The LNER Encyclopedia

Anybody know if the P2's and 'Hush Hush' ever visited Leeds when in original form?
Photos would be nice.
Dave

Hush hush was in Leeds during the early part of 1935, and at a small exhibition in Hunslet Goods Yard,
may 11/12th 1935, prior to rebuilding.

picture of 2004 with Wedge front on a KX to Leeds train in 1936
2002 in original condition November 1934 also KX Leeds train
2003 wedge front July 1936
these are from RCTS vol 6B, not checked Yeadon.
HTH
Paul

Dave,

10000 worked Newcastle to Leeds trains regularly when shedded at Gateshead. After its overhaul it was allocated to Neville Hill until it was withdrawn for rebuilding.

I suspect the P2's would not have worked into Leeds unless the early test runs from Kings+ took them there. They were all allocated to Scottish sheds and rarely came south of the Border except when going to works.

Eddie

Yes P2s in Leeds probably only make sense if they were there for an exhibition. Post-rebuild they appeared much more regularly - I know my Dad remembers seeing Cock o' the North on regular services.

Thanks for the replies.
Info on 10000 very interesting.
I would have thought that there would be pics of this at Copley Hill somewhere on the web?
I thought that there would be some pics of P2's on running in turns Donnie to Leeds after repairs.
Wolf was a regular visitor in the early 50's.
Dave

There were certain restrictions on operating Pacifics to Leeds at one time. This may also have applied to the P2s. It would seem that the normal running in turns after overhaul took them to Kings X and back to Doncaster.

I must do some more reading and may be able to make further comment.

Yeadon vol 2 page 88 shows Hush Hush on an express from Newcastle to Leeds. States is was regularly one a Leeds-Glasgow through train which it ran from Newcastle to Edinburgh and back, but also between Newcastle and Leeds Central on Queen of Scots Pullman before rebuilding.

Interesting to not that in May 1933 it had run 70,000 miles, which for an experimental engine was pretty good. the real problem in revenue service was it could not do too many runs for the 27-30 consecutive occasions that the A4's were capable of. Interesting is that it took Flying Scotsman from Edinburgh to London in July 1930 returning 1st August from London.

Whilst the adaptation of a water tube boiler to UK express locos may not have been too successful, it certainly helped Gresley and his team to understand air flow and front end streamlining more effectively so that when the A4's were finally
produced the design needed little or no modification to be successful.

Paul

Perhaps one of the key questions is that of when was the Calder viaduct at Wakefield strengthened sufficiently to allow regular working of Pacifics etc through to Leeds. I believe the limit on that viaduct was one of the reasons for the ex GC B4s being drafted into the West Riding for many years, the weight of Leeds/Bradford/Harrogate to London trains demanding something six-coupled but not too heavy.

Considering the "99 arches" are a local land mark, there's not much on internet about their history! They are not necessarily the defining factor, however, as KX trains used to run through Wakefield Kirgate, then up the slip road to Westgate.

There's a picture of A1 2555 Centenary pulling the Queen of Scots Pullman in 1938 just outside Kirkgate in Railways Around Wakefield and Pontefract, Farline and Cookson, Wyvern Publications. Another picture has Golden Fleece with the West Riding Ltd at Wakefield East box (also 1938). The caption says "occasionally trains are diverted via Kirkgate from Westgate then on to GNR main line at Hare Park". Should this read "too heavy for the viaduct"?

Peter