And they did it today.
https://www.youtube.com/watch?v=SVJ44-hqgF4
Not bad for a scratch-built (
https://en.wikipedia.org/wiki/LNER_Peppercorn_Class_A1_60163_Tornado ) 1:1 Pacific.
Andre
Congratulations to all concerned!!
A lovely locomotive.
Of course, I do hope we over here can build a T1 and see what it can do.
Ed
Outstanding!
And the pick quote I came away with?
“Rather than champagne the crew was gasping for a cuppa” [Y]
I love it!
Ed
How-cool-was-THAT?
STEAM RULES!
OK.
A wonderful thing.
But.
Was I mistaken, or was the loco kinda bouncing when it came through that station. If so, maybe some shock absorbers might be a good idea.
Ed
Ed,
I don’t think you were mistaken. The view of the inside of the cab clearly showed that things were rockin’ and rollin’ quite noticeably. I think it is wonderful that they were able to get the Tornado to go that fast, but I have to wonder how reasonable it would be to run the locomotive at it’s maximum on a regular basis. Why tempt fate?
Dave
Dave, I’m going to make the sweeping statement that it’s very reasonable, and I’d suggest, that to keep their schedules, many of the steam hauled “named” passenger trains in the UK, North America, and Europe had to be capable of reaching and sustaining high speeds.
Of course, there are a number of factors that have to be taken into consideration such as the condition of the permanent way, i.e. track maintenance, grade and curvature: the condition and design of the locomotive, and the weight and condition of the passenger cars on the drawbar.
Cheers, the Bear.[:)]
At last, the former Deutsche Reichsbahn class 18 201 has found a stable mate! 18 201 is registered for speeds up to 180 kph and frequently does “revenue runs” exceeding 160 kph (100mph).
I would love to see a video of the valve mechanism and drive rods at that speed.[:D]
When you’ve got an operational F7 doing 100 MPH in 2017, then you can laugh.
Andre
It’s not 100 MPH, but here’s a look at the valve gear:
https://www.youtube.com/watch?v=BALKTyY9_9Y
Andre
Gresley´s LNER A4 Pacific “Mallard” holds the world´s speed record of 126 mph and still runs, while F7´s are only a faint memory of a time long gone!
All railroads did their best to maintain both ‘flow’ and schedules. It’s the way they kept motivated customers. Sometimes, they have to push their equipment. There are numerous stories, on both sides of the Atlantic, all credible, that indicate steam locomotives were pushed well beyond the rated speed for the track, often as much as 20-30 mph higher. One story in Trains about 25 years ago tells of a Pennsy T1 having to do about 115 mph between two stops judged solely on the times of departure and arrival, and it was the road foreman who said as much to the crew when he had them appear in his office. Rather than be hostile, he said, “Good job, boys.”
It is well known that NYC’s Hudsons and Niagaras blasted through their routes in order to claw themselves back to a schedule. So did Penny’s K variants with their 80" drivers, and so did all the other Northerns, Pacifics, Atlantics, and other high-stepping locomotives when their masters commanded them to. I just wish I had been aboard one of them. I’d even offer to hand-dress the corners of the firebox. [8D]
Wonder what 611 could do wide open. Over a 100 is a certainty.
Same goes for 844 and that’s from Steve Lee’s mouth when asked about how fast has it gone and a non committal answer.
Back in the N&W steam days an engineer running a Class J (maybe 611, maybe not) down the “racetrack” between Petersburg and Norfolk Virginia got it up to 115 mph, briefly, then slowed it down to a more conservative 70 mph.
Class J’s could fly and hit 100 easily, but they really weren’t supposed to be run that fast. It does show how brilliant those designers in Roanoke Shops were!
The Pennsy tested a J at 100 mph or slightly better, but at one point it burnt a valve due to improper lubrication. The Pennsy later opted to build their T1 Duplex. There is no doubt that a J with larger and well-balance drivers and gear, still with roller bearings, and maybe with poppet valves, would have run consistently well at much higher speeds. It’s boiler could certainly meet the requirement.
I could be wrong, but I have read that the speed record for N. American steam powered locomotives apparently came during a Westhinghouse air pump and brake test. They needed an engine that could haul major butt, so they selected a CPR Jubilee 4-4-4. It attained an indicated speed of 112.5 mph before they applied the brakes. I’m sure a T1 could easily have surpassed that, probably near 125-130 on really good track. With poppets, the T1 could retain its horsepower at higher cycles of the piston than on a conventional valve system such as Walschaerts or its improved version, Pilliod/Baker. They were toying with the idea of fitting a Jubilee with poppets for the same reason.
I was mostly laughing at the treatment of a 100 mph speed by a steam engine. While impressive it was a speed well within capacity of late steam. As for the F-7, there is lots of documentation that they blasted past 120mph daily before the WWII speed restriction. How fast they actually were was never documented but suspect they could have beaten 126mph.
And since Kalmbach is a Milwaukee company, and I’m a Milwaukee resident my side on this is clear.[:)]*
*(and keep talking about the Mallard and I’ll start muttering about Orange Sauce…)
The Milwaukee Road F7 is said to be capable of speeds in excess of 100mph, but there is no record of proof for that. However, F6 #6402 was officially clocked at 103.5 on July 20th, 1934. There is certainly no doubt that the F7 could achieve that as well.
Unfortunately, there is no F7 left to join the ranks of “high speed” steam engines still operating in the 21st century. If you want to enjoy travelling at speeds above your average Amtrak train, you will have to come to Europe to ride behind the A1 “Tornado”, the A4 “Mallard” or DR 18 201.
There’s several F7s left…I suspect NS F9s 4270 and 4271 could easily hit 100 mph even though they are rated at 90mph…