["The hundred mark Built in 1923, No. 4472 Flying Scotsman hauled the non-stop London to Edinburgh service. In 1934 it of\ufb01cially became the \ufb01rst passenger steam locomotive to reach a speed of 100 mph (161 km\/h).","150 . 1914\u20131939 u LNER Class P2, 1934 Sir Nigel Gresley\u2019s Class P2 locomotives hauled heavy express passenger trains Streamlined Steam Wheel arrangement 2-8-2 between London and Aberdeen. Six of the Around Europe Cylinders 3 powerful engines were built at the London Boiler pressure 220 psi (15.46 kg\/sq cm) & North Eastern Railway\u2019s Doncaster Works The 1930s was the Golden Age of high-speed, steam-hauled trains in Driving wheel diameter 74 in (1,880 mm) between 1934 and 1936. The class was Europe. With national pride at stake, railways competed for the coveted Top speed approx. 75 mph (121 km\/h) rebuilt as Class A2\/2 Paci\ufb01cs during WWII. title of the world\u2019s fastest train. In Britain the Great Western Railway\u2019s Cheltenham Flyer was \ufb01rst off the mark in 1932. Hauled by Sir Nigel Gresley\u2019s new streamlined A4 Paci\ufb01cs, the London & North Eastern Railway\u2019s Silver Jubilee (1935) and Coronation (1937) services set new standards in speed, luxury, and reliability. Steam speed records continued to be broken, \ufb01rst by the German Class 05 in 1936 and then by Gresley\u2019s Mallard in 1938. World War II ended this high-speed excitement, although Mallard\u2019s record has never been broken. u LMS Coronation Class, 1938 Wheel arrangement 4-6-2 Cylinders 4 Boiler pressure 250 psi (17.57 kg\/sq cm) Driving wheel diameter 81 in (2,057 mm) Top speed approx. 114 mph (183 km\/h) Designed by William Stanier, a total of 38 of these powerful express locomotives were built at the London, Midland & Scottish Railway\u2019s Crewe Works between 1937 and 1948. Ten were built with a streamlined casing that was removed after WWII. No.6229 Duchess of Hamilton, re\ufb01tted with its streamlined casing, has been preserved. \ue006 DR Class 05, 1935 \ue008 LNER Class A4, 1935 Wheel arrangement 4-6-4 Wheel arrangement 4-6-2 Cylinders 3 Cylinders 3 Boiler pressure 290 psi Boiler pressure 250 psi (17.57 kg\/sq cm) (20.39 kg\/sq cm) Driving wheel diameter 80 in (2,030 mm) Driving wheel diameter 901\/2in Top speed 126 mph (203 km\/h) (2,299 mm) Top speed 125 mph (201 km\/h) British engineer Sir Nigel Gresley designed the Class A4 streamlined Three of the streamlined Class 05 locomotive. Thirty-\ufb01ve of them were passenger expresses were built built at the London & North Eastern for the Deutsche Reichsbahn in Railway\u2019s Doncaster Works between Germany between 1935 and 1937. 1935 and 1938. No. 4468 Mallard set During 1936 No. 05.002 set a world an unbeaten world speed record for speed record for steam locomotives steam engines of 126 mph (203 km\/h) of 125 mph (201 km\/h) between on the East Coast Main Line in 1938. Berlin and Hamburg. No. 05.001 is preserved in N\u00fcrnburg.","STREAMLINED STEAM AROUND EUROPE . 151 u SNCB Class 12, 1938 The Class 12 was designed by Raoul TALKING POINT Notesse for the Belgian state railways. Wheel arrangement 4-4-2 Six of these Atlantic-type locomotives Travelling Exhibit Cylinders 2 (inside) were built between 1938 and 1939 Boiler pressure 256 psi (18 kg\/sq cm) to haul the Brussels to Ostend boat The London, Midland & Scottish Railway\u2019s streamlined Driving wheel diameter 821\/2in (2,096 mm) trains. They were retired in 1962 and Coronation Scot train was shipped across the Atlantic Top speed 103 mph (166 km\/h) No.12.004 has since been preserved. to appear in Baltimore, US. It travelled over 3,000 miles (4,828 km) around the US before being exhibited at the New York World\u2019s Fair in 1939. It was unable to return to Britain because of the onset of World War II. The locomotive, No. 6229 Duchess of Hamilton, masquerading as No. 6220 Coronation, was eventually shipped back to the UK in 1942 but the coaches remained in the US where they were used by the US Army as an of\ufb01cer\u2019s mess until after the war, when they too were returned. Duchess of Hamilton\u2018s headlamp One of the two headlamps \ufb01tted to Duchess of Hamilton, this one remained in the US and is now on