The first P1, No 2393, was completed by Doncaster in June 1925 and was shown at the Darlington Centenary celebrations in July, with its sister No 2394 following 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.[1] 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 due to their overhanging track circuits and being too long for many of the passing loops. They were also coal-hungry engines, with a 1926 Locomotive Inspectors Conference Report stating that the engines used 131 pounds per mile (37 kg/km) of coal.[2] 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 boostersEdit
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.[3] 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.[4]
Service and withdrawalEdit
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.[5] 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.[5] 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[5] 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.[6]
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. This rebuilding, which took place in November and January 1942 for engines 2393 and 2394 respectively, saw them reclassified as Class P1/2.
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 and 1632, 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.
Boddy, M. G.; Brown, W. A.; Neve, E.; Yeadon, W. B. (November 1983). Fry, E. V. (ed.). Locomotives of the L.N.E.R., Part 6B: Tender Engines—Classes O1 to P2. Kenilworth: RCTS. pp. 153–163. ISBN0-901115-54-1.
Cliffe, J.; Clay, J. F. (1973). The LNER's 2-6-2 and 2-8-2 Classes. Ian Allan.
August 30, 2023
lner, class, london, north, eastern, railway, class, mineral, mikado, class, steam, locomotives, designed, nigel, gresley, they, were, most, powerful, freight, locomotives, ever, designed, british, railway, initially, intended, they, more, powerful, version, e. 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 LNER Class P1No 2394 circa 1928 with booster engine and Westinghouse pumpType and originPower typeSteamDesignerSir Nigel GresleyBuilderDoncaster WorksSerial number1619 1620Build dateJune amp November 1925Total produced2SpecificationsConfiguration Whyte2 8 2Gauge4 ft 8 1 2 in 1 435 mm standard gaugeLeading 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 Firebox Firegrate 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 surface3 455 sq ft 321 0 m2 Tubes1 880 sq ft 175 m2 Flues835 sq ft 77 6 m2 Firebox215 sq ft 20 0 m2 SuperheaterRobinsonCylinders3 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 boosterValve gearWalschaerts on outside cylinders Gresely drove the third cylinderValve type8 inch 203 mm piston valvesPerformance figuresTractive 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 boosterCareerAxle load classRoute availability 7WithdrawnJuly 1945DispositionBoth scrapped Contents 1 Construction and into service 2 The boosters 3 Service and withdrawal 4 ReferencesConstruction and into service EditThe first P1 No 2393 was completed by Doncaster in June 1925 and was shown at the Darlington Centenary celebrations in July with its sister No 2394 following 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 1 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 due to their overhanging track circuits and being too long for many of the passing loops They were also coal hungry engines with a 1926 Locomotive Inspectors Conference Report stating that the engines used 131 pounds per mile 37 kg km of coal 2 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 EditThe 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 3 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 4 Service and withdrawal EditThe 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 5 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 5 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 5 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 6 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 This rebuilding which took place in November and January 1942 for engines 2393 and 2394 respectively saw them reclassified as Class P1 2 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 and 1632 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 References Edit Cliffe amp Clay 1973 p 25 Cliffe amp Clay 1973 p 26 Cliffe amp Clay 1973 p 24 The Gresley P1 Mineral 2 8 2 Mikado Locomotives LNER Encyclopedia Archived from the original on 16 July 2013 a b c Freeman Allen Geoffrey 1961 Gresley 2 8 2s of the LNER Locospotters Annual 1961 London Ian Allan p 19 Cliffe amp Clay 1973 p 27 Boddy M G Brown W A Neve E Yeadon W B November 1983 Fry E V ed Locomotives of the L N E R Part 6B Tender Engines Classes O1 to P2 Kenilworth RCTS pp 153 163 ISBN 0 901115 54 1 Cliffe J Clay J F 1973 The LNER s 2 6 2 and 2 8 2 Classes Ian Allan Retrieved from https en wikipedia org w index php title LNER Class P1 amp oldid 1172349732, wikipedia, wiki, book, books, library,
