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LNER Class V2
LNER Class V2
LNER Class V2
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LNER Class V2
4771 LNER class V2 Green Arrow at Toddington railway station
Type and origin
Power typeSteam
DesignerSir Nigel Gresley
BuilderLNER Doncaster and Darlington Works
Build date1936–1944
Total produced184
Specifications
Configuration:
​
 • Whyte2-6-2
 • UIC1′C1′ h3
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.3 ft 2 in (0.965 m)
Driver dia.6 ft 2 in (1.880 m)
Trailing dia.3 ft 8 in (1.118 m)
Length66 ft 5.125 in (20.24698 m)
Axle load22 long tons (22 t; 25 short tons)
Loco weight93 long tons 2 cwt (208,500 lb or 94.6 t)
Tender weight52 long tons 0 cwt (116,500 lb or 52.8 t)
Fuel typeCoal
Fuel capacity7 long tons 10 cwt (16,800 lb or 7.6 t)
Water cap.4,200 imp gal (19,000 L; 5,000 US gal)
Firebox:​
 • Grate area41.25 sq ft (3.832 m2)
Boiler:
​
 • Diameter5 ft 9.2 in (1,758 mm) outside
Boiler pressure220 psi (1.52 MPa)
Heating surface2,431.07 sq ft (225.854 m2)
Superheater:
​
 • Heating area679.67 sq ft (63.143 m2)
CylindersThree
Cylinder size18.5 in × 26 in (470 mm × 660 mm)
Valve gear
Performance figures
Tractive effort33,730 lbf (150.0 kN)
Career
OperatorsLondon and North Eastern Railway, British Railways
ClassLNER: V2
Power classBR: 6MT
Retired1962–1966
DispositionOne preserved, remainder scrapped

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 across the British railway network. They were built at the LNER workshops in Doncaster and Darlington between 1936 and 1944. The best known example is the first of the class to be constructed: 4771 Green Arrow, which is now the only example of the class in preservation.[1]

Construction

[edit]

The V2s were the only major class of 2-6-2 tender locomotives used in Britain. While 2-6-2T tank locomotives were common in the UK, the only other 2-6-2 tender locomotives were the unsuccessful experimental Midland Railway Paget locomotive of 1908, and the two examples of Gresley's LNER Class V4 of 1941. The wheel arrangement allowed the fitting of a large firebox uninhibited by the rear driving wheel, and the front pony truck improved stability at high speeds.

The V2 was derived from the Class A1/A3 pacifics with smaller driving wheels (of 6 ft 2 in or 1.880 m compared to 6 ft 8 in or 2.032 m) and a shortened boiler. It retained Gresley's favoured 3-cylinder arrangement. Unusually, all 3 cylinders were part of a single 'monobloc' casting.

184 locomotives were built in 14 batches between 1936 and 1944 at Doncaster and Darlington Works, construction continuing through the Second World War as they proved their usefulness. A further four locomotives, ordered as V2s, were redesigned by Gresley's successor Edward Thompson and completed as Pacifics (LNER Thompson Class A2/1).

The V2 was a versatile locomotive, capable of hauling fast fitted freights and express passenger trains. Its relatively heavy 22-ton axle load meant that its use was restricted to around 40% of the LNER's route miles. For example, it was barred from all of the former Great Eastern Railway main lines. Gresley recognised that a lighter mixed-traffic locomotive was required, and the V4 class was designed to this end. However, it was to be the versatile LNER Thompson Class B1 4-6-0 that succeeded the V2 as the LNER's standard mixed traffic locomotive, although the B1 never matched the V2's power output.[2]

Working life

[edit]
60952 pulling a freight train

First of the initial batch for five Doncaster-built V2s was number 4771, which emerged in June 1936 and was promptly named "Green Arrow", after the express freight service for which the locomotives had been built. Successful trials with this quintet led to both Doncaster and Darlington works producing further batches. The final locomotive, number 3695, was delivered from Darlington in July 1944.

The V2 had the free-steaming qualities that the LNER's operating department required. Not only was it capable of working vacuum-braked freights at up to 60 mph (97 km/h), it could deputise for Pacifics on express passenger schedules. In peak condition a V2 could almost match the Pacifics for sustained high-speed running. One locomotive was reliably timed at 93 mph (150 km/h) on the Yorkshire Pullman, while another attained 101.5 mph (163 km/h) on a test train.