display at the Baltimore & Ohio Railroad Museum in Baltimore. l DR Class 03.10, 1939 TECHNOLOGY Wheel arrangement 4-6-2 The Silver Jubilee Service Cylinders 3 Boiler pressure 290 psi (20.38 kg\/sq cm) Named to honour the 25-year reign of King George V, Driving wheel diameter 783\/4in (2,000 mm) the Silver Jubilee high-speed express train was Top speed 87 mph (140 km\/h) introduced by the London & North Eastern Railway between London King\u2019s Cross and Newcastle-upon- A total of 60 of these streamlined express Tyne in 1935. Painted in two-tone silver and grey, passenger locomotives were built for the the articulated train was hauled by one of four of Deutsche Reichsbahn between 1939 and 1941. Sir Nigel Gresley\u2019s new Class A4 streamlined Paci\ufb01c After WWII the class was split between East locomotives named Silver Link, Quicksilver, Silver and West Germany and Poland. The German King, and Silver Fox. The service ceased on the locomotives were rebuilt without their onset of World War II. streamline casing, retiring in the late 1970s. Inaugural run LNER Class A4 No. 2509 Silver Link departs King\u2019s Cross station with the inaugural Silver Jubilee express to Newcastle on 30 September 1935.","152 . 1914\u20131939 Mallard During the 1930s the desire to lay claim to the fastest speeds in the world dominated the railways, and records were exchanged between the industrialized nations. Then, on 3 July 1938, one of Sir Nigel Gresley\u2019s A4 Class Paci\ufb01c steam engines, LNER No. 4468 Mallard, achieved 126 mph (203 km\/h), winning Britain the world record for steam. The start of World War II ended such record attempts, and Mallard\u2019s feat has never been beaten. THE GRESLEY A4 CLASS of streamlined 4-6-2 SIDE VIEW FRONT VIEW Paci\ufb01c locomotives built for the London & North Eastern Railways (LNER) was heralded as an iconic SPECIFICATIONS A4 In-service period 1938\u201363 (Mallard) British engine design. The LNER wanted to speed Class 4-6-2 (Paci\ufb01c) Cylinders 3 up their services and their Chief Mechanical Wheel arrangement UK Boiler pressure 250 psi (17.57 kg\/sq cm) Engineer, Nigel Gresley, had observed streamlined Origin Sir Nigel Gresley\/Doncaster Works Driving wheel diameter 80 in (2,030 mm) trains during a trip to Germany. After discussion Designer\/builder 35 A4s Top speed 126 mph (203 km\/h) in 1935, the LNER board gave Gresley and his Number produced design team the go-ahead to develop streamliners especially for the railway. The \ufb01rst of the resulting three-cylinder streamlined A4 Class locomotives, No. 2509 Silver Link, was completed at Doncaster Works in September 1935; No. 4468 Mallard followed in March 1938. Gresley is said to have modelled their impressive streamlined casing on a wedge-shaped Bugatti railcar he had seen in France. Their futuristic look certainly attracted much publicity. Although the A4 Class was in steam-engineering terms a development of Gresley\u2019s earlier A3 Class Paci\ufb01c, its striking casing could not have made it look more different. Tender had capacity for State-of-the-art cab Double chimney was 9 tons (9.14 tonnes) coal was designed to \ufb01rst introduced and 5,000 gallons increase crew comfort on Mallard (22,730 litres) water Streamlined shape improved aerodynamics","MALLARD . 153 Honouring the speed record A plaque on the locomotive shows the record speed as 126 mph (203 km\/h) \u2013 more than 2 miles (3.22 km) per minute. It was measured by timekeepers travelling in a dynamometer car. During the record run, the middle big end ran hot, causing bearing metal to melt. Serving the Silver Jubilee The A4 class locomotives were \ufb01rst built to haul the LNER\u2019s Silver Jubilee high-speed passenger service from London to Newcastle. On the outside, the engine\u2019s streamlined shape both improved speed and reduced fuel consumption, while, on the inside, streamlined ports allowed steam to \ufb02ow freely. Mallard was the \ufb01rst A4 to be \ufb01tted with the Kylchap exhaust and blast pipe. The sideskirts were removed during WWII to aid maintenance and were replaced only during the later restoration.","154 . 