Copy of RAS- 926

Cock O’ the North stands at Kings Cross during trials – Rail Archive Stephenson

No. 2001 Cock o’ the North entered traffic in May 1934 and was tested on various routes in England and Scotland, in consequence small adjustments were made to the exhaust cams in the poppet valve gear and an oil circulation system was incorporated for the camboxes. In December of that year the locomotive was sent to the new test plant at Vitry-sur-Seine for evaluation, a video of which can be seen here. While in France the loco also hauled test trains with a dynamometer car in the consist and produced some impressive runs, recording in excess of 2,000dbhp. The trials did throw up some problems with the design, mainly concerned with the bearings and ash-pan dimensions.While in France the optimum dimensions for the blast arrangement were finalised and Kylchap assembly set. You can see rare Pathe News footage of Cock o’ the North at Vitry here.

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No. 2001 is seen on the rollers at the Vitry test plant – Gresley Society Collection

Back in Britain No. 2001 was put to work in Scotland, followed shortly by the other members of the class. The ACFI feed water heater fitted to No. 2001 proved troublesome, requiring, as it did, exhaust steam to pre-heat the injector supply which required the locomotive to run with the regulator constantly open, something that was not possible on the Aberdeen route. The locos did prodigious work hauling 550 ton trains on the Aberdeen route but No. 2001 had an appetite for coal. As their careers progressed other faults became apparent, they showed a tendency to run hot axle bearings and develop excessive wear in the motion.

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During road tests in Britain, No. 2001 is seen with an instrument shelter – Gresley Society

As noted before, Cock o’ the North and Earl Marischal were both equipped with the A4 front end and when No. 2001 was at Doncaster in 1937 for this work the opportunity was taken to fit the loco with Walschaerts valve gear as well as removing the feed water heater. If the class had a common Achilles heel it was the leading pony truck which proved poor at “steering” the leading driving wheels and set up frame stresses which led to big-ends running hot and crank axle trouble. Gresley had given the locos a leading truck similar to type fitted to his K3 moguls, a design which was perpetuated in the V2 class (although these were successfully modified to resolve the issue).

As a small class which required higher than average attention it inevitably came under close scrutiny from Edward Thompson, the L.N.E.R.’s new C.M.E. following Sir Nigel Gresley’s premature death. The issues with the leading truck may well have contributed to his decision to rebuild all six P2s as A2/2 Pacifics during 1944. Thus the magnificent Mikados effectively became extinct, the final blow falling when the rebuilt engines were scrapped in 1961.

Copy of RAS- 928

Cock o’ the North in full flight – imagine this in the 21st century! – Rail Archive Stephenson

No. 2006 Wolf of Badenoch

The final member of the original P2 class entered traffic on the 5th September 1936. No. 2006  gained the name of Wolf of Badenoch and was given the works number 1842 . Like the other engines in the class the name was inspired by Scottish Folklore. The Wolf of Badenoch was the name given to Alexander Stewart the Earl of Buchan (1343-1405) the fourth son of King Robert II of Scotland who had earned the nickname after his ruthless treatment of his enemies and the burning down of Elgin Cathedral in 1390. Like the other engines in the last batch of P2’s the locomotive featured a streamlined front end, Walscherts valve gear and piston valves.

Although it had originally been planned to fit the engine with an identical boiler to the other engines the decision was made to fit the engine with a new diagram 108 pattern boiler no. 8934. This boiler featured a larger combustion chamber to help complete total combustion and required the two tube plates to be placed further together. The engines originally ordered boiler was kept as a spare being utilised on No.2002 when the latter’s own boiler was due for repairs. The inclusion of a larger combustion chamber was suggested by OVS Bulleid who calculated that moving the tubeplates 1ft closer together, and correspondingly making the combustion chamber 1ft longer would along with a larger air space in the fire grate incorporated in all the later P2’s and in the rebuilds of No. 2001 and No. 2002, would create total combustion. The enlarged firebox meant that three extra rows of roof stays were fitted along with five inspection doors on each side of the boiler. This boiler later became the prototype for the 118a boiler design which was used on Peppercorns’ A1 class locomotives.

From new the engine was allocated to Haymarket depot and seems to have been the only member of the P2 class not to venture south on the East Coast Main Line to King’s Cross during its life as a Mikado. Soon the engine was transferred to Aberdeen  where it stayed until October 1942 when it returned to Haymarket. The engine did not have its own regular crews whilst in Aberdeen, instead being used as a general engine in the No. 1 Link who worked the passenger trains and No. 2 link who worked the fast fish and meat trains.

