90mph APPROPRIATE IN FAVOURABLE CONDITIONS

While the ‘A4s’ were always awarded the accolades for speed, the ‘A1s’ were no slouches.

As far as I am aware, there is nothing to suggest that Messrs Thompson and Peppercorn did not anticipate the ‘A2s’ and ‘A1s’ working ‘turn and turn about’ with the ‘A4s’ and the less powerful ‘A3s’. However, Mr Ward’s letter (SR481) prompted me to consider how frequently ‘A1s’ in service actually ran at 90mph.

The Railway Performance Society’s database afforded the means to enquire.

In 1953, the 7.50am departure from King’s Cross was booked over the 124.1 miles from Hitchin to Doncaster in 113 minutes, from start to stop. The normal motive power was an ‘A1’. The database contains detailed logs of eight runs. Maximum speeds, before slowing for the crawl through Peterborough, were 90-92mph on three occasions, 82-85 on the other five. These were, admittedly, with light, seven-coach trains. The following year, the train was lengthened to ten coaches, circa 360 tons gross, and an additional stop was included at Retford. The database contains 21 logs on this service. Before Peterborough, speed reached 90-92mph on seven occasions, 88 seven times, 80-85 six times and on one occasion, 77mph.

In 1957/8, the equivalent Up train, the 5.05pm ex-Newcastle, was scheduled for 40 minutes from Darlington start to York stop, and was invariably hauled by an ‘A1’. Out of seven runs, on three occasions, twice with nine coaches and once with 11, the 20.94 miles from Otteringham to Beningborough were run at an average of 85mph. Maxima were 87 to 92mph. These speeds were sufficient to gain two minutes or more on schedule.

On December 31 1966,

No. 60145 Saint Mungo hauled the last BR(NE) scheduled steam-hauled passenger train and ran this stretch in 13 minutes 32 seconds, an average of 93mph and a maximum of 98/99mph. The load was a light eight coaches (290 tons gross). This performance, I think, was analagous to that reported when Tornado reached 100mph on its 90mph trial but not, I suspect, easily achieved. On December 6 1957, No. 60138 Boswell, with nine coaches and after running from Darlington to York in 37 mins 25 secs, made an unscheduled stop at Grantham to take on water. In an attempt to make up time, Stoke summit was passed at 62mph, and mileposts 91 to 82 were run in 5 minutes 38 seconds, an average speed of 96mph. The load, however, was only nine coaches. But high speeds were still easily obtained in favourable locations, even with heavy loads. Another regular ‘A1’ working was the nonstop ‘Queen of Scots’ Pullman between Leeds and London. The load could vary between 320 and 460 tons gross. 90mph was often reached between Stoke summit and Peterborough, particularly if running late.

In regular service the ‘A1s’ regularly reached 90mph, but it is unlikely they were driven as hard as Tornado has been, reportedly, between Peterborough and Stoke, even by the likes of drivers Bill Hoole and Ted Hailstone.

The 90mph provision I suggest allows for running up to that speed at favourable locations, but should not be a basis for scheduled sustained speeds on the level with 12-coach trains.

Michael Rowe, Vice Chairman, Railway Performance Society, Porlock, Minehead