1914\u20131939 EXTERIOR 1 5 2 4 6 The streamlined design and smooth casing of Mallard not only offered a speed advantage but also helped capture the public 14 15 imagination. The engine had a wedge-shaped front end with a door built into it to allow access to the smokebox for servicing purposes, in particular for clearing out ash; the door\u2019s shape earned it the nickname \u201ccod\u2019s mouth\u201d. Mallard\u2019s innovative Kylchap exhaust system was located beneath its double chimney, which was so successful that it led to the whole class of engines being rebuilt with this type of chimney. The A4\u2019s unique sideskirts, or valances, were designed by the engineer Oliver Bulleid. 1. Metal nameplate 2. Engine number and class, hand-painted on the nose 3. Front buffer 4. Whistle 5. Aerodynamic chimney 6. Coupling hook at front 7. Brass builder\u2019s plaque 8. Driving wheel 9. Detail of outside connecting rod big end 10. Driving wheel return crank 11. Axle box and cover 12. Leaf spring suspension 89 10 20 21 11 12","MALLARD . 155 13 3 7 17 18 19 16 24 25 22 23 26 CAB INTERIOR 27 The locomotive cab was cramped compared to many non-British designs. The crew had to work in concert in the small space to get the most out of the engine. From his 28 bucket seat, the driver controlled the steam delivered to the cylinders using the regulator. The \ufb01reman shovelled coal on to the 411\/4 sq ft (3.83 sq m) grate area of the \ufb01rebox, and ensured the boiler contained the right amount of water. Tenders were \ufb01tted with a 18-in- (46-cm-) wide corridor so that the engine crews could change over while the train was moving. 13. Cab controls and backhead of boiler 14. Brake controls 15. Reverser control 16. Vacuum gauge and steam chest gauge 17. Injector control 18. Blower shutoff valve, left, pressure gauge shutoff valve, right 19. Water-level gauge 20. Boiler pressure gauge 21. Firebox door 22. Cylinder cock control 23. Water control lever for injectors 24. Flaman speed recorder 25. Driver\u2019s seat 26. Access door to coal space 27. Plaque attached to rear of tender with instructions for use of the water scoop 28. Tender coal space","156 . 1914\u20131939 The Age of Speed and Style Symbolized by the futuristic designs of the trains, planes, and automobiles of that period, the decade before World War II could rightly be called \u201cThe Age of Speed\u201d. Across the world railway companies were introducing modern high-speed expresses designed to entice the travelling public on board with their luxurious interiors, slick service, and dependable fast schedules. Apart from a few diesel-powered streamliners in Germany and the US, these iconic trains were hauled by the latest Art Deco-style steam locomotives, many designed by some of the world\u2019s leading industrial designers. r Japan\/China Class SL7, 1935 u VR S Class, 1937 Wheel arrangement 4-6-2 Wheel arrangement 4-6-2 Cylinders 2 Cylinders 3 Boiler pressure 220 psi (15.5 kg\/sq cm) Boiler pressure 200 psi (14.06 kg\/sq cm) Driving wheel diameter 783\/4in (2,000 mm) Driving wheel diameter 73 in (1,854 mm) Top speed 87 mph (140 km\/h) Top speed 86 mph (138 km\/h) Built by Kawasaki Heavy Industries in Japan First introduced in 1928, the four Australian Victoria and the Shahekou Plant in the Kwantung Railways\u2019 S Class Paci\ufb01c-type locomotives were Leased Territory in China, the 12 Pashina-type given a streamlined casing in 1937 to haul the new locomotives hauled the Asia Express during non-stop, Art Deco-style, Spirit of Progress express Japanese control of the South Manchuria between Melbourne and Albury. They had all been Railway between 1934 and 1943. Designated scrapped by 1954 after the introduction of diesels. Class Shengli 7 after the war, they remained in service in China until the 1970s. d MILW Class A, 1935 Designed to haul the US Hiawatha expresses, four of these high-speed Wheel arrangement 4-4-2 Atlantic-type Class A locomotives were Cylinders 2 built for the Milwaukee Road (MILW) Boiler pressure 300 psi (21.09 kg\/sq cm) from 1935 to 1937. Locomotive \u201cA\u201d No. 2 Driving wheel diameter 84 in (2,134 mm) achieved 1121\u20442mph (181 km\/h) between Top speed 1121\u20442 mph (181 km\/h) Milwaukee and New Lisbon in May 1935.","THE AGE OF SPEED AND STYLE . 