LNER Class A4 4468 Mallard: Difference between revisions
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{{Short description|Preserved British steam locomotive}} |
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{{Infobox Locomotive| |
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{{Use dmy dates|date=July 2015}} |
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name=''Mallard''| |
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{{Use British English|date=July 2015}} |
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powertype=Steam| |
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{{DISPLAYTITLE:LNER Class A4 4468 ''Mallard''}} |
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gauge={{standard gauge}}| |
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{{Infobox locomotive |
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| name = LNER Class A4 4468 ''Mallard'' |
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caption='''Mallard''' at the National Railway Museum at York.| |
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| powertype = Steam |
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railroadclass=[[LNER Class A4|A4]]| |
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| image = Number 4468 Mallard in York.jpg |
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whytetype=[[4-6-2]]| |
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| caption = ''Mallard'' at the [[National Railway Museum]], [[York]] |
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designer=[[Sir Nigel Gresley]]| |
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| designer = [[Nigel Gresley]] |
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retiredate=[[April 25th]] [[1963]]| |
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| builder = LNER [[Doncaster Works]] |
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restoredate=[[1986]] until [[1988]]| |
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| serialnumber = 1870 |
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disposition=| |
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| builddate = 3 March 1938 |
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length=70 ft| |
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| whytetype = {{whyte|4-6-2}} |
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weight=165 tons| |
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| uicclass = 2'C1'h3 |
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builder=LNER Doncaster| |
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| gauge = {{RailGauge|ussg|allk=on}} |
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serialnumber=1870| |
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| leadingdiameter = {{convert|3|ft|2|in|m|3|abbr=on}} |
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builddate=[[March 3rd]] [[1938]]| |
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| driverdiameter = {{convert|6|ft|8|in|m|3|abbr=on}} |
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topspeed=126mph| |
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| trailingdiameter = {{convert|3|ft|8|in|m|3|abbr=on}} |
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| length = {{convert|70|ft|m|2|abbr=on}} |
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| locoweight = {{convert|102.95|LT|t ST|1}} |
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| locotenderweight = {{convert|165|LT|t ST|1}} |
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| boilerpressure = {{convert|250|psi|MPa|2|abbr=on}} |
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| cylindercount = Three |
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| cylindersize = {{convert|18.5|x|26|in|mm|0|abbr=on}} |
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| tractiveeffort = {{convert|35455|lbf|kN|1|abbr=on}} |
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| locobrakes = [[Steam brake|Steam]] |
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| trainbrakes = [[Vacuum brake|Vacuum]] |
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| operator = [[London and North Eastern Railway|LNER]], [[British Rail|BR]] |
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| operatorclass = [[LNER Class A4|A4]] |
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| fleetnumbers = {{ubl|LNER (1st): 4468|LNER (2nd): 22|BR (1st): E22|BR (2nd): 60022}} |
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| withdrawndate = 25 April 1963 |
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| restoredate = 1963 |
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| disposition = On static display at the [[National Railway Museum]], [[York]] |
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}} |
}} |
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LNER [[LNER Class A4|Class A4]] 4468 '''''Mallard''''' is a [[4-6-2]] ("Pacific") [[steam locomotive]] built in 1938 for operation on the [[London and North Eastern Railway]] (LNER) at [[Doncaster Works]] to a design of [[Nigel Gresley]]. Its [[Streamliner|streamlined]], [[wind tunnel]] tested<ref>{{Solomon-Masterpieces|page=28}}</ref> design allowed it to haul long distance express passenger services at high speeds. On 3 July 1938, ''Mallard'' broke the [[Railway speed record#Steam|world speed record]] for steam locomotives at {{convert|126|mph|abbr=on}}, which still stands today. |
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Number '''4468 ''Mallard''''' is a [[London and North Eastern Railway]] [[LNER Class A4|Class A4]] [[4-6-2|4-6-2 Pacific]] [[steam locomotive]] built at [[Doncaster]], [[England]] in 1938. |
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While in [[British Rail]]ways days regular steam-hauled rail services in the UK were officially limited to a {{convert|90|mph|abbr=on}} 'line speed', before the war, the A4s had to run significantly above {{convert|90|mph|abbr=on}} just to keep schedule on trains such as the ''[[Silver Jubilee (train)|Silver Jubilee]]'' and ''[[The Coronation (train)|The Coronation]]'',<ref>{{cite book|title=Named Trains on LNER Lines|last=Yeadon|first=Willie B.|edition=Combined|publisher=Book Law Publications|isbn=1899624384|year=2004|page=157}}</ref> with the engines reaching 100 mph on many occasions.<ref>{{cite book|title=The Gresley Pacifics|volume=2|last=Nock|first=O.S.|year=1974|publisher=David & Charles}}</ref><ref>{{cite book|title=Locomotives of the L.N.E.R. [London & North Eastern Railway]. Part 2A: Tender Engines - Classes A1 to A10|author=The Railway Correspondence and Travel Society|year=1972|publisher=The Railway Correspondence and Travel Society|isbn=9780901115256}}</ref> ''Mallard'' covered almost one and a half million miles (2.4 million km) before it was retired in 1963. |
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''Mallard'' was designed by [[Sir Nigel Gresley]] as an express locomotive. Its wind-tunnel-tested, aerodynamic body allowed it to reach speeds of over 100 mph (160 km/h). ''Mallard'' was in service until [[1963]], when it was retired, having covered almost one and a half million miles (2.4 million km). |
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The locomotive is {{convert|70|ft|m|abbr=on|adj=mid}} long and weighs 165 long tons (168 tonnes, 369,600 lbs), including the [[Tender locomotive|tender]]. It is painted LNER [[Order of the Garter|garter]] blue with red wheels and steel rims. |
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It was restored to working order in the 1980s, but has not operated since. ''Mallard'' is the only surviving A4 in LNER livery and in as-built original condition with side valances (although the valances are replicas). |
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''Mallard'' is now part of the National Collection |
''Mallard'' is now part of the [[National Collection]] and preserved at the [[National Railway Museum]] in [[York]]. |
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==History== |
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The locomotive is 70 ft long and weighs 165 tons, including the [[Tender locomotive|tender]]. It is painted LNER [[Order of the Garter#Vestments and accoutrements|garter]] blue with red wheels and steel rims. |
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[[File:60022 Stoke Bank 090662.jpg|thumb|''Mallard'' in 1962.]] |
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In 1936, [[Nigel Gresley]], the chief mechanical engineer of the LNER, ordered a new batch of six [[4-6-2]] "Pacific" [[LNER Class A4|Class A4]] engines to be built at [[Doncaster Works]].<ref name=hale>{{cite book|last=Hale|first=Don|title=Mallard: How the 'Blue Streak' Broke the World Steam Speed Record|date=2009|publisher=Long Preston|isbn=978-1-842-62673-3}}</ref>{{rp|223}} The A4s were known for their distinct streamlined and aerodynamic design, and designed for hauling long distance express passenger services at high speeds. The first batch comprised four locomotives which entered service in 1935, and had "Silver" in their names as they were to haul the non-stop ''[[Silver Jubilee (train)|The Silver Jubilee]]'' service between London King's Cross and Newcastle. |
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The six new A4s were named after a bird, influenced by Gresley's fondness of breeding wild birds, and incorporated some modifications to maximise the possibilities of the original streamlined design.<ref name=hale/>{{rp|221}} This included a new, state-of-the-art double [[Kylchap]] chimney and blastpipe, allowing the smoke to be distributed more freely.<ref name=hale/>{{rp|224}} However, the problem of smoke being dispersed at the front of the locomotive, in turn giving drivers only a narrow viewing window, remained unsolved, and Gresley was determined to find a solution, using ''Mallard'', the 28th A4 locomotive as a test. It was solved after a wooden model at 1/12th of the original size of ''Mallard'' was made to undergo smoke tests in a [[wind tunnel]] setting, using a tunnel made of plasticine. After a period of testing, a solution to deflect the smoke was found and the modification was incorporated into ''Mallard''{{'}}s final design.<ref name=hale/>{{rp|225–227}} |
