LNER Class A4 4468 Mallard: Difference between revisions
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{{Short description|Preserved British steam locomotive}} | {{Redirect|4468}}{{Short description|Preserved British steam locomotive}} | ||
{{Use dmy dates|date=July 2015}} | {{Use dmy dates|date=July 2015}} | ||
{{Use British English|date=July 2015}} | {{Use British English|date=July 2015}} | ||
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| disposition = On static display at the [[National Railway Museum]], [[York]] | | disposition = On static display at the [[National Railway Museum]], [[York]] | ||
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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| | 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 world [[Railway speed record#Steam|speed record for steam]] locomotives at {{convert|126|mph|abbr=on}}, which still stands today. | ||
While in [[British Rail]]ways days regular steam-hauled rail services in the UK were officially limited to a {{convert|90|mph|abbr=on}} | 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 [[Second World 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. | ||
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 in LNER [[Order of the Garter|garter]] blue with red wheels and steel rims. | 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 in LNER [[Order of the Garter|garter]] blue with red wheels and steel rims. | ||
''Mallard'' is | ''Mallard'' is preserved at the [[National Railway Museum]] in [[York]] as part of the [[National Collection]]. | ||
==History== | ==History== | ||
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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'' service between London King's Cross and Newcastle. | 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'' 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.<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, | 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, 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 1/12th scale model of ''Mallard'' underwent smoke tests in a [[wind 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}} | ||
''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. | ''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. | ||
The A4 class was built with streamlined valances, or side skirting, but | The A4 class was built with streamlined valances, or side skirting, but they were removed on 13 June 1942 during wartime to ease maintenance, and replaced 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'' 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). | ''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 | 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, which 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. | ||
''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]]. | ''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]]. | ||
===1938 speed record=== | ===1938 speed record=== | ||
On 3 July 1938, ''Mallard'' claimed the [[Railway speed record#Steam| | On 3 July 1938, ''Mallard'' claimed the world [[Railway speed record#Steam|speed record for steam]] locomotives at {{convert|126|mph|abbr=on}} during a trial of the new quick-acting 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]] with apparatus to record the speed. The previous record of {{convert|200.4|km/h|abbr=on|order=flip}} was set in Germany in 1936 by [[DRG Class 05]] No. 002. ''Mallard'' was four months old at the time of the record, and was operated by driver Joseph Duddington—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> | ||
The A4 class previously had problems with the [[big end]] [[ | 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. | ||
[[File:Mallard Record Plate 01.jpg|thumb|upright|''Mallard''{{'}}s speed record plate]] | [[File:Mallard Record Plate 01.jpg|thumb|upright|''Mallard''{{'}}s speed record plate]] | ||
''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. | ''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. | ||
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 | 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 was 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://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=live }}</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> | ||
====Rival claims==== | ====Rival claims==== | ||
''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 | ''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 stretch of track that is flat, 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=dead|df=dmy-all}}</ref> | ||
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 | Several speed claims are tied to the US [[Pennsylvania Railroad]] and their various [[duplex locomotive]] classes. The [[Pennsylvania Railroad class S1|S1 class]] during its lifetime was claimed to having reached between {{convert|133.4|mph|abbr=on}} and {{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> Project [[Pennsylvania Railroad 5550]] was constructing a brand-new T1, and stated their desire to test the locomotive when completed to see if it could 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> In 2025 completion date of the project, started in 2013, was estimated at 2030.<ref>{{cite web | title=F.A.Q., question 'When will the project be done? '| publisher=The T1 Trust|url=https://prrt1steamlocomotivetrust.org/faq/ | access-date=28 September 2025}}</ref> | ||
===1948 Locomotive Exchange Trials=== | ===1948 Locomotive Exchange Trials=== | ||
{{unreferenced section|date=June 2019}} | {{unreferenced section|date=June 2019}} | ||
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 | 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. 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. | ||
