Mike J

After more or less completing The North of England Line - Scarworth Junction, a start has now been made on its successor The North of England Line - (name to be decided) or NoEL 2. The Scarworth junction section will continue on the exhibition circuit as long as people are still interested, but the new layout will share the lighting rig and fiddle yard. (There are alot of points and motors on those boards) As promised to one of our members the latest incarnation will be set in the blue diesel to sectorisation period pre electrification. It will feature a river estuary with bridge as a centrepiece with six running lines. (up fast and slow, down fast and slow, branch and goods) There are plans to include a dual carriageway under construction, building site, city centre, depot, and a large station with overall roof. If I can get one of our more able computer bods to post a track plan, one should appear soon. For those of you that are interested regular updates will appear here with photos. The regular team will once again be responsible, with the addition of the very talented Rich B. Scarworth Junction evolved over seven years, so please be patient and if you see us at exhibitions, please feel free to ask us how things are progressing. The baseboards have been cut and are assembled, so watch this space! Thanks for looking in. Mike.

The generally accepted way of most accurately measuring locomotive performance during the 1930s involved using a dynamometer car. This is why Mallards record attempt included one in the formation and why the record is generally accepted by historians. The roll from the record run shows speed rising to 125 mph before milepost 91 and 124.25 mph around milepost 91. The speed then actually falls to 124 mph, then 123.50 mph on the level. The 1964 re-examination of the roll shows that speed then began to rise again just after milepost 90 1/2. 124.50 mph and then 125 mph was recorded before a sharp rise to an absolute maximum of 126 mph. Speed then dropped to 124.25 mph at milepost 90 before once again starting to rise, hitting 125 mph for a third time just before milepost 89 3/4. The regulator was then closed and speed began to fall away. As Mallard was travelling at or just above 125 mph for a quarter of a mile, this is why Gresley accepted the lower figure and not the actual absolute maximum of 126 mph.

The 15 mph temporary speed restriction north of Grantham did not give the ideal launch up the bank to Stoke Summit, so with a better start to the climb and a higher speed over the top Mallard might have reached a higher speed, but we're into 'might have beens'. Joe Duddington, Bill Hoole, Ted Hailstone and Gresley himself are all on record as having said that the A4s were capable of exceeding 130 mph. Better watch that middle big end though!

I've read this persons views before, and while I don't doubt his knowledge on the subject, it does seem that his main objective is to re-write history by arguing that the German loco was the faster due to the fact that the claimed 124.5 mph was achieved over a greater distance and level ground and that it didn't break itself in the process. Whatever his views are, the facts cannot be changed. Mallard achieved an absolute maximum of 126 mph as measured by the standard technology of the day. We can't go back and apply GPS technology, and have to content ourselves with the accuracies of the times just as the old athletics records etc. were taken as authentic world records when set. There were no set requirements for railway records (unlike the landspeed records set using cars). You could set your record with as longer or shorter train as you wanted, on the flat or with as much downhill assistance as required. The facts are that the LNER achieved the worlds fastest authenticated speed for steam with Mallard on the 3rd July 1938 of 126 mph. Even though Gresley himself claimed 'only' 125 mph, it still beats the German claim of 124.5 mph. Get over it man! Small rant over. Back to subject. I'm sure that the Germans will look at Mallard with due reverence!

One thing I did notice is that it now has the tender from no. 44 468. eerily close to 4468 don't you think?

This locomotive surely would pose the greatest threat to Mallards record. Does anyone know if it has got anywhere near the permitted 112mph or is that just a theoretical figure rounded to 180 kph to allow for an occasional topping of 100 mph? In my earlier rather insular post I was only considering British locomotives. Serves me right! Edit;- 5th July 1995 on test 18-201 reached 112 mph.