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== The Record == |
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''Mallard'' was released from Doncaster Works and entered service on 3 March 1938, carrying the number of 4468. It wore a variety of liveries throughout its career, these were: garter blue as 4468, LNER wartime black from 13 June 1942, later wartime black with the tender marked as "NE" from 21 October 1943 as 22 with yellow small stencilled numbers, post-war garter blue with white and red lining from 5 March 1948 with stainless steel cabside number 22, British Railways dark blue as 60022 from 16 September 1949, [[Spring green|Brunswick green]] from 4 July 1952 and its original LNER garter blue for preservation in 1963. |
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''Mallard'' is the holder of the [[Land speed record for railed vehicles|world speed record]] for [[steam locomotive]]s at 126 mph (202.7 km/h). The record was achieved on [[July 3]], [[1938]] on the slight downwards grade of Stoke Bank south of [[Grantham]] on the [[East Coast Main Line]], and the highest speed was recorded at milepost 90¼, between [[Little Bytham]] and [[Essendine]]. It broke the [[Germany|German]] ([[DRG Class 05]]) 002's [[1936]] record of 124 mph (200.4 km/h). |
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The A4 class was built with streamlined valances, or side skirting, but this was removed during the war to ease maintenance. ''Mallard'' lost its valances during a works visit on 13 June 1942, regaining them in preservation in 1963. |
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''Mallard'' was the perfect vehicle for such an endeavour; one of the A4 class of streamlined locomotives designed for sustained 100+ mph (160 km/h) running, it was one of a small number equipped with a double chimney and double [[Kylchap]] [[blastpipe]], which made for improved draughting and better exhaust flow at speed. The A4's three-cylinder design made for stability at speed, and the large 6 ft 8 in (2.032 m) driving wheels meant that the maximum revolutions per minute was within the capabilities of the technology of the day. ''Mallard'' was five months old, meaning that it was sufficiently run-in to run freely, but not overly worn. Selected to crew the locomotive on its record attempt were driver Joseph Duddington (a man renowned within the LNER for taking calculated risks) and fireman Thomas Bray. |
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''Mallard'' was fitted with twelve boilers during its 25-year career. These boilers were: 9024 (from construction), 8959 (from 4496 ''Golden Shuttle'', 13 June 1942), 8907 (from 2511 ''Silver King'', 1 August 1946), 8948 (from 31 ''Golden Plover'', ''Walter K Whigham'', 10 January 1951), 29301 (from 60019 ''Bittern'', 4 July 1952), 29315 (from 60014 ''Silver Link'', 23 April 1954), 29328 (new-build boiler, 7 June 1957), 29308 (from 60008 ''Dwight D. Eisenhower'', 27 August 1958), 29310 (from 60009 ''Union of South Africa'', 9 March 1960) and 27965 (from 60009 ''Union of South Africa'', 10 August 1961). |
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The locomotive had had problems with the middle big end previously, so a "stink bomb" of [[aniseed]] oil was placed inside the big end, that would be released if it overheated. Shortly after the attainment of this record speed, ''Mallard'' suffered an overheated inside [[Crank pin|big end]] [[bearing (mechanical)|bearing]] and had to limp back to Peterborough after setting the record, it then travelled to [[Doncaster railway works|Doncaster]] for repair. This had been foreseen by the publicity department, who had many pictures taken for the press, in case Mallard did not make it back to Kings Cross. The Ivatt Atlantic that replaced Mallard at Peterborough was only just in sight when the head of publicity started handing out the pictures. Inaccuracies in the machining and setup of the [[Gresley Conjugated Valve Gear|Gresley-Holcroft derived motion]] (which derived the valve motion of the inside cylinder from those of the other two, avoiding a hard-to-maintain valve gear linkage between the frames) meant that the inside cylinder of the A4 did more work at high speed than the two outside cylinders; this overloading was mostly responsible for the failure. |
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[[Image:Mallard Number Plate.jpg|thumb|right|''Mallard'' builder's plate with works' number 1870.]] |
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Stoke Bank had a descending gradient of between 1:178 and 1:200. ''Mallard,'' with six coaches plus a [[dynamometer car]] in tow, topped Stoke Summit at 75 mph (121 km/h) and began to accelerate downhill. The speeds at the end of each mile (1.6 km) from the summit were recorded at: 87½, 96½, 104, 107, 111½, 116 and 119 mph (141, 155, 167, 172, 179, 187 and 192 km/h); half-mile (800 m) readings after that gave 120¾, 122½, 123, 124¼ and finally 125 mph (194, 197, 198, 200 and 201 km/h). <!-- would the speeds be better as a list? --> The speed recorded by instruments in the dynamometer car reached a momentary maximum of 126 mph (203 km/h). |
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''Mallard'' has had seven tenders throughout its career. It started off with a non-corridor tender in 1938, had corridor design tenders during its British Railways days and was fitted with a non-corridor tender in 1963 to recreate its original appearance. The tenders it has been fitted with are: 5642 (3 March 1938 – 14 March 1939), 5639 (5 May 1939 – 16 January 1948), 5323 (5 March 1948 – 12 March 1953), 5648 (12 March 1953 – 21 July 1958), 5330 (27 August 1958 – 30 May 1962), 5651 (30 May 1962 – 25 April 1963) and 5670 (current tender, masquerading as original tender 5642). |
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== Rival claims== |
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The original non-corridor tender 5642 was later coupled to sister locomotive 60026 ''Miles Beevor'' when it was withdrawn on 21 December 1965 but later came into the possession of the A4 Preservation Society who had purchased this locomotive from the scrapyard to assist the restoration of classmate 4498 ''Sir Nigel Gresley''. It was scrapped in 1973 as being surplus to requirements, by which time it had also donated parts to the restoration of A3 class locomotive [[LNER Class A3 4472 Flying Scotsman|4472 ''Flying Scotsman'']], which had recently returned from America and was being restored at Derby Workshops. |
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''Mallard''<nowiki>'s</nowiki> world record has never been officially exceeded by a steam locomotive, though German locomotives came very close (in 1936, two years before Mallard's run, a [[DRG Class 05|Class 05]] loco reached 200.4 km/h (124.5 mph) between [[Hamburg]] and [[Berlin]]). Many rumours and stories exist of higher speeds, but ''Mallard''<nowiki>'s</nowiki> is the only one with adequate documentation. Other steam locomotives were probably capable of such speeds; the LNER's long, straight, slightly downhill raceway of Stoke Bank played a part in the record. The 1936 run of the German [[DRG Class 05|Class 05]] was on a horizontal stretch of track although speed was built up on a preceding down-hill section. |
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''Mallard'' was allocated to three sheds during its career: [[Doncaster Carr rail depot#Site history|Doncaster]], transferring on 21 October 1943 to Grantham and on 11 April 1948 to [[Kings Cross Top Shed]]. |
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It is notable that, unlike world records for [[automobile|car]]s, there is no requirement for an average of two runs in both directions, and assistance from gradient or wind has always been acceptable in rail speed records. |
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[[Image:Mallard Record Plate.jpg|thumb|right|''Mallard'' record plate]] |
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===1938 speed record=== |
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Other locomotives that may have exceeded the 126 mph (203 km/h) record include the [[Pennsylvania Railroad]]'s mighty [[PRR S1|S1]] prototype which is rumoured to have reached 140 mph (225 km/h), although the claim is disputed, [http://www.germansteam.co.uk/FastestLoco/fastestloco.html#05traceand] and the [[Milwaukee Road class F7]]. The Milwaukee Road had the fastest scheduled steam-powered passenger trains in the world. Both it and the Chicago & North Western had timetables requiring running in excess of 100 mph (160 km/h); it is known that both railroads' locomotives often exceeded 120 mph. [http://www.germansteam.co.uk/FastestLoco/fastestloco.html#05traceand] |
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On 3 July 1938, ''Mallard'' claimed the [[Railway speed record#Steam|world speed record]] for steam locomotives at {{convert|126|mph|abbr=on}} during a trial run of a new, quick-acting brake, known as the Westinghouse QSA brake. The speed was achieved during the downward grade of [[Stoke Bank]], south of [[Grantham railway station|Grantham]] at milepost 90¼, between [[Little Bytham]] and [[Essendine railway station|Essendine]] stations. ''Mallard'' hauled a seven-coach train, including a [[dynamometer car]] which housed apparatus to record the speed. The speed it recorded exceeded the previous record speed of {{convert|200.4|km/h|abbr=on|order=flip}} set in Germany in 1936 by [[DRG Class 05]] No. 002. ''Mallard'' was just four months old at the time of the record, and was operated by driver Joseph Duddington, a man renowned within the LNER for taking calculated risks, and fireman Thomas Bray.<ref>{{cite news |url=https://www.yorkshirepost.co.uk/news/Men-who-served-on-Mallard.4234814.jp |title=Men who served on Mallard prepare to be reunited with famous locomotive |newspaper=Yorkshire Post|date=2008-06-30|url-status=dead|archive-date=2012-05-27|archive-url=https://web.archive.org/web/20120527132713/http://www.yorkshirepost.co.uk/news/around-yorkshire/local-stories/men-who-served-on-mallard-prepare-to-be-reunited-with-famous-locomotive-1-2505364}}</ref> Upon arrival at London King's Cross, driver Duddington and inspector Sid Jenkins were quoted as saying that they thought a speed of {{convert|130|mph|0|abbr=on}} would have been possible if the train did not need to slow for a set of junctions at Essendine. There was also a permanent speed restriction of {{convert|15|mph|0|abbr=on}} just north of Grantham station, which slowed the train as they sought to build up maximum speed for the descent of Stoke Bank.<ref>{{cite book |title=Speed on the East Coast Main Line |page=64 |first=P.W.B. |last=Semmens|year=1989|publisher=Patrick Stephens|isbn=978-0850599305}}</ref> |