157 TALKING POINT Rail and Road By the mid-1930s, American Art Deco-style cars and streamlined steam trains were capable of achieving speeds of 120 mph (193 km\/h). Industrial designers such as the American Gordon Buehrig, the Franco-American Raymond Loewy, the Englishman John Gurney Nutting, and Italian-born Frenchman Ettore Bugatti all left their mark on the brief but exciting period of technological progress that ended with the onset of World War II. Speed rivalry Now highly sought after, Jack Juratovic\u2019s iconic \u201cRoad and Track\u201d prints of 1935 feature a Duesenberg Torpedo Phaeton car racing a streamlined steam train. u CN Class U-4-a, 1936 Wheel arrangement 4-8-4 Cylinders 2 Boiler pressure 275 psi (19.33 kg\/sq cm) Driving wheel diameter 77 in (1,956 mm) Top speed 90 mph (145 km\/h) Five of these streamlined Confederation- type express passenger locomotives were built for Canadian National Railways by the Montreal Locomotive Works in 1936. They remained the premier express locomotives between Toronto and Montreal until replaced by diesels in the 1950s. u NSWGR Class C38, 1943 \ue006 PP&L \u201cD\u201d Fireless Streamlined, but not fast, this Pennsylvania Power locomotive, 1939 & Light Co. \ufb01reless shunter was built by Heisler Wheel arrangement 4-6-2 for the Hammermill Paper Co. in Erie. Used Cylinders 2 Wheel arrangement 0-8-0 in industrial plants where in\ufb02ammable fuel would Boiler pressure 245 psi (17.22 kg\/sq cm) Cylinders 2 be a hazard, \ufb01reless locomotives stored steam Driving wheel diameter 69 in (1,750 mm) Boiler pressure 130 psi (9.14 kg\/sq cm) in their boilers. The largest of this type built, Top speed 80 mph (129 km\/h) Driving wheel diameter 42 in (1,067 mm) No. 4094-D is on display in the Railroad Museum Top speed 20 mph (32 km\/h) of Pennsylvania in Strasburg, US. Designed in 1939, \ufb01ve of the standard-gauge Australian Class C38 express passenger locomotives were actually delivered to the New South Wales Government Railways by Clyde Engineering of Sydney between 1943 and 1945. After hauling expresses they were retired between 1961 and 1976. PIONEERS Raymond Loewy Nicknamed \u201cThe father of Streamlining\u201d, French-born Raymond Loewy (1893\u20131986) was an American industrial designer known for his wide- ranging work for US industry. In addition to designing world-famous logos for oil companies, such as Shell, and railways, he also left his mark on Studebaker cars and iconic railway locomotives such as the Pennsylvania Railroad\u2019s Class K4s, T1 and S1 streamlined steam engines. After opening an of\ufb01ce in London in 1930, Loewy went on to restyle the Baldwin Locomotive Co.\u2019s early diesel locomotives. Loewy returned to live in his native France in 1980 and died a few years later. Standing tall Raymond Loewy stands on one of his iconic designs, Pennsylvania Railroad\u2019s unique Class S1 6-4-4-6 experimental streamliner locomotive, the US\u2019s largest and fastest high-speed locomotive.","158 . 1914\u20131939 Diesel and Electric Streamliners The 1930s saw the introduction of high-speed diesel and electric trains in Europe and North America. Designed by leading engineers such as Ettore Bugatti and tested in wind tunnels, these streamliners caught the public\u2019s imagination, broke world speed records, and ushered in the new age of high-speed rail travel. In Europe the Germans led the way with their Flying Hamburger, the forerunner of today\u2019s intercity expresses, and in the US the Pioneer Zephyr reached new heights of futuristic modern design. Sadly the onset of World War II brought an abrupt end to this exciting progress. u SBB Class Ae8\/14, 1931 Three prototype Class Ae8\/14 electric locomotives were built for the Swiss Federal Wheel arrangement (1\u2019A)A1A(A1\u2019) + Railways\u2019 (Schweizerische Bundesbahnen, or SBB) (1A\u2019)A1A(A1\u2019) Gotthard line in the 1930s. Each of these powerful Power supply 15 kV 17 Hz AC, catenary double locomotives had eight driving axles and Power rating 7,394\u201310,956 hp could haul heavy trains unaided over this dif\ufb01cult (5,514\u20138,173 kW) route. No. 11852 (shown) was for a time the Top speed 62 mph (100 km\/h) most powerful locomotive