No. 2006 was withdrawn for rebuilding as a Pacific on the 28th January 1944 having completed 287,187 miles as a 2-8-2 locomotive. The rebuilt locomotive was released from Doncaster Works on the15th April but did not retain its original boiler which had instead been fitted to the rebuild of No.2002. However this boiler only lasted in service a further 18 months before being condemned. The engine was fitted with boiler No. 8796 which had been fitted to No.2002 and during its life as an A2/2 a received a further three different boilers.

After rebuilding the engine emerged in unlined black livery with NE only on the tender carrying the number 2006 on the cabside. Under the renumbering scheme the engine was renumbered 506  on the 30th June 1946 before being repainted into full Apple Green livery at Cowlairs in October 1947.  During a light repair at Cowlairs in December 1948 then number was changed to 60506 using small figures closely spaced again on the cabside with ‘LNER’ remaining on the tender side until July 1950 when the engine was repainted in British Railways livery. Originally the engine re-entered traffic nameless, the original nameplates still attached to the now discarded streamlined front ends. however by early June 1944 the nameplates had been rescued, cleaned and replaced on the engine.

After rebuilding the engine returned to Haymarket shed where it remained until the 8th August 1949 when it was once again sent to Aberdeen Ferryhill. This lasted a year until the engine was again transferred to Haymarket before the move of the whole class south of the border with the engine becoming allocated to New England shed in November 1949. During a short period in early 1954 Grantham shed borrowed No. 60506 and No. 60504 and used the pair on the 10.00 hours ‘Flying Scotsman’ from King’s Cross. During its life as an A2/2 the engine accumulated 629,013 miles, finally being withdrawn and finally cut up at Doncaster Works on the 4th April 1961.

No. 2005 Thane of Fife

The penultimate member of the original P2 class entered traffic on the 8th August 1936. No. 2005 Thane of Fife was like its sister locomotives built at Doncaster and gained the works No.1840 and was equipped with boiler 8799. After running in the locomotive was sent to Scotland was allocated to Dundee Tay Bridge shed where it remained for its entire life as a P2. As a locomotive Thane of Fife was another variation on the P2 theme being almost identical to Lord President except that it was equipped with a single chimney.

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No. 2005 Thane of Fife when new –  E. Wethersett NRM/SSPL

2005 was the only P2 fitted with a single chimney underneath which was a 6in blastpipe orifice. Some of the A4 class Pacifics were fitted with single chimneys equipped with “jumpers”. These devices allowed the strong blast of the locomotive exhaust to lift and outer casing that increased the size of the blastpipe orifice. A decision was made to fit this device to No. 2005 in December 1938 with actual fitment taking place during a works visit in April 1939. With the jumper fitted and in operation the blastpipe orifice on Thane of Fife could be increased from 6 inches to 6.25 inches.

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No. 2005 Thane of Fife showing the single chimney – Transport Treasury

No. 2005 was withdrawn for rebuilding as a Pacific on 26th October 1942 having completed 225,739 miles as a 2-8-2 locomotive. The engine was the first of the P2 fleet to be so treated and returned to traffic on the 18th January 1943 without its nameplates. These were refitted over a year later in June 1944. The engine was run in and tested at Doncaster before being sent to Haymarket shed in April 1943.  Whilst reporting to the Board, Thompson quoted that, “The converted engine has now been in service for some time and has proved entirely satisfactorily in that it has not only be able loads at least equal to the stipulated maximum load of the P2 Class on the Edinburgh to Aberdeen section, but has also been remarkably free from mechanical trouble, so that is has been consistently available for traffic.”  Based on this report the Board authorised the conversion of the rest of the P2 class. However, all was not as good as it seemed, for although No. 2005 had required no work in the few months since conversion to the report being issued, the engine visited the works 45 times in less than 20 years during its life as an A2/2.