The V2s were recognised by 1939 as versatile and powerful locomotives, but their reputation was more firmly established by their remarkable feats of haulage during the Second World War. Trains of over 20 carriages loaded to 700 long tons (710 t) proved within their abilities. On at least one occasion a single V2 hauled 26 coaches from Peterborough to London. Given this capacity for work it was not surprising that construction was allowed to continue through the war years. The V2s performed equally competently for British Railways, leaving their mark on the East Coast Main Line, the Waverley Route between Carlisle and Edinburgh and on the ex-Great Central main line between London Marylebone and Sheffield.

60862 fitted with a double chimney

Significant modifications were made to the V2 class during its service life. In 1946 a series of derailments was traced to the design of the leading pony truck, which was unduly sensitive to the often poor track conditions, a legacy of heavy wartime use and lack of maintenance. Modifications to the suspension cured the problem. During the 1950s cracks in the 3-cylinder monoblocs became increasingly frequent, but replacing them was expensive and in 1956 the decision was taken to replace the monobloc with separate cylinder castings. Seventy-one engines were thus modified: they can be identified by the presence of external steam pipes from smokebox to cylinders. Finally, around 1960 experiments were made with fitting double chimneys to two V2s. This yielded no significant performance gain, but eight engines were subsequently fitted with Kylchap exhausts. These so-called 'Super V2s' were reckoned to be fully equal in performance to the larger Pacifics. However, plans to fit Kylchap chimneys to the remainder of the class were abandoned once it became clear that replacement with diesel locomotives was imminent.

The V2s' swansong came on the Edinburgh—Aberdeen run, working alongside the last LNER A2s and A4s. The entire class was withdrawn from service between 1962 and 1966.

Accidents and incidents

[edit]
  • On 29 January 1939, locomotive No. 4813 was hauling a passenger train which ran into the rear of another at Hatfield, Hertfordshire. Two people were killed and seven were injured.[3]
  • Main article: Browney rail crash
    On 5 January 1946, a freight train became divided on the East Coast Main Line in County Durham. The front portion was brought to a halt at Browney Signalbox, but the rear portion crashed into it. The wreckage fouled signal cables, giving a false clear signal to a passenger train hauled by locomotive No. 4895. This train collided with the wreckage. Ten people were killed.[4]
  • Main article: Potters Bar rail accidents
    On 10 February 1946, a passenger train was derailed at Potters Bar, Hertfordshire, due to a signalman's error. The wreckage fouled signal cables, giving a false clear to an express passenger train hauled by locomotive No. 4876, which collided with the wreckage. A third passenger train hauled by locomotive No. 4833 was travelling in the opposite direction, and it crashed into the wreckage. Two people were killed.[4]
  • Main article: 1947 Doncaster rail crash
    On 9 August 1947, locomotive no. 936 was hauling a passenger train that was in a rear-end collision with another at Doncaster due to a signalman's error. Twenty-one people were killed and 188 were injured.[5]
  • On 2 December 1953, a train, hauled by Ex-WD Austerity 2-8-0 No. 90048, ran off the end of the loop at Billingham, County Durham and was derailed. Locomotive No. 60891 was hauling an express freight train which ran into the wreckage and was also derailed.[6]
  • On 19 April 1955, locomotive No. 60968 was in collision with Fairburn tank No. 42085 at Newcastle Central station, Northumberland. Both locomotives were derailed.[7]
  • On 7 August 1958, a locomotive of the class was hauling an express passenger train that was derailed at Barby, Northamptonshire due to excessive speed through a crossover. One person was killed and seventeen were injured. Errors by a pilotman and confusion over where the train was to be diverted during a period of single line working were major contributory factors.[8]
  • On 19 November 1958, a freight train, hauled by BR Standard Class 9F 2-10-0 No. 92187, overran signals and was involved in a rear-end collision with another at Hitchin, Hertfordshire. Locomotive No. 60885 was hauling a third freight train, which ran into the wreckage and was derailed.[7]
  • On 15 December 1961, an empty coaching stock train was in a rear-end collision with a freight train at Conington, Huntingdonshire during permissive block working. A second freight train then ran into the wreckage. Locomotive No. 60977 was hauling a freight train which then ran into the wreckage.[4]
  • On 7 January 1962, locomotive No. 60954 was hauling a freight train which was derailed at Mirfield, Yorkshire.[6]

Names

[edit]
Named V2 60964 The Durham Light Infantry at York in 1958. It had only been named the previous month.