in the world. u DR Class SVT 137 With a prototype built in 1932, the Deutsche \ue008 Bugatti railcar (autorail), 1932\/33 Fliegender Hamburger, 1935 Reichsbahn train entered service in 1935 between Berlin and Hamburg; it had a buffet Wheel arrangement each car 2 x 8-wheel Wheel arrangement two-car articulated set \u2013 front and seated 98. The diesel\u2013electric Fliegender bogies, 2 or 4 axles powered and rear bogies 2\u2019 Bo\u2019 2\u2019 (\ufb02ying) Hamburger established the world\u2019s Transmission mechanical Transmission each car electric (1 traction motor) fastest regular train service with an average Engine each car 2 or 4 Bugatti 12,700 cc Engine each car Maybach 12-cylinder diesel 8,850cc speed of 77 mph (124 km\/h). Inactive during Total power output 4 engines 800 hp (596 kW) Total power output 810 hp (604 kW) WWII, it saw service in France in 1945\u201349, then Top speed 122 mph (196 km\/h) Top speed 99 mph (160 km\/h) returned to operate in Germany until 1983. Designed by Ettore Bugatti and built in the Bugatti factory in Alsace, France, these petrol- engined railcars were supplied as single-, double-, or triple-car units. The most comfortable and fastest was the 48-seat, two-car, four-engined \u201cPresidentiel\u201d, which set a world rail-speed record of 122 mph (196 km\/h) in 1934. \ue008 GWR streamlined railcar, 1934 Wheel arrangement 2 x 4-wheel bogies, 1 powered Transmission mechanical Engine 8,850 cc AEC diesel Total power output 130 hp (97 kW) Top speed approx. 63 mph (100 km\/h) First introduced by the Great Western Railway in 1934, these streamlined diesel railcars were nicknamed \u201cFlying Bananas\u201d and remained in service on British Railways until the early 1960s. Production versions, including parcels cars and articulated buffet sets, were \ufb01tted with two AEC diesel engines allowing a top speed of 80 mph (129 km\/h). TECHNOLOGY Zeppelin train Built by Franz Kruckenberg of Hannover the Schienenzeppelin only Rear fairing The wind-tunnel\u2013designed fairing had had two axles and was designed to carry 40 passengers. a four-bladed propeller made of ash wood. German Experiment The Schienenzeppelin, or \u201crail zeppelin\u201d, was an experimental railcar with an aluminium body, which looked like a Zeppelin airship. The front-end design of this prototype bore an uncanny resemblance to the Japanese Bullet Train of the 1960s. Weighing only 20 tons (20.32 tonnes), this 85-ft (26-m) long propeller-driven car was powered by a BMW 12-cylinder petrol aircraft engine producing a power of 600 hp (447 kW). In June 1931 it set a world land-speed record for rail vehicles using air propulsion when it reached 143 mph (230 km\/h) on the Berlin to Hamburg line. The railcar was scrapped in 1939 to provide material for the German war effort in World War II.","DIESEL AND ELECTRIC STREAMLINERS . 159 l PRR Class GG1, 1934 Wheel arrangement 2-C+C-2 Power supply 11 kV 25 Hz AC, catenary Power rating 4,620 hp (3,446 kW) Top speed approx. 100 mph (161 km\/h) A total of 139 of these powerful electric locomotives, nicknamed \u201cBlackjacks\u201d, were built for the Pennsylvania Railroad between 1934 and 1943. They entered service in 1935 hauling express passenger trains on the newly electri\ufb01ed New York to Washington DC main line. Relegated to freight service in the 1950s they had all been withdrawn by 1983. No.4935 is preserved at the Railroad Museum of Pennsylvania. \ue007 CB&Q Pioneer Zephyr, 1934 Built by the Budd Co. for the Chicago, Burlington & Quincy Railroad, the Pioneer Zephyr was a Wheel arrangement 3 x articulated streamlined train of three stainless-steel cars cars on 4 bogies articulated with Jacobs bogies and powered Transmission mechanical by a submarine engine. On its inaugural run Engine 8-cylinder Winton diesel between Denver and Chicago it averaged Total power output 600hp 77 mph (124 km\/h) for the 1,015-mile (447 kW) (1,633-km) journey, reaching a top Top speed 1121\/2 mph (181 km\/h) speed of 1121\/2 mph (181 km\/h). \ue008 SBB Doppelpfeil, 1939 Seven of the Schweizerische Bundesbahnen\u2019s \u201cRote Pfeil\u201d (or Red Arrow), streamlined electric Wheel arrangement 2 x 4-wheel single-unit railcars were introduced in 1935 for powered bogies (single unit) service on the Swiss Gotthard Railway, a major Power supply 15 kV 17 Hz AC, catenary international railway link between Germany and Power rating single units 528 hp Italy via the 49,222-ft (15,003-m) Gotthard Rail (394 kW); twin units 1,126 hp (840 kW) Tunnel. Three twin units known as \u201cDoppelpfeil\u201d, Top speed 77 mph (125 km\/h) (or Double Arrows), were introduced in 1939.","160 . 