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Thane of Fife rebuilt as a Pacific by Thompson and numbered 60505 by British Railways – P2SLC Collection

During its working life the engine carried a number of boilers. After rebuilding it carried its original P2 boiler, albeit with modifications. In March 1952 the engine was fitted with a brand new boiler No. 29872 before receiving boiler No.29820 from engine 60154 in January 1954. During another works visit in October 1955 the engine gained boiler No.29826 from loco 60149 before receiving its final boiler, No.29786 from 60520 in September 1957.  Originally the A2/2 class had been allocated the number 990-995 in the renumbering program. Thane of Fife received 994 on the 25th April 1946 and was the only A2/2 to carry any of these planned numbers. This was swiftly changed to 505 on the 12th May 1946. In June 1948 the engine was finally numbered 60505. In December 1949 the engine was transferred to New England shed, Peterborough were the engine saw out the rest of its working life before final withdrawal at Doncaster and scrapping after 673,464 miles as an A2/2.

No. 2004 Mons Meg

On 11th July 1936, No. 2004 left the Doncaster Plant and entered traffic. Named Mons Meg the locomotive immediately began running in from Doncaster shed. On several occasions the locomotive was seen hauling trains from King’s Cross including the heavy 600 ton 16.00 departure to Doncaster.

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Mons Meg is seen leaving the ‘Cross – Ken Nunn NRM / SSPL

Gaining the Doncaster Works number 1839 and boiler No. 8789 the locomotive was identical to its sister engine 2003 except for one subtle difference. In an attempt to reduce the ferocious blast from the locomotive exhaust and the detrimental effect of pulling the fire to hard that resulted, a by-pass valve was fitted to divert part of the exhaust steam away from the blastpipe. Originally a butterfly valve was fitted and this was opened by pulling a mechanical linkage that ran along the left hand side of the locomotive behind the vacuum ejector pipe. However oil often carbonised in the valve and it would get stuck open or closed, causing the locomotive to be failed. The draughtsman who designed the valve, L. Parker, was sent to unstick and sort the valve out at Thornton and eventually came up with a new design. In July 1937 it was changed to a plug type valve, pulled to open and pushed to shut, again using a mechanical linkage. However it was noted that its use was ignored by drivers as it could make the locomotive steam badly on uphill stretches of line. Parker was once again sent North and after riding on the locomotive found the mechanical linkages seized due to lack of use. A redesign was required and in June 1939 it was replaced by an automatic valve working off a linkage on the reverser which opened when cut-off was 38% or longer in fore gear. Problems with carbonisation still occurred requiring frequent dismantling and cleaning during maintenance periods. More proposals were put forward during 1940 including an automatic flap-valve and a steam operated vale. Neither option was ever taken past the design stage.

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No. 2004 has her coal trimmed at King’s Cross –  Ken Nunn NRM / SSPL

When outshopped new No. 2004 was painted in full LNER apple green livery. During a heavy repair at Cowlairs in February 1943 the locomotive was painted in plain wartime black livery. Other wartime modifications included having its valences removed and top lamp bracket lowered. The latter was carried out on all the streamlined P2’s to aid opening the smokebox door to replace boiler tubes. When the lamp iron was in the original position it struck the chime whistle restricting the opening of the door and causing problems withdrawing the top rows of tubes.

Mons Meg was always allocated to Haymarket shed and completed 294,243 miles in as built condition. However like the rest of the class it was to be rebuilt as a Pacific and was withdrawn on 22nd August 1944 and returned to Doncaster for conversion. The engine returned to traffic in the November of the same year receiving boiler No. 8771 which had previously been carried on Cock o’ The North. The locomotive was sent to Haymarket shed and returned to service. In June 1946 the locomotive was renumbered 504. After the locomotive’s next repaint on 12th March 1948, carrying apple green with ‘BRITISH RAILWAYS’ written on the tender side, the locomotive received the number E504, the E denoting the Eastern Region were responsible for its maintenance. However this was to last only 11 days with the engine renumbered 60504 on 23rd of the same month.

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Rebuilt as a pacific and briefly numbered E504, Mons Meg is seen at the ‘Plant’ – NRM / SSPL

In late 1949 new homes were being found for the A2/2 class. Three were transferred to York and three to New England shed in Peterborough. Mons Meg was transferred to New England on 9th January 1950. In November 1953 the engine underwent another heavy overhaul and received boiler number 29771 which had previously been carried by No. 60501. Like all the A2/2 class locomotives No. 2004 required regular trips to the works with no less than 32 visits to the workshops between converting to a Pacific and withdrawal. The end for the locomotive came on 23rd January 1961 when the locomotive was finally withdrawn and scrapped at Doncaster.