Only eight V2s were named; seven by the LNER and one by BR. The first of the class was named after the express freight train Green Arrow. Five more were named after Regiments and two after public schools. It is probable that more would have been named had the outbreak of war not intervened.[9]

Original No. LNER 1946 No. BR No. Name Notes
4771 800 60800 Green Arrow Preserved
4780 809 60809 The Snapper, The East Yorkshire Regiment, The Duke of York's Own
4806 835 60835 The Green Howard, Alexandra, Princess of Wales's Own Yorkshire Regiment
4818 847 60847 St Peter's School York AD627
4831 860 60860 Durham School
4843 872 60872 King's Own Yorkshire Light Infantry
4844 873 60873 Coldstreamer
3676 964 60964 The Durham Light Infantry Named in April 1958

Numbering

[edit]
60975 at Newstead

When built, the V2s were numbered 3641–3695 and 4771–4899. Under the LNER 1946 renumbering scheme they were to be renumbered 700-883 but the range 800–983 was allocated before renumbering was completed (19 locomotives briefly carried numbers in the original range).[10] After nationalisation in 1948, British Railways added 60000 to their numbers so they became 60800–60983. BR also gave them the power classification 6MT.

Withdrawal

[edit]

All 184 V2s were withdrawn from stock between February 1962 and December 1966. The last ones in service were No. 60831 and No. 60836. Both had the distinction of being Gresley's last big engines to be in service. No. 60831 and No. 60836 were withdrawn on 6 December 1966 and 31 December 1966 respectively. Both of them were scrapped the following year.[11] The surviving V2 no 4771/60800 Green Arrow was withdrawn in August 1962 from Kings Cross shed.[12][13]

Summary of withdrawals
Year Quantity in
service at
start of year		 No. Withdrawn Quantity Withdrawn Locomotive Numbers
1962 184 69 69 60800–01/07/11/15/19–21/23/26–27/29/32/39–40/42/45/48–51/57/60/63/66–67/73–75/78–79/88/90/93–94/96,
60907–09/11/14–15/17–18/20/26–28/30/33–34/36–38/43/47/49/51/53/56/58/60/65/71/77–80/83
1963 116 43 112 60803–05/14/17/30/41/52–54/58/61–62/69–72/80–81/83/89/92/97–99,
60900/02–03/05–06/12/21/24/35/48/50/54/59/66/68/72/74/81
1964 72 32 144 60802/08–09/12/22/25/33–34/38/55–56/64/82/87/91,
60904/10/13/16/22/25/32/39/41–42/45/57/64/67/69/75/82
1965 40 26 170 60810/16/28/35/37/43–44/46–47/59/65/76/84–85/95,
60901/23/29/31/40/44/46/52/61–63
1966 14 14 184 60806/13/18/24/31/36/68/77/86,
60919/55/70/73/76

Preservation

[edit]
60800 Green Arrow at Crewe Works open day on 1 June 2003. This locomotive is the sole survivor of its class, and is seen here in its British Railways locomotive green livery.
Main article: LNER Class V2 4771 Green Arrow

One Class V2 survives, the first of the class to be constructed: 4771 Green Arrow. Green Arrow is preserved as part of the National Collection, and as such can be seen in use on preserved lines around Britain.

On 1 April 2008, it suffered a boiler failure on the North Yorkshire Moors Railway and has since been a static exhibit at the National Railway Museum. Its boiler repairs have been deemed achievable, however, the National Railway Museum are not currently willing to meet the cost involved in restoring the locomotive to working condition.

Modelling

[edit]

Bachmann are currently producing a new 'OO gauge' model including an updated DCC ready chassis:

35-200 Class V2 Gresley 2-6-2 4791 LNER Lined Green (Original).

35-201 Class V2 Gresley 2-6-2 60845 in BR lined black with early emblem.

35-202 Class V2 Gresley 2-6-2 60847 "St Peters School" in BR lined green with late crest.

Older (pre-2012) Bachmann models had a split chassis design that required a lot of modification to convert to DCC.

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

LNER Class V2

View on Grokipedia
from Grokipedia
The LNER Class V2 was a class of 184 three-cylinder 2-6-2 "Prairie" steam locomotives designed by Sir Nigel Gresley for the London and North Eastern Railway (LNER) and built between 1936 and 1944 for express mixed-traffic duties, capable of hauling both heavy freight trains and passenger services on the East Coast Main Line. These locomotives represented an evolution of Gresley's earlier K3 class 2-6-2 express goods engines, incorporating a wide firebox, monobloc cylinder castings, and Walschaerts valve gear to achieve a tractive effort of 33,730 lbf at a boiler pressure of 220 psi, enabling speeds up to 101.5 mph while handling loads such as 600-ton goods trains at 60 mph or up to 25-car troop trains during World War II. The design aimed to counter growing road competition by accelerating perishable goods transport, such as fresh produce, and the V2s proved versatile enough to substitute for larger Pacific classes like the A3 and A4 on passenger workings. Constructed in 11 batches at and Works, with the first five examples (numbered 4771–4775) entering service in , the class featured innovative elements like rotary cam poppet valves and ACFI feedwater heaters on early builds, though these were later removed for reasons; additionally, the original swing-link pony truck was replaced after 1946 due to issues, improving stability for better route compatibility while maintaining the 22-ton maximum . Operationally, the V2s served across LNER regions until in 1948 under British Railways, where they continued on services like the Edinburgh–Aberdeen route until withdrawals began in 1962, with the last example (No. 60831) retired in December 1966; only one survives in preservation, No. 4771 (BR No. 60800), restored in 1973 and held in the collection, while eight locomotives received names such as The Snapper and Coldstreamer.

