97-785: Ouseburn Viaduct carries the East Coast Main Line over the Ouseburn Valley through the East End of Newcastle-upon-Tyne . Designed by architects John and Benjamin Green , it was originally built in the late 1830s for the Newcastle and North Shields Railway . It is a Grade II* listed building . The viaduct is 918 ft (280 m) long and 108 ft (33 m) high with five arches (plus two approach arches) each of 116 ft (35 m) span. When originally built
194-489: A 'spine' for several diverging branches, serving destinations such as Cambridge , Leeds , Hull , Sunderland and Lincoln , all with direct services to London. In addition, a few ECML services extend beyond Edinburgh to serve other Scottish destinations, such as Stirling , Inverness , Aberdeen or Glasgow Central , although the principal London-Glasgow route is the West Coast Main Line (WCML). The line
291-610: 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. 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). Speed claims tied to
388-705: 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
485-483: A minor overrun against its authorised expenditure of £331.9 million. Of the total cost, 60 per cent was for the electrification process itself, while the remaining 40 per cent covered rolling stock, including the new InterCity 225 trains procured specially for the route. These were introduced in 1989 to operate express services. They were developed by the General Electric Company (GEC), as
582-544: 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
679-400: A period of testing, a solution to deflect the smoke was found and the modification was incorporated into Mallard ' s final design. 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
776-622: A powerful high-speed locomotive developed and built by English Electric . The prototype was successful and a fleet of 22 locomotives were built and put into BR service for express traffic. Designated Class 55 , they were powered by a pair of Napier Deltic engines that had been developed for fast torpedo boats. The Class 55 'Deltics' were for a time the fastest and most powerful diesel locomotives in service in Britain, capable of reaching 100 mph (160 km/h) and providing up to 3,300 hp (2,500 kW). When introduced into service in 1961,
873-739: A series of special trains, including a run from Doncaster via Nottingham Victoria to Clapham Junction. 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. This was followed by periods on display at York and Doncaster Works in June 1977 and June 1978, respectively. In
970-418: 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. 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
1067-540: A southbound run from Darlington to York. At least two other trains have subsequently recorded higher speeds, but as of February 2023 the InterCity 125 record remains the highest to have been officially verified. A British speed record for electric locomotives of 161.7 mph (260.2 km/h) was achieved on 17 September 1989, also at Stoke Bank, by Class 91 locomotive number 91010. On 26 September 1991, an InterCity 225 shortened electric locomotive train
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#17327722790921164-554: A successor to the Deltics, the InterCity 125 High Speed Train (HST) between 1978 and 1979. These could reach speeds up to 125 mph (201 km/h) on existing infrastructure, bringing the fastest London–Edinburgh timing down by another hour, to 4 + 1 ⁄ 2 hours. They operated most express passenger services on the line until electrification was completed in 1991, after which they continued in use on services that run off
1261-487: A verifiable maximum speed being a sustained 124 mph (200 km/h) for almost a mile. On 3 July 2013, the 75th anniversary of the speed record, all six surviving A4 locomotives were brought together at the National Railway Museum. 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
1358-590: Is London North Eastern Railway , but open-access competition on services to Northern England and Scotland is provided by Hull Trains , Grand Central and Lumo . The ECML is part of Network Rail 's Strategic Route G, which comprises five separate lines: The core route is the main line between King's Cross and Edinburgh, the Hertford Loop is used for local and freight services, and the Northern City Line provides an inner-suburban service to
1455-856: 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 . 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 . 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
1552-626: 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 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
1649-472: Is a 393-mile long (632 km) electrified railway between its northern terminus at Edinburgh Waverley and southern terminus at London King's Cross station . The key towns and cities of Peterborough , Doncaster , York , Darlington , Durham and Newcastle are on the line. The line is a key transport artery on the eastern side of Great Britain running broadly parallel to the A1 road . The main line acts as
1746-782: Is carried along its route by several bridges and viaducts which are recognised as architecturally significant listed structures ; the longest of which is the 659-metre-long (2,162 ft) Royal Border Bridge at Berwick-upon-Tweed . Others include Digswell Viaduct , near Welwyn Garden City , at 475 m (1,558 ft), the Ouseburn Viaduct in Newcastle at 280 m (920 ft), Durham Viaduct at 240 m (790 ft), and Chester Burn Viaduct in Chester-le-Street at 230 m (750 ft). The 350-metre-long (1,150 ft) King Edward VII Bridge in Newcastle