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In need of some attention, No. 60504 climbs away from King’s Cross – P2SLC Collection

No. 2003 Lord President

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On 13th June 1936 the first locomotive in the last batch of P2’s entered service. Like its sisters, No. 2003 was built at Doncaster and gained the works number 1836. The locomotive and its later sisters were substantially the same as No. 2002 except they had a fully streamlined front-end, the same as fitted to the A4 locomotives that had been developed in introduced the previous September (the only obvious difference on the P2’s was the inclusion of an external steam pipe). Gresley was fond of this new arrangement as scientific study at City and Guilds College, London had shown the advantages in smoke clearing this arrangement offered whilst the LNER publicity department liked the sleek lines of the locomotive and how it fitted into the 1930s modern lifestyle. Unlike the A4s the P2s only ever carried the streamlined valances ahead of the cylinders, behind the cylinders valances were not incorporated allowing greater access to the wheels and motion for maintenance.

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No. 2003 when new – The Transport Treasury

The new locomotives were also equipped with straight sided tenders and minor modifications to the cab back including the removing of the beading along the back edge. In this form Lord President became the standard model for the P2 class, with each of the other locomotives receiving minor alterations.  After running in the locomotive was allocated to Haymarket Shed before being transferred to Dundee in September 1936 before returning to Haymarket on 23rd October 1942. A month later the engine was recorded as being transferred to the North East Area. The engine once again returned north in March 1944.

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Lord President is seen at Edinburgh – A.C.Cawston NRM / SSPL 

From new the locomotive carried boiler No. 8796 until December 12th 1942 when during overhaul at Cowlairs it received the boiler No. 8785 from sister engine Earl Marischal. Originally outshopped in full LNER Apple Green livery the engine was repainted in plain black livery during 1942 with ‘NE’ replacing the full ‘LNER’ on the tender side. At the same time the valances forward of the cylinders were removed to make access and maintenance easier during wartime conditions.  No. 2003 was the last P2 to be rebuilt as an A2/2. The engine entered the works in September 1944 and its rebuilding was completed on 17th December 1944. Re-entering service at Kings Cross shed it was soon transferred North to Gateshead and then onto Haymarket and a brief spell back at Kings Cross before returning to Haymarket for a three year spell. During this period, in June 1946 the locomotive was renumbered 503 under the Thompson re-numbering scheme. The engine was later renumbered 60503 on 18th September 1948.

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No. 60503 as rebuilt by Thompson – P2SLC Collection

When it became apparent that the A2/2 locomotives were not suited to the heavy Scottish work they were transferred South of the border for different duties. No. 2003 was allocated to York on 27th November 1949 followed by a short, one month, spell at Leeds Neville Hill on 27th November 1950 before a return to York. Lord President lasted another nine years until November 1959 when the locomotive was withdrawn and cut up at Doncaster Works.

No. 2002 Earl Marischal

In November 1933 an order was placed for a further five P2 class locomotives, however soon after it was decided to only proceed with one locomotive. The new engine followed in numerical sequence from Cock o’ The North and gained the number 2002 and also the Doncaster works number 1796.  The first diagram for the engine had been issued in October of that year showing piston valves and a single chimney, something Gresley soon changed to a double chimney like sister engine No. 2001. As construction progressed the drawing office issued an instruction for the nameplate to be cast as “The Earl Marischal” although an amendment was soon issued by the drawing office to produce the nameplates as “Earl Marischal”.
 
Although substantially similar to Cock o’ The North, Earl Marischal differed in detail to ostensibly allow for comparison between the two locomotives. From the outset No. 2002 was equipped with piston valves operated by Walschaerts/Gresley valve gear and two injectors. The tender also differed from No. 2001 by using a standard LNER non-corridor high sided riveted tender running on disc wheels. The engine was completed and entered traffic on the 6th October 1934 and assigned to Doncaster shed. The engine soon undertook running in trials before entering regular service on Doncaster to Kings Cross trains. At this point the engine was fitted with 5 7/8” diameter blastpipe tops and No.3 taper blocks. During the early runs the engine struggled to maintain full working boiler pressure, with sharp drops in pressure when running and it only returning to higher pressure when at station stops. The blast pipe diameter was soon changed to 5 ¾” in January 1935 and the results achieved in operation proved satisfactory.
 
