Ran World Specs

Contents.Record Mallard is the holder of the for at 126 mph (203 km/h). The record was achieved on 3 July 1938 on the slight downward grade of Stoke Bank south of on the, and the highest speed was recorded at milepost 90¼, between. It broke the 1936 German  002\'s record of 124.5 mph (200.4 km/h).

How well can you run World of Warcraft @ 720p, 1080p or 1440p on low, medium, high or max settings? This data is noisy because framerates depend on several factors but the averages can be used as a reasonable guide.

The record attempt was carried out during the trials of a new quick-acting brake (the Westinghouse \'QSA\' brake).Mallard was a very good vehicle for such an endeavour. The A4 class was designed for sustained 100+ mph (160+ km/h) running, and Mallard was one of a few of the class that were built with a double chimney and double, which made for improved draughting and better exhaust flow at speed. (The remainder of the class were retro-fitted in the late 1950s.) The A4\'s three-cylinder design made for stability at speed, and the large 6 ft 8 in (2.03 m) driving wheels meant that the maximum revolutions per minute (529.4/min at 126 mph) was within the capabilities of the technology of the day. Mallard was just four months old, meaning that it was sufficiently broken-in to run freely, but not overly worn.

Selected to crew the locomotive on its record-breaking attempt were driver Joseph Duddington (a man renowned within the LNER for taking calculated risks) and fireman Thomas Bray.In the words of Rob Gwynne, assistant curator of rail vehicles at the:Duddington, then aged 61, climbed into the cab, turned his cap around (as had in the contemporary film ), and drove Mallard into the history books. He had 27 years on the footplate, and had once driven the for 144 miles at over 74 mph (average speed), considered at the time to be the highest speed ever maintained by steam in the UK. The A4 class had previously had problems with the for the middle cylinder, so the big end was fitted with a \'stink bomb\' of oil which would be released if the bearing overheated. Shortly after attaining the record speed, the middle big end did overheat and Mallard reduced speed, running at 70–75 miles an hour onwards to Peterborough. It then travelled to 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) that replaced Mallard at Peterborough was only just in sight when the head of publicity started handing out the pictures.

Mallard builder\'s plate with works\' number 1870Stoke Bank has a gradient of between 1:178 and 1:200. Mallard, pulling a and six coaches, topped Stoke Summit at 75 mph (121 km/h) and accelerated downhill. The speeds at the end of each mile (1.6 km) from the summit were recorded as: 87½, 96½, 104, 107, 111½, 116 and 119 mph (141, 155, 167, 172, 179, 187 and 192 km/h); half-mile (800 m) readings after that gave 120¾, 122½, 123, 124¼ and finally 125 mph (194, 197, 198, 200 and 201 km/h). The speed recorded by instruments in the dynamometer car, marks were made every half second on a paper roll moving 24 inches 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. 126 mph was seen for a single second but Gresley would not accept this as a reliable measurement and 125 miles an hour was the figure published.

Ten years later, at the time of the 1948 Locomotive Exchanges, plaques were fixed to the sides of the locomotive, these stated 126 miles an hour, which has been the speed generally accepted ever since. Some writers have commented on the implausibility of the rapid changes in speed. A recent analysis has claimed that the paper roll in the dynamometer car was not moving at a constant rate and the peaks and troughs in the speed curve were just a result of this, the maximum speed being a sustained 124 mph for almost a mile.On arrival at King\'s Cross (just after the run), driver Joe Duddington and inspector Sid Jenkins were quoted as saying that they thought a speed of 130 mph would have been possible if the train had not had to slow for the junctions at Essendine. In addition, at the time of the run there was a permanent way restriction to 15 mph just north of Grantham which slowed the train as they sought to build up maximum speed before reaching the high-speed downhill section just beyond Stoke tunnel.On 3 July 2013, Mallard celebrated 75 years since achieving the world speed record, and to help commemorate this date all six surviving Class A4 locomotives were brought together around the turntable in the Great Hall of the National Railway Museum at York for a two-week \'great gathering\'.