1843-492: Is currently limiting speeds to 125 mph. There are currently no plans to retrofit ERTMS equipment to the InterCity 225 fleet, as they are expected to be withdrawn before the removal of the lineside signals; this means they will never reach their design speed of 140 mph (225 km/h) in service. The line is mainly quadruple track from London to Stoke Tunnel, south of Grantham , with two double track sections: one between Digswell Jn & Woolmer Green Jn, where
1940-509: Is on fairly straight track on the flatter, eastern side of England, through Lincolnshire and Cambridgeshire , though there are significant speed restrictions because of the line's curvature particularly north of Darlington and between Doncaster and Leeds. By contrast, the West Coast Main Line crosses the Trent Valley and the mountains of Cumbria , with more curvature and had a lower speed limit of 110 mph (180 km/h). Speeds on
2037-559: The Leeds - Hull line direct to York . Through journeys were important and lucrative for the companies and in 1860 they built special rolling stock for the line. Services were operated using "East Coast Joint Stock" until 1922. The trains were hauled by GNR locomotives between King's Cross and York, which entailed utilisation of GNR running powers over the NER between Shaftholme Junction and York (which had been agreed in 1849 and exercised from
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#17327722790922134-520: The Northern City Line to Moorgate . In the late 1970s, a working group of British Rail and Department for Transport officials convened and determined that, of all options for further electrification, the ECML represented the best value by far. Its in-house forecasts determined that increases in revenue and considerable reductions in energy and maintenance costs would occur by electrifying
2231-455: The T1 class state the locomotive reached speeds up to 140 mph (230 km/h). 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 . In 1948, shortly after the formation of British Railways , the decision was taken to test locomotives from all of
2328-534: The West Coast Main Line (WCML) were increased with the introduction of tilting Pendolino trains and now match the 125 mph speeds on the ECML. The line's current principal operator is London North Eastern Railway (LNER), whose services include regular long-distance expresses between King's Cross, the East Midlands, Yorkshire, the North East of England and Scotland. LNER is operated on behalf of
2425-452: The 14-mile-long (23 km) Selby Diversion . Construction commenced in 1980, and was completed in late 1983 at a cost of £63 million (equivalent to £214 million in 2023). The new section diverged from the original alignment at Temple Hirst Junction, north of Doncaster, bypassed Selby station and the area to be undermined by coal workings, and then joined the Leeds–York line of
2522-415: 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. 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
2619-418: The Class 55's ability to rapidly accelerate and maintain high speed with a heavy train over long distances, immediately cut over one hour from the standard London to Edinburgh journey time, from seven hours to under six. Further improvements to the infrastructure meant that by the mid-1970s, another half-hour had been cut from the journey time. In the years following the introduction of the Deltics, sections of
2716-480: The Deltic and High Speed Train, as an interim measure to implement improved services, whilst West Coast electrification proceeded, and was largely complete by 1974. During the period when Richard Beeching was chairman of British Rail, WCML electrification with a spur from Carstairs to Edinburgh was seen as possible justification for the truncation of the ECML at Newcastle. British Rail carried out electrification of
2813-750: The Department for Transport by a consortium of Arup Group , Ernst & Young and SNC-Lavalin Rail & Transit , which took over from Virgin Trains East Coast on 24 June 2018. Other operators of passenger trains on the line are: Eurostar previously held the rights to run five trains a day on the line for services from mainland Europe to cities north of London, as part of the Regional Eurostar plan, which never came to fruition. The overnight Caledonian Sleeper occasionally uses
2910-440: The ECML and onto non-electrified lines. Generally popular with the public, and considered by some to be iconic, they ran on the ECML for 41 years, before being withdrawn in 2019. In 1973, the prototype HST British Rail Class 41 recorded a top speed of 143 mph (230 km/h) in a test run on the line. There had been proposals to electrify all or parts of the ECML as far back as the early 1900s, but no significant scheme
3007-460: The ECML were upgraded for trains running at speeds of up to 100 mph (160 km/h). On 15 June 1965, the first length of high-speed line, a 17 miles (27 km) stretch between Peterborough and Grantham, was completed. The next section was 12 miles (19 km) of line between Grantham and Newark and more sections were upgraded to enable high speeds along much of the line. Continuing demand for reduced journey times led British Rail to introduce
