and to Wath Yard, from their introduction in 1925 until rebuilding commenced in 1942. These operations involved long-haul services over the Great Northern main line and associated yards, where the locomotives' high enabled them to manage substantial mineral traffic essential to industrial needs in the North and . In performance, the P1 class excelled with heavy loads, routinely handling trains of 100 wagons totaling around 1,600 tons, such as consignments from to , demonstrating reliability and power on gradients and sustained runs. However, they were overpowered for lighter trains, leading to uneconomic operation due to excessive coal consumption on such duties, which limited their versatility compared to more modest freight locomotives. Allocated mainly to New England shed near , the locomotives focused on bulk mineral movements. Both were subjected to regular testing at this allocation. During the early years of service, the P1s' fitted boosters provided valuable assistance for starting heavy trains from rest, enhancing their utility on congested freight lines.

Rebuilding and Later Modifications

In 1942, both locomotives of the LNER Class P1 underwent a major rebuild at , where their original boilers—described as being in very poor condition—were replaced with A3-type Diagram 107 boilers operating at a higher of 220 psi. This change, combined with the fitting of smaller cylinders (19 in × 26 in), increased the from the original 38,500 lbf to 42,500 lbf. For comparison, the original boilers had operated at 180 psi. Additional modifications during the rebuild included the installation of 43-element superheaters to improve steam efficiency, along with adjustments to accommodate the new boiler design. The locomotives' tenders were later swapped and modified for use on Thompson B2 class engines, promoting resource efficiency through parts reuse across the fleet. These changes reclassified the engines as P1/2, though the rebuilds occurred in late 1942 for No. 2394 and early 1943 for No. 2393. Post-rebuild, the P1/2 locomotives demonstrated improved steaming capabilities due to the upgraded boilers and superheaters, allowing better performance on heavy mineral trains. However, their complex design continued to result in high maintenance demands, and they remained most efficient only on loads exceeding 1,600 tons, with lighter trains leading to elevated coal consumption. During , they were allocated British Railways numbers 65743 and 65744 in anticipation of , but both were withdrawn in July 1945 before entering full BR service.

Withdrawal and Legacy

Withdrawal Process

The two LNER Class P1 locomotives, Nos. 2393 and 2394, were officially withdrawn from service in July 1945 as part of Edward Thompson's standardization program, which aimed to rationalize the LNER's fleet by eliminating non-standard designs. This decision was influenced by the post-World War II decline in heavy freight traffic, rendering the specialized P1s unsuitable for redeployment elsewhere, compounded by their high consumption and maintenance demands from earlier issues like the problematic booster equipment. During their final years of limited operation in 1944 and 1945, the locomotives were relegated to secondary freight duties, primarily hauling lighter coal trains between New England (Peterborough) and Ferme Park (London), after having been rebuilt in 1942 with more standard A3-type boilers to address wartime wear on their original units. No major accidents were recorded as contributing to their withdrawal, and following official retirement, both were stored at Doncaster before disposal. Scrapping occurred promptly at by the end of 1945, marking the P1 class as the first of Nigel Gresley's designs to be intentionally withdrawn and dismantled under Thompson's oversight. Useful components were salvaged for reuse: the tenders were modified and transferred to two Thompson B2 class locomotives, while the boilers were repurposed on A3 Pacifics Nos. 2557 and 2565.

Preservation and Influence

None of the LNER Class P1 locomotives survived into preservation, with both examples fully scrapped following their withdrawal from service in July 1945. The class's short operational life from 1925 to 1945, combined with the post-war emphasis on scrapping older designs under Edward Thompson's policies, ensured no parts, tenders, or replicas were retained for heritage purposes as of 2025. The P1 class pioneered the use of auxiliary boosters on tender locomotives in the , introducing an American-inspired technology that added 8,500 lbf to for heavy freight starts, though the system was later deemed inefficient and removed by 1938. This innovation influenced subsequent Gresley designs, particularly the P2 class express passenger locomotives built from 1934, which adopted similar large-boiler and three-cylinder configurations but without boosters for higher-speed operations. Post-World War II studies of heavy freight drew on the P1's experiences, highlighting the challenges of high coal consumption on lighter loads and informing British Railways' transition to diesel and electric traction for mineral services. Modern interest in the P1 class persists through scale models and simulations, including a now-discontinued Crownline 4mm () kit and digital representations in Train Simulator software. Railway heritage discussions often reference the class as a "lost" Gresley design, emphasizing its experimental role in freight without preserved examples to showcase. Archival records on the P1 remain limited, with scant documentation of accidents indicating a relatively uneventful career, though further research into maintenance costs could reveal more about its economic viability.
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