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{{Short description|Class of streamlined 4-6-2 pacific locomotive designed by Sir Nigel Gresley}}{{Use dmy dates|date=September 2019}}
{{Short description|Class of locomotives designed by Sir Nigel Gresley}}
{{Use dmy dates|date=July 2024}}
{{Use British English|date=May 2017}}
{{Use British English|date=May 2017}}
{{Infobox locomotive
{{Infobox locomotive
| name = LNER Class A4 locomotive
| name = LNER Class A4
| powertype = Steam
| powertype = Steam
| image = Up Capitals Limited express on the ECML at Wymondley, south of Hitchin 2282866.jpg
| image = Up Capitals Limited express on the ECML at Wymondley, south of Hitchin 2282866.jpg
| imagesize = 330px
| imagesize = 330px
| caption = 60009 ''[[LNER Class A4 4488 Union of South Africa|Union of South Africa]]'' in 1951
| caption = 60009 ''[[LNER Class A4 4488 Union of South Africa|Union of South Africa]]'' in 1951
| designer = [[Nigel Gresley|H. N. Gresley]]
| designer = [[Nigel Gresley]]
| builder = LNER [[Doncaster Works]]
| builder = LNER [[Doncaster Works]]
| serialnumber =
| serialnumber =
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| builddate = 1935–1938
| builddate = 1935–1938
| totalproduction = 35
| totalproduction = 35
| whytetype = [[4-6-2]]
| whytetype = {{whyte|4-6-2}}
| uicclass = [[2′C1′ h3]]
| uicclass = 2′C1′ h3
| gauge = {{Track gauge|ussg|allk=on}}
| gauge = {{Track gauge|ussg|allk=on}}
| trucks =
| trucks =
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| axleload =
| axleload =
| weightondrivers =
| weightondrivers =
| locoweight = {{long ton|102|19}}<br>{{convert|102|LT|19|lcwt|t ST}}
| locoweight = {{long ton|102|19}}
| locotenderweight = {{long ton|167|2}}<br>{{convert|167|LT|2|lcwt|t ST}}
| locotenderweight = {{long ton|167|2}}
| fueltype = [[Coal]]
| fueltype = [[Coal]]
| fuelcap = {{long ton|8|0}}<br>{{convert|8|LT|0|lcwt|t ST|2}}
| fuelcap = {{long ton|8|0}}
| sandcap =
| sandcap =
| watercap = {{convert|5000|impgal|abbr=on}}
| watercap = {{convert|5000|impgal|abbr=on}}
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| factorofadhesion =
| factorofadhesion =
| locobrakes = [[Vacuum brake|Vacuum]]
| locobrakes = [[Vacuum brake|Vacuum]]
| trainbrakes = Vacuum<br/>60007, 60009 & 60019 have been fitted with air brakes<ref name="P5Pres">{{cite book | last = Fox | first = Peter |author2=Hall, Peter |author3=Pritchard, Robert | title = Preserved Locomotives of British Railways (Twelfth edition) | publisher = [[Platform 5]], Sheffield | year = 2007 | isbn = 978-1-902336-57-2}}</ref>
| trainbrakes = Vacuum<br/>60007, 60009 & 60019 have been fitted with air brakes<ref name="P5Pres">{{cite book | last = Fox | first = Peter |author2=Hall, Peter |author3=Pritchard, Robert | title = Preserved Locomotives of British Railways | publisher = [[Platform 5]], Sheffield | year = 2007 | edition = Twelfth | isbn = 978-1-902336-57-2}}</ref>
| safety =
| safety =
| operator = [[London and North Eastern Railway]], [[British Railways]]
| operator = [[London and North Eastern Railway]], [[British Railways]]
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| disposition = Six preserved, remainder [[scrap]]ped.
| disposition = Six preserved, remainder [[scrap]]ped.
| preservedunits = [[LNER Class A4 4488 Union of South Africa|4488]], [[LNER Class A4 4489 Dominion of Canada|4489]], [[LNER Class A4 4464 Bittern|4464]], [[LNER Class A4 4496 Dwight D Eisenhower|4496]], [[LNER Class A4 4498 Sir Nigel Gresley|4498]], [[LNER Class A4 4468 Mallard|4468]]
| preservedunits = [[LNER Class A4 4488 Union of South Africa|4488]], [[LNER Class A4 4489 Dominion of Canada|4489]], [[LNER Class A4 4464 Bittern|4464]], [[LNER Class A4 4496 Dwight D Eisenhower|4496]], [[LNER Class A4 4498 Sir Nigel Gresley|4498]], [[LNER Class A4 4468 Mallard|4468]]
| valvegear = {{ubl|Outside: [[Walschaerts valve gear|Walschaerts]]|Inside: [[Gresley conjugated valve gear|Gresley conjugated]]}}
}}
}}
The '''Class A4''' is a class of streamlined 4-6-2 [[steam locomotive]] designed by [[Nigel Gresley]] for the [[London and North Eastern Railway]] in 1935. Their streamlined design gave them high-speed capability as well as making them instantly recognisable, and one of the class, [[LNER A4 class 4468 Mallard|4468 ''Mallard'']], holds the world record as the fastest steam locomotive. Thirty-five of the class were built to haul express passenger trains on the [[East Coast Main Line]] route from [[London King's Cross railway station|London Kings Cross]] via [[York railway station|York]] to [[Newcastle railway station|Newcastle]], and later via Newcastle to [[Edinburgh Waverley railway station|Edinburgh]], [[Scotland]]. They remained in service on the East Coast Main Line until the early 1960s when they were replaced by [[British Rail Class 55|Deltic]] diesel locomotives; they themselves proving to be worthy successors to the A4s while most other diesel locomotives failed.<ref>{{cite web |last1=Marsden |first1=Richard |title=The Gresley A4 Pacifics |url=https://www.lner.info/locos/A/a4.php |website=LNER Encyclopedia |publisher=Winwaed Software Technology LLC |access-date=18 October 2020}}</ref> Several A4s saw out their remaining days until 1966 in Scotland, particularly on the Aberdeen – Glasgow express trains, for which they were used to improve the timing from 3.5 to 3 hours.
The '''LNER Class A4''' is a class of streamlined [[4-6-2]] [[steam locomotive]] designed by [[Nigel Gresley]] for the [[London and North Eastern Railway]] in 1935. Their streamlined design gave them high-speed capability as well as making them instantly recognisable, and one of the class, [[LNER Class A4 4468 Mallard|4468 ''Mallard'']], holds the record as the world's fastest steam locomotive. Thirty-five of the class were built to haul express passenger trains on the [[East Coast Main Line]] route from [[London King's Cross railway station|London Kings Cross]] via [[York railway station|York]] to [[Newcastle railway station|Newcastle]], and later via Newcastle to [[Edinburgh Waverley railway station|Edinburgh]], [[Scotland]]. They remained in service on the East Coast Main Line until the early 1960s when they were replaced by [[British Rail Class 55|Deltic]] diesel locomotives; they themselves proving to be worthy successors to the A4s.<ref>{{cite web |last1=Marsden |first1=Richard |title=The Gresley A4 Pacifics |url=https://www.lner.info/locos/A/a4.php |website=LNER Encyclopedia |publisher=Winwaed Software Technology LLC |access-date=18 October 2020}}</ref> Several A4s saw out their remaining days until 1966 in Scotland, particularly on the Aberdeen – Glasgow express trains, for which they were used to improve the timing from 3.5 to 3 hours.


== Overview ==
== Overview ==
Gresley introduced the Class A4 [[locomotive]]s in [[1935 in rail transport|1935]] to haul [[Streamliner|streamlined]] ''[[Silver Jubilee (train)|Silver Jubilee trains]]'' between [[London King's Cross railway station|London King's Cross]] and [[Newcastle railway station|Newcastle]]. The service was named in celebration of the 25th year of [[George V of the United Kingdom|King George V's]] reign.
Gresley introduced the Class A4 [[locomotive]]s in [[1935 in rail transport|1935]] to haul [[Streamliner|streamlined]] ''[[Silver Jubilee (train)|Silver Jubilee trains]]'' between [[London King's Cross railway station|London King's Cross]] and [[Newcastle railway station|Newcastle]]. The service was named in celebration of the [[Silver Jubilee of George V|25th year]] of King [[George V]]'s reign.


During a visit to Germany in 1933, Gresley had been inspired by high-speed streamlined ''[[Flying Hamburger]]'' diesel trains. The [[London and North Eastern Railway]] (LNER) had considered purchasing similar trains for use from London to Newcastle but the diesel units of the time did not have sufficient passenger carrying capacity and the capital investment in the new technology was prohibitive.
During a visit to Germany in 1933, Gresley had been inspired by high-speed streamlined ''[[Flying Hamburger]]'' diesel trains. The [[London and North Eastern Railway]] (LNER) had considered purchasing similar trains for use from London to Newcastle but the diesel units of the time did not have sufficient passenger carrying capacity and the capital investment in the new technology was prohibitive.


Gresley was sure that steam could do equally well with a decent fare-paying load behind the locomotive. Following trials in 1935 in which one of his [[LNER Class A1/A3|A3 Pacifics]] No.2750 ''Papyrus'' recorded a new maximum of {{convert|108|mph|km/h|1|abbr=on}} and completed the journey in under four hours, the LNER's Chief General Manager Ralph Wedgwood authorised Gresley to produce a streamlined development of the A3.<ref>{{cite book|last=Hughes|first=Geoffrey|title=Sir Nigel Gresley: The Engineer and his Family|year=2001|publisher=The Oakwood Press|isbn=0-85361-579-9|pages=128–129}}</ref> Initially four locomotives were built, all with the word 'silver' in their names. The first was [[LNER Class A4 2509 Silver Link|2509 ''Silver Link'']], followed by 2510 ''Quicksilver'', 2511 ''Silver King'' and 2512 ''Silver Fox''. During a press run to publicise the service, ''Silver Link'' twice achieved a speed of {{convert|112.5|mph|km/h|1|abbr=on}}, breaking the British speed record and sustained an average of {{convert|100|mph|km/h|1|abbr=on}}, over a distance of {{convert|43|miles|km|1|abbr=on}}.<ref>Nock, O.S.: ''The Locomotives of Sir Nigel Gresley'' (London: The Railway Publishing Co., 1945) p. 129</ref>
Gresley was sure that steam could do equally well with a decent fare-paying load behind the locomotive. Following trials in 1935 in which one of his [[LNER Gresley Classes A1 and A3|A3 Pacifics]], No. [[LNER Class A3 2750 Papyrus | 2750 ''Papyrus'']], recorded a new maximum of {{convert|108|mph|km/h|1|abbr=on}} and completed the journey in under four hours, the LNER's Chief General Manager [[Sir Ralph Wedgwood, 1st Baronet|Ralph Wedgwood]] authorised Gresley to produce a streamlined development of the A3.<ref>{{cite book|last=Hughes|first=Geoffrey|title=Sir Nigel Gresley: The Engineer and his Family|year=2001|publisher=The Oakwood Press|isbn=0-85361-579-9|pages=128–129}}</ref> Initially four locomotives were built, all with the word 'silver' in their names. The first was [[LNER Class A4 2509 Silver Link|2509 ''Silver Link'']], followed by 2510 ''Quicksilver'', 2511 ''Silver King'' and 2512 ''Silver Fox''. During a press run to publicise the service, ''Silver Link'' twice achieved a speed of {{convert|112.5|mph|km/h|1|abbr=on}}, breaking the British speed record and sustained an average of {{convert|100|mph|km/h|1|abbr=on}}, over a distance of {{convert|43|miles|km|1|abbr=on}}.<ref>{{cite book |last=Nock |first=O.S. |title=The Locomotives of Sir Nigel Gresley |location=London |publisher=The Railway Publishing Co. |year=1945 |page=129}}</ref>


Following the commercial success of the ''Silver Jubilee'' train, other streamlined services were introduced: ''[[The Coronation (train)|The Coronation]]'' (London-Edinburgh, July 1937) and the ''[[West Riding Limited]]'' (Bradford & Leeds-London & return, November 1937) for which more A4s were built.
Following the commercial success of the ''Silver Jubilee'' train, other streamlined services were introduced: ''[[The Coronation (train)|The Coronation]]'' (London-Edinburgh, July 1937) and the ''[[West Riding Limited]]'' (Bradford & Leeds-London & return, November 1937) for which more A4s were built.
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==Design==
==Design==
The A4 Pacifics were designed for high-speed passenger services. The application of internal streamlining to the steam circuit, higher boiler pressure and the extension of the firebox to form a combustion chamber all contributed to a more efficient locomotive than the A3; consumption of coal and water were reduced. A further design improvement was fitting a [[Kylchap]] double-chimney, first on 4468 ''Mallard'' in March 1938. The double-chimney improved the capability of the locomotives further, and the last three locomotives of the class (4901 ''Capercaillie'', [[LNER Class A4 4902 Seagull|4902 ''Seagull'']] and 4903 ''Peregrine'') were fitted with the Kylchap exhaust from new and the rest of the class acquired it in the late 1950s.
The A4 Pacifics were designed for high-speed passenger services. The application of internal streamlining to the steam circuit, higher boiler pressure and the extension of the firebox to form a combustion chamber all contributed to a more efficient locomotive than the A3; consumption of coal and water were reduced. A further design improvement was fitting a [[Kylchap]] double-chimney, first on 4468 ''Mallard'' in March 1938. The double-chimney improved the capability of the locomotives further, and the last three locomotives of the class (4901 ''Capercaillie'', [[LNER Class A4 4902 Seagull|4902 ''Seagull'']] and 4903 ''Peregrine'') were fitted with the Kylchap exhaust from new and the rest of the class acquired it in the late 1950s.
[[File:LNER_A4.jpg|thumb|left|An unidentified A4, showing their original appearance with streamlined skirts covering the wheels.]]
⚫
The class was noted for its [[streamliner|streamlined]] design, which not only improved its aerodynamics, increasing its speed capabilities, but also created an updraught to lift smoke away from the driver's line of vision, a problem inherent in many steam locomotives particularly those operated with short cut off valve events; fitting smoke deflectors was an alternative solution.<ref name=Allen>{{cite book |title=Locomotive Practice & Performance |first=Cecil J |last=Allen}}</ref>{{rp|56}} The distinctive design made it a particularly attractive subject for artists, photographers and film-makers. The A4 Class locomotives were known by [[Trainspotters in the United Kingdom|trainspotters]] as "streaks".