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]]. | 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]]. | ||
[[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]] | [[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]] | ||
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. | 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. | ||
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. | 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. | ||
''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. | ''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. ''Mallard'' returned to the Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour on 24 February 1963. | ||
===The Elizabethan=== | ===The Elizabethan=== | ||
| Line 92: | Line 92: | ||
==Preservation== | ==Preservation== | ||
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, | 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, confirmed on 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}} | ||
In February 1963, ''Mallard'' was sent to [[Nine Elms]] depot, followed by the Museum of British Transport 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 | In February 1963, ''Mallard'' was sent to [[Nine Elms]] depot, followed by the Museum of British Transport 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 Works in June 1977 and Doncaster Works in June 1978.<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 ''Mallard'' commemorative postage stamp.<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> | ||
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 2013, six preserved A4s, including two in the United States and Canada, reunited at the museum for the 75th anniversary of ''Mallard''{{'}}s | 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 2013, six preserved A4s, including two in the United States and Canada, reunited at the museum for the 75th anniversary of ''Mallard''{{'}}s record-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> | ||
==Models== | ==Models== | ||
[[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 | [[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 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 Toys|Corgi]] 1:120 scale model in Garter Blue as part of a series entitled "Rail Legends" | A [[Corgi Toys|Corgi]] 1:120 scale model in Garter Blue was produced as part of a series entitled "Rail Legends". | ||
==In popular culture== | ==In popular culture== | ||
Latest revision as of 10:10, 11 December 2025
Script error: No such module "redirect hatnote".Template:Short description Template:Use dmy dates Template:Use British English
Script error: No such module "Infobox".Template:Template otherScript error: No such module "Check for unknown parameters". 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 Script error: No such module "convert"., which still stands today.
While in British Railways days, regular steam-hauled rail services in the UK were officially limited to a Script error: No such module "convert". "line speed", before the Second World War, the A4s had to run significantly above Script error: No such module "convert". 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 Script error: No such module "convert". long and weighs 165 long tons (168 tonnes, 369,600 lbs), including the tender. It is painted in LNER garter blue with red wheels and steel rims.
Mallard is preserved at the National Railway Museum in York as part of the National Collection.
History
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]Template:Rp 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 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]Template:Rp This included a new, state-of-the-art double Kylchap chimney and blastpipe, allowing the smoke to be distributed more freely.[5]Template:Rp However, the problem of smoke being dispersed at the front of the locomotive, 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 1/12th scale model of Mallard underwent smoke tests in a wind tunnel made of plasticine. After a period of testing, a solution to deflect the smoke was found, and the modification was incorporated into MallardTemplate:'s final design.[5]Template:Rp
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 they were removed on 13 June 1942 during wartime to ease maintenance, and replaced 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, which 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
On 3 July 1938, Mallard claimed the world speed record for steam locomotives at Script error: No such module "convert". during a trial of the new quick-acting 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 with apparatus to record the speed. The previous record of Script error: No such module "convert". was set in Germany in 1936 by DRG Class 05 No. 002. Mallard was four months old at the time of the record, and was operated by driver Joseph Duddington—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 Script error: No such module "convert". 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 Script error: No such module "convert". 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 Script error: No such module "convert". 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 Script error: No such module "convert". and accelerated downhill. The speeds at the end of each Script error: No such module "convert". from the summit were recorded as: Script error: No such module "convert"., Script error: No such module "convert"., Script error: No such module "convert"., Script error: No such module "convert"., Script error: No such module "convert"., Script error: No such module "convert". and Script error: No such module "convert".; half-mile (800 m) readings after that gave 120<templatestyles src="Fraction/styles.css" />3⁄4, 122<templatestyles src="Fraction/styles.css" />1⁄2, 123, 124<templatestyles src="Fraction/styles.css" />1⁄4 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 Script error: No such module "convert". 