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This month marks the 75th anniversary of the death of steam locomotive engineer Sir Herbert Nigel Gresley CBE, who was president of the IMechE in 1936. He is particularly well-known for designing the Flying Scotsman and Mallard locomotives.
On 3 July 1938, an A4 4468 Mallard engine broke the speed record for steam locomotives, reaching 126mph. This record was set near Grantham on the East Coast Main Line. The record attempt was carried out during the trials of a new quick-acting brake, the Westinghouse QSA.
The London and North Eastern Railway (LNER) A4 class was designed for running at 100mph-plus, but the Mallard was built with a double chimney and double Kylchap blastpipe, which made for improved draughting and better exhaust flow at speed. The aerodynamic body and high power also allowed for speed.
In 1948, with the formation of British Railways and its regions, a decision was taken to design a new standard, using the best attributes from existing locomotives. Three Gresley A4s were chosen to represent the Eastern Region (formerly LNER): E22 Mallard, 60033 Seagull and 60034 Lord Faringdon.
On 8 June 1948, the Mallard ran the Waterloo-to-Exeter route, with a net time of 95.5 minutes. However, it failed after this trial, and 60033 Seagull took over. It was retired in 1963 and is now at the National Railway Museum.
Double record-holder
Another locomotive that was retired in 1963 was the Scotsman. The LNER Class A3 Pacific steam locomotive 4472 Flying Scotsman had been built in 1923. A long-haul express train, it was named after its 10am London-to-Edinburgh run. It holds two records for steam traction: the first steam locomotive to be authenticated at reaching 100mph, on 30 November 1934; and the longest non-stop run by a steam locomotive, when it ran 422 miles in Australia on 8 August 1989.
The Scotsman was built as an A1, initially carrying the Great Northern Railway (GNR) number 1472. It was one of five Gresley Pacifics that had modified valve gear and ran the London-to-Edinburgh service, hauling the inaugural train on 1 May 1928.
The locomotives ran with a new version of the large eight-wheel tender, which held 9 tons of coal. This, and the usual facility for water replenishment, enabled them to travel the 392 miles in eight hours non-stop. The tender included a corridor connection and tunnel through the water tank, giving access to the locomotive cab from the train, so the driver and fireman could be changed without stopping.
The locomotive ran with its corridor tender between April 1928 and October 1936, after which it reverted to the original type. On 22 August 1928, an improved version of this Pacific-type classified A3 appeared; older A1 locomotives were rebuilt to conform. The Scotsman emerged from Doncaster works on 4 January 1947 as an A3. It became No. 502 in January 1946; and No. 103 in May 1946.
Following nationalisation of the railways, the Scotsman became No. 60103. All A3 Pacifics were later fitted with a double Kylchap chimney, and smoke deflectors were fitted from 1960. In 1962, BR announced it would scrap the Scotsman – it had its last run on 14 January 1963.
However, the Scotsman has now returned. The National Railway Museum overhauled it to Gresley’s specification and its first run was on 6 February 2016. It then ran from London to York on 25 February and will be making further special tours.