⚫
The streamlining side skirts (valances) designed by [[Oliver Bulleid]] to [[aerofoil]] shape that were fitted to all the A4 locomotives, were removed during the Second World War to improve access to the valve gear for maintenance and were not replaced.<ref name=Robertson>{{cite book |last=Robertson |first=Kevin |title=The Leader Project: Fiasco or Triumph? |location=Oxford |publisher=Oxford Publishing Company |year=2007 |isbn=978-0-86093-606-0}}</ref> This apart, the A4 was one of few streamlined steam locomotive designs in the world to retain its casing throughout its existence. Many similar designs, including the contemporary [[LMS Coronation Class|Coronation Class]], had their streamlining removed or cancelled to cut costs, simplify maintenance and increase driver visibility.
⚫
The class was noted for its [[streamliner|streamlined]] design, which not only improved its aerodynamics, increasing its speed capabilities, but also created an updraught to lift smoke away from the driver's line of vision, a problem inherent in many steam locomotives particularly those operated with short cut off valve events; fitting smoke deflectors was an alternative solution.<ref>Locomotive Practice & Performance by Cecil J Allen p. 56</ref> The distinctive design made it a particularly attractive subject for artists, photographers and film-makers. The A4 Class locomotives were known by [[train spotting|train spotters]] as "streaks".

⚫
The streamlining side skirts (valances) designed by [[Oliver Bulleid]] to [[aerofoil]] shape that were fitted to all the A4 locomotives, were removed during the Second World War to improve access to the valve gear for maintenance and were not replaced.<ref name=Robertson>Robertson, Kevin: ''The Leader Project: Fiasco or Triumph?'' (Oxford: Oxford Publishing Company, 2007) {{ISBN|0-86093-606-6}}</ref> This apart, the A4 was one of few streamlined steam locomotive designs in the world to retain its casing throughout its existence. Many similar designs, including the contemporary [[LMS Coronation Class|Coronation class]], had their streamlining removed or cancelled to cut costs, simplify maintenance and increase driver visibility.


==World record==
==World record==
[[File:Mallard Record Plate 01.jpg|thumb|left|Plaque on ''Mallard'' in commemoration of breaking the previous world speed record of 124.5 mph]]
[[File:Mallard Record Plate 01.jpg|thumb|left|Plaque on ''Mallard'' in commemoration of breaking the previous world speed record of 124.5 mph]]
On 3 July 1938 [[LNER A4 class 4468 Mallard|4468 ''Mallard'']]; the first of the class to enter service with the [[Kylchap]] exhaust, pulling six coaches and a [[dynamometer car]], set a world speed record (indicated by the [[dynamometer]]) of {{convert|126|mph|km/h|1|abbr=on}}. Gresley never accepted it as the record-breaking maximum. He claimed this speed could only have been attained over a few yards, though he was comfortable that the German speed record of {{convert|124.5|mph |km/h|1|abbr=on}} had been surpassed.<ref>{{cite book|last=Hughes|first=Geoffrey|title=Sir Nigel Gresley: The Engineer and his Family|year=2001|publisher=The Oakwood Press|isbn=0-85361-579-9|page=147}}</ref> Close analysis of the dynamometer roll (currently at the NRM) of the record run confirms that ''Mallard'''s speed did in fact exceed that of the German [[DRG Class 05|BR&nbsp;05&nbsp;002]].<ref>Speed on the East Coast Mainline p64, P Semmens</ref> The ''Mallard'' record reached its maximum speed on a downhill run and failed technically in due course, whereas 05&nbsp;002's journey was on level grade and the engine did not yet seem to be at its limit.<ref name="FastestSteamLoco">[http://www.germansteam.co.uk/FastestLoco/fastestloco.html Was German 05&nbsp;002 The World's Fastest Steam Loco?] {{webarchive|url=https://web.archive.org/web/20060420181235/http://www.germansteam.co.uk/FastestLoco/fastestloco.html |date=20 April 2006 }}</ref> On the other hand, the German train was four coaches long (197 tons), but Mallard's train had seven coaches (240 tons).<ref name="FastestSteamLoco" />
On 3 July 1938, [[LNER Class A4 4468 Mallard|4468 ''Mallard'']] - the first of the class to enter service with the [[Kylchap]] exhaust - pulling six coaches and a [[dynamometer car]], set a world speed record (indicated by the [[dynamometer]]) of {{convert|126|mph|km/h|1|abbr=on}}. Gresley never accepted it as the record-breaking maximum. He claimed this speed could only have been attained over a few yards, though he was comfortable that the German speed record of {{convert|124.5|mph |km/h|1|abbr=on}} had been surpassed.<ref>{{cite book|last=Hughes|first=Geoffrey|title=Sir Nigel Gresley: The Engineer and his Family|year=2001|publisher=The Oakwood Press|isbn=0-85361-579-9|page=147}}</ref> Close analysis of the dynamometer roll (currently at the NRM) of the record run confirms that ''Mallard'''s speed did in fact exceed that of the German [[DRG Class 05|BR&nbsp;05&nbsp;002]].<ref name=Speed>{{cite book |title=Speed on the East Coast Mainline |first=P |last=Semmens}}</ref>{{rp|64}} The ''Mallard'' record reached its maximum speed on a downhill run and failed technically in due course, whereas 05&nbsp;002's journey was on level grade and the engine did not yet seem to be at its limit.<ref name="FastestSteamLoco">{{Cite web |url=http://www.germansteam.co.uk/FastestLoco/fastestloco.html |archiveurl=https://web.archive.org/web/20060420181235/http://www.germansteam.co.uk/FastestLoco/fastestloco.html |url-status=dead |title=Fastest Steam Locomotive |archivedate=20 April 2006 |website=www.germansteam.co.uk}}</ref> On the other hand, the German train was four coaches long (197 tons), but Mallard's train had seven coaches (240 tons).<ref name="FastestSteamLoco" />
One fact, often ignored when considering rival claims, is that Gresley and the LNER had just one serious attempt at the record, which was far from a perfect run with a 15&nbsp;mph permanent way check just north of Grantham. Despite this a record was set.<ref name=RCTS2Ap125>{{harvnb|Boddy|Neve|Yeadon|1973|p=125}}</ref> Gresley planned another attempt in September 1939, but was prevented by the outbreak of World War II.<ref>{{harvnb|Boddy|Neve|Yeadon|1973|p=126}}</ref> Prior to the record run on 3 July 1938, it was calculated that {{convert|130|mi/h|km/h|abbr=on}} was possible, and Driver Duddington and LNER Inspector Sid Jenkins both said they might well have achieved this figure had they not had to slow for the Essendine junctions.<ref name=RCTS2Ap125 />
One fact, often ignored when considering rival claims, is that Gresley and the LNER had just one serious attempt at the record, which was far from a perfect run with a 15&nbsp;mph permanent way check just north of Grantham; despite this a record was set.<ref name=Yeadon73>{{cite book |last1=Boddy |first1=M.G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.B. |editor-last=Fry |editor-first=E.V. |title=Locomotives of the L.N.E.R., part 2A: Tender Engines – Classes A1 to A10 |date=April 1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 }}</ref>{{rp|125}} Gresley planned another attempt in September 1939, but was prevented by the outbreak of World War II.{{r|Yeadon73|p=126}} Prior to the record run on 3 July 1938, it was calculated that {{convert|130|mi/h|km/h|abbr=on}} was possible; Driver Duddington and LNER Inspector Sid Jenkins both said they might well have achieved this figure had they not had to slow for the Essendine junctions.{{r|Yeadon73|p=125}}


At the end of ''Mallard'''s record run, the middle big end (part of the motion for the inside cylinder) ran hot (indicated by the bursting of a heat-sensitive "stink bomb" placed in the bearing for warning purposes), the bearing metal had melted and the locomotive had to stop at [[Peterborough]] rather than continue to London.<ref>{{harvnb|Boddy|Neve|Yeadon|1973|pp=103,126}}</ref> Deficiencies in the alignment of the [[Gresley Conjugated Valve Gear|Gresley-Holcroft derived motion]] meant that the inside cylinder of the A4 did more work at high speed than the two outside cylinders – on at least one occasion this led to the middle big end wearing to such an extent that the increased piston travel knocked the ends off the middle cylinder<ref name="cjallen">Allen, CJ, "Two Million Miles of Train Travel", {{ISBN|0-7110-0298-3}}</ref> – and this overloading was mostly responsible for the failure.{{Citation needed|date=October 2008}}
At the end of ''Mallard'''s record run, the middle big end (part of the motion for the inside cylinder) ran hot (indicated by the bursting of a heat-sensitive "stink bomb" placed in the bearing for warning purposes), the bearing metal had melted and the locomotive had to stop at [[Peterborough]] rather than continue to London.{{r|Yeadon73|pp=103,126}} Deficiencies in the alignment of the [[Gresley conjugated valve gear|Gresley-Holcroft derived motion]] meant that the inside cylinder of the A4 did more work at high speed than the two outside cylinders – on at least one occasion this led to the middle big end wearing to such an extent that the increased piston travel knocked the ends off the middle cylinder<ref name="cjallen">{{cite book |last=Allen |first=CJ |title=Two Million Miles of Train Travel |isbn=0-7110-0298-3}}</ref> – and this overloading was mostly responsible for the failure.{{Citation needed|date=October 2008}}


== Performance in service ==
== Performance in service ==
No other British steam locomotives have a longer or more consistent record of high speed running than the A4s. Instances of 100&nbsp;mph running by them must exceed those of all other types combined,<ref>Locomotive Performance by R Nelson, p. 12</ref> though 90&nbsp;mph running was a relatively rare event with steam traction, much less 100&nbsp;mph. It should also be remembered that A4s operated on the East Coast Main Line which has more opportunities for high speed running (particularly Stoke Bank) than any other in the UK.
No other British steam locomotives have a longer or more consistent record of high speed running than the A4s. Instances of 100&nbsp;mph running by them must exceed those of all other types combined,<ref>{{cite book |title=Locomotive Performance |first=R |last=Nelson |page=12}}</ref> though 90&nbsp;mph running was a relatively rare event with steam traction, much less 100&nbsp;mph. It should also be remembered that A4s operated on the East Coast Main Line which has more opportunities for high speed running (particularly Stoke Bank) than any other in the UK.
[[File:George Haygreen (left) on his retirement day with Charlie Fisher.jpg|thumb|George Henry Haygreen (left) on his retirement day with Fireman Charlie Fisher]]
[[File:George Haygreen (left) on his retirement day with Charlie Fisher.jpg|thumb|George Henry Haygreen (left) on his retirement day with Fireman Charlie Fisher]]
In August 1936 the Silver Jubilee train on the descent of Stoke Bank headed by 2512 ''Silver Fox'' driven by George Henry Haygreen achieved a maximum of {{convert|113|mph|km/h|1|abbr=on}}, then the highest speed attained in Britain with an ordinary passenger train.<ref>{{cite book|last=Jones|first=Robin|title=Mallard 75|year=2013|publisher=Mortons Media Group Ltd|location=Horncastle|isbn=978-1-909128-15-6|page=54}}</ref>
In August 1936 the Silver Jubilee train on the descent of Stoke Bank headed by 2512 ''Silver Fox'' driven by George Henry Haygreen achieved a maximum of {{convert|113|mph|km/h|1|abbr=on}}, then the highest speed attained in Britain with an ordinary passenger train.<ref>{{cite book|last=Jones|first=Robin|title=Mallard 75|year=2013|publisher=Mortons Media Group Ltd|location=Horncastle|isbn=978-1-909128-15-6|page=54}}</ref>
The fastest recorded post-war speed with British steam was also recorded by an A4. This occurred on 23 May 1959 on the Stephenson Locomotive Society Golden Jubilee special when 60007 ''Sir Nigel Gresley'' achieved 112&nbsp;mph when hauling 400 tons down Stoke Bank. The driver, Bill Hoole, had hoped for an attempt to beat Mallard's record but [[Alan Pegler]], who was on the footplate and mindful of the risks, told him to ease off.<ref>Speed on the East Coast Main Line by P Semmens, pp. 90–92</ref>
The fastest recorded post-war speed with British steam was also recorded by an A4. This occurred on 23 May 1959 on the Stephenson Locomotive Society Golden Jubilee special when 60007 ''Sir Nigel Gresley'' achieved 112&nbsp;mph when hauling 400 tons down Stoke Bank. The driver, Bill Hoole, had hoped for an attempt to beat Mallard's record but [[Alan Pegler]], who was on the footplate and mindful of the risks, told him to ease off.{{r|Speed|pp=90–92}}