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A cigarette card purporting to show Earl Marischal in its original form (actually No. 2001) – P2SLC Collection
 
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No. 2002 is cleaned by shed staff, note the original outline and valve gear – P2SLC Collection
 
With piston valves the locomotive had very different characteristics to the poppet valve equipped Cock o’ The North. No. 2002 soon gave problems with smoke clearance and the locomotive returned to Doncaster on the 15th March until the 17th April 1935 to be fitted with two somewhat ungainly smoke deflectors. These were placed over the outside of the casing next to the smokebox fitted 17” from the base and 6” at the top. The original front of the casing had its leading edge cut back 12” and the beading discarded. Although of unconventional appearance the deflector plates worked and solved the issues of drifting smoke.
 
Whilst working trains to London No. 2002 had a minor mishap at King’s Cross shed on the 29th December 1934 with the pony truck wheels becoming derailed. Examination at the scene could not find anything wrong with both the locomotive or the track and the engine was returned to Doncaster on the 2nd January 1935 hauling the No.2 braked goods from King’s Cross. At Doncaster the locomotive was pushed round a tight curve (used for testing the P2 and A3 class locomotives before entering traffic)  to see if it would derail again. The P2 did not derail but the shunting engine pushing No. 2002 came to grief, derailing itself. However someone noticed a slight movement in the wheel as it turned and on further examination it was discovered the axle was slightly bent. This was repaired and a modification made to the swing link to allow greater movement, a modification later applied to No. 2001 and the remaining four locomotives during construction. The engine soon returned to regular duty and performed well before being transferred to Haymarket shed in Edinburgh on 9th June 1935 where it remained for thirteen days before being transferred onwards to Dundee shed. 
 
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Earl Marischal being serviced, clearly showing the A4 front and smokebox arrangement – P2SLC Collection
 
In October 1936 the next batch of four P2 locomotives had been completed and Earl Marischal entered Doncaster works for overhaul. The latest batch of P2 engines had been built with a full streamlined front end similar to the A4 class locomotives. Whilst undergoing overhaul No. 2002 was rebuilt to match the new locomotives with fully streamlined front end. The engine returned to traffic and was sent back to Scotland to continue its duties on the Edinburgh to Aberdeen mainline.  Earl Marischal was withdrawn from traffic and rebuilt as a Pacific locomotive in June 1944 having completed 360,907 miles as a 2-8-2 type locomotive.
 
Entering traffic as a Pacific the engine returned to Aberdeen Ferryhill shed. In May 1946 the engine was renumbered 502 and then further re-numbered 60502 in June 1948. The engine was transferred to Edinburgh Haymarket September 1949 followed by another transfer to York two months later. Like the rest of the A2/2 class No. 60502 was plagued by troubles and frequently visited the works at Cowlairs, Inverurie and Doncaster for repairs. On the 26th June 1961 Earl Marischal entered Doncaster works for the final time. The locomotive had run 673,947 miles as a Pacific giving a total of 1,034,854 miles during the total life of the locomotive. This total was the highest mileage of any of the class and the only engine to exceed one million miles. No. 60502 was the final member of the class to be cut up, going under the cutters torch on 3rd July 1961.
 

No. 2001 Cock o’ the North

In February 1933 the LNER authorised construction of two new locomotives for use on the Edinburgh to Aberdeen expresses. Subsequently known as the P2 class the order was later revised to just one locomotive. The frames were cut and laid in February 1934 with construction of the rest of the locomotive following quickly under Gresley’s direction. On the 22nd May 1934 Cock O’The North rolled out of Doncaster works. The new locomotive was unlike anything seen before and was the first 2-8-2 express passenger locomotive to be built in the UK. Built with Lentz rotary cam poppet valves, a double chimney and Kylchap blast pipe, ACFI feed water heater and semi streamlined front end and cab. It was coupled to a standard design of tender as fitted to the LNER Pacifics. The tender however was the first to feature and all welded tender tank supplied by Metropolitan Vickers. The engine was also fitted with a Crosby chime whistle that had been presented to Gresley some years before.  The locomotive soon commenced running in trials and the opportunity was taken to display the locomotive around the LNER railway system. The official press launch took place at King’s Cross on the 1st June 1934 and in the following few days the locomotive was displayed at Ilford, Aberdeen and Edinburgh with people flocking to see the new locomotive.