The visitors include three UK-based, privately owned engines in, and (formerly Osprey). Mallard \'s two internationally based sisters, and, were present after completing extensive transatlantic journeys, and undergoing cosmetic restoration at the NRM\'s workshops. Rival claims Mallard \'s world record has never been officially exceeded by a steam locomotive, though the German 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 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), whereas 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 15 mph (24 km/h) 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 claims that the and locomotives attained service speeds faster than Mallard\'s record. However, such claims were not officially verified.

The LNER A4 and classes had the same piston stroke and driving wheel diameter, which gave both locomotives the same piston speed for the same track speed. This section does not any. Unsourced material may be challenged and.Find sources: – ( June 2019) In 1948, shortly after the formation of British Railways, the decision was taken to test locomotives from all of the former \'Big Four\' companies to find the best attributes of speed, power and efficiency with coal and water. There were two ways of testing and comparing locomotives: either at the Rugby Locomotive testing plant, which was not ready until late 1948 or by testing in the field itself. The results of these trials would be used to help design the British Railways locomotives.The express passenger locomotive designs which would be compared were: London Midland Region (former ), Eastern Region (former ), Southern Region (former ) and Western Region (former ) or King class. Mallard with the number \'E22\' during the Locomotive exchange of 1948Three Gresley A4 locomotives were chosen to represent the Eastern Region: E22 Mallard,.

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 Waterloo-Exeter route. Driver Marrable took the famous A4 with a load of 481 tons tare, 505 tons full, the same that had been used on the previous trip.

Mallard reached Clapham Junction in 6 minutes 57 seconds and Woking in 28 minutes 47 seconds. At Hook there were adverse signals, causing Mallard to slow to a crawl. Even so, Salisbury was reached in 108 minutes and 28 seconds. Despite the signals earlier, the train was only 5-and-a-half minutes late. The net time was 95.5 minutes.Mallard failed after this trial and 60033 Seagull took over. On 10 June Seagull achieved the run in 96 minutes 22 seconds, but had departed 3 minutes late, meaning Seagull had arrived with the same load 3.5 minutes early.

For Mallard, the were over, but Mallard returned to the Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour on 24 February 1963.The Elizabethan. 60022 hauling The ElizabethanThe was a flagship express that ran non-stop over the 393 miles (632 km) between and 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.

Only a few locomotives other than Mallard had such a tender.The last steam-hauled Elizabethans ran on 8 September 1961, the northbound (\'Down\' in British railway parlance) train was accompanied by photographers, journalists and performance recorders. Their outputs were uncoordinated and have only come to light over many years. Mallard hauled the train, with sister loco hauling the corresponding \'Up\' train.The journalists wrote a valedictory piece in The Sunday Telegraph of 10 September 1961. This has recently been reproduced in a compendium of railway-related pieces from and over the years.

This names the driver and fireman from Kings Cross to York as Harold Birkett and John Thorne. They were replaced north of York by driver Bob Currie and fireman Alec Mackay. Chief Motive Power Inspector Bert Dixon stayed on the footplate for the whole trip.The photographers appear to have been from own photography unit. Some of the photographs of the trip have survived in the \'Liverpool Street Collection\' at the National Railway Museum. Four of them were reproduced in a minority publication in 1971, one of them – showing Driver Birkett using the corridor tender – has been used in magazines since.occurred in in 2013 when a log of the run was published, with narrative, taken from Railway Performance Society\'s archives. The original log was compiled by Mr C. The train arrived three minutes early after a run involving several speed checks and was interpreted as a credit to men, system and machine.Technical specifications.