Although A4s were primarily designed for high speed express work they were also capable of high power outputs. In 1940, 4901 ''Capercaillie'' exerted 2200 [[Horsepower#Drawbar horsepower|drawbar horsepower]] on the straight and level track north of York when hauling 21 coaches (730 tons gross) at an average of 75.9&nbsp;mph for 25 miles.<ref>Locomotive Practice & Performance by Cecil J Allen, p. 153. Original run published in Railway Magazine, September 1940. {{page needed|date=March 2019}}</ref> On W.A. Tuplin's method for grading steam locomotive performance based on both power output and duration of effort, this was the highest value ever achieved by any British locomotive, at Grade 26.<ref>British Steam since 1900, W.A. Tuplin, George Allen and Unwin / Pan Books {{page needed|date=March 2019}}</ref>
Although A4s were primarily designed for high speed express work they were also capable of high power outputs. In 1940, 4901 ''Capercaillie'' exerted 2,200 [[Horsepower#Drawbar power|drawbar horsepower]] on the straight and level track north of York when hauling 21 coaches (730 tons gross) at an average of 75.9&nbsp;mph for 25 miles.{{r|Allen|p=153}} On W. A. Tuplin's method for grading steam locomotive performance based on both power output and duration of effort, this was the highest value ever achieved by any British locomotive, at Grade 26.<ref>{{cite book |title=British Steam since 1900 |first1=W.A |last1=Tuplin |first2=George |last2=Allen |publisher=Unwin / Pan Books}}{{page needed|date=March 2019}}</ref>


The highest recorded power output from an A4 was 2450 drawbar horsepower when ''Mallard'' herself was hauling 11 coaches (390 tons tare, 415 tons gross) ''up'' Stoke Bank at a sustained 80&nbsp;mph in 1963.<ref>{{cite book |title=British Locomotives of the 20th Century vol 3: 1960–the present day |first=O.S. |last=Nock |pages=89–91 |author-link=O. S. Nock |year=1985 |publisher=Guild Publishing/Book Club Associates |location=London |id=CN9613 }}</ref> O.S. Nock thought this performance superior to Mallard's world record run in 1938. An A4 with the same load on a "good run" would be doing about 50 to 60&nbsp;mph at the summit of Stoke Bank. On a run on 8 September 1961 ''Mallard'' had its train travelling at 78&nbsp;mph.<ref>{{cite magazine |magazine=The Railway Magazine |date=July 2013 |pages=16–17 |title=Practice & Performance: New Light on ... ''Mallard'' the Magnificent |first=Keith |last=Farr |editor-last=Pigott |editor-first=Nick |editor-link=Nick Pigott |issn=0033-8923 |publisher=Mortons Media Group |location=Horncastle |volume=159 |issue=1347 }}</ref>
The highest recorded power output from an A4 was 2,450 drawbar horsepower when ''Mallard'' herself was hauling 11 coaches (390 tons tare, 415 tons gross) ''up'' Stoke Bank at a sustained 80&nbsp;mph in 1963.<ref>{{cite book |title=British Locomotives of the 20th Century vol 3: 1960–the present day |first=O.S. |last=Nock |pages=89–91 |author-link=O. S. Nock |year=1985 |publisher=Guild Publishing/Book Club Associates |location=London |id=CN9613 }}</ref> [[O. S. Nock]] thought this performance superior to Mallard's world record run in 1938. An A4 with the same load on a "good run" would be doing about 50 to 60&nbsp;mph at the summit of Stoke Bank. On a run on 8 September 1961 ''Mallard'' had its train travelling at 78&nbsp;mph.<ref>{{cite magazine |magazine=The Railway Magazine |date=July 2013 |pages=16–17 |title=Practice & Performance: New Light on ... ''Mallard'' the Magnificent |first=Keith |last=Farr |editor-last=Pigott |editor-first=Nick |editor-link=Nick Pigott |issn=0033-8923 |publisher=Mortons Media Group |location=Horncastle |volume=159 |issue=1347 }}</ref>
To put all this in perspective the highest possible drawbar horsepower from a [[British Rail Class 40|Class 40]] diesel (a class which was supposed to replace the A4s,{{citation needed|date=June 2013}}) was 1450,<ref>{{harvnb|Nock|1985|p=31}}</ref> though they could achieve this figure over long distances and with no effort from the crew.


==Post-war history==
==Post-war history==
[[File:Peterborough North 3 geograph-2284111-by-Ben-Brooksbank.jpg|thumb|No. 60034 ''[[LNER Class A4 60034 Lord Faringdon|Lord Faringdon]]'' hauling a train at [[Peterborough railway station]] in 1959.]]
[[File:Peterborough North 3 geograph-2284111-by-Ben-Brooksbank.jpg|thumb|No. 60034 ''[[LNER Class A4 60034 Lord Faringdon|Lord Faringdon]]'' hauling a train at [[Peterborough railway station]] in 1959.]]
Although newer Pacifics had been introduced since the war, and although the streamlined trains were never reinstated, the A4s continued on top link duties, notably on the London to Edinburgh services.
Although newer Pacifics had been introduced since the war and the streamlined locomotives were never reinstated, the A4s continued on top link duties, notably on the London to Edinburgh services.


Even after the war was over, the A4s still continued to perform nonstop services. In August 1948, 60028 Walter K. Whigham managed to perform a nonstop service run from King's Cross to Edinburgh, setting the record for distance traveled for 408.65 miles. It would hold this record until 4472 Flying Scotsman's visit to Australia in 1988.<ref>{{cite web |last1=Marsden |first1=Richard |title=The Gresley A4 Pacifics |url=https://www.lner.info/locos/A/a4.php |website=LNER Encyclopedia |publisher=Winwaed Software Technology LLC |access-date=28 October 2020}}</ref>
Even after the war was over, the A4s still continued to perform non-stop services. In August 1948, 60028 ''Walter K. Whigham'' managed to perform a non-stop service run from King's Cross to Edinburgh, setting the record for distance travelled for 408.65 miles. It would hold this record until 4472 ''Flying Scotsman'''s visit to Australia in 1988.<ref>{{cite web |last1=Marsden |first1=Richard |title=The Gresley A4 Pacifics |url=https://www.lner.info/locos/A/a4.php |website=LNER Encyclopedia |publisher=Winwaed Software Technology LLC |access-date=28 October 2020}}</ref>


Improved methods of aligning the Gresley conjugated valve gear in the 1950s led to tighter tolerances for the bearings used within it and consequently to almost total eradication of the overloading of the middle cylinder.{{Citation needed|date=December 2007}} History repeated itself with the inside big end being replaced by one of the Great Western type, after which there was no more trouble, provided maintenance routines were respected.<ref>{{cite magazine |last1=Scott |first1=Ron |last2=Reed |first2=Brian |magazine=Loco Profile |issue=19 |title=Gresley A4s |publisher=Profile Publications |location=Berks UK |page=166 |year=1971 }}</ref>
Improved methods of aligning the Gresley conjugated valve gear in the 1950s led to tighter tolerances for the bearings used within it and, consequently, to almost total eradication of the overloading of the middle cylinder.{{Citation needed|date=December 2007}} History repeated itself with the inside big end being replaced by one of the Great Western type, after which there was no more trouble, provided that maintenance routines were respected.<ref>{{cite magazine |last1=Scott |first1=Ron |last2=Reed |first2=Brian |magazine=Loco Profile |issue=19 |title=Gresley A4s |publisher=Profile Publications |location=Berks UK |page=166 |year=1971 }}</ref>


The wholesale application of double Kylchap chimneys to the entire class was entirely due to the persistence of P. N. Townend, the Assistant Motive Power Superintendent at King's Cross from 1956. He at first met with considerable resistance from higher authority. When permission was eventually given, it was found that the economy obtained over the single chimney A4s was from six to seven pounds of coal per mile, which more than justified the expense of the conversion.<ref>Rogers, Col. H.C.B., ''Thompson & Peppercorn Locomotive Engineers'' (Ian Allan, London UK 1979 {{ISBN|0-7110-0910-4}}.) p.52</ref>
The wholesale application of double Kylchap chimneys to the entire class was entirely due to the persistence of P. N. Townend, the Assistant Motive Power Superintendent at King's Cross from 1956. He, at first, met with considerable resistance from higher authority. When permission was eventually given, it was found that the economy obtained over the single chimney A4s was from six to seven pounds of coal per mile, which more than justified the expense of the conversion.<ref>{{cite book |last=Rogers |first=Col. H.C.B. |title=Thompson & Peppercorn Locomotive Engineers |publisher=Ian Allan |location=London UK |year=1979 |isbn=0-7110-0910-4 |page=52}}</ref>