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The belief is that—as far as can be ascertained—fear of lawsuits, and of a reputation for risk-taking through record runs, scared all [[United States|U.S.]] railroad companies away from official record attempts in the 1930s and 1940s, in marked contrast to the constant record claims of previous decades. {{Fact|date=February 2007}} |
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The A4 class previously had problems with the [[big end]] [[bearing (mechanical)|bearing]] for the middle cylinder, so the big end was fitted with a "stink bomb" of [[aniseed]] oil which would be released if the bearing overheated. After attaining the record speed, the middle big end did overheat and the crew reduced speed, running at {{convert|70–75|mph|abbr=on}} onwards to Peterborough,<ref>{{cite web |url=https://www.railwaymuseum.org.uk/what-was-on/mallard-75 |title=Mallard 75 |publisher=Railway Museum UK|access-date=26 June 2018|date=2014|archive-url=https://web.archive.org/web/20180627034657/https://www.railwaymuseum.org.uk/what-was-on/mallard-75 |archive-date=27 June 2018 |url-status=live |df=dmy-all }}</ref> after which ''Mallard'' was sent to [[Doncaster Works]] for repair. This had been foreseen by the publicity department, who had many pictures taken for the press, in case ''Mallard'' did not make it back to Kings Cross. The (Edwardian period) [[GNR Class C1 (large boiler)|Ivatt Atlantic]] that replaced ''Mallard'' at Peterborough was only just in sight when the head of publicity started handing out the pictures. |
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One fact that is 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 permanent way check through Grantham. Despite this a record was set. Gresley is understood to have been planning another attempt in 1939, but this was prevented by the outbreak of World War II. People have claimed Gresley believed that 130mph was possible. |
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[[File:Mallard Record Plate 01.jpg|thumb|upright|''Mallard'' speed record plate]] |
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Thus, ''Mallard'' still holds the crown; plaques affixed to each side of the locomotive commemorate the feat. |
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''Mallard'' topped Stoke Bank at {{convert|75|mph|0|abbr=on}} and accelerated downhill. The speeds at the end of each {{convert|1|mile|abbr=on}} from the summit were recorded as: {{convert|87.5|mph|abbr=on}}, {{convert|96.5|mph|abbr=on}}, {{convert|104|mph|abbr=on}}, {{convert|107|mph|abbr=on}}, {{convert|111.5|mph|abbr=on}}, {{convert|116|mph|abbr=on}} and {{convert|119|mph|abbr=on}}; half-mile (800 m) readings after that gave 120{{fraction|3|4}}, 122{{fraction|1|2}}, 123, 124{{fraction|1|4}} and finally 125 mph (194, 197, 198, 200 and 201 km/h). <!-- would the speeds be better as a list? --> However, the dynamometer car tracks the current speed every half second on a paper roll moving {{convert|24|inch|abbr=on}} for every mile travelled. Speeds could be calculated by measuring the distance between the timing marks. Immediately after the run staff in the dynamometer car calculated the speed over five second intervals, finding a maximum of {{convert|125|mph|0|abbr=on}}. Although {{convert|126|mph|0|abbr=on}} was seen for a single second, Gresley would not accept this as a reliable measurement and {{convert|125|mph|abbr=on}} an hour was the figure published. |
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Gresley planned to have another attempt in September 1939, but this was prevented by the outbreak of World War II.<ref>{{Cite book |last1=Boddy |first1=M.G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.B. |editor-last=Fry |editor-first=E.V. |title=Part 2A: Tender Engines – Classes A1 to A10 |series=Locomotives of the L.N.E.R. |date=April 1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 }}</ref>{{rp|126}} In 1948, plaques proposed and designed by Harry Underwood, a headmaster and keen steam enthusiast, were fixed onto the locomotive which stated {{convert|126|mph|0|abbr=on}}, and this became the generally accepted speed.<ref>{{cite magazine|title=Harry Underwood|magazine=West Riding Small Locomotive Society|date=1948|quote=Harry Underwood is recorded as being the instigator of the idea (via the C.M.E. Doncaster) of fitting 'Mallard' with commemorative plaques. Photo of plaque design sent to him from Doncaster for his approval.}}</ref> Despite this, some writers have commented on the implausibility of the rapid changes in speed.<ref>{{cite magazine |title=How fast did Mallard really go?|last=King|first=Bill|magazine=Journal of the Stephenson Locomotive Society|volume=77|pages=226–230 |date=November–December 2001}}</ref> A recent analysis has claimed that the paper roll was not moving at a constant rate, and the peaks and troughs in the speed curve resulting in claims of {{convert|125|mph|abbr=on}} held for 5 seconds and {{convert|126|mph|abbr=on}} for one second were just a result of this measuring inaccuracy. It concluded that a verifiable maximum speed being a sustained {{convert|124|mph|abbr=on}} for almost a mile.<ref>{{Cite magazine|last=Andrews|first=David|date=2018|title=Streaking through time and space: Just How Fast Did Mallard Go?|url=https://www.steamindex.com/backtrak/bt32.htm|magazine=[[BackTrack (magazine)|BackTrack]]|volume=32|issue=8|pages=472–476|access-date=28 August 2022|archive-date=28 August 2022|archive-url=https://web.archive.org/web/20220828014212/https://www.steamindex.com/backtrak/bt32.htm|url-status=dead}}</ref><ref>{{cite web |url=https://imechearchive.wordpress.com/2020/07/03/guest-blog-a-matter-of-time-and-space/#:~:text=Editor's%20note%3A%20A%20few%20weeks,of%20the%20126%20mph%20measurement. |title=GUEST BLOG: A MATTER OF TIME AND SPACE |last=Andrews |first=David |date=July 3, 2020 |website=imecharchive.wordpress.com |publisher=Institution of Mechanical Engineers |access-date=February 12, 2024}}</ref> On 3 July 2013, the 75th anniversary of the speed record, all six surviving A4 locomotives were brought together at the National Railway Museum.<ref name=Mallard75>{{cite web|url=https://www.nrm.org.uk/PlanaVisit/Events/mallard75new|title=Mallard 75|publisher=National Railway Museum|access-date=28 November 2016|archive-url=https://web.archive.org/web/20160827032509/http://www.nrm.org.uk/PlanaVisit/Events/mallard75new|archive-date=27 August 2016|url-status=live|df=dmy-all}}</ref> |
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==1948 Locomotive Exchange Trials== |
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====Rival claims==== |
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In 1948, shortly after the formation of British Railways, the decision was taken to test locomotives from all of the former 'Big Four' companies to find the best attributes of speed, power and efficiency with coal and water. There were two ways of testing and comparing locomotives: either at the Rugby Locomotive testing plant, which wasn't ready until late 1948, or by testing in the field itself. The results of these trials would be used to help design the British Railways Standard design of locomotives. |
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''Mallard''{{'}}s record has never been officially exceeded by a steam locomotive, although a German [[DRG Class 05]] reached {{convert|124|mph|abbr=on}} in 1936 on a horizontal stretch of track, unlike Stoke Bank, which is slightly downhill. However, the Class 05 hauled a four-coach train of 197 tons, whereas ''Mallard''{{'}}s seven-coach train weighed 240 tons.<ref>{{cite video|url=https://www.bbc.co.uk/news/magazine-23137106|title=Magnificent Mallard: The world's fastest steam locomotive|time=02:49|date=2 July 2013|access-date=21 July 2018|archive-url=https://web.archive.org/web/20181226040741/https://www.bbc.co.uk/news/magazine-23137106|archive-date=26 December 2018|url-status=live|df=dmy-all}}</ref> |
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Several speed claims are tied to the [[Pennsylvania Railroad]] and their various [[duplex locomotive]] classes. The [[Pennsylvania Railroad class S1|S1 class]] during its lifetime was attributed to having reached anywhere from {{convert|133.4|mph|abbr=on}} to {{convert|141.2|mph|abbr=on}}.<ref>http://streamlinermemories.info/PRR/Gargantua.pdf | Popular Mechanics Magazine | Dec 1941</ref><ref>Rekord Lokomotiven, Die schnellsten der Schiene 1848-1950, P.134 | (1988) by Wilhelm Reuter</ref> Speed claims tied to the [[Pennsylvania Railroad class T1|T1 class]] state the locomotive reached speeds up to {{convert|140|mph|abbr=on}}.<ref>{{cite web |url=https://prrt1steamlocomotivetrust.org/welcome/ |title=Dream Becomes Reality… |author=<!--Not stated--> |date=<!--Not stated--> |website=prrt1steamlocomotivetrust.org |publisher=PRR T1 Steam Locomotive Trust |access-date=May 7, 2024}}</ref> New build project [[Pennsylvania Railroad 5550]] which is constructing a brand new T1, has stated their desire to test the locomotive when completed to see if it can claim the speed record from ''Mallard''.<ref>{{cite web |url=https://www.thedrive.com/news/steam-train-fanatics-are-rebuilding-this-mythical-speed-record-chaser-from-blueprints |title=Steam Train Fanatics Are Rebuilding This Mythical Speed Record-Chaser From Blueprints |last=Gilboy |first=James |date=October 3, 2022 |website=thedrive.com |publisher=The Drive |access-date=May 7, 2024}}</ref> |