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3104-564: The ECML when engineering works prevent it from using its normal train path on the WCML. DB Cargo UK , Direct Rail Services , Freightliner and GB Railfreight operate freight services. The ECML is one of the busiest lines on the British rail network and there is insufficient capacity on parts of the line to satisfy all the requirements of both passenger and freight operators. LNER Class A4 4468 Mallard LNER Class A4 4468 Mallard
3201-471: The ECML. British Rail 's 1955 modernisation plan placed equal importance on electrification of both the West Coast Main Line (WCML) and ECML; a detailed plan drawn up in 1957 gave a completion date of 1970 for ECML electrification. However, the East Coast authorities decided that they could not wait over a decade for service improvements, and instead decided to invest in high-speed diesel traction,
3298-574: 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
3395-519: The LMS countered with its own streamlined Coronation Class – both of which were capable of reaching speeds in excess of 100 mph (160 km/h). The competition was curtailed soon thereafter by the coming of World War II . In the aftermath of the war, Clement Attlee 's Labour Government nationalised the LNER and the other three major railway companies in Great Britain with
3492-535: The NER at Askern , famously described by the GNR's chairman as in "a ploughed field four miles north of Doncaster". Askern was connected to the Lancashire and Yorkshire Railway , a short section of which was used to reach the NER at Knottingley . In 1871, the line was shortened when the NER opened a direct line from an end-on junction, with the GNR, at Shaftholme, just south of Askern to Selby and over Selby Bridge on
3589-646: The North and Midlands stated that the linespeed would be upgraded to 140 mph (225 km/h). The line links London, South East England , East Anglia and the East Midlands , with Yorkshire , the North East and Scotland, and is important to their local economies. It carries commuter traffic in north London as well as cross-country, commuter and local passenger services, and freight . In 1997, operations were privatised. The primary long-distance operator
3686-538: 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 , with the engines reaching 100 mph on many occasions. Mallard covered almost one and a half million miles (2.4 million km) before it was retired in 1963. The locomotive
3783-565: The United States and Canada, reunited at the museum for the 75th anniversary of Mallard ' s recording breaking run. 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
3880-605: The WCML from the south. In total the electrification programme covered roughly 1,400 single-track miles (2,300 km) and required major infrastructure changes, including resignalling of the line from Temple Hirst Junction (near Selby in Yorkshire) to the Scottish border; the construction of new signalling centres at Niddrie, York, and Newcastle; the commissioning of ten new connections to the national electricity grid; and structure clearance and electrical immunisation works along
3977-477: The Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour on 24 February 1963. 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
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4074-711: The Widened Lines route and the GWML, where ERTMS complements traditional lineside signals, the southern ECML will have its signals removed once the transition period to ERTMS is complete. This means that all trains running on the route will be required to be fitted with the appropriate onboard equipment. The Class 800 series (LNER Azuma Classes 800 and 801 , Hull Trains Paragon Class 802 , Lumo Class 803 ), Thameslink Class 700 and Great Northern Class 717 fleets are fitted with ERTMS equipment from manufacture. The Great Northern Class 387 fleet are undergoing retrofit, with
4171-483: 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, 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
4268-824: The bridge's original appearance. It now carries the East Coast Main Line. It is one of three high level bridges in close proximity making the same crossing, with the Byker Viaduct carrying the Tyne and Wear Metro and then the Byker road bridge both to the south. 54°58′35.040″N 1°35′34.980″W / 54.97640000°N 1.59305000°W / 54.97640000; -1.59305000 ( Ouseburn Viaduct ) East Coast Main Line The East Coast Main Line ( ECML )
4365-434: The city. The line has engineers line references (ELR) ECM1 to ECM9. The ECML was constructed by three independent railway companies. During the 1830s and 1840s, each company built part of the route to serve its own area, but also intending to link with other railways to form the through route that would become the East Coast Main Line. From north to south, the companies were: The GNR established an end-on connection with
4462-424: The company experienced financial difficulties; the franchise then passed to National Express East Coast until in 2009, when it too encountered financial problems and the government was forced to run the franchise itself as ' East Coast '. Another attempt at returning the franchise to private-sector operation was made by Virgin Trains East Coast in 2015, but this failed in 2018, and thus since then it has been run by
4559-400: The crossing with a flyover or tunnel, which would increase capacity on both lines, have been proposed on several occasions but are complicated by costs and spatial constraints at the site. With most of the line rated for 125 mph (200 km/h) operation, the ECML was the fastest main line in the UK until the opening of High Speed 1 . The high speeds are possible because much of the line