These improvements led to greatly increased availability.
These improvements led to greatly increased availability.
Line 118: Line 119:
{| class="wikitable sortable" style=text-align:center
{| class="wikitable sortable" style=text-align:center
|-
|-
! Original LNER number<ref>The ABC of L.N.E.R. LOCOMOTIVES (Renumbering Edition), Ian Allan, 1946</ref>
! Original LNER number<ref>{{cite book |title=The ABC of L.N.E.R. Locomotives |author=Ian Allan |year=1946|edition=Renumbering }}</ref>
! Final LNER number
! Final LNER number
! BR number
! BR number
! Doncaster Works number<ref>{{harvnb|Boddy|Neve|Yeadon|1973|loc=fold-out sheet inside rear cover}}</ref>
! Doncaster Works number{{r|Yeadon73}}
! Original name (rename(s))
! Original name (rename(s))
! Entered service
! Entered service
Line 194: Line 195:
| 60026
| 60026
| 1850
| 1850
| align=left | ''[[common kestrel|Kestrel]]<br>([[Miles Beevor]] from November 1947)''
| align=left | ''[[common kestrel|Kestrel]]''<br />(''[[Miles Beevor]]'' from November 1947)
| align=right| {{dts|format=dmy|1937|2|20}}
| align=right| {{dts|format=dmy|1937|2|20}}
| align=right| {{dts|format=dmy|1965|12|21}}
| align=right| {{dts|format=dmy|1965|12|21}}
Line 212: Line 213:
| 60028
| 60028
| 1852
| 1852
| align=left | ''[[Sea eagle|Sea Eagle]]<br>([[Walter K. Whigham]] from October 1947)''
| align=left | ''[[Sea eagle|Sea Eagle]]''<br />(''[[Walter K. Whigham]]'' from October 1947)
| align=right| {{dts|format=dmy|1937|3|20}}
| align=right| {{dts|format=dmy|1937|3|20}}
| align=right| {{dts|format=dmy|1962|12|29}}
| align=right| {{dts|format=dmy|1962|12|29}}
Line 221: Line 222:
| 60009
| 60009
| 1853
| 1853
| align=left | ''[[Union of South Africa]]<br>([[Osprey]], its originally allocated name, during 1980s–90s due to opposition to apartheid<ref>{{cite web |url=https://www.bbc.com/news/uk-england-tyne-19989692 |title=Union of South Africa locomotive to steam into Shildon |date=19 October 2012 |publisher=[[BBC]] |access-date=31 January 2017}}</ref>)''
| align=left | ''[[Union of South Africa]]''<br />(''[[Osprey]]'', its originally allocated name, during 1980s–90s due to opposition to apartheid<ref>{{cite web |url=https://www.bbc.com/news/uk-england-tyne-19989692 |title=Union of South Africa locomotive to steam into Shildon |date=19 October 2012 |publisher=[[BBC]] |access-date=31 January 2017}}</ref>)
| align=right| {{dts|format=dmy|1937|6|29}}
| align=right| {{dts|format=dmy|1937|6|29}}
| align=right| {{dts|format=dmy|1966|6|1}}
| align=right| {{dts|format=dmy|1966|6|1}}
Line 275: Line 276:
| 60003
| 60003
| 1859
| 1859
| align=left | ''[[Osprey]]<br>([[Andrew K. McCosh]] from October 1942)''
| align=left | ''[[Osprey]]''<br />(''[[Andrew K. McCosh]]'' from October 1942)
| align=right| {{dts|format=dmy|1937|8|12}}
| align=right| {{dts|format=dmy|1937|8|12}}
| align=right| {{dts|format=dmy|1962|12|29}}
| align=right| {{dts|format=dmy|1962|12|29}}
Line 284: Line 285:
| 60030
| 60030
| 1860
| 1860
| align=left | ''[[Great snipe|Great Snipe]]''<br>''([[Golden Fleece]] from September 1937)''
| align=left | ''[[Great snipe|Great Snipe]]''<br />(''[[Golden Fleece]]'' from September 1937)
| align=right| {{dts|format=dmy|1937|8|30}}
| align=right| {{dts|format=dmy|1937|8|30}}
| align=right| {{dts|format=dmy|1962|12|29}}
| align=right| {{dts|format=dmy|1962|12|29}}
Line 293: Line 294:
| 60008
| 60008
| 1861
| 1861
| align=left | ''[[Golden Shuttle]]<br>([[Dwight D. Eisenhower]] from September 1945)''
| align=left | ''[[Golden Shuttle]]''<br />(''[[Dwight D. Eisenhower]]'' from September 1945)
| align=right| {{dts|format=dmy|1937|9|4}}
| align=right| {{dts|format=dmy|1937|9|4}}
| align=right| {{dts|format=dmy|1963|7|20}}
| align=right| {{dts|format=dmy|1963|7|20}}
Line 320: Line 321:
| 60004
| 60004
| 1864
| 1864
| align=left | ''[[Great Snipe]]''<br>''([[William Whitelaw (Perth MP)|William Whitelaw]] from July 1941)''
| align=left | ''[[Great Snipe]]''<br>(''[[William Whitelaw (Perth MP)|William Whitelaw]]'' from July 1941)
| align=right| {{dts|format=dmy|1937|12|10}}
| align=right| {{dts|format=dmy|1937|12|10}}
| align=right| {{dts|format=dmy|1966|7|17}}
| align=right| {{dts|format=dmy|1966|7|17}}
Line 356: Line 357:
| 60006
| 60006
| 1868
| 1868
| align=left | ''[[European herring gull|Herring Gull]]<br>([[Sir Ralph Wedgwood]]'' '' from January 1944)''
| align=left | ''[[European herring gull|Herring Gull]]''<br />(''[[Sir Ralph Wedgwood]]'' from January 1944)
| align=right| {{dts|format=dmy|1938|1|26}}
| align=right| {{dts|format=dmy|1938|1|26}}
| align=right| {{dts|format=dmy|1965|9|3}}
| align=right| {{dts|format=dmy|1965|9|3}}
Line 383: Line 384:
| –
| –
| 1871
| 1871
| align=left | ''[[Gadwall]]<br>(Sir Ralph Wedgwood'' ''from March 1939)''
| align=left | ''[[Gadwall]]''<br />(''Sir Ralph Wedgwood'' from March 1939)
| align=right| {{dts|format=dmy|1938|8|30}}
| align=right| {{dts|format=dmy|1938|3}}{{sfn|Boddy|Neve|Yeadon|1973|loc=fold-out sheet inside rear cover}}

| align=right| {{dts|format=dmy|1942|6|6}}
| align=right| {{dts|format=dmy|1942|6|6}}
| Damaged beyond repair by bomb on 29 April 1942.
| Damaged beyond repair by bomb on 29 April 1942.
Line 392: Line 394:
| 60002
| 60002
| 1872
| 1872
| align=left | ''[[Common pochard|Pochard]]<br>([[Sir Murrough Wilson]] from April 1939)''
| align=left | ''[[Common pochard|Pochard]]''<br />(''[[Sir Murrough Wilson]]'' from April 1939)
| align=right| {{dts|format=dmy|1938|4|12}}
| align=right| {{dts|format=dmy|1938|4|12}}
| align=right| {{dts|format=dmy|1964|5|4}}
| align=right| {{dts|format=dmy|1964|5|4}}
Line 401: Line 403:
| 60001
| 60001
| 1873
| 1873
| align=left | ''[[Garganey]]<br>([[Sir Ronald Matthews]] from March 1939)''
| align=left | ''[[Garganey]]''<br />(''[[Sir Ronald Matthews]]'' from March 1939)
| align=right| {{dts|format=dmy|1938|4|26}}
| align=right| {{dts|format=dmy|1938|4|26}}
| align=right| {{dts|format=dmy|1964|10|12}}
| align=right| {{dts|format=dmy|1964|10|12}}
Line 419: Line 421:
| 60005
| 60005
| 1875
| 1875
| align=left | ''[[Capercaillie]]''<br>(Charles H. Newton from September 1942)<br>([[Charles H. Newton|Sir Charles Newton]] from June 1943)
| align=left | ''[[Capercaillie]]''<br />(''[[Charles H. Newton]]'' from September 1942)<br />(''Sir Charles Newton'' from June 1943)
| align=right| {{dts|format=dmy|1938|6|8}}
| align=right| {{dts|format=dmy|1938|6|8}}
| align=right| {{dts|format=dmy|1964|3|12}}
| align=right| {{dts|format=dmy|1964|3|12}}
Line 443: Line 445:
|}
|}


The first four locomotives included the word 'silver' in their names because they were intended to haul the ''Silver Jubilee'' train. No 2512 ''Silver Fox'' of this batch carried a stainless-steel fox near the centre of the streamline casing on each side, made by the Sheffield steelmakers [[Samuel Fox and Company]].<ref>{{harvnb|Boddy|Neve|Yeadon|1973|p=120}}</ref> The next batch of A4s were named after birds, particularly those that were fast flyers, Gresley being a keen bird-watcher. Five (4488–92) were named after British Empire countries to haul the new Anglo-Scottish ''Coronation'' train; and two (4495/6), intended to haul the new ''West Riding Limited'', received names connected to the wool trade: ''Golden Fleece'' and ''Golden Shuttle''.<ref>{{harvnb|Boddy|Fry|Hennigan|Proud|1963|p=52}}</ref>
The first four locomotives included the word 'silver' in their names because they were intended to haul the ''Silver Jubilee'' train. 2512 ''Silver Fox'' of this batch carried a stainless-steel fox near the centre of the streamline casing on each side, made by the Sheffield steelmakers [[Samuel Fox and Company]].{{r|Yeadon73|p=120}} The next batch of A4s were named after birds, particularly those that were fast flyers, Gresley being a keen bird-watcher. Five (4488–92) were named after British Empire countries to haul the new Anglo-Scottish ''Coronation'' train; and two (4495/6), intended to haul the new ''West Riding Limited'', received names connected to the wool trade: ''Golden Fleece'' and ''Golden Shuttle''.<ref name=Boddy> {{cite book |last1=Boddy |first1=M.G. |last2=Fry |first2=E.V. |last3=Hennigan |first3=W. |last4=Proud |first4=P. |last5=Yeadon |first5=W.B. |author-link5=Willie Yeadon |editor-last=Fry |editor-first=E.V. |title=Locomotives of the L.N.E.R., part 1: Preliminary Survey |date=July 1963 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Potters Bar |page=52}}</ref>
[[File:A4s 20080404 NYMR 040a.jpg|thumb|A rare gathering of three ex-LNER A4 locomotives at [[Grosmont, North Yorkshire|Grosmont]], [[North Yorkshire Moors Railway]], on 4 April 2008 as 60009 ''Union of South Africa'', 60007 ''Sir Nigel Gresley'' and 60019 ''Bittern'' lined up at 7.30am in preparation for service.]]
[[File:A4s 20080404 NYMR 040a.jpg|thumb|A rare gathering of three ex-LNER A4 locomotives at [[Grosmont, North Yorkshire|Grosmont]], [[North Yorkshire Moors Railway]], on 4 April 2008, as 60009 ''Union of South Africa'', 60007 ''Sir Nigel Gresley'' and 60019 ''Bittern'' lined up at 7:30 am in preparation for service.]]
A4 No.4498 was the hundredth Gresley Pacific to be built, and was named after him. Subsequently, some other A4s were later renamed, usually to names of directors of the LNER.
4498 was the hundredth Gresley Pacific to be built and was named after him. Subsequently, some other A4s were later renamed, usually to names of directors of the LNER.


== Withdrawal ==
== Withdrawal ==


One locomotive was withdrawn and scrapped after being damaged beyond repair in a German bombing raid on York on 29 April 1942 during [[World War II]] – [[LNER Class A4 4469 Sir Ralph Wedgwood|No.4469 ''Sir Ralph Wedgwood'']], which at the time had been overhauled and was based at Gateshead. It was running local trains to run it in, and was stabled in York North Shed (now the [[National Railway Museum]]) where it suffered a direct hit. However, its tender survived and was later coupled to a [[LNER Thompson Class A2/1|Thompson A2/1]].
One locomotive was withdrawn and scrapped after being damaged beyond repair in a German bombing raid on York on 29 April 1942 during [[World War II]]; this was [[LNER Class A4 4469 Sir Ralph Wedgwood|No. 4469 ''Sir Ralph Wedgwood'']], which at the time had been overhauled and was based at Gateshead. It was running local trains to run it in and was stabled in York North Shed (now the [[National Railway Museum]]) where it suffered a direct hit; however, its tender survived and was later coupled to a [[LNER Thompson Class A2/1|Thompson A2/1]].


The next five withdrawals, in December 1962, were 60003 ''Andrew K. McCosh'', [[LNER Class A4 2509 Silver Link|60014 ''Silver Link'']], 60028 ''Walter K. Whigham'', 60030 ''Golden Fleece'' and [[LNER Class A4 4902 Seagull|60033 ''Seagull'']]. The rest of the class was withdrawn between 1963 and 1966. The last six in service were: 60004 ''William Whitelaw'', [[LNER Class A4 4498 Sir Nigel Gresley|60007 ''Sir Nigel Gresley'']], [[LNER Class A4 4488 Union of South Africa|60009 ''Union of South Africa'']], [[LNER Class A4 4464 Bittern|60019 ''Bittern'']], [[LNER Class A4 4483 Kingfisher|60024 ''Kingfisher'']] and [[LNER Class A4 60034 Lord Faringdon|60034 ''Lord Faringdon'']]. 60019 and 60024 were the last to be withdrawn, in September 1966.
The next five withdrawals, in December 1962, were: 60003 ''Andrew K. McCosh'', [[LNER Class A4 2509 Silver Link|60014 ''Silver Link'']], 60028 ''Walter K. Whigham'', 60030 ''Golden Fleece'' and [[LNER Class A4 4902 Seagull|60033 ''Seagull'']]. The rest of the class was withdrawn between 1963 and 1966. The last six in service were: 60004 ''William Whitelaw'', [[LNER Class A4 4498 Sir Nigel Gresley|60007 ''Sir Nigel Gresley'']], [[LNER Class A4 4488 Union of South Africa|60009 ''Union of South Africa'']], [[LNER Class A4 4464 Bittern|60019 ''Bittern'']], [[LNER Class A4 4483 Kingfisher|60024 ''Kingfisher'']] and [[LNER Class A4 60034 Lord Faringdon|60034 ''Lord Faringdon'']]. 60019 and 60024 were the last to be withdrawn in September 1966.