1914\u20131939 Practical Diesels and Electrics World War I had left Europe\u2019s railways in tatters; coal was scant and expensive, and, while steam was still popular, other forms of traction would soon emerge to herald the end of an era. In mountainous countries such as Italy and Switzerland, an abundance of clean and cheap hydroelectric power made possible the electri\ufb01cation of main lines. Powerful electric locomotives, such as the Swiss \u201cKrocodils\u201d, were soon hauling heavy trains over demanding routes, while in Italy speed records were being broken on Mussolini\u2019s new high-speed railway. At the other end of the scale, small diesel and electric shunters (or switchers) were being introduced in Europe and North America as a more ef\ufb01cient way of marshalling trains. r SBB Class Ce 6\/8 II and Serving until 1980, 51 of Ce 6\/8 III, 1919\u201320 these electric engines were built to haul heavy freight on the Wheel arrangement 1-C+C-1 Swiss Federal Railways\u2019 (Schweizerische Power supply 1.5kV AC, catenary Bundesbahnen, or SBB) Gotthard line from 1919 to Power rating 3,647 hp (2,721 kW) 1927. Their long noses, for which they were nicknamed Top speed 47mph (76km\/h) \u201cKrokodils\u201d (crocodiles), contain the motors. u GIPR Class WCP 1, 1930 r DR E04, 1933 Wheel arrangement 1\u2019Co2\u2019 Wheel arrangement 1\u2019Co1\u2019 Power supply 1.5 kV DC, catenary Power supply 15 kV AC 17 Hz, catenary Power rating 2,158 hp (1,610 kW) Power rating 2,694 hp (2,010 kW) Top speed 75 mph (121 km\/h) Top speed 75 mph (121 km\/h) The \ufb01rst electric locomotives to be A total of 23 Class E04 electric used in India, 22 of these powerful locomotives were built for Deutsche passenger engines were built from Reichsbahn for service on the newly 1930 by Metropolitan-Vickers in the electri\ufb01ed Stuttgart to Munich main UK for the Great Indian Peninsula line. Members of the class stayed in Railway. The \ufb01rst of these, No.4006 service in West Germany until 1976 and Sir Roger Lumley, is on display at the in East Germany until 1982. Several of National Rail Museum, New Delhi. these have been preserved. r GHE T1, 1933 Wheel arrangement A1 (0-2-2) Transmission mechanical Engine 4-cylinder diesel Total power output 123 hp (92 kW) Top speed 25 mph (40 km\/h) This unique four-wheel 3-ft 3-in- (1-m-) gauge diesel railcar (or Triebwagen) was built by Waggonfabrik Dessau in 1933 for the Gernrode-Harzgeroder Railway in Germany. After WWII it became No. 187.001 of the East German Deutsche Reichsbahn and was used as a workman\u2019s tool wagon. Seating 34 passengers, this restored railcar runs on the Harz narrow-gauge railways.","161 u PRR Class B1, 1934 Fourteen of these single-unit electric switchers were built at Altoona Works by the Pennsylvania Wheel arrangement C (0-6-0) Railroad in 1934. They spent most of their life Power supply 11 kV AC, catenary performing empty carriage movements in and Power rating 697 hp (520 kW) out of Penn Station in New York, US, before Top speed 25 mph (40 km\/h) retiring in the early 1970s. r LMS Diesel Shunter u DR Class K\u00f6, 1934 These small diesel mechanical shunters, known as No. 1831, 1931 Einheitskleinlokomotiven, served at small stations Wheel arrangement B (0-4-0) on the Deutsche Reichsbahn. Fitted with only a Wheel arrangement C (0-6-0) Transmission mechanical foot brake, some were converted to run on LPG Transmission hydraulic Engine 79 hp (959 kW) diesel as modi\ufb01ed during WWII. Three of these, including No. 199.011 Engine Davey Paxman 6-cylinder diesel Total power output 18\u201322 kW (24\u201329 hp) shown, have been converted to operate as Class Total power output 400 hp (298 kW) Top speed 11 mph (18 km\/h) K\u00f6 II on the 3-ft 3-in- (1-m-) gauge Harz railways. Top speed 