Mallard in 1962.Mallard was released into traffic for the first time on 3 March 1938. It was the first A4 to be fitted with a Kylchap double blast pipe from new. This was one of the factors that led to its selection for the attempt on the world rail speed record in July of that year.Mallard wore a variety of liveries throughout its career. These were: garter blue as 4468, LNER wartime black from 13 June 1942, later wartime black with the tender marked as \'NE\' from 21 October 1943 as 22 with yellow small stencilled numbers, post-war garter blue with white and red lining from 5 March 1948 with stainless steel cabside number 22, British railways dark blue as 60022 from 16 September 1949, Brunswick green from 4 July 1952 and its original LNER garter blue for preservation in 1963.The A4 class was built with streamlined valances, or side skirting, but this was removed during the war to ease maintenance. Mallard lost its valances during a works visit 13 June 1942, regaining them in preservation in 1963.Mallard was fitted with twelve boilers during its 25-year career. These boilers were: 9024 (from construction), 8959 (from 4496 Golden Shuttle, 13 June 1942), 8907 (from 2511 Silver King, 1 August 1946), 8948 (from 31 Golden Plover, Walter K Whigham, 10 January 1951), 29301 (from 60019 Bittern, 4 July 1952), 29315 (from 60014 Silver Link, 23 April 1954), 29328 (new-build boiler, 7 June 1957), 29308 (from 60008 Dwight D.

Eisenhower, 27 August 1958), 29310 (from 60009 Union of South Africa, 9 March 1960) and 27965 (from 60009 Union of South Africa, 10 August 1961).Mallard has had seven tenders throughout its career. It started off with a non-corridor tender in 1938, had corridor design tenders during its British Railways days and was fitted with a non-corridor tender in 1963 to recreate its original appearance. National Railway Museum. From the original on 27 August 2016. Retrieved 28 November 2016.

Solomon, Brian (2003). Newton Abbot: David & Charles. P. 28. Yeadon \'Named Trains on LNER Lines\' combined edition.

Nottingham: Book Law Publications 2004 p.157. Nock, O.S.

\'The Gresley Pacifics\' Vol. 2, David & Charles 1974, numerous references. RCTS – Locomotives of the LNER Vol 2A – 4-6-2 Tender Engines. RCTS 1972, again plenty of references.

From the original on 27 June 2018. Retrieved 26 June 2018.

\'How fast did Mallard really go?\' Journal of the Stephenson Locomotive Society. November–December 2001. \'Streaking through time and space\'.

Semmens, P.W.B. Speed on the East Coast Main Line.

Event occurs at 02:49. From the original on 26 December 2018. Retrieved 21 July 2018. ^, p. 125., p. 126. (PDF). National Railway Museum Official Website (PDF File).

York England: National Railway Museum. (PDF) from the original on 31 October 2017. Retrieved 9 May 2017.

West Riding Small Locomotive Society journal, March 1948: \'Harry Underwood is recorded as being the instigator of the idea (via the C.M.E. Doncaster) of fitting \'Mallard\' with commemorative plaques.

Photo of plaque design sent to him from Doncaster for his approval.\' ., p. 32., pp. 265–8., pp. 18, 19 & 54., pp. 18 & 19. 5 November 2018 at the, BBC News. From the original on 3 July 2018. Retrieved 26 June 2018. CS1 maint: archived copy as title.

Austin, Jane. \'Blurred Vision – Covers of Albums and CDs\'.

2 September 1994. National Railway Museum. From the original on 8 September 2013.

Retrieved 2 July 2013. Potter – Scale Models, Arts, & Technologies, Inc.

February 2012. Archived from on 7 October 2013. Retrieved 5 October 2013. This is Darlington. From the original on 6 January 2020.

Retrieved 6 January 2020.See also. Allen, Cecil J. The Locomotive Exchanges 1870 – 1948. Ian Allan Ltd. A comprehensive book on locomotive exchanges, giving details of each trial and the locomotives involved. Boddy, M.G.; Neve, E.; Yeadon, W.B. (April 1973).

Part 2A: Tender Engines – Classes A1 to A10. Locomotives of the L.N.E.R. CS1 maint: ref=harv.

Clarke, David (2005). Locomotives in Detail: 3 Gresley 4-6-2- A4 Class.