{|class="wikitable" style=text-align:center
{|class="wikitable" style=text-align:center
Line 460: Line 462:
| 1962 || 34 || 5 || align=left | 60003/14/28/30/33 || align=left |
| 1962 || 34 || 5 || align=left | 60003/14/28/30/33 || align=left |
|-
|-
| 1963 || 29 || 10 || align=left | 60008/13/15/17–18/21–22/25/32 || align=left | 60008/22 preserved.
| 1963 || 29 || 10 || align=left | 60008/13/15/17/18/21/22/25/29/32 || align=left | 60008/22 preserved.
|-
|-
| 1964 || 19 || 7 || align=left | 60001–02/05/11–12/20/23 || align=left |
| 1964 || 19 || 7 || align=left | 60001/02/05/11/12/20/23 || align=left |
|-
|-
| 1965 || 12 || 6 || 60006/10/16/26–27/31 || align=left | 60010 preserved.
| 1965 || 12 || 6 || align=left | 60006/10/16/26/27/31 || align=left | 60010 preserved.
|-
|-
| 1966 || 6 || 6 || 60004/07/09/19/24/34 || align=left | 60007/09/19 preserved.
| 1966 || 6 || 6 || align=left | 60004/07/09/19/24/34 || align=left | 60007/09/19 preserved.
|}
|}


== Preservation ==
== Preservation ==
Six of the locomotives have been preserved; three of them were assigned to sheds in Scotland after the closure of King's Cross shed (34A) to steam in 1964.{{citation needed|date=June 2016}} 60024 Kingfisher was also planned for preservation, but was instead scrapped after several mechanical problems were discovered with it.{{citation needed|date=September 2018}} Four A4s are in the UK and have run on the BR main lines at some point during their preservation career. Another two (''Dominion of Canada'' and ''Dwight D. Eisenhower'') were donated to the Canada and the US, respectively, upon withdrawal by British Railways. Both North American-based A4s, along with the other three British-based A4s were moved to the National Railway Museum, [[York]], in late 2012 on three-year loans as part of the NRM's 2013 celebrations of the 75th anniversary of ''Mallard'' breaking the world speed record for steam, bringing all six preserved A4s together.<ref>{{cite web|url=https://www.bbc.co.uk/news/uk-england-19812244 |title=BBC News – Mallard 'sister locomotives' arrive at Liverpool docks |publisher=bbc.co.uk |date=3 October 2012 |access-date=25 February 2013}}</ref>
Six of the locomotives have been preserved; three of them were assigned to sheds in Scotland after the closure of King's Cross shed (34A) to steam in 1964.{{citation needed|date=June 2016}} Four A4s are in the UK and have run on the BR main lines at some point during their preservation career. Another two (''Dominion of Canada'' and ''Dwight D. Eisenhower'') were donated to the Canada and the US, respectively, upon withdrawal by British Railways. Both North American-based A4s, along with the other three British-based A4s were moved to the National Railway Museum, [[York]], in late 2012 on three-year loans as part of the NRM's 2013 celebrations of the 75th anniversary of ''Mallard'' breaking the world speed record for steam, bringing all six preserved A4s together.<ref>{{cite web|url=https://www.bbc.co.uk/news/uk-england-19812244 |title=BBC News – Mallard 'sister locomotives' arrive at Liverpool docks |publisher=bbc.co.uk |date=3 October 2012 |access-date=25 February 2013}}</ref> During 2013, 4464 'Bittern' underwent a series of high-speed runs, partly in commemoration of Mallards' record, partly to see if mainline speeds for certain heritage steam locomotives could be increased (The current maximum is 75&nbsp;mph.). During the "Tyne Tees Streak" run, Bittern broke its own 91&nbsp;mph speed record set just a few months prior by reaching a maximum speed of 93&nbsp;mph (149.7&nbsp;km/h).


From 2015 to 2020, ''Union of South Africa'' was the only A4 operational with a valid mainline certificate until it expired in 2020; 60007 was withdrawn for overhaul on 20 September 2015 and 4464 operated until the end of 2015 at the [[Watercress Line]] when it was withdrawn and placed on static display in 2018 [[Crewe]]. Union of South Africa was withdrawn in October 2021 due to boiler issues and with the coming expiration of its boiler certificate in early 2022. ''Sir Nigel Gresley'' returned to the mainline on 21 April 2022 and worked its inaugural railtour on 21 May 2022 following the completion of its major overhaul. As of 2023, 5 of 6 surviving A4's are on static display, the only working one being 60007 Sir Nigel Gresley.<ref name="auto1">{{Cite web|url=https://www.railadvent.co.uk/events/sir-nigel-gresley-locomotive-trust-members-tour-crewe-carlisle|title=Sir Nigel Gresley Locomotive Trust Members Tour (Crewe - Carlisle)|date=12 May 2022|website=RailAdvent}}</ref> 60019 is planned to be moved from Margate to North Yorkshire for a mainline standard overhaul in 2024.<ref name="auto">{{Cite web|url=https://www.railadvent.co.uk/2023/06/steam-locomotive-60019-bittern-set-for-overhaul-in-north-yorkshire.html|title=Steam locomotive 60019 Bittern set for overhaul in North Yorkshire|date=9 June 2023|website=RailAdvent}}</ref>
As of August 2016 only ''Union of South Africa'' is operational with a valid mainline certificate until 2020 (extended from 2019); 60007 was withdrawn for overhaul on 20 September 2015 and 4464 operated until the end of 2015 at the [[Watercress Line]] when it was withdrawn for its overhaul in [[Crewe]].


Loco numbers in bold mean their current number.
Loco numbers in bold mean their current number.
Line 485: Line 487:
!rowspan="2"|Home base
!rowspan="2"|Home base
!rowspan="2"|Current livery
!rowspan="2"|Current livery
!rowspan="2"|Corridor tender
!rowspan="2"|Owner
!rowspan="2"|Condition
!rowspan="2"|Condition
!rowspan="2"|Notes
!rowspan="2"|Notes
Line 493: Line 497:
|-
|-
|[[File:4464 Bittern at Kidderminster (3).jpg|100px]]
|[[File:4464 Bittern at Kidderminster (3).jpg|100px]]
|'''[[LNER Class A4 4464 Bittern|4464]]'''
|align=center|'''[[LNER Class A4 4464 Bittern|4464]]'''
|align=center|19
|19
|60019
|align=center|60019
|''[[Bittern]]''
|'''''[[Bittern]]'''''
|Dec 1937
|Dec 1937
|Sept 1966
|Sept 1966
Line 502: Line 506:
|[[Crewe Diesel TMD|Crewe LNWR]]
|[[Crewe Diesel TMD|Crewe LNWR]]
|LNER Garter Blue
|LNER Garter Blue
|align=center|Yes
⚫
|Owned by [[Jeremy Hosking]]. Currently in LNER Garter Blue livery and stored at the former [[Hornby Railways|Hornby factory]] in Margate, Kent.
|[[Jeremy Hosking]] {{CN|date=October 2023}}
⚫
| Last to be withdrawn alongside [[LNER Class A4 4483 Kingfisher|60024 Kingfisher]].
|Static Display
⚫
|Last to be withdrawn alongside [[LNER Class A4 4483 Kingfisher|60024 Kingfisher]].

⚫
Currently in LNER Garter Blue livery and static display at the former [[Hornby Railways|Hornby factory]] in Margate, Kent.

Planned to be moved to North Yorkshire for overhaul in 2024.<ref name="auto"/>
|-
|-
|[[File:Number 4468 Mallard in York.jpg|100px]]
|[[File:Number 4468 Mallard in York.jpg|100px]]
|'''[[LNER Class A4 4468 Mallard|4468]]'''
|align=center|'''[[LNER Class A4 4468 Mallard|4468]]'''
|align=center|22
|22
|60022
|align=center|60022
|''[[Mallard]]''
|'''''[[Mallard]]'''''
|Mar 1938
|Mar 1938
|Apr 1963
|Apr 1963
Line 515: Line 525:
|[[National Railway Museum]]
|[[National Railway Museum]]
|LNER Garter Blue
|LNER Garter Blue
|align=center|No
|Static display (operational 1986–1988)
|National Collection
⚫
| First to enter preservation.
|Static display
⚫
|First to enter preservation.

Was operational between 1986 and 1988.
|-
|-
|[[File:60009 Union of South Africa at Condover 01.jpg|100px]]
|[[File:LNER Gresley Class A4 4-6-2 No.60009 - 14267947204.jpg|100px]]
|4488
|align=center|4488
|align=center|9
|9
|'''[[LNER Class A4 4488 Union of South Africa|60009]]'''
|align=center|'''[[LNER Class A4 4488 Union of South Africa|60009]]'''
|''[[Union of South Africa]]'' (''[[Osprey]]'' 1988–1990)
|'''''[[Union of South Africa]]''''' (''[[Osprey]]'' 1988–1990)
|June 1937
|June 1937
|June 1966
|June 1966
Line 528: Line 542:
|[[Thornton, Fife|Thornton Yard]]
|[[Thornton, Fife|Thornton Yard]]
|BR Brunswick Green, late crest
|BR Brunswick Green, late crest
|align=center|Yes
|Owned by [[John Cameron (farmer)|John Cameron]].
|[[John Cameron (farmer)|John Cameron]]{{CN|date=October 2023}}
|
|Static display
Withdrawn from service on 5th October 2021 due to boiler issues and boiler ticket expiry in early 2022.
|Withdrawn from service on 5 October 2021 due to boiler issues and boiler ticket expiry in early 2022.

Due to controversial and political issues in [[South Africa]] in the 1980s involving racial [[apartheid]] the engine was renamed to Osprey. It returned to its original name in the 1990s.
|-
|-
|[[File:Dominionofcanada4489.jpg|100px]]
|[[File:Dominionofcanada4489.jpg|100px]]
|'''[[LNER Class A4 4489 Dominion of Canada|4489]]'''
|align=center|'''[[LNER Class A4 4489 Dominion of Canada|4489]]'''
|align=center|10
|10
|60010
|align=center|60010
|''[[Dominion of Canada]] '' (originally ''[[Woodcock]]'' until June 1937)
|'''''[[Dominion of Canada]]''' '' (originally ''[[Woodcock]]'' until June 1937)
|May 1937
|May 1937
|May 1965
|May 1965
Line 542: Line 559:
|[[Canadian Railway Museum]]
|[[Canadian Railway Museum]]
|LNER Garter Blue
|LNER Garter Blue
|align=center|Yes
|Canadian Railway Museum
|Static display in [[Canada]].
|Static display in [[Canada]].
| Originally planned to be named ''Buzzard'', but was changed to ''Woodcock'' and then changed ''Dominion of Canada''.<ref>{{cite web |title=History is made as A4 locos reunite at York |url=https://www.yorkmix.com/everything-you-need-to-know-about-the-a4-pacific-locomotives-reunited-at-york/ |website=York Mix |publisher=York Mix |access-date=3 July 2013}}</ref><ref>{{cite web |title=60010 Dominion of Canada (LNER 4489, LNER 591, LNER 10 & BR 60010) |url=https://preservedbritishsteamlocomotives.com/60010-dominion-of-canada-lner-4489-lner-591-lner-10-br-60010/ |website=Preserved British Steam Locomotives |publisher=WordPress.com |access-date=28 October 2020}}</ref> The name ''Woodcock'' was given to engine No. 4493.
| Originally planned to be named ''Buzzard'', but was changed to ''Woodcock'' and then changed to ''Dominion of Canada''.<ref>{{cite web |title=History is made as A4 locos reunite at York |url=https://www.yorkmix.com/everything-you-need-to-know-about-the-a4-pacific-locomotives-reunited-at-york/ |website=York Mix |date=3 July 2013 |access-date=3 July 2013}}</ref><ref>{{cite web |title=60010 Dominion of Canada (LNER 4489, LNER 591, LNER 10 & BR 60010) |url=https://preservedbritishsteamlocomotives.com/60010-dominion-of-canada-lner-4489-lner-591-lner-10-br-60010/ |website=Preserved British Steam Locomotives |date=6 July 2017 |publisher=WordPress.com |access-date=28 October 2020}}</ref> The name ''Woodcock'' was given to engine No. 4493.
|-
|-
|[[File:LNER 4-6-2 A4 Class No 60008 Dwight D Eisenhower (8500183898).jpg|100px]]
|[[File:LNER 4-6-2 A4 Class No 60008 Dwight D Eisenhower (8500183898).jpg|100px]]
|4496
|align=center|4496
|align=center|8
|8
|'''[[LNER Class A4 4496 Dwight D Eisenhower|60008]]'''
|align=center|'''[[LNER Class A4 4496 Dwight D Eisenhower|60008]]'''
|''[[Dwight D. Eisenhower]]'' (originally [[Golden Shuttle]] until September 1945)
|'''''[[Dwight D. Eisenhower]]''''' (originally [[Golden Shuttle]] until September 1945)
|Sept 1937
|Sept 1937
|Jul 1963
|Jul 1963
Line 555: Line 574:
|[[National Railroad Museum]]
|[[National Railroad Museum]]
|BR Brunswick Green, late crest
|BR Brunswick Green, late crest
|align=center|No
|National Railroad Museum
|Static display in the [[United States of America|USA]].
|Static display in the [[United States of America|USA]].
| Originally planned to be named ''Sparrow Hawk'' but was named ''Golden Shuttle'' instead and was eventually renamed to ''Dwight D Eisenhower''. The name ''Sparrow Hawk'' was used for engine No. 4463.<ref>{{cite web |title=60008 Dwight D Eisenhower (LNER 4496, LNER 598, LNER 8 & BR 60008) |url=https://preservedbritishsteamlocomotives.com/60008-dwight-d-eisenhower-lner-4496-lner-598-lner-8-br-60008/ |website=Preserved British Steam Locomotives |publisher=WordPress.com |access-date=5 November 2020}}</ref>
| Originally planned to be named ''Sparrow Hawk'' but was named ''Golden Shuttle'' instead and was eventually renamed to ''Dwight D Eisenhower''. The name ''Sparrow Hawk'' was used for engine No. 4463.<ref>{{cite web |title=60008 Dwight D Eisenhower (LNER 4496, LNER 598, LNER 8 & BR 60008) |url=https://preservedbritishsteamlocomotives.com/60008-dwight-d-eisenhower-lner-4496-lner-598-lner-8-br-60008/ |website=Preserved British Steam Locomotives |date=6 July 2017 |publisher=WordPress.com |access-date=5 November 2020}}</ref>
|-
|-
|[[File:Hugh llewelyn 60007 (5371152920).jpg|100px]]
|[[File:Hugh llewelyn 60007 (5371152920).jpg|100px]]
|4498
|align=center|4498
|align=center|7
|7
|'''[[LNER Class A4 4498 Sir Nigel Gresley|60007]]'''
|align=center|'''[[LNER Class A4 4498 Sir Nigel Gresley|60007]]'''
|''[[Sir Nigel Gresley]]''
|'''''[[Sir Nigel Gresley]]'''''
|Oct 1937
|Oct 1937
|Feb 1966
|Feb 1966
|28 years, 3 months
|28 years, 3 months
|Locomotive Services Ltd. Crewe depot<ref>{{Cite web |last=Sir Nigel Gresley Locomotive Trust |date=2024-11-13 |title=News |url=https://www.sirnigelgresley.org.uk/news.shtml}}</ref>
|[[North Yorkshire Moors Railway]]
|BR Express Passenger Blue, early emblem<ref>{{Cite web |title=Steam locomotive 60007 Sir Nigel Gresley unveiled in blue livery |last=Holden |first=Michael |work=RailAdvent |date=24 January 2023 |access-date=4 August 2023 |url= https://www.railadvent.co.uk/2023/01/steam-locomotive-60007-sir-nigel-gresley-unveiled-in-blue-livery.html}}</ref>
|LNER Wartime Black (temporary, due to be painted in BR Express Passenger Blue, early emblem)
|align=center|Yes
|Currently still at the National Railway Museum, overhaul has been completed.
|Sir Nigel Gresley Locomotive Trust
| Overhaul complete and it is now mainline certified.
|Operational, Boiler Ticket Expires: 2032.
|Moved to the [[Severn Valley Railway]] for test running and appeared at the April Spring Steam Gala.
Worked Inaugural mainline railtour on 21 May 2022.<ref name="auto1"/>
|}
|}