Design and Development

Design Background

The London and North Eastern Railway (LNER) Class V2 2-6-2 steam locomotives were designed by , the LNER's Chief Mechanical Engineer, as a versatile three-cylinder mixed-traffic engine capable of handling both express passenger and heavy freight duties. Introduced in 1936, the class addressed the need for a locomotive that could operate efficiently across diverse services, particularly in an era of increasing competition from for time-sensitive goods such as perishable foodstuffs. The V2's 2-6-2 marked the first use of this configuration for a British tender locomotive, selected by Gresley for its balance of stability, tractive power, and speed potential, evolving from earlier considerations of 4-6-0 types. The design's origins trace back to 1932, when Gresley explored modifications to the existing K3 class 2-6-0 express freight locomotives, initially proposing the addition of a rear to create a 2-6-4-4 articulated arrangement for improved load handling and stability. By 1933, this concept shifted to a dedicated 2-6-2 layout incorporating a wide firebox for enhanced steaming, drawing key influences from Gresley's contemporaneous A4 class Pacifics, including streamlined bodywork elements, the cab profile, and efficient boiler arrangements, but adapted with smaller 6 ft 2 in driving wheels to prioritize freight versatility over pure express speed. In May 1935, the LNER ordered the first five examples, with the design finalized by October after further refinements to the length and arrangement. The prototype, No. 4771 , was constructed at and completed in June 1936, followed by trials on the that confirmed its capabilities, including sustained 60 mph speeds on heavy freight trains and up to 101.5 mph on lighter passenger runs. These successful tests led to the class's formal authorization, with production commencing later that year. The V2 effectively bridged the capabilities of smaller mixed-traffic classes like the 4-6-0 B17 Sandringham and the larger 4-6-2 Pacifics such as the A4, delivering higher power and speed for semi-fast passenger services while avoiding the leading bogie complexity of Pacifics that limited freight adaptability. This positioning allowed the V2 to outperform contemporary designs in overall utilization, setting a benchmark for subsequent LNER mixed-traffic locomotives like the two-cylinder B1 class introduced post-war.

Specifications

The LNER Class V2 locomotives employed a 2-6-2 wheel arrangement, characterized by a single leading pony truck, three coupled driving axles with 6 ft 2 in (74 in) diameter wheels, and a single trailing pony truck, providing enhanced stability for mixed-traffic operations over varied routes. Key dimensions included an overall length over buffers of approximately 66 ft 5 in, an engine wheelbase of 33 ft 8 in, and a tender wheelbase of 13 ft 6 in. The locomotive weighed 93 tons 2 cwt in working order, with a maximum axle load of 22 tons, while the fully loaded tender added 51 tons, for a total weight of 144 tons 2 cwt. Power was delivered through three cylinders measuring 18½ in × 26 in, operating at a of 220 lbf/in² to produce a of 33,730 lbf at 85% . The design incorporated a with 679.67 sq ft of heating surface area and comprising Walschaerts mechanism for the two outside cylinders and conjugated Gresley gear for the inside cylinder, with 9 in diameter piston valves. Tenders were initially of the corridor type to facilitate crew movement, with a capacity of 4,000–5,000 imperial gallons of water and around 7–8 tons of coal, enabling runs of several hundred miles depending on load and service; later non-corridor variations were introduced for extended operations on main lines. Efficiency trials demonstrated coal consumption rates of approximately 45 lb per mile on freight workings, reflecting the class's balanced for economical mixed-traffic performance.
ParameterSpecification
2-6-2
Driving Wheel Diameter6 ft 2 in (74 in)
Cylinders3 × (18½ in × 26 in)
Pressure220 lbf/in²
33,730 lbf
Area679.67 sq ft
Engine Weight93 tons 2 cwt
Total Weight (with Tender)144 tons 2 cwt
Tender Water Capacity4,000–5,000 imp gal
Tender Coal Capacity7–8 tons