4656-419: The demand for higher speed, British Rail introduced InterCity 125 high-speed trains between 1976 and 1981. In 1973, a Class 41 (an HST prototype) achieved a top speed of 143 mph (230 km/h) in a test run. In the 1980s, the line was electrified and InterCity 225 trains introduced. These have in turn been largely replaced by Class 800 and Class 801 units. The November 2021 Integrated Rail Plan for
4753-408: 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)
4850-525: The fifth aspect was not removed from signals in the test area , and the relevant track Sectional Appendix continued to list the capability to run special test trains in excess of 125 mph as recently as 2008. As part of the privatisation of British Rail in the mid-1990s, passenger operations on the ECML were offered to bidders as the InterCity East Coast franchise. It was held by Great North Eastern Railway from 1996 until 2007, when
4947-580: The first train sent to Worksop Depot in October 2022. Following its return to service in July 2023, the remaining trains will be retrofitted in Hornsey Depot. The introduction of in-cab signaling will allow the ECML line speed to be increased to 140 mph in some places. The Class 800 series trains were designed to reach this speed, but minor modifications will be required to remove the equipment that
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#17327722790925044-512: The former York and North Midland Railway at Colton Junction, south-west of York. The old line between Selby and York was dismantled and is now a public cycleway. Mining subsidence discovered in 2001 also necessitated the realignment of 1.8 km (1.1 mi) of line at Dolphingstone in East Lothian , between Prestonpans and Wallyford stations. The new alignment takes the form of a gentle curve of up to 77 m (253 ft) towards
5141-937: 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
5238-497: The full length of the line began on 8 July 1991, eight weeks later than scheduled. Significant traffic increases occurred in the two years after completion; one station recorded a 58 per cent increase in passengers. The programme also electrified the Edinburgh-Carstairs branch of the WCML, to allow InterCity 225 sets to access Glasgow Central , with the added benefit of creating an electrified path to/from Edinburgh on
5335-442: The generally accepted speed. Despite this, some writers have commented on the implausibility of the rapid changes in speed. 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
5432-508: The increased maximum speed, BR experimented in 1988 with using a fifth signalling aspect – flashing green – on the fast lines between Peterborough and Stoke Tunnel. The flashing green aspect appeared at signals preceding one displaying an ordinary steady green aspect, and authorised running at up to 140 mph. Upon encountering a steady green aspect the driver would reduce speed to no greater than 125 mph, and thus be ready to react to subsequent signals in
5529-543: The irreparably-damaged tunnel; ultimately the line was closed for five months and around 1,100 yards (1 km) of the original alignment had to be abandoned. In the late 1970s in the north of England, the development of the Selby Coalfield – and the anticipated subsidence that might result from its workings – led the National Coal Board to pay for the construction of
5626-487: The later Class A4 , including 4468 Mallard . During this time Mallard set a new world-record speed for a steam locomotive (see § Speed records ). The East Coast Main Line was engaged in long running rivalry with the West Coast Main Line (WCML), the other main trunk route between London and Scotland. At various points in the late 19th century, highly publicised but unofficial races occurred between express trains on
5723-567: The latter of which achieved a world record speed for a steam locomotive, 126 mph (203 km/h) on the Grantham-to-Peterborough section. In 1948, the railways were nationalised and operated by British Railways . In the early 1960s, steam was replaced by diesel-electric traction , including the Deltics , and sections of the line were upgraded so that trains could run at speeds of up to 100 mph (160 km/h). With
5820-423: The length of the line. Included in the structure clearance works were the 127 overbridges that crossed the ECML. Where the existing bridge clearance was insufficient, project managers favoured wherever possible the rebuilding of the bridge rather than the lowering of the track, as the latter requires considerable civil works and can create long-term drainage problems. Where listed buildings were to be affected by
5917-612: The line passes over the Digswell Viaduct , Welwyn North station and the two Welwyn tunnels; and one between Fletton Junction (south of Peterborough) and Holme Junction, south of Holme Fen. The route between Holme Junction and Huntingdon is mostly triple track, with the exception of a southbound loop between Conington and Woodwalton. North of Grantham the line is double track except for quadruple-track sections at Retford , around Doncaster, between Colton Junction (south of York), Thirsk and Northallerton , and Newcastle. The line