==Models==
==Models==
The distinctive shape of the A4 has made it an obvious choice for model manufacturers, with examples being made in the majority of the popular scales, including a wooden example for the Brio wooden railway{{citation needed|date=August 2021}}. One of the first two [[Hornby Dublo]] locomotive models produced, in 1938, was an A4.<ref>[https://www.hornby.com/locomotives-89/r2688/product.html] {{webarchive |url=https://web.archive.org/web/20100201144701/https://www.hornby.com/locomotives-89/r2688/product.html |date=1 February 2010 }}</ref> In 1999 a 'Super Detail' Hornby A4 was released,{{citation needed|date=March 2015}} later complemented by a budget 'Railroad' model{{Citation needed|date=July 2010}}<!--date obtained from a Hornby service sheet PDF (http://static.hornby.com/files/ss-274-245.pdf) !!--> [[Hornby Railways|Hornby]] also produced an 'OO'-scale [[live steam]] version in September 2003, that used an electrically heated boiler to produce steam – not previously possible in such a small model. Trix produced an 'OO' scale model A4 from 1970; it was re-branded as a Liliput model in 1974 and survives to this day in modified form as a Bachmann model – Kader, Bachmann's parent company, had bought Liliput in 1993.<ref>{{cite book |last1=Ramsay |first1=John |last2=Hammond |first2=Pat |editor-last=King |editor-first=John |title=Ramsay's British Model Trains Catalogue |edition=3rd |year=2002 |orig-year=1998 |publisher=Swapmeet Publications |location=Felixstowe |isbn=0-9528352-7-4 |pages=298, 302, 33 }}</ref> Dapol currently produce several versions of the A4 class in N gauge<ref>{{cite web|url=http://www.ngaugeforum.co.uk/SMFN/index.php?topic=4107.75|title=Dapol A4|website=www.ngaugeforum.co.uk}}</ref> and have also expanded their Black label range to include the A4 class as well.<ref>{{cite web|url=http://www.rmweb.co.uk/community/index.php?/topic/105630-dapol-black-label-a4/|title=Dapol Black Label A4 – Dapol|website=rmweb.co.uk}}</ref>
One of the first two [[Hornby Dublo]] locomotive models produced, in 1938, was an A4.<ref>{{cite web|url=https://www.hornby.com/locomotives-89/r2688/product.html|archiveurl=https://web.archive.org/web/20100201144701/https://www.hornby.com/locomotives-89/r2688/product.html |archivedate=1 February 2010|title= LNER 4-6-2 'Sir Nigel Gresley' Class A4|website=[[Hornby Railways]] }}</ref> In 1999 a 'Super Detail' Hornby A4 was released,{{citation needed|date=March 2015}} later complemented by a budget 'Railroad' model{{Citation needed|date=July 2010}}<!--date obtained from a Hornby service sheet PDF (https://static.hornby.com/files/ss-274-245.pdf) !!--> [[Hornby Railways|Hornby]] also produced an 'OO'-scale [[live steam]] version in September 2003, that used an electrically heated boiler to produce steam – not previously possible in such a small model. Trix produced an 'OO' scale model A4 from 1970; it was re-branded as a Liliput model in 1974 and survives to this day in modified form as a Bachmann model – Kader, Bachmann's parent company, had bought Liliput in 1993.<ref>{{cite book |last1=Ramsay |first1=John |last2=Hammond |first2=Pat |editor-last=King |editor-first=John |title=Ramsay's British Model Trains Catalogue |edition=3rd |year=2002 |orig-year=1998 |publisher=Swapmeet Publications |location=Felixstowe |isbn=0-9528352-7-4 |pages=298, 302, 33 }}</ref> In September 2004, Hornby unveiled retooled [[OO gauge]] models of the A4 in LNER blue, LNER black and BR green.<ref>{{cite magazine|title=Hornby's new A4 and Gresley coaches unveiled at the NRM|magazine=British Railway Modelling|page=36|issue=8|volume=12|date=November 2004|location=Bourne|publisher=Warners Group Publications|issn=0968-0764|oclc=1135061879}}</ref>


During the 1980s, [[Minitrix]] produced [[British N gauge]] models of ''Mallard'', both as 4468 in LNER blue and 60022 in BR green, and 4498 ''Sir Nigel Gresley'' in LNER blue. From the 1990s, [[Graham Farish]] produced British N gauge models of the A4. In 2012, [[Dapol]] introduced a British N gauge model of 60017 ''Silver Fox'' in BR green.<ref>{{cite magazine|title=Dapol 'A4' 4-6-2|first=Ben|last=Jones|magazine=[[Model Rail]]|pages=18–21|issue=169|date=May 2012|location=Peterborough|publisher=Bauer|issn=1369-5118|oclc=173324502}}</ref>
==Notes==
⚫
{{Reflist}}


==References==
==References==
⚫
{{Reflist}}
*{{cite book |last1=Boddy |first1=M.G. |last2=Fry |first2=E.V. |last3=Hennigan |first3=W. |last4=Proud |first4=P. |last5=Yeadon |first5=W.B. |author-link5=Willie Yeadon |editor-last=Fry |editor-first=E.V. |title=Locomotives of the L.N.E.R., part 1: Preliminary Survey |date=July 1963 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Potters Bar }}

*{{cite book |last1=Boddy |first1=M.G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.B. |editor-last=Fry |editor-first=E.V. |title=Locomotives of the L.N.E.R., part 2A: Tender Engines – Classes A1 to A10 |date=April 1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 }}
==Further reading==
*{{cite magazine|title=Gresley's renowned record-breakers!|first=Chris|last=Leigh|magazine=[[Model Rail]]|pages=22–32|issue=2|date=Spring 1998|location=Peterborough|publisher=EMAP Apex|issn=1369-5118|oclc=173324502}}


== External links ==
== External links ==
{{Commons category|LNER Class A4}}
{{Commons category|LNER Class A4}}
* [http://www.lner.info/locos/A/a4.shtml LNER Encyclopedia Page covering the history and development of the LNER A4 Pacifics]
* [https://www.lner.info/locos/A/a4.shtml LNER Encyclopedia Page covering the history and development of the LNER A4 Pacifics]
* [https://web.archive.org/web/20041206062509/http://www.bath.ac.uk/~hssmrg/a4.html Detailed list of the names, numbers and production dates of LNER A4 locomotives]
* [https://web.archive.org/web/20041206062509/http://www.bath.ac.uk/~hssmrg/a4.html Detailed list of the names, numbers and production dates of LNER A4 locomotives]
* [http://www.railuk.co.uk/steam/getsteamclass.php?item=A4 Railuk database]
* [https://www.railuk.info/steam/getsteamclass.php?item=A4 Class A4 Details] at ''Rail UK''
* [http://www.britishtransportfilms.co.uk/productions/films/BT0144/BT144.html Screenshots from ''Elizabethan Express'']
* [http://www.britishtransportfilms.co.uk/productions/films/BT0144/BT144.html Screenshots from ''Elizabethan Express'']
* [https://www.sirnigelgresley.org.uk Sir Nigel Gresley Locomotive Trust]


==Video links==
==Video links==

Latest revision as of 00:53, 24 December 2024

LNER Class A4
60009 Union of South Africa in 1951
Type and origin
Power typeSteam
DesignerNigel Gresley
BuilderLNER Doncaster Works
Build date1935–1938
Total produced35
Specifications
Configuration:
​
 • Whyte4-6-2
 • UIC2′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 8 in (2.032 m)
Trailing dia.3 ft 8 in (1.118 m)
Length71 ft 3⁄8 in (21.650 m)
Width9 ft 0 in (2.743 m)
Height13 ft 1 in (3.988 m)
Loco weight102 long tons 19 cwt (230,600 lb or 104.6 t)
Total weight167 long tons 2 cwt (374,300 lb or 169.8 t)
Fuel typeCoal
Fuel capacity8 long tons 0 cwt (17,900 lb or 8.1 t)
Water cap.5,000 imp gal (23,000 L; 6,000 US gal)
Boiler pressure250 psi (1.72 MPa)
CylindersThree
Cylinder size18.5 in × 26 in (470 mm × 660 mm)
Valve gear
Loco brakeVacuum
Train brakesVacuum
60007, 60009 & 60019 have been fitted with air brakes[1]
Performance figures
Maximum speed90 mph (140 km/h) in regular service (126.4 mph (203.4 km/h) maximum recorded)
Tractive effort35,455 lbf (157.71 kN)
Career
OperatorsLondon and North Eastern Railway, British Railways
ClassA4
Power classBR: 8P6F
Number in class35
NumbersLNER (until 1946/47): 2509–2512, 4462–4469, 4482–4500, 4900–4903;
LNER (from 1946/47): 1–34 (not in order);
BR: 60001–60034
Nicknames"Streak"
LocaleEast Coast Main Line
Withdrawn1942 (1), 1962–1966
Preserved4488, 4489, 4464, 4496, 4498, 4468
DispositionSix preserved, remainder scrapped.

The LNER Class A4 is a class of streamlined 4-6-2 steam locomotive designed by Nigel Gresley for the London and North Eastern Railway in 1935. Their streamlined design gave them high-speed capability as well as making them instantly recognisable, and one of the class, 4468 Mallard, holds the record as the world's fastest steam locomotive. Thirty-five of the class were built to haul express passenger trains on the East Coast Main Line route from London Kings Cross via York to Newcastle, and later via Newcastle to Edinburgh, Scotland. They remained in service on the East Coast Main Line until the early 1960s when they were replaced by Deltic diesel locomotives; they themselves proving to be worthy successors to the A4s.[2] Several A4s saw out their remaining days until 1966 in Scotland, particularly on the Aberdeen – Glasgow express trains, for which they were used to improve the timing from 3.5 to 3 hours.

Overview

[edit]

Gresley introduced the Class A4 locomotives in 1935 to haul streamlined Silver Jubilee trains between London King's Cross and Newcastle. The service was named in celebration of the 25th year of King George V's reign.