The next issue of Steam Railway magazine will include a "Steam and speed" article that poses the question "Which locomotives could do the 'ton' today." That might give you a few pointers as to which, if any locomotives could challenge Mallards record. It is on sale from April 29th. I have spoken to a member of the Tornado crew while at the NRM and during a guided tour of the loco, the question of 'how fast is she?' came up. The informed answer was that the 100mph barrier should be attainable, but that the A1 design would not permit a speed anywhere near 126mph. Personally, I think the best bet to beat the record would be Sir Nigel Gresley, of the currently operational locomotives, as she seriously stood a good chance of getting near the record during the post war record run of 112mph on 23rd May 1959 before driver Bill Hoole was reigned in after asking "Are we going to do it? You've got two minutes to make up your minds!" Could she do it? Well, maybe. Should we try? I don't think so even if the right conditions were created. And we've turned this one over and over many times before. Edit;- BTW I think it's great that Mallard is flying the flag in Germany. Just make sure she comes back!

Not only does it look superb, but it does the job just like the real thing too! There is another thread on here asking for your inspirational layouts. Well, this is inspirational for me, and I now want to build something similar. All I need to do now is improve my skills, knowledge and patience! Thanks Ron, Mike

I can't believe I've only just found this thread. This is structural modelling of the highest order. As others have said...WOW! I'm going to keep watching and learning. Thanks for posting these wonderful photos and instructional captions. Congratulations Ron, this is superb. Mike

Sorry Jim, I would respectfully have to disagree on that one. Inspiration is a very personal thing.

Mmmm....that's a good question, and quite a difficult one to answer. As a child I always went back to my "Encyclopedia of Model Railways" time and again to look at one layout in particular. That layout was an inspiration then, and now, and is I expect also an inspiration to many others of my age and older. So my most inspirational layout vote goes to Peter Dennys Buckingham Branch where just about everything was scratch built. Keeping it to three is difficult, but an honorable mention must also go to Heckmondwyke and Moorcock Junction. Mike

Hi Mick, Exquisite work. I was particularly interested to see the Silver Jubilee set as I have built one in N gauge. If you have noticed this already I apologise, but the kitchen car in the centre of the triplet has the steps in the wrong place. They appear to be transposed so that the left hand side of the coach has the right hand side steps arrangement, and vice versa. Once again, sorry if I'm the bringer of bad news, I hope you don't mind me bringing it to your attention. Regards, Mike

Got to agree with David and derek on this one, or three, Ian. The front numberplates, handrails and etched plates do look superb. Your usual light dusting of muck will only enhance these beauties.

Saw Sugar Palm at the club tonight, another Ian Harper masterpiece. I don't know how many A2s we'll have on Haymarket Cross at Doncaster, (me and Geoff are cross gauging from our usual N to bulk up the HC team) but if you like A2s and you're going to Doncaster show, Haymarket Cross will be worth a visit! You'll be made very welcome.

You could always butcher a Gresley......very prototypical!

I think that this is the old chestnut of modelling the locomotive in question on a particular date in question. If you have a photograph to prove a point, then you know you are right. I suspect that the A2s were painted in both schemes at some point in their careers, so it's not a question of right or wrong, but when.

She's back now Del. How right you are, but I do love a good slapping down from SWMBO!

Another first class job Ian. Just one small point, the 30 bit of the front number plate seems a little skinny compared to the 605 part. What do you think? Ok I know it's a little pedantic. Did you see that Haymarket Cross is on youtube? (Hull show part 4) Mike

Saw Bronzino in the flesh last night and it does indeed look very good. Sayajirao in bits, but on the way. Nice one Ian.

As you know Mr. Cutler we will be right beside Haymarket Cross with The North of England Line at Hull show, and I will have the pleasure of operating HC at Doncaster next year. Hopefully three of the new A2s will be on shed at Hull!

If anyone out there is wanting a new A2 renamed/renumbered I can recommend trying Peasholm models who will do an excellent job for around £30-£35. I have had some A4s done and the service was quick and excellent. I must admit to knowing Ian of Peasholm models, but I have no connection with the business, just my own personal experience of a first class job. Mike (Try google, Peasholmmodels.net) I think!

Some really good shots of Thorne yard there Dave. Thanks for your contribution to a brilliant show.

Cracking work there Chris, as usual. Are you going to give them a little light weathering and will all us lot left behind in sunny Scarborough get to see these in the flesh? Keep up the good work, these look superb. Mike.