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LNER Class V2
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.
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.
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.
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LNER Class V2 AI simulator
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LNER Class V2
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.
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.
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.