Contents.Record Mallard is the holder of the for at 126 mph (203 km/h). The record was achieved on 3 July 1938 on the slight downward grade of Stoke Bank south of on the, and the highest speed was recorded at milepost 90¼, between. It broke the 1936 German  002\'s record of 124.5 mph (200.4 km/h).

How well can you run World of Warcraft @ 720p, 1080p or 1440p on low, medium, high or max settings? This data is noisy because framerates depend on several factors but the averages can be used as a reasonable guide.

The record attempt was carried out during the trials of a new quick-acting brake (the Westinghouse \'QSA\' brake).Mallard was a very good vehicle for such an endeavour. The A4 class was designed for sustained 100+ mph (160+ km/h) running, and Mallard was one of a few of the class that were built with a double chimney and double, which made for improved draughting and better exhaust flow at speed. (The remainder of the class were retro-fitted in the late 1950s.) The A4\'s three-cylinder design made for stability at speed, and the large 6 ft 8 in (2.03 m) driving wheels meant that the maximum revolutions per minute (529.4/min at 126 mph) was within the capabilities of the technology of the day. Mallard was just four months old, meaning that it was sufficiently broken-in to run freely, but not overly worn.

Selected to crew the locomotive on its record-breaking attempt were driver Joseph Duddington (a man renowned within the LNER for taking calculated risks) and fireman Thomas Bray.In the words of Rob Gwynne, assistant curator of rail vehicles at the:Duddington, then aged 61, climbed into the cab, turned his cap around (as had in the contemporary film ), and drove Mallard into the history books. He had 27 years on the footplate, and had once driven the for 144 miles at over 74 mph (average speed), considered at the time to be the highest speed ever maintained by steam in the UK. The A4 class had previously had problems with the for the middle cylinder, so the big end was fitted with a \'stink bomb\' of oil which would be released if the bearing overheated. Shortly after attaining the record speed, the middle big end did overheat and Mallard reduced speed, running at 70–75 miles an hour onwards to Peterborough. It then travelled to 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) that replaced Mallard at Peterborough was only just in sight when the head of publicity started handing out the pictures.

Mallard builder\'s plate with works\' number 1870Stoke Bank has a gradient of between 1:178 and 1:200. Mallard, pulling a and six coaches, topped Stoke Summit at 75 mph (121 km/h) and accelerated downhill. The speeds at the end of each mile (1.6 km) from the summit were recorded as: 87½, 96½, 104, 107, 111½, 116 and 119 mph (141, 155, 167, 172, 179, 187 and 192 km/h); half-mile (800 m) readings after that gave 120¾, 122½, 123, 124¼ and finally 125 mph (194, 197, 198, 200 and 201 km/h). The speed recorded by instruments in the dynamometer car, marks were made every half second on a paper roll moving 24 inches 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. 126 mph was seen for a single second but Gresley would not accept this as a reliable measurement and 125 miles an hour was the figure published.

Ten years later, at the time of the 1948 Locomotive Exchanges, plaques were fixed to the sides of the locomotive, these stated 126 miles an hour, which has been the speed generally accepted ever since. Some writers have commented on the implausibility of the rapid changes in speed. A recent analysis has claimed that the paper roll in the dynamometer car was not moving at a constant rate and the peaks and troughs in the speed curve were just a result of this, the maximum speed being a sustained 124 mph for almost a mile.On arrival at King\'s Cross (just after the run), driver Joe Duddington and inspector Sid Jenkins were quoted as saying that they thought a speed of 130 mph would have been possible if the train had not had to slow for the junctions at Essendine. In addition, at the time of the run there was a permanent way restriction to 15 mph just north of Grantham which slowed the train as they sought to build up maximum speed before reaching the high-speed downhill section just beyond Stoke tunnel.On 3 July 2013, Mallard celebrated 75 years since achieving the world speed record, and to help commemorate this date all six surviving Class A4 locomotives were brought together around the turntable in the Great Hall of the National Railway Museum at York for a two-week \'great gathering\'.