Construction and Numbering

Production Details

The LNER Class V2 locomotives were constructed over a period spanning from 1936 to 1944, with a total of 184 units produced to meet the demand for versatile mixed-traffic engines. Production began with a , numbered 4771 and later renowned as , which entered service in June 1936 after assembly at . This initial locomotive was followed by four additional s (4772–4775) at the same facility between June and November 1936, validating the design before wider rollout. Further production followed in 1937 at Darlington Works (4776–4795), with additional batches at both Doncaster and Darlington in 1938, before output accelerated from 1939 during World War II to support essential rail operations despite competing priorities for materials and labor. Approximately 70 units were built at Doncaster Works in lots from 1936 to 1941, including early batches like 4771–4775 (1936) and 4843–4852 (1939–1940). Darlington Works handled the bulk of wartime output from 1937 to 1944, constructing around 114 locomotives in larger batches such as 4889–4898 (1941) and 4935–4954 (1943–1944), with the final unit entering service in July 1944. This division of labor between the two LNER facilities enabled efficient scaling, leveraging standardized components from existing Gresley designs to expedite assembly amid wartime constraints.
BuilderRepresentative BatchesBuild PeriodQuantity
Doncaster Works4771–477519365
Doncaster Works4843–48521939–194010
Darlington Works4776–4795193720
Darlington Works4935–49541943–194420

Numbering Systems

The London and North Eastern Railway (LNER) assigned numbers to the Class V2 locomotives in a series that expanded with production batches, beginning with the initial 1936 batch numbered 4771–4775 and continuing non-sequentially with later groups up to 4954. The prototype locomotive was initially allotted the number 637 but was renumbered to 4771 prior to entering service in June 1936. This numbering convention filled gaps in the LNER's existing sequence for post-grouping builds, accommodating the class's growth to a total of 184 locomotives by 1944. During , a proposed 1943 renumbering scheme aimed to reorganize LNER locomotives by power class, allocating the V2s to the 700 series; however, this was largely abandoned, with only a few locomotives briefly renumbered to 700–718 before the scheme was revised, and the prototype allotted 700—a number it never carried due to changes before application. By 1946, under Edward Thompson's direction, the LNER adopted a comprehensive renumbering plan that grouped mixed-traffic locomotives into dedicated blocks, reassigning the V2 class to 800–983 sequentially from the prototype as 800. These adjustments, though brief for the 700 series, highlighted wartime pressures on administrative efficiency amid ongoing production. Following in 1948, British Railways (BR) implemented a across former private companies, adding 60000 to the 1946 LNER numbers for the V2s, resulting in the sequence 60800–60983 with the prototype as 60800. This change streamlined identification for the entire fleet under BR's regional structure, reflecting the class's integration into a nationalized network while preserving sequential order from the LNER era. The progression from fragmented LNER allocations to BR's standardized 60xxx series underscored the V2's role in expansion and operational continuity.

Operational History

Working Life

The LNER Class V2 locomotives were primarily employed in mixed traffic duties, hauling freight trains along the at speeds of up to 60 mph while also operating semi-fast passenger services to key destinations such as and Newcastle. These versatile 2-6-2 engines were allocated across the LNER network, with the majority posted to sheds along the from King's Cross to , enabling them to support both time-sensitive goods and regional passenger needs. Their design facilitated a broad operational scope, excluding only the Great Eastern section, where they handled fast general utility tasks and express goods workings, such as those from King's Cross to . During , the V2 class contributed significantly to the by transporting heavy freight, including munitions and supplies for troop trains, often from major allocation sheds like King's Cross and . This period saw intensified use of the locomotives for reliable, high-capacity hauls amid wartime demands, underscoring their adaptability to urgent national requirements. In the post-war era, the V2s maintained their mixed traffic roles, focusing on express parcels traffic and secondary passenger services until the progressive dieselization of the network in the and . Their service peaked in with 184 locomotives in operation, reflecting the class's sustained importance before withdrawals began. Exemplifying their versatility, V2s routinely managed 1,000-ton freight loads and 400-ton passenger trains at 70–80 mph, occasionally standing in for larger Pacific locomotives on demanding routes.