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The express passenger locomotive designs which would be compared were: London Midland Region ''Princess Coronation'' class, Eastern Region Class A4, Southern Region Merchant Navy and Western Region ''King'' class. |
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===1948 Locomotive Exchange Trials=== |
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Three Gresley A4 locomotives were chosen to represent the Eastern Region: E22 Mallard, [[LNER Class A4 4902 Seagull|60033 Seagull]] and [[LNER Class A4 4903 Lord Farringdon|60034 Lord Farringdon]]. All of the locomotives had the Kylchap double blastpipe chimney arrangement and were fresh from Doncaster works. ''Mallard'' had emerged from Doncaster with a fresh coat of post-war garter blue livery, stainless steel numbers 22 with a small 'E' painted above them (for Eastern region), new boiler (her fourth) and third tender of her career. |
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{{unreferenced section|date=June 2019}} |
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In 1948, shortly after the formation of [[British Rail]]ways, the decision was taken to test locomotives from all of the former 'Big Four' companies to find the best attributes of speed, power and efficiency with coal and water. There were two ways of testing and comparing locomotives: either at the [[Rugby Locomotive Testing Station]], which was not ready until late 1948 or by testing in the field itself. The results of the [[1948 Locomotive Exchange Trials]] would be used to help design the British Railways [[Steam locomotives of British Railways#BR Standard Classes|Standard]] locomotives. |
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The express passenger locomotive designs which would be compared were: [[London Midland Region of British Railways|London Midland Region]] (former [[London, Midland & Scottish Railway|LMS]]) [[LMS Princess Coronation Class|''Princess Coronation'' class]], [[Eastern Region of British Railways|Eastern Region]] (former [[London and North Eastern Railway|LNER]]) [[LNER Class A4|Class A4]], [[Southern Region of British Railways|Southern Region]] (former [[Southern Railway (England)|Southern]]) [[SR Merchant Navy Class|Merchant Navy class]] and [[Western Region of British Railways|Western Region]] (former [[Great Western Railway|GWR]]) [[GWR 6000 Class|King class]]. |
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[[June 8th]] [[1948]] saw E22 ''Mallard'' used on the Waterloo-Exeter route. Driver Marrable took the famous A4 with a load of 481 tons tare, 505 tons full, the same that had been used on the previous trip by [[SR Merchant Navy Class|35018 British India Line]]. ''Mallard'' got through Clapham Junction in 6 minutes 57 seconds, Woking in 28 minutes 47 seconds. At Hook there were adverse signals, causing ''Mallard'' to slow to a crawl. Even so, by Axminster, ''Mallard'' had reached 82 miles per hour. Salisbury was reached in 108 minutes and 28 seconds. Despite the signals earlier, the train was only 5-and-a-half minutes late. The net time was 95.5 minutes. |
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[[File:The 'World's Fastest Steam Locomotive' , 'Mallard' with a transitional number, at King's Cross in 1948 - 2283205.jpg|thumb|left|''Mallard'' with the number 'E22' during the Locomotive exchange of 1948]] |
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Three Gresley A4 locomotives were chosen to represent the Eastern Region: E22 ''Mallard'', [[LNER Class A4 4902 Seagull|60033 ''Seagull'']] and [[LNER Class A4 60034 Lord Faringdon|60034 ''Lord Faringdon'']]. All of the locomotives had the Kylchap double blastpipe chimney arrangement and were fresh from Doncaster works. ''Mallard'' had emerged from Doncaster with a fresh coat of post-war garter blue livery, stainless steel numbers 22 with a small 'E' painted above them (for Eastern region), new boiler (its fourth) and third tender of its career. |
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E22 ''Mallard'' was used on 8 June 1948 on the [[London Waterloo railway station|London Waterloo]] to [[Exeter St Davids railway station|Exeter]] route. Driver Marrable took the famous A4 with a load of 481 tons tare, 505 tons full, the same that had been used on the previous trip by [[SR Merchant Navy Class|35018 British India Line]]. ''Mallard'' reached [[Clapham Junction railway station|Clapham Junction]] in 6 minutes 57 seconds and Woking in 28 minutes 47 seconds. At Hook there were adverse signals, causing ''Mallard'' to slow to a crawl. Even so, [[Salisbury railway station|Salisbury]] was reached in 108 minutes and 28 seconds. Despite the signals earlier, the train was only 5-and-a-half minutes late. The net time was 95.5 minutes. |
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''Mallard'' failed after this trial and 60033 ''Seagull'' took over. June 10th saw ''Seagull'' achieve the run in 96 minutes 22 seconds, but had departed 3 minutes late, meaning ''Seagull'' had arrived with the same load 3.5 minutes early. For ''Mallard'', the [[1948 Locomotive Exchange Trials]] were over, but ''Mallard'' was to return to the Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour in February 24th 1963. |
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''Mallard'' failed after this trial and 60033 ''Seagull'' took over. On 10 June ''Seagull'' achieved the run in 96 minutes 22 seconds, but had departed 3 minutes late, meaning ''Seagull'' had arrived with the same load 3.5 minutes early. For ''Mallard'', the trials were over, but ''Mallard'' returned to the Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour on 24 February 1963. |
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==Technical Specifics== |
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===The Elizabethan=== |
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''Mallard'' was released into traffic for the first time on March 3rd 1938. She was the first A4 to be fitted with a Kylchap double blast pipe from new. This was one of the features that would shortly select her for the attempt on the world rail speed record in the following July. |
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[[File:60022 080961 Darlington.jpg|thumb|upright|60022 hauling the ''[[Elizabethan Express]]'']] |
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The ''[[The Elizabethan|Elizabethan Express]]'' was a flagship express that ran non-stop over the {{convert|393|mi}} between [[London King's Cross railway station|London King's Cross]] and [[Edinburgh Waverley railway station|Edinburgh Waverley]] from 1953 to the mid-1960s. Until September 1961 it was steam-hauled. In its day it was the longest non-stop run in the world. Two crews were needed for the six-and-a-half-hour run. They were able to change over mid-journey by using a [[corridor tender]]. Only 22 locomotives including ''Mallard'' had such a tender. In December 1961, ''Mallard'' hauled the final steam-hauled northbound ''Elizabethan'' train.<ref name=hale/>{{rp|280}} |
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==Preservation== |
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''Mallard'' wore a variety of liveries throughout her career, these were: garter blue as 4468, LNER wartime black from June 13th 1942, later wartime black with the tender marked as "NE" from October 21st 1943 as 22 with yellow small stencilled numbers, post-war garter blue with white and red lining from March 5th 1948 with stainless steel cabside number 22, British railways dark blue as 60022 from September 16th 1949, brunswick green from [[July 4th]] [[1952]] and regaining her original LNER garter blue for preservation in 1963. |
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Following the introduction of diesel and electric trains, many steam locomotives across the UK were set to be scrapped. In December 1960, a notification was issued to have ''Mallard'' preserved, which was not confirmed until 29 August 1962. Its final revenue earning service took place on 25 April 1963, after which the locomotive was sent to Doncaster Works for repair and restored to its original condition.<ref name=hale/>{{rp|281–282}} |
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In February 1963, ''Mallard'' was sent to [[Nine Elms]] depot, followed by the Museum of British Transport museum in [[Clapham]], south London.<ref name=hale/>{{rp|82}}<ref>{{cite magazine|title=Mallard preserved|magazine=[[Railway Gazette International|Railway Gazette]]|date=1963-12-06|page=643}}</ref> It then ran a series of special trains, including a run from Doncaster via Nottingham Victoria to Clapham Junction.<ref name=hale/>{{rp|283}} Following a relaxation of the ban on steam locomotives in the UK in the 1970s, ''Mallard'' hauled a train from [[Stewarts Lane]], Battersea to York via the [[Midland Main Line]] in on 12 April 1975 in preparation for the opening of the [[National Railway Museum]], where it remained.<ref name=hale/>{{rp|283}} This was followed by periods on display at York and Doncaster Works in June 1977 and June 1978, respectively.<ref name=hale/>{{rp|284}} In the 1980s, ''Mallard'' was restored to working order to commemorate the 50th anniversary of its 1938 record speed run. Its first run took place on 26 March 1986 from York to Doncaster, and a series of other special trains were completed across England in 1986 to 1987.<ref name=hale/>{{rp|284}} The locomotive's final run in operation was on 3 July 1988 from Doncaster to Scarborough and back, which was attended by several family members of the original train crew on the 3 July 1938 run. The trip was related to a special commemorative postage stamp featuring ''Mallard''.<ref name=hale/>{{rp|285–286}}<ref>{{Cite web|url=https://www.collectgbstamps.co.uk/explore/issues/?issue=326|title = Transport and Communications|date=1988-05-10|publisher=Collect GB Stamps|access-date=2022-08-27}}</ref> |