The visitors include three UK-based, privately owned engines in, and (formerly Osprey). Mallard \'s two internationally based sisters, and, were present after completing extensive transatlantic journeys, and undergoing cosmetic restoration at the NRM\'s workshops. Rival claims Mallard \'s world record has never been officially exceeded by a steam locomotive, though the German 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 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), whereas 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 15 mph (24 km/h) 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 claims that the and locomotives attained service speeds faster than Mallard\'s record. However, such claims were not officially verified.

The LNER A4 and classes had the same piston stroke and driving wheel diameter, which gave both locomotives the same piston speed for the same track speed. This section does not any. Unsourced material may be challenged and.Find sources: – ( June 2019) In 1948, shortly after the formation of British Railways, the decision was taken to test locomotives from all of the former \'Big Four\' companies to find the best attributes of speed, power and efficiency with coal and water. There were two ways of testing and comparing locomotives: either at the Rugby Locomotive testing plant, which was not ready until late 1948 or by testing in the field itself. The results of these trials would be used to help design the British Railways locomotives.The express passenger locomotive designs which would be compared were: London Midland Region (former ), Eastern Region (former ), Southern Region (former ) and Western Region (former ) or King class. Mallard with the number \'E22\' during the Locomotive exchange of 1948Three Gresley A4 locomotives were chosen to represent the Eastern Region: E22 Mallard,.

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 Waterloo-Exeter route. Driver Marrable took the famous A4 with a load of 481 tons tare, 505 tons full, the same that had been used on the previous trip.

Mallard reached Clapham Junction in 6 minutes 57 seconds and Woking in 28 minutes 47 seconds. At Hook there were adverse signals, causing Mallard to slow to a crawl. Even so, Salisbury was reached in 108 minutes and 28 seconds. Despite the signals earlier, the train was only 5-and-a-half minutes late. The net time was 95.5 minutes.Mallard failed after this trial and 60033 Seagull took over. On 10 June Seagull achieved the run in 96 minutes 22 seconds, but had departed 3 minutes late, meaning Seagull had arrived with the same load 3.5 minutes early.

For Mallard, the were over, but Mallard returned to the Waterloo-Exeter line for a Locomotive Club of Great Britain (LCGB) railtour on 24 February 1963.The Elizabethan. 60022 hauling The ElizabethanThe was a flagship express that ran non-stop over the 393 miles (632 km) between and 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.

Only a few locomotives other than Mallard had such a tender.The last steam-hauled Elizabethans ran on 8 September 1961, the northbound (\'Down\' in British railway parlance) train was accompanied by photographers, journalists and performance recorders. Their outputs were uncoordinated and have only come to light over many years. Mallard hauled the train, with sister loco hauling the corresponding \'Up\' train.The journalists wrote a valedictory piece in The Sunday Telegraph of 10 September 1961. This has recently been reproduced in a compendium of railway-related pieces from and over the years.

This names the driver and fireman from Kings Cross to York as Harold Birkett and John Thorne. They were replaced north of York by driver Bob Currie and fireman Alec Mackay. Chief Motive Power Inspector Bert Dixon stayed on the footplate for the whole trip.The photographers appear to have been from own photography unit. Some of the photographs of the trip have survived in the \'Liverpool Street Collection\' at the National Railway Museum. Four of them were reproduced in a minority publication in 1971, one of them – showing Driver Birkett using the corridor tender – has been used in magazines since.occurred in in 2013 when a log of the run was published, with narrative, taken from Railway Performance Society\'s archives. The original log was compiled by Mr C. The train arrived three minutes early after a run involving several speed checks and was interpreted as a credit to men, system and machine.Technical specifications.