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#17327722790926014-460: The line. In 1984, the decision was made to commence the electrification of the rest of the ECML to Edinburgh and Leeds. The Secretary of State for Transport Nicholas Ridley and Minister for Railways David Mitchell played a large role in the decision to proceed. Construction began on the second phase in 1985. In 1986 the section to Huntingdon was completed; Leeds was reached in 1988, then York in 1989 and Edinburgh in 1991. Electric services on
6111-550: The lineside signalling system on the southern ECML between London King's Cross and the Stoke Tunnel was commissioned in 1977 and as such was up for renewal between 2020 and 2029. Instead of renewing the current lineside signalling, it was decided to upgrade this section of the ECML to ERTMS in-cab signalling. This will not be the first instance of ERTMS on the UK rail network; it is in use on the Cambrian Line (where it
6208-429: 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. This included a new, state-of-the-art double Kylchap chimney and blastpipe, allowing the smoke to be distributed more freely. However,
6305-512: The opening of the GNR in 1850); and by NER locomotives between York and Edinburgh, using NER running powers over the NBR between Berwick and Edinburgh (agreed in 1862 but not exercised until 1869). The entire ECML came under control of the London and North Eastern Railway (LNER) in 1923, under the Railways Act 1921 which 'grouped' many small railway companies into four large ones . The LNER
6402-465: The original train crew on the 3 July 1938 run. The trip was related to a special commemorative postage stamp featuring Mallard . In July 2003, Mallard was put on display outside the National Railway Museum as part of the 150th anniversary of Doncaster Works. 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
6499-719: The passage of the Transport Act 1947 , and with effect from 1 January 1948 merged them into British Railways (BR). The ECML came under the control of three of BR's regions ; the Eastern Region , the North Eastern Region , and the Scottish Region (the former two were merged together in 1967). In the early 1960s, steam locomotives were replaced by diesel-electrics , amongst them the Deltic ,
6596-418: 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
6693-597: The programme, BR sought approval for its plans from the Royal Fine Art Commission . Through this process a special design of overhead wiring was developed for use on the visually-sensitive Royal Border Bridge , as well as the Croxdale and Durham City viaducts . Elsewhere the standard Mk. 3B equipment was deployed. The electrification was completed at a cost of £344.4 million (at 1983 prices, equivalent to £1169.3 million in 2023),
6790-693: The public sector through the government's operator of last resort procedure under the London North Eastern Railway brand. The route of the ECML has been altered or diverted several times, beginning with the opening of the King Edward VII Bridge in Newcastle upon Tyne in 1906. Later, the Penmanshiel tunnel collapse in the Scottish Borders in 1979 necessitated urgent works to divert the line around
6887-467: The record for a steam locomotive at 126 mph (203 km/h) whilst descending Stoke Bank on 3 July 1938. The record remains standing today, and a trackside sign was erected in July 1998 at the 90 + 1 ⁄ 4 milepost to commemorate the achievement. The world record for diesel-powered trains was set at 148 mph (238 km/h) on 1 November 1987, by a shortened InterCity 125 train of two Class 43 power cars and three coaches during
6984-398: The same manner as when driving a lower-speed train. The testing found, however, that drivers couldn't be expected to consistently and accurately interpret and respond to lineside signals when driving at the higher speed, and regulations were later changed throughout Britain to require the use of in-cab signalling whenever running service trains at speeds above 125 mph. Nevertheless,
7081-406: 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. Following the introduction of diesel and electric trains, many steam locomotives across the UK were set to be scrapped. In December 1960, a notification
7178-410: The south, supported by concrete slabs and other ground stabilisation and reinforcement techniques, and is designed to avoid the need for a permanent speed restriction. It came into use in the last week of April 2003, at a cost of £56 million (equivalent to £92 million in 2023). World speed records for both steam and diesel traction have been set on the ECML. LNER's 4468 Mallard set
7275-695: The southern part of the ECML with 25 kV AC overhead lines from London King's Cross to Hitchin between 1976 and 1977. This was authorised in 1971 for the benefit of London suburban services as part of the Great Northern Suburban Electrification Project , using Mk. 3A equipment. The scheme electrified 70 route miles (110 km), including the Hertford Loop Line , part of the Cambridge Line from Hitchin to Royston , and incorporated
7372-524: The success of this scheme, in 1919 the North Eastern Railway, planned to electrify 80 miles (130 km) of the main line between York and Newcastle; the scheme progressed as far as a prototype locomotive , however it was cancelled on financial grounds after 1923 when the NER was grouped into the LNER, and the new management had no interest in pursuing the scheme. In the early-1930s, studies were conducted into electrifying sections or all of
7469-429: 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