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As with all 35 of the Gresley A4 pacific steam locomotives, ''Mallard'' was fitted with streamlines valances, or side skirting, when she was built. This was found to hinder maintenance and, like her sisters, it was removed. 4468 lost her valances during a works visit June 13th 1942, regaining them in preservation in 1963. |
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In July 2003, ''Mallard'' was put on display outside the National Railway Museum as part of the 150th anniversary of Doncaster Works.<ref name=hale/>{{rp|289}} It was taken outside again in July 2008 beside three other preserved A4s located in the UK, thus reuniting them for the first time since preservation. In 2012, six preserved A4s, including two in the United States and Canada, reunited at the museum for the 75th anniversary of ''Mallard''{{'}}s recording breaking run.<ref>{{cite news |url=https://www.bbc.co.uk/news/in-pictures-19806250|title=Day in pictures: 3 October 2012|date=4 October 2012 |work=BBC News |url-status=dead|archive-date=2018-11-05|archive-url=https://web.archive.org/web/20181105052945/https://www.bbc.co.uk/news/in-pictures-19806250}}</ref> The same six A4s were displayed together at the [[National Railway Museum Shildon]] for a short time. In June 2010, ''Mallard'' was taken to Shildon where it remained a static exhibit until July 2011, when it returned to York. In July 2019, it made its first outside appearance since 2014 when it was displayed at York station alongside a [[British Rail Class 800|Class 800 ''Azuma'']] as part of the latter's launch by the [[London North Eastern Railway]].<ref>{{cite magazine|title=Rare Bird: Mallard Breaks Free from York Museum|magazine=[[Steam Railway]]|url=https://www.pressreader.com/uk/steam-railway-uk/20190823/textview|issue=496|page=8|date=2019-08-23}}</ref> |
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''Mallard'' was fitted with twelve boilers during her 25 year career. These boilers were: 9024 (from construction), 8959 (from 4496 ''Golden Shuttle'', June 13th 1942), 8907 (from 2511 ''Silver King'', August 1st 1946), 8948 (from 31 ''Golden Plover'', March 5th 1948), 8957 (from 60009 ''Union of South Africa'', September 16th 1949), 29282 (from 60028 ''Walter K Whigham'', January 10th 1951), 29301 (from 60019 ''Bittern'', July 4th 1952), 29315 (from 60014 ''Silver Link'', April 23rd 1954), 29328 (new-build boiler, June 7th 1957), 29308 (from 60008 ''Dwight D. Eisenhower'', August 27th 1958), 29310 (from 60009 ''Union of South Africa'', March 9th 1960) and 27965 (from 60009 ''Union of South Africa'', August 10th 1961). |
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==Models== |
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''Mallard'' has had seven tenders throughout her career. She started off with a non-corridor tender in 1938, had corridor design tenders during her British Railways days and was fitted with a non-corridor tender in 1963 to recreate her original appearance. The tenders she has been fitted with are: 5642 (March 3rd 1938 - March 14th 1939), 5639 (May 5th 1939 - January 16th 1948), 5323 (March 5th 1948 - March 12th 1953), 5648 (March 12th 1953 - July 21st 1958), 5330 (August 27th 1958 - May 30th 1962), 5651 (May 30th 1962 - April 25th 1963) and 5670 (current tender, masquerading as original tender 5642). |
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[[Hornby Railways#Hornby Dublo era: 1938–1963|Hornby Dublo]] first produced a model of ''Mallard'' in BR loco green for their 3-rail [[OO gauge]] system in 1958.<ref>{{cite book |last1=Foster |first1=Michael |title=The Hornby Companion Series - Hornby Dublo Trains |date=1980 |publisher=New Cavendish Books |location=London |isbn=0-904568-18-0 |page=94 |edition=1st}}</ref> [[Bachmann Industries|Bachmann]] and [[Hornby Railways|Hornby]] have subsequently released models of ''Mallard'' several times in Garter Blue. Hornby released a model of ''Mallard'' in BR Express Passenger Blue and a limited edition model in BR Dark Loco Green. Hornby has also released a limited edition model of 4468 in LNER form along with the other five surviving A4s in 2013. In 2023 Hornby released a TT120 scale model of "Mallard" in LNER garter blue livery along with "Silver King" in BR Brunswick green livery and "Falcon" in BR garter blue livery with white lining. |
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A [[Corgi Toys|Corgi]] 1:120 scale model in Garter Blue as part of a series entitled "Rail Legends" is available. |
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''Mallard'' was allocated to three sheds during her career: Doncaster, Grantham (transferring October 21st 1943) and Kings Cross ('Top Shed'), transferring on April 11th 1948. |
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== |
==In culture== |
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* A painting of ''Mallard'' in her immediate post-war condition features on the 1993 [[Blur (band)|Blur]] album ''[[Modern Life Is Rubbish]]''. The painting was a stock image that [[Stylorouge]]—Blur's design consultants—obtained from a photo library in Halifax. According to ''[[Design Week]]'' magazine, the painting "evoked the feel of a [[Just William]] schoolboy's pre-war Britain".<ref>{{cite magazine|title=Blurred Vision – Covers of Albums and CDs|last=Austin|first=Jane|magazine=Design Week|date=1994-09-02}}</ref> |
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''Mallard'' appears in [[The Railway Series]] book ''Thomas and the Great Railway Show'', pictured with a rather grumpy face, on the occasion of [[Thomas the Tank Engine|Thomas]]'s visit to the National Railway Museum at [[York]]. ''Mallard'' was to appear in the TV series but was repainted silver and renamed [[Railway engines (Thomas the Tank Engine and Friends)#Spencer|Spencer]]. |
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* The 2013 song "East Coast Racer" by British progressive rock band [[Big Big Train]] tells the story of ''Mallard''{{'}}s record-breaking run.<ref>{{cite web|url=https://nationalrailwaymuseum.wordpress.com/2013/05/21/how-mallard-inspired-a-rock-band/|title=How Mallard inspired a rock band|publisher=National Railway Museum|date=23 May 2013|access-date=2 July 2013|archive-url=https://web.archive.org/web/20130908235030/http://nationalrailwaymuseum.wordpress.com/2013/05/21/how-mallard-inspired-a-rock-band/|archive-date=8 September 2013|url-status=live|df=dmy-all}}</ref> |
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It also appears in the game [[Railroad Tycoon|Railroad Tycoon 3]]. |
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* On the US TV crime drama ''[[NCIS (TV series)|NCIS]]'', the Hornby model of ''Mallard'' is a usual feature in some of the scenes that take place within the autopsy department. The model can usually be seen above the desk at the end of the room, and belongs to Dr. Donald "Ducky" Mallard (played by [[David McCallum]]).<ref>{{cite web|url=https://www.smarttinc.com/content/newsletter-february-2012/|title=on Model Trains and TV characters – 2011|publisher=Raymond G. Potter – Scale Models, Arts, & Technologies, Inc.|date=February 2012|access-date=5 October 2013|url-status=dead|archive-url=https://web.archive.org/web/20131007020106/http://www.smarttinc.com/content/newsletter-february-2012/|archive-date=7 October 2013|df=dmy-all}}</ref> |
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* A brick sculpture of ''Mallard'', known as the ''[[Brick Train]]'' and created by [[David Mach]] in 1997, can be found alongside the [[A66 road]] on the eastern outskirts of the town of [[Darlington]], [[County Durham]].<ref>{{cite web |url=http://www.thisisdarlington.com/attractions/Darlingtons_Brick_Train.asp |title=Darlington's Brick Train |website=This is Darlington |access-date=6 January 2020 |archive-url=https://web.archive.org/web/20200106115338/http://www.thisisdarlington.com/attractions/Darlingtons_Brick_Train.asp |archive-date=6 January 2020 |url-status=live}}</ref> |
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==See also== |
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*[[Land speed record for rail vehicles]] |
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==References== |
==References== |
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{{Reflist}} |
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==Further reading== |
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* {{cite book |
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{{Portal|Trains|Yorkshire}} |
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| first = Cecil J. |
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{{Refbegin}} |
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| last = Allen |
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* {{Cite book | first = Cecil J. | last = Allen | title = The Locomotive Exchanges 1870–1948 | publisher = [[Ian Allan Publishing]] | year = 1949}} A comprehensive book on locomotive exchanges, giving details of each trial and the locomotives involved. |
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| title = The Locomotive Exchanges 1870 - 1948 |
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* {{Cite book | first = David | last = Clarke | title = Locomotives in Detail: 3 Gresley 4-6-2- A4 Class | publisher = Ian Allan Publishing | isbn=0-7110-3085-5 | year = 2005}} An overall history of the Gresley A4 class, as well as unparalleled details about the class and individual members. |
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| publisher = Ian Allan Ltd |
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* {{Cite book | editor-first = Douglas | editor-last = Doherty | title = Model Railways Locomotive Album | publisher = Model and Allied Publications Ltd. | location = Kings Langley, Hertfordshire | isbn=0-85242-221-0 | year = 1971}} An eclectic mix of articles and photographs concerning British railways, trains and locomotives |
