Mallard Train - Rival Claims

Rival Claims

Mallard's world record has never been officially exceeded by a steam locomotive, though the German Class 05 was at least very close: in 1936, two years before Mallard's run, 05 002 had reached 200.4 km/h (124.5 mph) between Hamburg and Berlin. Stoke Bank is long, straight and slightly downhill, whereas the 1936 run of 05 002 took place on a horizontal stretch of track. Unlike world records for cars and aircraft, there is no requirement for an average of two runs in both directions, and assistance from gradient or wind has always been acceptable in rail speed records. Also, unlike Mallard, 05 002 survived the attempt undamaged: on the other hand, its train was only four coaches long (197 tons), but Mallard`s train was seven coaches (240 tons). In terms of rival claims, Gresley and the LNER had just one serious attempt at the record, which was far from a perfect run with a 15mph permanent way check just North of Grantham. Despite this a record was set. Gresley planned to have another attempt in September 1939, but this was prevented by the outbreak of World War II. Before the record run on 3 July 1938, it was calculated that 130 mph (210 km/h) was possible, and in fact Driver Duddington and LNER Inspector Sid Jenkins both said they might well have achieved this figure had they not had to slow for the Essendine junctions.

There are reports of higher speeds from North American steam locomotives, although none of these records was officially documented. Locomotives which are rumoured to have exceeded the 126 mph (203 km/h) record include the Pennsylvania Railroad's S1 prototype which was unofficially clocked at 127.1 miles per hour, and the Milwaukee Road class F7. The Milwaukee Road had the fastest scheduled steam-powered passenger trains in the world. Both it and the Chicago & North Western (see CNW Class E-4) had timetables requiring running in excess of 100 mph (160 km/h); it is believed that both railroads' locomotives exceeded 120 mph (190 km/h). However, to put matters into perspective a letter from D.P Morgan (editor of the US Trains magazine) quoted in the Journal of the Stephenson Locomotive Society (Jan 1980) is worth quoting :

I`m afraid that you`ll not find authenticated records covering maximum speeds attained by Pennsylvania Railroad`s 6100 (S1) or its related T1 duplex-drive machine. The "records" were unofficial, the experiences related by engine crews, and with the passing of years many have either retired or died. Train timing on this side of the Atlantic is simply not of the quality or quantity you are familiar with in the UK or on the Continent.

The letter is also quoted in Peter Semmens Speed on the East coast Mainline (p72/73), and Semmens goes on to state that the accuracy of mileposts (used in train timing) in the United States varies quite markedly, often they are just attached to the nearest telegraph pole.

Thus, Mallard still officially holds the record; plaques affixed to each side of the locomotive commemorate the feat.