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 Script error: No such module "convert".. Although Script error: No such module "convert". was seen for a single second, Gresley would not accept this as a reliable measurement and Script error: No such module "convert". 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]Template:Rp In 1948, plaques proposed and designed by Harry Underwood, a headmaster and keen steam enthusiast, were fixed onto the locomotive which stated Script error: No such module "convert"., 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 Script error: No such module "convert". held for 5 seconds and Script error: No such module "convert". for one second were just a result of this measuring inaccuracy. It concluded that a verifiable maximum speed was a sustained Script error: No such module "convert". 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
MallardTemplate:'s record has never been officially exceeded by a steam locomotive, although a German DRG Class 05 reached Script error: No such module "convert". in 1936 on a stretch of track that is flat, unlike Stoke Bank, which is slightly downhill. However, the Class 05 hauled a four-coach train of 197 tons, whereas MallardTemplate:'s seven-coach train weighed 240 tons.[15]
Several speed claims are tied to the US Pennsylvania Railroad and their various duplex locomotive classes. The S1 class during its lifetime was claimed to having reached between Script error: No such module "convert". and Script error: No such module "convert"..[16][17] Speed claims tied to the T1 class state the locomotive reached speeds up to Script error: No such module "convert"..[18] Project Pennsylvania Railroad 5550 was constructing a brand-new T1, and stated their desire to test the locomotive when completed to see if it could claim the speed record from Mallard.[19] In 2025 completion date of the project, started in 2013, was estimated at 2030.[20]
1948 Locomotive Exchange Trials
Script error: No such module "Unsubst". 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. 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. Mallard returned to the Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour on 24 February 1963.
The Elizabethan
The Elizabethan Express was a flagship express that ran non-stop over the Script error: No such module "convert". 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]Template:Rp
Preservation
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, confirmed on 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]Template:Rp
In February 1963, Mallard was sent to Nine Elms depot, followed by the Museum of British Transport in Clapham, south London.[5]Template:Rp[21] It then ran a series of special trains, including a run from Doncaster via Nottingham Victoria to Clapham Junction.[5]Template:Rp 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]Template:Rp This was followed by periods on display at York Works in June 1977 and Doncaster Works in June 1978.[5]Template:Rp 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]Template:Rp 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 Mallard commemorative postage stamp.[5]Template:Rp[22]
In July 2003, Mallard was put on display outside the National Railway Museum as part of the 150th anniversary of Doncaster Works.[5]Template:Rp 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 2013, six preserved A4s, including two in the United States and Canada, reunited at the museum for the 75th anniversary of MallardTemplate:'s record-breaking run.[23] 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.[24]
Models
Hornby Dublo first produced a model of Mallard in BR loco green for their 3-rail OO gauge system in 1958.[25] 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 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 was produced as part of a series entitled "Rail Legends".
In popular culture
- 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".[26]
- The 2013 song "East Coast Racer" by British progressive rock band Big Big Train tells the story of MallardTemplate:'s record-breaking run.[27]
- 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).[28]
- 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.[29]
See also
References
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- ↑ Template:Solomon-Masterpieces
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- ↑ Template:Cite video
- ↑ 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
- ↑ Script error: No such module "citation/CS1".
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Further reading
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- Script error: No such module "citation/CS1". A comprehensive book on locomotive exchanges, giving details of each trial and the locomotives involved.
- Script error: No such module "citation/CS1". An overall history of the Gresley A4 class, as well as unparalleled details about the class and individual members.
- Script error: No such module "citation/CS1". An eclectic mix of articles and photographs concerning British railways, trains and locomotives
- Script error: No such module "Citation/CS1". The first and premiere general railway interest magazine
- Script error: No such module "citation/CS1". A compendium of railway-related pieces from the Telegraph and Sunday Telegraph over many years
- Script error: No such module "citation/CS1".
- Script error: No such module "citation/CS1". Histories of the A4 and W1 classes of locomotive with details of repairs and liveries etc.
External links
- 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.
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