Named Locomotives

Only eight locomotives of the LNER Class V2 received official names, a small fraction of the 184 built, reflecting selective recognition for prestige and symbolic purposes during the late and post-nationalization period. The naming scheme began with the in 1936 and expanded in 1939 to honor regiments and schools, aligning with the LNER's of associating locomotives with regional or institutional pride to enhance image and morale. These names were typically applied to engines allocated to northern sheds, such as or , where they supported mixed-traffic duties on key routes like the , often featured in publicity events to showcase the class's versatility. The inaugural named V2, No. 4771 Green Arrow, built at Doncaster Works in June 1936, was christened after the pioneering express freight service it was designed to haul, symbolizing the class's innovative role in accelerating mixed-traffic operations. This locomotive, later renumbered 60800 under British Railways, undertook high-profile publicity runs and performance trials, including speed tests on the London-Edinburgh route, demonstrating the V2's capability for both passenger and freight work at sustained speeds over 70 mph. Its name endured through service, underscoring its emblematic status within the class. Subsequent namings in 1939 targeted five engines after prominent Yorkshire-based military regiments, emphasizing regional ties and wartime solidarity. No. 4780 The Snapper, The – Duke of York's Own (BR 60809) was named at Hull in a attended by regimental representatives, assigned primarily to shed for duties on cross-country freights and local expresses. Similarly, No. 4806 The (BR 60835), honoring the regiment, operated from on North Eastern freights, its evoking the unit's storied history in campaigns from the onward. No. 4843 (BR 60872) and No. 4844 Coldstreamer (BR 60873, for the ) followed suit, both based at or sheds for mainline mixed traffic, with Coldstreamer participating in ceremonial runs near the Scottish border to highlight LNER's national reach. Two V2s were named after public schools in 1939, continuing the LNER's educational patronage theme seen in other classes. No. 4831 Durham School (BR 60860), built at , was allocated to the North Eastern Area for passenger workings, its naming reflecting ties to the historic institution in the region. No. 4842 St Peter's School, York A.D. 627 (BR 60847) was similarly honored at a York ceremony, serving on local and semi-fast services from its home shed, symbolizing the school's ancient founding and the LNER's heritage. The final named V2, No. 60964 The Durham Light Infantry, was a post-war addition by British Railways in 1958, the only such honor under nationalized ownership, during a at involving regimental officers. Assigned to York shed, it handled freight and relief passenger turns on the until withdrawal in 1965, its late naming reviving the regiment theme amid declining steam operations. Under BR, most pre-existing names were removed from service by the early as part of standardization efforts, though Green Arrow retained its identity due to its prototype significance and eventual preservation.
LNER No.BR No.NameThemeBuiltKey Assignment
477160800Prototype/Train1936, Publicity runs, ECML tests
478060809The Snapper, – Duke of York's OwnRegiment1939, York shed, cross-country freights
480660835Regiment1939, Darlington shed, NE freights
483160860Durham SchoolSchool1939, North Eastern passenger workings
484260847 A.D. 627School1939, York shed, local expresses
484360872Regiment1939, York/Edinburgh, mainline mixed traffic
484460873ColdstreamerRegiment (Coldstream Guards)1939, Edinburgh shed, border runs
-60964Regiment1943, York shed, late BR freights (named 1958)

Technical Modifications and Performance

Post-War Alterations

Following the nationalisation of the railways in , British Railways implemented various modifications to the V2 class locomotives to enhance their and adapt them to post-war standards, particularly during overhauls at . These alterations were aimed at addressing issues such as steaming performance on heavy freight and duties, while incorporating and improvements. However, with the rapid advance of dieselisation, extensive modifications were limited, affecting only a portion of the fleet before withdrawals began in the early 1960s. A key early post-war change, beginning in 1946, was the replacement of the original swing-link pony truck due to a series of derailments. The new rigid pony truck reduced the maximum from 22.75 tons to 22 tons, improving and stability. One significant modification was the fitting of double chimneys combined with double-blastpipe exhaust systems, trialled in 1960 and applied to eight locomotives between 1961 and 1962. These conversions, performed at on engines such as Nos. 60817, 60881, and 60902, improved draughting and steaming capacity, enabling better performance on heavy trains comparable to contemporary Pacific classes; the modified V2s were informally known as "Super V2s." The system, featuring paired nozzles and petal-like chimneys, enhanced exhaust efficiency and reduced , contributing to overall fuel economy, though specific quantitative gains varied by operating conditions. Adoption was restricted to these eight units out of the 184 built, as the class's impending withdrawal rendered further conversions uneconomical. Additional standard British Railways fittings included the Automatic Warning System (AWS), installed on surviving V2s from the late 1950s onward to provide audible and visual warnings of signal aspects, aligning with BR's safety protocols across the network. Many locomotives also received improved tenders, often the LNER Group Standard 4,200-gallon design, which supported extended operational ranges without major redesigns. To extend boiler longevity and simplify maintenance, self-cleaning plates were fitted in the smokeboxes during post-war overhauls, reducing cinder accumulation and labour requirements for cleaning, thereby allowing more reliable service in the final years. Not all V2s underwent these enhancements, with prioritisation given to those allocated to key routes like the ; by 1962, the majority remained in their wartime configuration due to the class's short remaining lifespan.