During a visit to Germany in 1933, Gresley had been inspired by high-speed streamlined Flying Hamburger diesel trains. The London and North Eastern Railway (LNER) had considered purchasing similar trains for use from London to Newcastle but the diesel units of the time did not have sufficient passenger carrying capacity and the capital investment in the new technology was prohibitive.

Gresley was sure that steam could do equally well with a decent fare-paying load behind the locomotive. Following trials in 1935 in which one of his A3 Pacifics, No. 2750 Papyrus, recorded a new maximum of 108 mph (173.8 km/h) and completed the journey in under four hours, the LNER's Chief General Manager Ralph Wedgwood authorised Gresley to produce a streamlined development of the A3.[3] Initially four locomotives were built, all with the word 'silver' in their names. The first was 2509 Silver Link, followed by 2510 Quicksilver, 2511 Silver King and 2512 Silver Fox. During a press run to publicise the service, Silver Link twice achieved a speed of 112.5 mph (181.1 km/h), breaking the British speed record and sustained an average of 100 mph (160.9 km/h), over a distance of 43 miles (69.2 km).[4]

Following the commercial success of the Silver Jubilee train, other streamlined services were introduced: The Coronation (London-Edinburgh, July 1937) and the West Riding Limited (Bradford & Leeds-London & return, November 1937) for which more A4s were built.

Design

[edit]

The A4 Pacifics were designed for high-speed passenger services. The application of internal streamlining to the steam circuit, higher boiler pressure and the extension of the firebox to form a combustion chamber all contributed to a more efficient locomotive than the A3; consumption of coal and water were reduced. A further design improvement was fitting a Kylchap double-chimney, first on 4468 Mallard in March 1938. The double-chimney improved the capability of the locomotives further, and the last three locomotives of the class (4901 Capercaillie, 4902 Seagull and 4903 Peregrine) were fitted with the Kylchap exhaust from new and the rest of the class acquired it in the late 1950s.

An unidentified A4, showing their original appearance with streamlined skirts covering the wheels.

The class was noted for its streamlined design, which not only improved its aerodynamics, increasing its speed capabilities, but also created an updraught to lift smoke away from the driver's line of vision, a problem inherent in many steam locomotives particularly those operated with short cut off valve events; fitting smoke deflectors was an alternative solution.[5]: 56  The distinctive design made it a particularly attractive subject for artists, photographers and film-makers. The A4 Class locomotives were known by trainspotters as "streaks".

The streamlining side skirts (valances) designed by Oliver Bulleid to aerofoil shape that were fitted to all the A4 locomotives, were removed during the Second World War to improve access to the valve gear for maintenance and were not replaced.[6] This apart, the A4 was one of few streamlined steam locomotive designs in the world to retain its casing throughout its existence. Many similar designs, including the contemporary Coronation Class, had their streamlining removed or cancelled to cut costs, simplify maintenance and increase driver visibility.

World record

[edit]
Plaque on Mallard in commemoration of breaking the previous world speed record of 124.5 mph

On 3 July 1938, 4468 Mallard - the first of the class to enter service with the Kylchap exhaust - pulling six coaches and a dynamometer car, set a world speed record (indicated by the dynamometer) of 126 mph (202.8 km/h). Gresley never accepted it as the record-breaking maximum. He claimed this speed could only have been attained over a few yards, though he was comfortable that the German speed record of 124.5 mph (200.4 km/h) had been surpassed.[7] Close analysis of the dynamometer roll (currently at the NRM) of the record run confirms that Mallard's speed did in fact exceed that of the German BR 05 002.[8]: 64  The Mallard record reached its maximum speed on a downhill run and failed technically in due course, whereas 05 002's journey was on level grade and the engine did not yet seem to be at its limit.[9] On the other hand, the German train was four coaches long (197 tons), but Mallard's train had seven coaches (240 tons).[9] One fact, often ignored when considering rival claims, is that Gresley and the LNER had just one serious attempt at the record, which was far from a perfect run with a 15 mph permanent way check just north of Grantham; despite this a record was set.[10]: 125  Gresley planned another attempt in September 1939, but was prevented by the outbreak of World War II.[10]: 126  Prior to the record run on 3 July 1938, it was calculated that 130 mph (210 km/h) was possible; Driver Duddington and LNER Inspector Sid Jenkins both said they might well have achieved this figure had they not had to slow for the Essendine junctions.[10]: 125 

At the end of Mallard's record run, the middle big end (part of the motion for the inside cylinder) ran hot (indicated by the bursting of a heat-sensitive "stink bomb" placed in the bearing for warning purposes), the bearing metal had melted and the locomotive had to stop at Peterborough rather than continue to London.[10]: 103, 126  Deficiencies in the alignment of the Gresley-Holcroft derived motion meant that the inside cylinder of the A4 did more work at high speed than the two outside cylinders – on at least one occasion this led to the middle big end wearing to such an extent that the increased piston travel knocked the ends off the middle cylinder[11] – and this overloading was mostly responsible for the failure.[citation needed]

Performance in service

[edit]

No other British steam locomotives have a longer or more consistent record of high speed running than the A4s. Instances of 100 mph running by them must exceed those of all other types combined,[12] though 90 mph running was a relatively rare event with steam traction, much less 100 mph. It should also be remembered that A4s operated on the East Coast Main Line which has more opportunities for high speed running (particularly Stoke Bank) than any other in the UK.

George Henry Haygreen (left) on his retirement day with Fireman Charlie Fisher

In August 1936 the Silver Jubilee train on the descent of Stoke Bank headed by 2512 Silver Fox driven by George Henry Haygreen achieved a maximum of 113 mph (181.9 km/h), then the highest speed attained in Britain with an ordinary passenger train.[13] The fastest recorded post-war speed with British steam was also recorded by an A4. This occurred on 23 May 1959 on the Stephenson Locomotive Society Golden Jubilee special when 60007 Sir Nigel Gresley achieved 112 mph when hauling 400 tons down Stoke Bank. The driver, Bill Hoole, had hoped for an attempt to beat Mallard's record but Alan Pegler, who was on the footplate and mindful of the risks, told him to ease off.[8]: 90–92 

Although A4s were primarily designed for high speed express work they were also capable of high power outputs. In 1940, 4901 Capercaillie exerted 2,200 drawbar horsepower on the straight and level track north of York when hauling 21 coaches (730 tons gross) at an average of 75.9 mph for 25 miles.[5]: 153  On W. A. Tuplin's method for grading steam locomotive performance based on both power output and duration of effort, this was the highest value ever achieved by any British locomotive, at Grade 26.[14]

The highest recorded power output from an A4 was 2,450 drawbar horsepower when Mallard herself was hauling 11 coaches (390 tons tare, 415 tons gross) up Stoke Bank at a sustained 80 mph in 1963.[15] O. S. Nock thought this performance superior to Mallard's world record run in 1938. An A4 with the same load on a "good run" would be doing about 50 to 60 mph at the summit of Stoke Bank. On a run on 8 September 1961 Mallard had its train travelling at 78 mph.[16]

Post-war history

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No. 60034 Lord Faringdon hauling a train at Peterborough railway station in 1959.

Although newer Pacifics had been introduced since the war and the streamlined locomotives were never reinstated, the A4s continued on top link duties, notably on the London to Edinburgh services.

Even after the war was over, the A4s still continued to perform non-stop services. In August 1948, 60028 Walter K. Whigham managed to perform a non-stop service run from King's Cross to Edinburgh, setting the record for distance travelled for 408.65 miles. It would hold this record until 4472 Flying Scotsman's visit to Australia in 1988.[17]

Improved methods of aligning the Gresley conjugated valve gear in the 1950s led to tighter tolerances for the bearings used within it and, consequently, to almost total eradication of the overloading of the middle cylinder.[citation needed] History repeated itself with the inside big end being replaced by one of the Great Western type, after which there was no more trouble, provided that maintenance routines were respected.[18]

The wholesale application of double Kylchap chimneys to the entire class was entirely due to the persistence of P. N. Townend, the Assistant Motive Power Superintendent at King's Cross from 1956. He, at first, met with considerable resistance from higher authority. When permission was eventually given, it was found that the economy obtained over the single chimney A4s was from six to seven pounds of coal per mile, which more than justified the expense of the conversion.[19]

These improvements led to greatly increased availability.

Locomotive data

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Original LNER number[20] Final LNER number BR number Doncaster Works number[10] Original name (rename(s)) Entered service Withdrawn Notes
2509 14 60014 1818 Silver Link 7 September 1935 29 December 1962
2510 15 60015 1819 Quicksilver 21 September 1935 25 April 1963
2511 16 60016 1821 Silver King 5 November 1935 19 March 1965
2512 17 60017 1823 Silver Fox 18 December 1935 20 October 1963
4482 23 60023 1847 Golden Eagle 22 December 1936 30 October 1964
4483
(585) 		24 60024 1848 Kingfisher 26 December 1936 5 September 1966
4484
(586) 		25 60025 1849 Falcon 23 January 1937 20 October 1963
4485
(587) 		26 60026 1850 Kestrel
(Miles Beevor from November 1947) 		20 February 1937 21 December 1965
4486
(588) 		27 60027 1851 Merlin 13 March 1937 3 September 1965
4487 28 60028 1852 Sea Eagle
(Walter K. Whigham from October 1947) 		20 March 1937 29 December 1962
4488 9 60009 1853 Union of South Africa
(Osprey, its originally allocated name, during 1980s–90s due to opposition to apartheid[21]) 		29 June 1937 1 June 1966 Preserved
4489 10 60010 1854 Woodcock
(Dominion of Canada from June 1937) 		4 May 1937 29 May 1965 Preserved
4490 11 60011 1855 Empire of India 25 June 1937 11 May 1964
4491 12 60012 1856 Commonwealth of Australia 22 June 1937 20 August 1964
4492 13 60013 1857 Dominion of New Zealand 27 June 1937 18 April 1963
4493 29 60029 1858 Woodcock 26 July 1937 20 October 1963
4494 3 60003 1859 Osprey
(Andrew K. McCosh from October 1942) 		12 August 1937 29 December 1962
4495 30 60030 1860 Great Snipe
(Golden Fleece from September 1937) 		30 August 1937 29 December 1962
4496 8 60008 1861 Golden Shuttle
(Dwight D. Eisenhower from September 1945) 		4 September 1937 20 July 1963 Preserved
4497 31 60031 1862 Golden Plover 2 October 1937 29 October 1965
4498 7 60007 1863 Sir Nigel Gresley 30 October 1937 1 February 1966 Preserved
4462 4 60004 1864 Great Snipe
(William Whitelaw from July 1941) 		10 December 1937 17 July 1966
4463 18 60018 1865 Sparrow Hawk 27 November 1937 19 June 1963
4464 19 60019 1866 Bittern 18 December 1937 5 September 1966 Preserved
4465 20 60020 1867 Guillemot 8 January 1938 20 March 1964
4466
(605) 		6 60006 1868 Herring Gull
(Sir Ralph Wedgwood from January 1944) 		26 January 1938 3 September 1965
4467 21 60021 1869 Wild Swan 19 February 1938 20 October 1963
4468 22 60022 1870 Mallard 3 March 1938 25 April 1963 Currently holds the world speed record for steam locomotives at 126 mph (203 km/h), preserved
4469 – – 1871 Gadwall
(Sir Ralph Wedgwood from March 1939) 		March 1938[22] 6 June 1942 Damaged beyond repair by bomb on 29 April 1942.
4499 2 60002 1872 Pochard
(Sir Murrough Wilson from April 1939) 		12 April 1938 4 May 1964
4500 1 60001 1873 Garganey
(Sir Ronald Matthews from March 1939) 		26 April 1938 12 October 1964
4900 32 60032 1874 Gannet 17 May 1938 20 October 1963
4901 5 60005 1875 Capercaillie
(Charles H. Newton from September 1942)
(Sir Charles Newton from June 1943) 		8 June 1938 12 March 1964
4902 33 60033 1876 Seagull 28 June 1938 29 December 1962
4903 34 60034 1877 Peregrine
(Lord Faringdon from March 1948) 		1 July 1938 24 August 1966

The first four locomotives included the word 'silver' in their names because they were intended to haul the Silver Jubilee train. 2512 Silver Fox of this batch carried a stainless-steel fox near the centre of the streamline casing on each side, made by the Sheffield steelmakers Samuel Fox and Company.[10]: 120  The next batch of A4s were named after birds, particularly those that were fast flyers, Gresley being a keen bird-watcher. Five (4488–92) were named after British Empire countries to haul the new Anglo-Scottish Coronation train; and two (4495/6), intended to haul the new West Riding Limited, received names connected to the wool trade: Golden Fleece and Golden Shuttle.[23]

A rare gathering of three ex-LNER A4 locomotives at Grosmont, North Yorkshire Moors Railway, on 4 April 2008, as 60009 Union of South Africa, 60007 Sir Nigel Gresley and 60019 Bittern lined up at 7:30 am in preparation for service.