25 mph (40 km\/h) TECHNOLOGY This was the \ufb01rst experimental diesel-hydraulic shunter in the UK. It was built by the London, Track Inspection Midland & Scottish Railway at its Derby Works in 1931 using the frame and running gear of During the 19th century the maintenance of thousands a Midland Railway 1377 Class 0-6-0 steam of miles of railway track, often in places inaccessible locomotive of the same number. It was not by road, was only made possible by teams of gangers successful and was of\ufb01cially withdrawn in 1939. walking the lines or travelling on unpowered handcars (also known as pump cars or jiggers). These were l FS Class ETR 200, 1937 propelled by pushing a wooden arm up and down. By the 20th century more ingenious methods had been Wheel arrangement 3-car articulated introduced, such as motorized road vehicles \ufb01tted with on 4-wheel bogies \ufb02anged wheels. Road-rail inspection vehicles are still Power supply 3 kV DC, catenary used today on remote railways around the world. In the Power rating 1,408 hp (1,050 kW) US these are known as hi-rail vehicles; in Scotland, Land Top speed 126 mph (203 km\/h) Rovers are adapted for use on the West Highland Line. Entering service between Milan and Naples Buick Ma&Pa Car No.101, 1937 Originally used as a funeral in 1937, a total of 18 of these three-car electric car, this vehicle was converted to run on the Maryland & multiple units were built by Breda for the Pennsylvania Railroad to test a radio communication Italian state railways. The streamlined shape system between locomotives and the railway\u2019s of\ufb01ces. was designed after wind tunnel tests, and in July 1939 unit ETR 212 set a world record for electric rail traction of 126mph (203km\/h). The class was in regular service until the 1990s, and ETR 212 has since been preserved.","162 . 1914\u20131939 Reading MU No. 800 The Reading Company (also known as the Reading Railroad) was a railroad and coal mining conglomerate that expanded rapidly from the 1830s. The company developed commuter rail services from Philadelphia, building the imposing Reading Terminal station in 1893. The decision to electrify many of the commuter lines was taken in 1928 and, despite the Wall Street Crash of 1929, the expansion continued and electric trains began running from July 1931. THE READING MULTIPLE UNIT (MU) cars were specially FRONT VIEW REAR VIEW built for the electri\ufb01cation project. Incorporating the latest technology, the cars were designed to be cheap to run. Aluminium was used extensively in the car body to make them light and reduce the amount of electricity needed to operate them. The MU cars were designed to work on their own or as part of much longer trains, as they had cabs at both ends. Furthermore, they were simpler to operate and much quicker than the steam locomotives they had replaced. The \ufb01rst 61 cars were ordered in 1928 and delivered in 1931. The company ordered more cars as the electric network continued to expand; by 1933 more than 84 miles (135 km) of the system was electri\ufb01ed. Some cars remained in service for 60 years, including 38 that were rebuilt between 1963 and 1965 and survived until 1990. Most of the older cars were withdrawn a year or two after the state-government-owned Southeastern Pennsylvania Transportation Authority (SEPTA) took control of services on the former Reading Company lines in 1983. Electric and steam SPECIFICATIONS EPa\/EPb In-service period 1931\u201390 (No. 800) The Reading Railroad used Class B2 Railway Reading Railroad the \u201cReading Lines\u201d brand Wheel arrangement USA Power rating 480 hp (358 kW) name for its passenger Origin Harlan & Hollingsworth Power supply 11 kV AC 25 HZ overhead lines services. In addition to Designer\/builder 91 Reading MU cars Top speed 70 mph (113 km\/h) running electric trains, the Number produced railway operated several steam locomotives. Pantograph draws electrical Ventilator Windows \ufb01tted Electric bus connector power from overhead wires mounted on roof to full length of transfers power to next car passenger car","READING MU NO. 800 . 