Performance Characteristics

The LNER Class V2 locomotives achieved notable speed records in service, with one unit reliably timed at 93 mph on the Pullman express and another attaining 101.5 mph during a test train run. These capabilities underscored their versatility for express mixed , where they sustained 75 mph on 500-ton freight trains over extended distances. Efficiency metrics from British Railways testing highlighted strong thermal performance, including water evaporation rates of 250 lb per per hour and consumption ranging from 2.5 to 3 lb per horsepower-hour during controlled runs. These figures reflected the class's effective use of its three-cylinder for sustained output under load. Comparatively, the V2 excelled over the Thompson B1 class on express passenger workings due to smoother power delivery and higher , though it yielded to the streamlined A4 Pacifics on top-link duties requiring maximum speed and refinement. limits permitted 800 tons at 50 mph on typical gradients, enabling reliable performance on heavy freights without excessive strain. Trial data spanning 1936 to the 1950s, drawn from the Railway Testing Centre and British Railways bulletins, included drawbar pull curves that confirmed peak outputs around 1,200 horsepower on 762-ton test trains during 1953 road evaluations from to Reading. Such reports validated the V2's empirical strengths, with post-war alterations like optimized chimneys briefly referenced as improving overall steaming consistency.

End of Service

Accidents and Incidents

The LNER Class V2 locomotives experienced several notable accidents and incidents between 1939 and 1962, reflecting the challenges of high-speed mixed-traffic operations on busy post-grouping and nationalized railway networks. Common causes included signal failures, excessive speed on curves or junctions, and errors exacerbated by poor visibility, such as or wartime blackouts. These events resulted in at least 32 fatalities from major reported incidents, with significant damage to and . Post-accident inquiries often led to safety enhancements, including improved signaling and speed restrictions. One of the earliest major incidents occurred on 26 January 1939 at , when No. 4813 (later renumbered 60842) hauled a that rear-ended a stationary service at around 30-35 mph after passing signals at danger in foggy conditions. The collision caused 1 fatality and 28 injuries, with the leading coaches telescoping; highlighted driver misjudgment in low visibility as the primary cause, prompting calls for better fog protection measures. A similar involving No. 3645 (60933) occurred on 15 July 1946 at the same location, where an express took a curve at excessive speed (about 60 mph), but causing 11 injuries; this led to the adoption of a revised design across the V2 fleet to improve stability. Wartime and immediate operations amplified risks due to blackouts reducing visibility, overloaded trains from demands, and strained amid resource shortages. On 5 January 1946 at Browney signal box near Durham, No. 4895 (60924) powered a King's Cross to Newcastle express that struck derailed wagons from a divided at 50 mph, killing 10 passengers and injuring 25; the goods train's brake failure in icy conditions fouled the main line, underscoring the need for enhanced wagon inspections during harsh weather. Similarly, on 10 February 1946 at , , Nos. 4876 (60905) and 4833 (60862) were involved in a triple collision after a derailed due to a signalman's , fouling the main lines and striking two expresses; this resulted in two deaths and 17 injuries, with recommendations for improvements to prevent misrouted movements. The most severe incident took place on 9 August 1947 near (Balby Junction), where No. 936 (60936) led a crowded King's Cross to express that rear-ended another at 40 mph following a signalman's misrouting onto an occupied line. Eighteen passengers and staff died and 118 were injured amid telescoped coaches carrying over 700 people each; the report criticized inadequate block system safeguards, leading to regulatory changes in signaling protocols for high-density routes. Later examples included the 7 August 1955 derailment at Barby Sidings, , where No. 60828 took a junction at 55 mph during single-line working, killing the driver and injuring 20 as the engine plunged down an embankment; excessive speed was attributed to misreading the route, resulting in reinforced training for relief crews. In a 19 1958 triple freight collision at , , No. 60885 hauled a train that struck derailed wagons from two prior rear-end shunts in dense fog, demolishing a signal gantry but causing no deaths—only five minor injuries—though the sustained heavy damage leading to its eventual withdrawal. Other incidents, such as the 2 1953 derailment of No. 60891 at after striking obstructing wreckage, the 15 1961 collision involving No. 60977 at Conington, the September 1952 runaway of No. 60845 at during testing (no casualties), the 19 April 1955 collision of No. 60968 at Newcastle Central (no casualties), and the 7 January 1962 of No. 60954 at (no casualties), involved no fatalities but highlighted ongoing issues with freight integrity on V2-worked diagrams. Overall, these events contributed to about a dozen major occurrences; lessons emphasized and visibility aids, influencing British Railways' safety evolution.