Mallard in 1962.Mallard was released into traffic for the first time on 3 March 1938. It was the first A4 to be fitted with a Kylchap double blast pipe from new. This was one of the factors that led to its selection for the attempt on the world rail speed record in July of that year.Mallard wore a variety of liveries throughout its career. These were: garter blue as 4468, LNER wartime black from 13 June 1942, later wartime black with the tender marked as \'NE\' from 21 October 1943 as 22 with yellow small stencilled numbers, post-war garter blue with white and red lining from 5 March 1948 with stainless steel cabside number 22, British railways dark blue as 60022 from 16 September 1949, Brunswick green from 4 July 1952 and its original LNER garter blue for preservation in 1963.The A4 class was built with streamlined valances, or side skirting, but this was removed during the war to ease maintenance. Mallard lost its valances during a works visit 13 June 1942, regaining them in preservation in 1963.Mallard was fitted with twelve boilers during its 25-year career. These boilers were: 9024 (from construction), 8959 (from 4496 Golden Shuttle, 13 June 1942), 8907 (from 2511 Silver King, 1 August 1946), 8948 (from 31 Golden Plover, Walter K Whigham, 10 January 1951), 29301 (from 60019 Bittern, 4 July 1952), 29315 (from 60014 Silver Link, 23 April 1954), 29328 (new-build boiler, 7 June 1957), 29308 (from 60008 Dwight D.

Eisenhower, 27 August 1958), 29310 (from 60009 Union of South Africa, 9 March 1960) and 27965 (from 60009 Union of South Africa, 10 August 1961).Mallard has had seven tenders throughout its career. It started off with a non-corridor tender in 1938, had corridor design tenders during its British Railways days and was fitted with a non-corridor tender in 1963 to recreate its original appearance. National Railway Museum. From the original on 27 August 2016. Retrieved 28 November 2016.

Solomon, Brian (2003). Newton Abbot: David & Charles. P. 28. Yeadon \'Named Trains on LNER Lines\' combined edition.

Nottingham: Book Law Publications 2004 p.157. Nock, O.S.

\'The Gresley Pacifics\' Vol. 2, David & Charles 1974, numerous references. RCTS – Locomotives of the LNER Vol 2A – 4-6-2 Tender Engines. RCTS 1972, again plenty of references.

From the original on 27 June 2018. Retrieved 26 June 2018.

\'How fast did Mallard really go?\' Journal of the Stephenson Locomotive Society. November–December 2001. \'Streaking through time and space\'.

Semmens, P.W.B. Speed on the East Coast Main Line.

Event occurs at 02:49. From the original on 26 December 2018. Retrieved 21 July 2018. ^, p. 125., p. 126. (PDF). National Railway Museum Official Website (PDF File).

York England: National Railway Museum. (PDF) from the original on 31 October 2017. Retrieved 9 May 2017.

West Riding Small Locomotive Society journal, March 1948: \'Harry Underwood is recorded as being the instigator of the idea (via the C.M.E. Doncaster) of fitting \'Mallard\' with commemorative plaques.

Photo of plaque design sent to him from Doncaster for his approval.\' ., p. 32., pp. 265–8., pp. 18, 19 & 54., pp. 18 & 19. 5 November 2018 at the, BBC News. From the original on 3 July 2018. Retrieved 26 June 2018. CS1 maint: archived copy as title.

Austin, Jane. \'Blurred Vision – Covers of Albums and CDs\'.

2 September 1994. National Railway Museum. From the original on 8 September 2013.

Retrieved 2 July 2013. Potter – Scale Models, Arts, & Technologies, Inc.

February 2012. Archived from on 7 October 2013. Retrieved 5 October 2013. This is Darlington. From the original on 6 January 2020.

Retrieved 6 January 2020.See also. Allen, Cecil J. The Locomotive Exchanges 1870 – 1948. Ian Allan Ltd. A comprehensive book on locomotive exchanges, giving details of each trial and the locomotives involved. Boddy, M.G.; Neve, E.; Yeadon, W.B. (April 1973).

Part 2A: Tender Engines – Classes A1 to A10. Locomotives of the L.N.E.R. CS1 maint: ref=harv.

Clarke, David (2005). Locomotives in Detail: 3 Gresley 4-6-2- A4 Class.