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| year = 1949 |
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*{{cite magazine | last= Farr | first= Keith | editor1-first=Nick | editor1-last=Pigott |date=July 2013 | title=Practice & Performance |magazine=The Railway Magazine | volume=159 | number = 1347 | publisher=Mortons Media Group | location=Horncastle, Lincolnshire | issn=0033-8923}} The first and premiere general railway interest magazine |
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}} A comprehensive book on locomotive exchanges, giving details of each trial and the locomotives involved. |
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* {{Cite book | first = Michael | last = Kerr | title = Last Call for the Dining Car | publisher = Aurum Press Limited | location = London | isbn=978-1-84513-770-0 | year = 2009}} A compendium of railway-related pieces from the Telegraph and Sunday Telegraph over many years |
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* {{cite news |last=Merritt |first=A |date=7 September 2015 |title=Letter to the Editor |newspaper=The Times |location=London }} |
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* {{cite book |
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* {{Cite book | first = W.B. | last = Yeadon | title = Yeadon's Register of LNER Locomotives: Volume Two: Gresley A4 and W1 classes | publisher = Booklaw/Railbus in association with Challenger | isbn=1-871608-15-5 | year = 2001}} Histories of the A4 and W1 classes of locomotive with details of repairs and liveries etc. |
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| first = David |
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{{Refend}} |
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| last = Clarke |
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| title = Locomotives in Detail: 3 Gresley 4-6-2- A4 Class |
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| publisher = Ian Allan Publishing |
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| ISBN 0 7110 3085 5 |
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| year = 2005 |
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}} An overall history of the Gresley A4 class, as well as unparalleled details about the class and individual members. |
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* {{cite book |
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| first = W.B. |
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| last = Yeadon |
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| title = Yeadon's Register of LNER Locomotives: Volume Two: Gresley A4 and W1 classes |
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| publisher = Booklaw/Railbus is association with Challenger |
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| ISBN 1 871608 15 5 |
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| year = 2001 |
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}} Histories of the A4 and W1 classes of locomotive with details of repairs and liveries etc. |
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==External links== |
==External links== |
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{{Commons category|LNER Class A4 4468 Mallard}} |
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* [http://www.nrm.org.uk National Railway Museum] |
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* [https://www.nrm.org.uk National Railway Museum] |
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** [https://web.archive.org/web/20100523110519/http://www.nrm.org.uk/OurCollection/LocomotivesAndRollingStock/CollectionItem.aspx?objid=1975-7007 ''Mallard'' at the museum] |
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** [http://www.nrm.org.uk/visitor/panoramas/panoramatour.asp Museum panoramas including view of Mallard footplate] |
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* [ |
* [https://www.lner.info/locos/A/a4.shtml A4 Pacific Page in the LNER Encyclopedia] |
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*[https://m.youtube.com/watch?feature=share&v=IXPSSM00e-E ''Mallard on the Settle and Carlisle''] Documentary broadcast July 10, 1989 on BBC 1 about its excursions over the Settle and Carlisle railway the weekend of July 16 and 17 1988. |
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{{LNER Class A4}} |
{{LNER Class A4}} |
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{{Authority control}} |
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{{DEFAULTSORT:Lner Class A4 4468 Mallard}} |
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[[Category:London and North Eastern Railway locomotives|A4 4468]] |
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[[Category:Individual locomotives of Great Britain]] |
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[[Category: |
[[Category:Land speed record rail vehicles]] |
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[[Category: |
[[Category:LNER Class A4 locomotives|4468]] |
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[[Category:Preserved |
[[Category:Preserved London and North Eastern Railway steam locomotives]] |
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[[Category:Railway locomotives introduced in 1938]] |
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[[de:Mallard (Lokomotive)]] |
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[[it:The Mallard]] |
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[[ja:LNER A4クラス蒸気機関車4468 マラード]] |
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LNER Class A4 4468 Mallard is a 4-6-2 ("Pacific") steam locomotive built in 1938 for operation on the London and North Eastern Railway (LNER) at Doncaster Works to a design of Nigel Gresley. Its streamlined, wind tunnel tested[1] design allowed it to haul long distance express passenger services at high speeds. On 3 July 1938, Mallard broke the world speed record for steam locomotives at 126 mph (203 km/h), which still stands today.
While in British Railways days regular steam-hauled rail services in the UK were officially limited to a 90 mph (140 km/h) 'line speed', before the war, the A4s had to run significantly above 90 mph (140 km/h) just to keep schedule on trains such as the Silver Jubilee and The Coronation,[2] with the engines reaching 100 mph on many occasions.[3][4] Mallard covered almost one and a half million miles (2.4 million km) before it was retired in 1963.
The locomotive is 70 ft (21 m) long and weighs 165 long tons (168 tonnes, 369,600 lbs), including the tender. It is painted LNER garter blue with red wheels and steel rims.
Mallard is now part of the National Collection and preserved at the National Railway Museum in York.
History
[edit]
In 1936, Nigel Gresley, the chief mechanical engineer of the LNER, ordered a new batch of six 4-6-2 "Pacific" Class A4 engines to be built at Doncaster Works.[5]: 223 The A4s were known for their distinct streamlined and aerodynamic design, and designed for hauling long distance express passenger services at high speeds. The first batch comprised four locomotives which entered service in 1935, and had "Silver" in their names as they were to haul the non-stop The Silver Jubilee service between London King's Cross and Newcastle.
The six new A4s were named after a bird, influenced by Gresley's fondness of breeding wild birds, and incorporated some modifications to maximise the possibilities of the original streamlined design.[5]: 221 This included a new, state-of-the-art double Kylchap chimney and blastpipe, allowing the smoke to be distributed more freely.[5]: 224 However, the problem of smoke being dispersed at the front of the locomotive, in turn giving drivers only a narrow viewing window, remained unsolved, and Gresley was determined to find a solution, using Mallard, the 28th A4 locomotive as a test. It was solved after a wooden model at 1/12th of the original size of Mallard was made to undergo smoke tests in a wind tunnel setting, using a tunnel made of plasticine. After a period of testing, a solution to deflect the smoke was found and the modification was incorporated into Mallard's final design.[5]: 225–227
Mallard was released from Doncaster Works and entered service on 3 March 1938, carrying the number of 4468. It wore a variety of liveries throughout its career, these were: garter blue as 4468, LNER wartime black from 13 June 1942, later wartime black with the tender marked as "NE" from 21 October 1943 as 22 with yellow small stencilled numbers, post-war garter blue with white and red lining from 5 March 1948 with stainless steel cabside number 22, British Railways dark blue as 60022 from 16 September 1949, Brunswick green from 4 July 1952 and its original LNER garter blue for preservation in 1963.
The A4 class was built with streamlined valances, or side skirting, but this was removed during the war to ease maintenance. Mallard lost its valances during a works visit on 13 June 1942, regaining them in preservation in 1963.
Mallard was fitted with twelve boilers during its 25-year career. These boilers were: 9024 (from construction), 8959 (from 4496 Golden Shuttle, 13 June 1942), 8907 (from 2511 Silver King, 1 August 1946), 8948 (from 31 Golden Plover, Walter K Whigham, 10 January 1951), 29301 (from 60019 Bittern, 4 July 1952), 29315 (from 60014 Silver Link, 23 April 1954), 29328 (new-build boiler, 7 June 1957), 29308 (from 60008 Dwight D. Eisenhower, 27 August 1958), 29310 (from 60009 Union of South Africa, 9 March 1960) and 27965 (from 60009 Union of South Africa, 10 August 1961).
Mallard has had seven tenders throughout its career. It started off with a non-corridor tender in 1938, had corridor design tenders during its British Railways days and was fitted with a non-corridor tender in 1963 to recreate its original appearance. The tenders it has been fitted with are: 5642 (3 March 1938 – 14 March 1939), 5639 (5 May 1939 – 16 January 1948), 5323 (5 March 1948 – 12 March 1953), 5648 (12 March 1953 – 21 July 1958), 5330 (27 August 1958 – 30 May 1962), 5651 (30 May 1962 – 25 April 1963) and 5670 (current tender, masquerading as original tender 5642).