Diagram - WS

With running in completed the locomotive undertook test runs with the railways dynamometer car. On 19th June the engine took a test train of 19 carriages totalling 649 tons from King’s Cross to Barkston and back. During the testing the results showed a maximum of 2,100 horsepower at the drawbar making it the most powerful express locomotive in Britain. The maximum speed obtained during the test was 76mph. On other tests higher speeds were attained with the locomotive reaching the mid 80s.  With testing completed the locomotive was transferred to Haymarket shed on the 31st July 1934 and entered traffic over the route of which it was designed. The engine gained much local and national interest with many of the famous railway authors of the time traveling to see and ride on the locomotive. A brief trip to Doncaster was made in August 1934 for the fitting of tablet catching apparatus to make working the single line seion of the route easier, with a return north to Scotland soon after.

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Cock ‘o the North at Doncaster in 1934 with Nigel Gresley and the design team – P2SLC Collection

Gresley had always been an advocate of a locomotive testing station in the UK and had built up a friendship with Andre Chapelon who had inspired some of the design for No. 2001. As soon as the locomotive was complete Gresley entered a dialogue with Chapelon about the possibility of testing No. 2001 on the stationary test plant that had recently opened in France, the LNER not having one of their own and the only other in the UK not being capable of taking such a large locomotive. In November 1934 the engine was sent to Doncaster Works ready for preparation for its trip to the Vitry test plant near Paris. A few modifications were made, including the removal of the infinitely variable cams fitted to the locomotive as built and replaced by stepped cams giving only pre-determined positions of cut-off.

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No. 2001 on the test plant at Vitry – P2SLC Collection

The locomotive left for France via the Harwich train ferry on the 4th December 1934 and arrived in Paris the following day. Testing commenced straight away with a Doncaster crew working the locomotive and Doncaster engineers observing the tests. Some problems were found with the axleboxes and these were modified in the Paris workshops and test continued. The opportunity was also taken to find the best blast pipe nozzle settings. The results obtained from the testing were as expected by the LNER engineers although not as good as the French pacific locomotives also undergoing test. The opportunity was also taken to test the locomotive on the French railway system, again with good results although at times maintain steam pressure was a problem. The French crew suggesting a larger firehole door and a bigger shovel would go some way to solving the problem. Prior to the engine returning to the UK the engine was cleaned up and placed on display at Paris Gare du Nord in company with a French pacific on the 17th February 1935.

On its return from France on the 21st February 1935 the locomotive once again retuned to Haymarket shed and continued to work the Scottish expresses. On the 30th September 1937 the locomotive was withdrawn from traffic and sent to Doncaster for rebuilding as a streamlined locomotive as per the second batch of P2 locomotives. The engine also lost its Lentz valve gear and ACFI feed water heater in favour of the traditional Walschaerts valve gear and a traditional injector. The engine returned to traffic on the 14th April 1938 and returned to Haymarket shed. The engine continued to put in good work in Scotland, returning to either Cowlairs or Doncaster work as required for attention. The only major work carried out being a new middle connecting rod and some minor boiler repairs during 1938. Although other members of the class suffered from broken crank axels and broken crank pins No. 2001 seemed to escape from any of those problems, although it did suffer from overheating bearings like its sister engines.

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Cock o’ the North rebuilt with an A4 type front end and Walschaerts valve gear – P2SLC Collection

With Gresley’s death the new LNER CME Edward Thompson looked into trying to standardise the locomotive fleet and the P2 class were earmarked for rebuilding as Pacifics. The rebuilds were controversial and sparked much debate. The ungainly appearance was not popular with the staff and public alike and the locomotives rode badly prompting complaints from the crews. However, as Pacifics, the problems that had plagued the class disappeared, sacrificing power instead. No. 2001 was returned to Haymarket shed in September 1944. In August 1946 the locomotive was renumber No. 501 and again in May 1948 the locomotive was renumbered No. 60501 under the new British Railways numbering system. New problems started to appear on the class including the serious faults of cylinder blocks working loose. No. 60501 stayed in Scotland until 27th November 1949 when the locomotive was transferred to York. The locomotives were found to be unsuitable for work in Scotland as Pacifics and an attempt was made to find more suitable work south of the border. Problems continued plague the locomotives and the locomotive was eventually withdrawn at Doncaster shed on 22nd January 1960 and cut up the following month. Following its rebuild the locomotive had been into the works 26 times for repairs and overhauls. In its entire working life Cock O’The North completed almost 980,000 miles in traffic.