7566-417: The two routes, most notably in 1888 and 1895. These races were ended over concerns over safety, but later the rivalry resumed in the 1920s and 1930s as both the LNER and its West Coast competitor, the London, Midland and Scottish Railway (LMS), produced ever-more-powerful express locomotives. This reached its crescendo in the late 1930s, when the LNER introduced the famous streamlined Class A4 locomotives and
7663-652: The viaducts were made of laminated timber construction on the Wiebeking system, whereby each arch was made from multiple layers of timbers held together by trenails and supported on stone pillars. The viaduct was rebuilt in iron between 1867 and 1869 by the Weardale Iron & Coal Company to the designs of engineer Thomas Elliot Harrison for the North Eastern Railway Company , doubling its width to accommodate four tracks but preserving
7760-490: The winners of a competitive tender process. The InterCity 225 sets were used alongside other rolling stock, including Class 90 locomotives and Class 317 electric multiple units. The displaced diesel trains were reallocated predominantly to the Midland Main Line . The infrastructure supported speeds of up to 140 mph, allowing a non-stop run of three hours and 29 minutes between London and Edinburgh on 26 September 1991. As part of testing done to support safe operation
7857-466: 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
7954-652: Was authorised to reach speeds up to 140mph completing the London to Edinburgh journey in 3 hours 29 minutes. In November 2021, as part of the Integrated Rail Plan , the DfT announced a major upgrade of the line. The upgrade is set to include major track improvements and digital signalling, leading to higher speeds, reduced journey times and increases in seat capacity. The power supply will also be upgraded to allow longer and more frequent trains. The last refresh of
8051-481: 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 . 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
8148-797: Was built during the 1840s by three railway companies, the North British Railway , the North Eastern Railway , and the Great Northern Railway . In 1923, the Railways Act 1921 led to their amalgamation to form the London and North Eastern Railway (LNER) and the line became its primary route. The LNER competed with the London, Midland and Scottish Railway (LMS) for long-distance passenger traffic between London and Scotland. The LNER's chief mechanical engineer Nigel Gresley designed iconic Pacific steam locomotives including Flying Scotsman and Mallard ,
8245-497: Was displayed at York station alongside a Class 800 Azuma as part of the latter's launch by the London North Eastern Railway . Hornby Dublo first produced a model of Mallard in BR loco green for their 3-rail OO gauge system in 1958. 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
8342-599: Was first piloted), on the Thameslink core Widened Lines route (with an ATO overlay), and on the Heathrow branch of the Great Western Main Line . However, it is the most complex application yet; never before in the UK has ERTMS been used on such a busy, mixed-traffic line, with freight , commuter , regional and InterCity services sharing as little as two tracks in the tightest sections. Unlike
8439-433: Was implemented until the 1970s and 1980s, with the entire line being electrified in two stages between 1976 and 1991. Early proposed schemes included a 1904 proposal by the Great Northern Railway to electrify its suburban services from London. A short stretch of the ECML in the Newcastle area was electrified with a third rail in 1904, as part of the North Eastern Railway 's suburban Tyneside Electrics scheme. Following
8536-518: 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. In February 1963, Mallard was sent to Nine Elms depot, followed by the Museum of British Transport museum in Clapham , south London. It then ran
8633-407: 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. 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
8730-572: 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
8827-668: 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 120 3 ⁄ 4 , 122 1 ⁄ 2 , 123, 124 1 ⁄ 4 and finally 125 mph (194, 197, 198, 200 and 201 km/h). However,
8924-686: Was opened in 1906, replacing the older High Level Bridge as the main railway crossing of the River Tyne . Newark flat crossing , where the ECML crosses the Nottingham–Lincoln line on the same level just north of Newark Northgate station, is one of only two remaining flat crossings in Britain, the other being on the Cambrian Line where it intersections with the Welsh Highland Railway . Plans for grade separating
9021-443: 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
9118-822: 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
9215-517: 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. 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
9312-482: Was the second largest railway company in Britain, its routes were located to the north and east of London. The LNER appointed Nigel Gresley (who was knighted in 1937) as its Chief Mechanical Engineer, and under his tenure, Pacific steam locomotives were developed as the standard express locomotive to work the line, several of which became famous, these included the Class A3 , including 4472 Flying Scotsman , and
9409-483: 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
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