The original non-corridor tender 5642 was later coupled to sister locomotive 60026 Miles Beevor when it was withdrawn on 21 December 1965 but later came into the possession of the A4 Preservation Society who had purchased this locomotive from the scrapyard to assist the restoration of classmate 4498 Sir Nigel Gresley. It was scrapped in 1973 as being surplus to requirements, by which time it had also donated parts to the restoration of A3 class locomotive 4472 Flying Scotsman, which had recently returned from America and was being restored at Derby Workshops.
Mallard was allocated to three sheds during its career: Doncaster, transferring on 21 October 1943 to Grantham and on 11 April 1948 to Kings Cross Top Shed.
1938 speed record
[edit]On 3 July 1938, Mallard claimed the world speed record for steam locomotives at 126 mph (203 km/h) during a trial run of a new, quick-acting brake, known as the Westinghouse QSA brake. The speed was achieved during the downward grade of Stoke Bank, south of Grantham at milepost 90¼, between Little Bytham and Essendine stations. Mallard hauled a seven-coach train, including a dynamometer car which housed apparatus to record the speed. The speed it recorded exceeded the previous record speed of 124.5 mph (200.4 km/h) set in Germany in 1936 by DRG Class 05 No. 002. Mallard was just four months old at the time of the record, and was operated by driver Joseph Duddington, a man renowned within the LNER for taking calculated risks, and fireman Thomas Bray.[6] Upon arrival at London King's Cross, driver Duddington and inspector Sid Jenkins were quoted as saying that they thought a speed of 130 mph (209 km/h) would have been possible if the train did not need to slow for a set of junctions at Essendine. There was also a permanent speed restriction of 15 mph (24 km/h) just north of Grantham station, which slowed the train as they sought to build up maximum speed for the descent of Stoke Bank.[7]
The A4 class previously had problems with the big end bearing for the middle cylinder, so the big end was fitted with a "stink bomb" of aniseed oil which would be released if the bearing overheated. After attaining the record speed, the middle big end did overheat and the crew reduced speed, running at 70–75 mph (113–121 km/h) onwards to Peterborough,[8] after which Mallard was sent to Doncaster Works for repair. This had been foreseen by the publicity department, who had many pictures taken for the press, in case Mallard did not make it back to Kings Cross. The (Edwardian period) Ivatt Atlantic that replaced Mallard at Peterborough was only just in sight when the head of publicity started handing out the pictures.
Mallard topped Stoke Bank at 75 mph (121 km/h) and accelerated downhill. The speeds at the end of each 1 mile (1.6 km) from the summit were recorded as: 87.5 mph (140.8 km/h), 96.5 mph (155.3 km/h), 104 mph (167 km/h), 107 mph (172 km/h), 111.5 mph (179.4 km/h), 116 mph (187 km/h) and 119 mph (192 km/h); half-mile (800 m) readings after that gave 1203⁄4, 1221⁄2, 123, 1241⁄4 and finally 125 mph (194, 197, 198, 200 and 201 km/h). However, the dynamometer car tracks the current speed every half second on a paper roll moving 24 in (610 mm) for every mile travelled. Speeds could be calculated by measuring the distance between the timing marks. Immediately after the run staff in the dynamometer car calculated the speed over five second intervals, finding a maximum of 125 mph (201 km/h). Although 126 mph (203 km/h) was seen for a single second, Gresley would not accept this as a reliable measurement and 125 mph (201 km/h) an hour was the figure published.
Gresley planned to have another attempt in September 1939, but this was prevented by the outbreak of World War II.[9]: 126 In 1948, plaques proposed and designed by Harry Underwood, a headmaster and keen steam enthusiast, were fixed onto the locomotive which stated 126 mph (203 km/h), and this became the generally accepted speed.[10] Despite this, some writers have commented on the implausibility of the rapid changes in speed.[11] A recent analysis has claimed that the paper roll was not moving at a constant rate, and the peaks and troughs in the speed curve resulting in claims of 125 mph (201 km/h) held for 5 seconds and 126 mph (203 km/h) for one second were just a result of this measuring inaccuracy. It concluded that a verifiable maximum speed being a sustained 124 mph (200 km/h) for almost a mile.[12][13] On 3 July 2013, the 75th anniversary of the speed record, all six surviving A4 locomotives were brought together at the National Railway Museum.[14]
Rival claims
[edit]Mallard's record has never been officially exceeded by a steam locomotive, although a German DRG Class 05 reached 124 mph (200 km/h) in 1936 on a horizontal stretch of track, unlike Stoke Bank, which is slightly downhill. However, the Class 05 hauled a four-coach train of 197 tons, whereas Mallard's seven-coach train weighed 240 tons.[15]
Several speed claims are tied to the Pennsylvania Railroad and their various duplex locomotive classes. The S1 class during its lifetime was attributed to having reached anywhere from 133.4 mph (214.7 km/h) to 141.2 mph (227.2 km/h).[16][17] Speed claims tied to the T1 class state the locomotive reached speeds up to 140 mph (230 km/h).[18] New build project Pennsylvania Railroad 5550 which is constructing a brand new T1, has stated their desire to test the locomotive when completed to see if it can claim the speed record from Mallard.[19]
1948 Locomotive Exchange Trials
[edit] |
In 1948, shortly after the formation of British Railways, the decision was taken to test locomotives from all of the former 'Big Four' companies to find the best attributes of speed, power and efficiency with coal and water. There were two ways of testing and comparing locomotives: either at the Rugby Locomotive Testing Station, which was not ready until late 1948 or by testing in the field itself. The results of the 1948 Locomotive Exchange Trials would be used to help design the British Railways Standard locomotives.
The express passenger locomotive designs which would be compared were: London Midland Region (former LMS) Princess Coronation class, Eastern Region (former LNER) Class A4, Southern Region (former Southern) Merchant Navy class and Western Region (former GWR) King class.
Three Gresley A4 locomotives were chosen to represent the Eastern Region: E22 Mallard, 60033 Seagull and 60034 Lord Faringdon. All of the locomotives had the Kylchap double blastpipe chimney arrangement and were fresh from Doncaster works. Mallard had emerged from Doncaster with a fresh coat of post-war garter blue livery, stainless steel numbers 22 with a small 'E' painted above them (for Eastern region), new boiler (its fourth) and third tender of its career.
E22 Mallard was used on 8 June 1948 on the London Waterloo to Exeter route. Driver Marrable took the famous A4 with a load of 481 tons tare, 505 tons full, the same that had been used on the previous trip by 35018 British India Line. Mallard reached Clapham Junction in 6 minutes 57 seconds and Woking in 28 minutes 47 seconds. At Hook there were adverse signals, causing Mallard to slow to a crawl. Even so, Salisbury was reached in 108 minutes and 28 seconds. Despite the signals earlier, the train was only 5-and-a-half minutes late. The net time was 95.5 minutes.
Mallard failed after this trial and 60033 Seagull took over. On 10 June Seagull achieved the run in 96 minutes 22 seconds, but had departed 3 minutes late, meaning Seagull had arrived with the same load 3.5 minutes early. For Mallard, the trials were over, but Mallard returned to the Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour on 24 February 1963.
The Elizabethan
[edit]
The Elizabethan Express was a flagship express that ran non-stop over the 393 miles (632 km) between London King's Cross and Edinburgh Waverley from 1953 to the mid-1960s. Until September 1961 it was steam-hauled. In its day it was the longest non-stop run in the world. Two crews were needed for the six-and-a-half-hour run. They were able to change over mid-journey by using a corridor tender. Only 22 locomotives including Mallard had such a tender. In December 1961, Mallard hauled the final steam-hauled northbound Elizabethan train.[5]: 280
Preservation
[edit]Following the introduction of diesel and electric trains, many steam locomotives across the UK were set to be scrapped. In December 1960, a notification was issued to have Mallard preserved, which was not confirmed until 29 August 1962. Its final revenue earning service took place on 25 April 1963, after which the locomotive was sent to Doncaster Works for repair and restored to its original condition.[5]: 281–282
In February 1963, Mallard was sent to Nine Elms depot, followed by the Museum of British Transport museum in Clapham, south London.[5]: 82 [20] It then ran a series of special trains, including a run from Doncaster via Nottingham Victoria to Clapham Junction.[5]: 283 Following a relaxation of the ban on steam locomotives in the UK in the 1970s, Mallard hauled a train from Stewarts Lane, Battersea to York via the Midland Main Line in on 12 April 1975 in preparation for the opening of the National Railway Museum, where it remained.[5]: 283 This was followed by periods on display at York and Doncaster Works in June 1977 and June 1978, respectively.[5]: 284 In the 1980s, Mallard was restored to working order to commemorate the 50th anniversary of its 1938 record speed run. Its first run took place on 26 March 1986 from York to Doncaster, and a series of other special trains were completed across England in 1986 to 1987.[5]: 284 The locomotive's final run in operation was on 3 July 1988 from Doncaster to Scarborough and back, which was attended by several family members of the original train crew on the 3 July 1938 run. The trip was related to a special commemorative postage stamp featuring Mallard.[5]: 285–286 [21]
In July 2003, Mallard was put on display outside the National Railway Museum as part of the 150th anniversary of Doncaster Works.[5]: 289 It was taken outside again in July 2008 beside three other preserved A4s located in the UK, thus reuniting them for the first time since preservation. In 2012, six preserved A4s, including two in the United States and Canada, reunited at the museum for the 75th anniversary of Mallard's recording breaking run.[22] The same six A4s were displayed together at the National Railway Museum Shildon for a short time. In June 2010, Mallard was taken to Shildon where it remained a static exhibit until July 2011, when it returned to York. In July 2019, it made its first outside appearance since 2014 when it was displayed at York station alongside a Class 800 Azuma as part of the latter's launch by the London North Eastern Railway.[23]
Models
[edit]Hornby Dublo first produced a model of Mallard in BR loco green for their 3-rail OO gauge system in 1958.[24] Bachmann and Hornby have subsequently released models of Mallard several times in Garter Blue. Hornby released a model of Mallard in BR Express Passenger Blue and a limited edition model in BR Dark Loco Green. Hornby has also released a limited edition model of 4468 in LNER form along with the other five surviving A4s in 2013. In 2023 Hornby released a TT120 scale model of "Mallard" in LNER garter blue livery along with "Silver King" in BR Brunswick green livery and "Falcon" in BR garter blue livery with white lining.