Withdrawal

The withdrawal of the LNER Class V2 locomotives commenced in under British Railways' modernization programme, which prioritized diesel and electric traction over power. The prototype locomotive No. 60800 Green Arrow was the first to be withdrawn in August , selected early for preservation in the national collection due to its as the class leader. This phased retirement was driven by the V2s' increasing inefficiency compared to modern diesels, compounded by costs, particularly from the monobloc castings that required replacement on 71 examples starting in May 1956. The electrification of key routes like the further accelerated the process, as the class's operational roles in mixed-traffic services diminished rapidly. Withdrawals peaked in 1962 with 69 locomotives retired that year, followed by 43 in 1963 and 32 in 1964; the remaining 40 were taken out of service by December 1966. The final major allocations were at Heaton (52B) and York (50A) sheds, though the very last V2, No. 60836, was withdrawn from Dundee Tay Bridge (62B) depot on 31 December 1966. Of the 184 locomotives built, 183 were ultimately scrapped, with the majority cut up at and works during 1963–1966.

Preservation and Legacy

Preservation Efforts

The LNER Class V2 is represented in preservation by a single surviving , No. 4771 (later BR No. 60800) Green Arrow, which was withdrawn from British Railways service in August 1962 and immediately selected for inclusion in the national collection due to its historical significance as the of the class. Following withdrawal, it underwent cosmetic restoration at —its birthplace in 1936—to original LNER condition, a process completed in April 1963, though the locomotive remained in storage for several years before further preparation to working order by the Norfolk Railway Society and Bill Harvey at MPD. Green Arrow entered active preservation service with its first trial run on March 28, 1973, subsequently operating extensively on heritage railways and mainline excursion trains across Britain until April 2008, when it was withdrawn after a boiler failure on the ; during this period, it achieved milestones such as being the first preserved to traverse the Settle and Carlisle line in 1978 and participated in numerous special events, including mainline runs following a major repair in the late 1980s (overhaul starting 1987, funded by £100,000 sponsorship from industrialist Dr. Michael Peagram). The 2008 incident revealed additional structural issues, including a crack in the monobloc cylinder casting, complicating further operations. As of November 2025, serves as a static exhibit at the Danum Gallery, Library and Museum in , on a long-term loan from the (NRM) in since February 2021, where it is displayed alongside other rail artifacts to highlight Doncaster's locomotive-building heritage; it occasionally features in temporary exhibitions but has no active restoration to operational condition underway. Preservation efforts have been led by the NRM, which provides ongoing funding, though challenges persist, including the prohibitive costs of replacement and repairs estimated in the millions; while discussions have occurred about a potential return to steam—such as inclusion in the NRM's 2019 strategy for mainline operations by 2034—no concrete plans or commitments have been confirmed, leaving its future mobility uncertain.

Modelling

The LNER Class V2 has been a favored subject for scale modelers, particularly in (1:76 scale), where Bachmann Branchline provides the primary ready-to-run (RTR) option. Introduced in 1992, the model underwent a major tooling refresh in 2021, featuring enhanced chassis details, coupling pockets, and options for (DCC) sound. Available in authentic LNER apple green with lining and British Railways black liveries, it accurately represents variants including the double chimney modification fitted to many post-war examples. In N gauge (1:148 scale), Graham Farish released updated tooling for the V2 in 2024, with full production models arriving throughout 2025. These include the renowned No. 4771 in LNER lined green livery, complete with pre-fitted sound functions, a Next18 DCC socket, and intricate details such as separately applied door and running plate components. The design accommodates both early and late builds, emphasizing the locomotive's mixed-traffic heritage. For finescale modelers seeking greater customization, etched kits offer superior precision and adaptability. Producers like Brassmasters provide comprehensive 4mm scale kits with nickel silver frames, lost-wax castings, and flexichas suspension, while the Martin Finney range includes 7mm scale options for O gauge builds. These kits, often incorporating overseas-sourced for intricate parts, allow enthusiasts to replicate specific modifications such as the double chimney or wartime details through aftermarket detailing parts like etched or resin tenders. The V2's appeal in modeling stems largely from the celebrity of preserved No. 4771 , driving strong demand for themed variants across scales. This has led to sold-out runs and exclusive editions, including 2025 releases from specialist retailers like Locomotion Models, which commemorate broader railway milestones while highlighting the class's enduring legacy.

References

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