4498 was the hundredth Gresley Pacific to be built and was named after him. Subsequently, some other A4s were later renamed, usually to names of directors of the LNER.

Withdrawal

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One locomotive was withdrawn and scrapped after being damaged beyond repair in a German bombing raid on York on 29 April 1942 during World War II; this was No. 4469 Sir Ralph Wedgwood, which at the time had been overhauled and was based at Gateshead. It was running local trains to run it in and was stabled in York North Shed (now the National Railway Museum) where it suffered a direct hit; however, its tender survived and was later coupled to a Thompson A2/1.

The next five withdrawals, in December 1962, were: 60003 Andrew K. McCosh, 60014 Silver Link, 60028 Walter K. Whigham, 60030 Golden Fleece and 60033 Seagull. The rest of the class was withdrawn between 1963 and 1966. The last six in service were: 60004 William Whitelaw, 60007 Sir Nigel Gresley, 60009 Union of South Africa, 60019 Bittern, 60024 Kingfisher and 60034 Lord Faringdon. 60019 and 60024 were the last to be withdrawn in September 1966.

Year Quantity in
service at
start of year		 Quantity
withdrawn		 Locomotive numbers Notes
1942 35 1 4469 Destroyed by bomb.
1962 34 5 60003/14/28/30/33
1963 29 10 60008/13/15/17/18/21/22/25/29/32 60008/22 preserved.
1964 19 7 60001/02/05/11/12/20/23
1965 12 6 60006/10/16/26/27/31 60010 preserved.
1966 6 6 60004/07/09/19/24/34 60007/09/19 preserved.

Preservation

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Six of the locomotives have been preserved; three of them were assigned to sheds in Scotland after the closure of King's Cross shed (34A) to steam in 1964.[citation needed] Four A4s are in the UK and have run on the BR main lines at some point during their preservation career. Another two (Dominion of Canada and Dwight D. Eisenhower) were donated to the Canada and the US, respectively, upon withdrawal by British Railways. Both North American-based A4s, along with the other three British-based A4s were moved to the National Railway Museum, York, in late 2012 on three-year loans as part of the NRM's 2013 celebrations of the 75th anniversary of Mallard breaking the world speed record for steam, bringing all six preserved A4s together.[24] During 2013, 4464 'Bittern' underwent a series of high-speed runs, partly in commemoration of Mallards' record, partly to see if mainline speeds for certain heritage steam locomotives could be increased (The current maximum is 75 mph.). During the "Tyne Tees Streak" run, Bittern broke its own 91 mph speed record set just a few months prior by reaching a maximum speed of 93 mph (149.7 km/h).

From 2015 to 2020, Union of South Africa was the only A4 operational with a valid mainline certificate until it expired in 2020; 60007 was withdrawn for overhaul on 20 September 2015 and 4464 operated until the end of 2015 at the Watercress Line when it was withdrawn and placed on static display in 2018 Crewe. Union of South Africa was withdrawn in October 2021 due to boiler issues and with the coming expiration of its boiler certificate in early 2022. Sir Nigel Gresley returned to the mainline on 21 April 2022 and worked its inaugural railtour on 21 May 2022 following the completion of its major overhaul. As of 2023, 5 of 6 surviving A4's are on static display, the only working one being 60007 Sir Nigel Gresley.[25] 60019 is planned to be moved from Margate to North Yorkshire for a mainline standard overhaul in 2024.[26]

Loco numbers in bold mean their current number.

Image Numbers Name Built Withdrawn Service life Home base Current livery Corridor tender Owner Condition Notes
Original LNER number LNER 1946 BR number
4464 19 60019 Bittern Dec 1937 Sept 1966 28 years, 8 months Crewe LNWR LNER Garter Blue Yes Jeremy Hosking [citation needed] Static Display Last to be withdrawn alongside 60024 Kingfisher.

Currently in LNER Garter Blue livery and static display at the former Hornby factory in Margate, Kent.

Planned to be moved to North Yorkshire for overhaul in 2024.[26]

4468 22 60022 Mallard Mar 1938 Apr 1963 25 years, 1 month National Railway Museum LNER Garter Blue No National Collection Static display First to enter preservation.

Was operational between 1986 and 1988.

4488 9 60009 Union of South Africa (Osprey 1988–1990) June 1937 June 1966 28 years, 11 months Thornton Yard BR Brunswick Green, late crest Yes John Cameron[citation needed] Static display Withdrawn from service on 5 October 2021 due to boiler issues and boiler ticket expiry in early 2022.

Due to controversial and political issues in South Africa in the 1980s involving racial apartheid the engine was renamed to Osprey. It returned to its original name in the 1990s.

4489 10 60010 Dominion of Canada (originally Woodcock until June 1937) May 1937 May 1965 28 years Canadian Railway Museum LNER Garter Blue Yes Canadian Railway Museum Static display in Canada. Originally planned to be named Buzzard, but was changed to Woodcock and then changed to Dominion of Canada.[27][28] The name Woodcock was given to engine No. 4493.
4496 8 60008 Dwight D. Eisenhower (originally Golden Shuttle until September 1945) Sept 1937 Jul 1963 25 years, 10 months National Railroad Museum BR Brunswick Green, late crest No National Railroad Museum Static display in the USA. Originally planned to be named Sparrow Hawk but was named Golden Shuttle instead and was eventually renamed to Dwight D Eisenhower. The name Sparrow Hawk was used for engine No. 4463.[29]
4498 7 60007 Sir Nigel Gresley Oct 1937 Feb 1966 28 years, 3 months Locomotive Services Ltd. Crewe depot[30] BR Express Passenger Blue, early emblem[31] Yes Sir Nigel Gresley Locomotive Trust Operational, Boiler Ticket Expires: 2032. Moved to the Severn Valley Railway for test running and appeared at the April Spring Steam Gala.

Worked Inaugural mainline railtour on 21 May 2022.[25]

Models

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One of the first two Hornby Dublo locomotive models produced, in 1938, was an A4.[32] In 1999 a 'Super Detail' Hornby A4 was released,[citation needed] later complemented by a budget 'Railroad' model[citation needed] Hornby also produced an 'OO'-scale live steam version in September 2003, that used an electrically heated boiler to produce steam – not previously possible in such a small model. Trix produced an 'OO' scale model A4 from 1970; it was re-branded as a Liliput model in 1974 and survives to this day in modified form as a Bachmann model – Kader, Bachmann's parent company, had bought Liliput in 1993.[33] In September 2004, Hornby unveiled retooled OO gauge models of the A4 in LNER blue, LNER black and BR green.[34]

During the 1980s, Minitrix produced British N gauge models of Mallard, both as 4468 in LNER blue and 60022 in BR green, and 4498 Sir Nigel Gresley in LNER blue. From the 1990s, Graham Farish produced British N gauge models of the A4. In 2012, Dapol introduced a British N gauge model of 60017 Silver Fox in BR green.[35]

References

[edit]
  1. ^ Fox, Peter; Hall, Peter; Pritchard, Robert (2007). Preserved Locomotives of British Railways (Twelfth ed.). Platform 5, Sheffield. ISBN 978-1-902336-57-2.
  2. ^ Marsden, Richard. "The Gresley A4 Pacifics". LNER Encyclopedia. Winwaed Software Technology LLC. Retrieved 18 October 2020.
  3. ^ Hughes, Geoffrey (2001). Sir Nigel Gresley: The Engineer and his Family. The Oakwood Press. pp. 128–129. ISBN 0-85361-579-9.
  4. ^ Nock, O.S. (1945). The Locomotives of Sir Nigel Gresley. London: The Railway Publishing Co. p. 129.
  5. ^ a b Allen, Cecil J. Locomotive Practice & Performance.
  6. ^ Robertson, Kevin (2007). The Leader Project: Fiasco or Triumph?. Oxford: Oxford Publishing Company. ISBN 978-0-86093-606-0.
  7. ^ Hughes, Geoffrey (2001). Sir Nigel Gresley: The Engineer and his Family. The Oakwood Press. p. 147. ISBN 0-85361-579-9.
  8. ^ a b Semmens, P. Speed on the East Coast Mainline.
  9. ^ a b "Fastest Steam Locomotive". www.germansteam.co.uk. Archived from the original on 20 April 2006.
  10. ^ a b c d e f Boddy, M.G.; Neve, E.; Yeadon, W.B. (April 1973). Fry, E.V. (ed.). Locomotives of the L.N.E.R., part 2A: Tender Engines – Classes A1 to A10. Kenilworth: RCTS. ISBN 0-901115-25-8.
  11. ^ Allen, CJ. Two Million Miles of Train Travel. ISBN 0-7110-0298-3.
  12. ^ Nelson, R. Locomotive Performance. p. 12.
  13. ^ Jones, Robin (2013). Mallard 75. Horncastle: Mortons Media Group Ltd. p. 54. ISBN 978-1-909128-15-6.
  14. ^ Tuplin, W.A; Allen, George. British Steam since 1900. Unwin / Pan Books.[page needed]
  15. ^ Nock, O.S. (1985). British Locomotives of the 20th Century vol 3: 1960–the present day. London: Guild Publishing/Book Club Associates. pp. 89–91. CN9613.
  16. ^ Farr, Keith (July 2013). Pigott, Nick (ed.). "Practice & Performance: New Light on ... Mallard the Magnificent". The Railway Magazine. Vol. 159, no. 1347. Horncastle: Mortons Media Group. pp. 16–17. ISSN 0033-8923.
  17. ^ Marsden, Richard. "The Gresley A4 Pacifics". LNER Encyclopedia. Winwaed Software Technology LLC. Retrieved 28 October 2020.
  18. ^ Scott, Ron; Reed, Brian (1971). "Gresley A4s". Loco Profile. No. 19. Berks UK: Profile Publications. p. 166.
  19. ^ Rogers, Col. H.C.B. (1979). Thompson & Peppercorn Locomotive Engineers. London UK: Ian Allan. p. 52. ISBN 0-7110-0910-4.
  20. ^ Ian Allan (1946). The ABC of L.N.E.R. Locomotives (Renumbering ed.).
  21. ^ "Union of South Africa locomotive to steam into Shildon". BBC. 19 October 2012. Retrieved 31 January 2017.
  22. ^ Boddy, Neve & Yeadon 1973, fold-out sheet inside rear cover.
  23. ^ Boddy, M.G.; Fry, E.V.; Hennigan, W.; Proud, P.; Yeadon, W.B. (July 1963). Fry, E.V. (ed.). Locomotives of the L.N.E.R., part 1: Preliminary Survey. Potters Bar: RCTS. p. 52.
  24. ^ "BBC News – Mallard 'sister locomotives' arrive at Liverpool docks". bbc.co.uk. 3 October 2012. Retrieved 25 February 2013.
  25. ^ a b "Sir Nigel Gresley Locomotive Trust Members Tour (Crewe - Carlisle)". RailAdvent. 12 May 2022.
  26. ^ a b "Steam locomotive 60019 Bittern set for overhaul in North Yorkshire". RailAdvent. 9 June 2023.
  27. ^ "History is made as A4 locos reunite at York". York Mix. 3 July 2013. Retrieved 3 July 2013.
  28. ^ "60010 Dominion of Canada (LNER 4489, LNER 591, LNER 10 & BR 60010)". Preserved British Steam Locomotives. WordPress.com. 6 July 2017. Retrieved 28 October 2020.
  29. ^ "60008 Dwight D Eisenhower (LNER 4496, LNER 598, LNER 8 & BR 60008)". Preserved British Steam Locomotives. WordPress.com. 6 July 2017. Retrieved 5 November 2020.
  30. ^ Sir Nigel Gresley Locomotive Trust (13 November 2024). "News".
  31. ^ Holden, Michael (24 January 2023). "Steam locomotive 60007 Sir Nigel Gresley unveiled in blue livery". RailAdvent. Retrieved 4 August 2023.
  32. ^ "LNER 4-6-2 'Sir Nigel Gresley' Class A4". Hornby Railways. Archived from the original on 1 February 2010.
  33. ^ Ramsay, John; Hammond, Pat (2002) [1998]. King, John (ed.). Ramsay's British Model Trains Catalogue (3rd ed.). Felixstowe: Swapmeet Publications. pp. 298, 302, 33. ISBN 0-9528352-7-4.
  34. ^ "Hornby's new A4 and Gresley coaches unveiled at the NRM". British Railway Modelling. Vol. 12, no. 8. Bourne: Warners Group Publications. November 2004. p. 36. ISSN 0968-0764. OCLC 1135061879.
  35. ^ Jones, Ben (May 2012). "Dapol 'A4' 4-6-2". Model Rail. No. 169. Peterborough: Bauer. pp. 18–21. ISSN 1369-5118. OCLC 173324502.

Further reading

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