A Corgi 1:120 scale model in Garter Blue as part of a series entitled "Rail Legends" is available.
In culture
[edit]- A painting of Mallard in her immediate post-war condition features on the 1993 Blur album Modern Life Is Rubbish. The painting was a stock image that Stylorouge—Blur's design consultants—obtained from a photo library in Halifax. According to Design Week magazine, the painting "evoked the feel of a Just William schoolboy's pre-war Britain".[25]
- The 2013 song "East Coast Racer" by British progressive rock band Big Big Train tells the story of Mallard's record-breaking run.[26]
- On the US TV crime drama NCIS, the Hornby model of Mallard is a usual feature in some of the scenes that take place within the autopsy department. The model can usually be seen above the desk at the end of the room, and belongs to Dr. Donald "Ducky" Mallard (played by David McCallum).[27]
- A brick sculpture of Mallard, known as the Brick Train and created by David Mach in 1997, can be found alongside the A66 road on the eastern outskirts of the town of Darlington, County Durham.[28]
See also
[edit]References
[edit]- ^ Solomon, Brian (2003). Railway Masterpieces. Newton Abbot: David & Charles. p. 28. ISBN 9780715317433. OCLC 52695896.
- ^ Yeadon, Willie B. (2004). Named Trains on LNER Lines (Combined ed.). Book Law Publications. p. 157. ISBN 1899624384.
- ^ Nock, O.S. (1974). The Gresley Pacifics. Vol. 2. David & Charles.
- ^ The Railway Correspondence and Travel Society (1972). Locomotives of the L.N.E.R. [London & North Eastern Railway]. Part 2A: Tender Engines - Classes A1 to A10. The Railway Correspondence and Travel Society. ISBN 9780901115256.
- ^ a b c d e f g h i j k l m Hale, Don (2009). Mallard: How the 'Blue Streak' Broke the World Steam Speed Record. Long Preston. ISBN 978-1-842-62673-3.
- ^ "Men who served on Mallard prepare to be reunited with famous locomotive". Yorkshire Post. 30 June 2008. Archived from the original on 27 May 2012.
- ^ Semmens, P.W.B. (1989). Speed on the East Coast Main Line. Patrick Stephens. p. 64. ISBN 978-0850599305.
- ^ "Mallard 75". Railway Museum UK. 2014. Archived from the original on 27 June 2018. Retrieved 26 June 2018.
- ^ Boddy, M.G.; Neve, E.; Yeadon, W.B. (April 1973). Fry, E.V. (ed.). Part 2A: Tender Engines – Classes A1 to A10. Locomotives of the L.N.E.R. Kenilworth: RCTS. ISBN 0-901115-25-8.
- ^ "Harry Underwood". West Riding Small Locomotive Society. 1948.
Harry Underwood is recorded as being the instigator of the idea (via the C.M.E. Doncaster) of fitting 'Mallard' with commemorative plaques. Photo of plaque design sent to him from Doncaster for his approval.
- ^ King, Bill (November–December 2001). "How fast did Mallard really go?". Journal of the Stephenson Locomotive Society. Vol. 77. pp. 226–230.
- ^ Andrews, David (2018). "Streaking through time and space: Just How Fast Did Mallard Go?". BackTrack. Vol. 32, no. 8. pp. 472–476. Archived from the original on 28 August 2022. Retrieved 28 August 2022.
- ^ Andrews, David (3 July 2020). "GUEST BLOG: A MATTER OF TIME AND SPACE". imecharchive.wordpress.com. Institution of Mechanical Engineers. Retrieved 12 February 2024.
- ^ "Mallard 75". National Railway Museum. Archived from the original on 27 August 2016. Retrieved 28 November 2016.
- ^ Magnificent Mallard: The world's fastest steam locomotive. 2 July 2013. Event occurs at 02:49. Archived from the original on 26 December 2018. Retrieved 21 July 2018.
- ^ http://streamlinermemories.info/PRR/Gargantua.pdf | Popular Mechanics Magazine | Dec 1941
- ^ Rekord Lokomotiven, Die schnellsten der Schiene 1848-1950, P.134 | (1988) by Wilhelm Reuter
- ^ "Dream Becomes Reality…". prrt1steamlocomotivetrust.org. PRR T1 Steam Locomotive Trust. Retrieved 7 May 2024.
- ^ Gilboy, James (3 October 2022). "Steam Train Fanatics Are Rebuilding This Mythical Speed Record-Chaser From Blueprints". thedrive.com. The Drive. Retrieved 7 May 2024.
- ^ "Mallard preserved". Railway Gazette. 6 December 1963. p. 643.
- ^ "Transport and Communications". Collect GB Stamps. 10 May 1988. Retrieved 27 August 2022.
- ^ "Day in pictures: 3 October 2012". BBC News. 4 October 2012. Archived from the original on 5 November 2018.
- ^ "Rare Bird: Mallard Breaks Free from York Museum". Steam Railway. No. 496. 23 August 2019. p. 8.
- ^ Foster, Michael (1980). The Hornby Companion Series - Hornby Dublo Trains (1st ed.). London: New Cavendish Books. p. 94. ISBN 0-904568-18-0.
- ^ Austin, Jane (2 September 1994). "Blurred Vision – Covers of Albums and CDs". Design Week.
- ^ "How Mallard inspired a rock band". National Railway Museum. 23 May 2013. Archived from the original on 8 September 2013. Retrieved 2 July 2013.
- ^ "on Model Trains and TV characters – 2011". Raymond G. Potter – Scale Models, Arts, & Technologies, Inc. February 2012. Archived from the original on 7 October 2013. Retrieved 5 October 2013.
- ^ "Darlington's Brick Train". This is Darlington. Archived from the original on 6 January 2020. Retrieved 6 January 2020.
Further reading
[edit]
- Allen, Cecil J. (1949). The Locomotive Exchanges 1870–1948. Ian Allan Publishing. A comprehensive book on locomotive exchanges, giving details of each trial and the locomotives involved.
- Clarke, David (2005). Locomotives in Detail: 3 Gresley 4-6-2- A4 Class. Ian Allan Publishing. ISBN 0-7110-3085-5. An overall history of the Gresley A4 class, as well as unparalleled details about the class and individual members.
- Doherty, Douglas, ed. (1971). Model Railways Locomotive Album. Kings Langley, Hertfordshire: Model and Allied Publications Ltd. ISBN 0-85242-221-0. An eclectic mix of articles and photographs concerning British railways, trains and locomotives
- Farr, Keith (July 2013). Pigott, Nick (ed.). "Practice & Performance". The Railway Magazine. Vol. 159, no. 1347. Horncastle, Lincolnshire: Mortons Media Group. ISSN 0033-8923. The first and premiere general railway interest magazine
- Kerr, Michael (2009). Last Call for the Dining Car. London: Aurum Press Limited. ISBN 978-1-84513-770-0. A compendium of railway-related pieces from the Telegraph and Sunday Telegraph over many years
- Merritt, A (7 September 2015). "Letter to the Editor". The Times. London.
- Yeadon, W.B. (2001). Yeadon's Register of LNER Locomotives: Volume Two: Gresley A4 and W1 classes. Booklaw/Railbus in association with Challenger. ISBN 1-871608-15-5. Histories of the A4 and W1 classes of locomotive with details of repairs and liveries etc.
External links
[edit]
- National Railway Museum
- A4 Pacific Page in the LNER Encyclopedia
- Mallard on the Settle and Carlisle Documentary broadcast July 10, 1989 on BBC 1 about its excursions over the Settle and Carlisle railway the weekend of July 16 and 17 1988.