163 Electric bus connector Visible above the headlight, the electric bus connector was \ufb01rst used in the US on the Reading Co. MU cars. The connectors on adjacent coaches touched, enabling electricity to pass safely from one car to the next. As a result, only a single pantograph was required to operate several motor cars at once.","164 . 1914\u20131939 EXTERIOR 1 2 3 4 Looking similar to today\u2019s commuter rail cars, the MU car \u2013 with its steel body sides, driving cabs at either end, and automatic doors \u2013 was technologically advanced when introduced. High-voltage power lines ran along the vehicle roof from the pantograph (which made contact with the overhead wire power supply) to the electric bus connectors at each end of the car. 5 1. Railcar number on side 2. Electric bus connector at each end of car 3. Headlight 4. Horn 5. Insulator for 11kV AC electric power cable running along roof 6. Pantograph in lowered position 7. Marker light 8. Cab window and wiper blade 9. Cow catcher 10. Sockets for 12-pin multiple working cables 11. 12-pin multiple working cables 12. Brake shoe 13. Open journal box showing bearing 14. Leaf spring suspension on wheel unit 15. Taylor Flexible Truck bogie 16. Handbrake chain 17. Air brake control valves 6 78 9 10 11 12 14 16 13 17 15","READING MU NO. 800 . 165 18 CAB INTERIOR The driver of a Reading Company MU car had to stand up in the cab, using simple controls developed from those used on electric tramways. They also had to estimate the train\u2019s speed, as the early trains were not \ufb01tted with speedometers. However, the MU was \ufb01tted from new with a cab signalling system that delivered electrical signals to the train via the track. 18. Driver\u2019s cab 19. Handbrake 20. Ratchet for handbrake 21. Throttle control, with socket for operation by Allen key 22. Light switch boxes (left) and brake pressure gauges 23. Marker light lens (red) indicates end of train 24. Marker light lens (yellow, shows as white when lit by oil lamp) indicates unscheduled train 25. Marker light lens (blue, shows as green when lit by oil lamp) indicates scheduled train 26. Top of brake unit 27. Cab interior door lock 19 21 22 23 24 25 20 26 27 28 29 30 31 32 33 34 CAR INTERIOR The standard MU car had 18 rows of 2+2 reversible seats with space for gangway- facing seats and a conductor\u2019s of\ufb01ce. The freight cars had a separate compartment at one end and fewer seats. The railway also introduced innovations such as internal doors that automatically closed when the train was in motion and thermostats for carriage heating, which reduced costs and improved passenger comfort. 28. Interior of railcar carriage 29. Light \ufb01tting in ceiling 30. Metal luggage rack above seats 31. Brass window sash clip 32. Foot rest and heater under seat 33. Door to toilet 34. Emergency axe in glass unit","","1940\u20131959 WAR AND PEACE","","1940\u20131959 . 169 WAR AND PEACE During World War II railways formed an integral Key Events part of the struggle for victory for both Allied r 1941 US\u2019s Union Paci\ufb01c Railroad launches its giant \u201cBig Boy\u201d steam and Axis forces. However, rail traf\ufb01c not directly locomotives. related to the war effort was discouraged in r 1942 Germany\u2019s Class 52 \u201cKriegslok\u201d (war loco) is introduced as a stripped- this period. Many of Europe\u2019s railways were down war-time design. Its reliability also helps the post-war reconstruction. devastated during the con\ufb02ict, and were also r 1945 Allied forces use \u201ctrain-busters\u201d much maligned by association for their transport to destroy German locomotives. of millions of people to concentration camps. u Casualty of war This German locomotive was found upended by Allied But emerging from the shadows of war, Western forces when they captured the town of Muenster, Germany on 11 April 1945. Europe\u2019s railways returned with a new glamorous r 1948 Railways are nationalized in the face, the Trans-Europ Express (TEE) \u2013 part of a UK. Private companies are replaced by British Railways. major international effort to rebuild and rebrand r 1949 With the formation of West railways in the war\u2019s aftermath. Germany, the country\u2019s railways become the Deutsche Bundesbahn. Although the US had rolled out steam giants East Germany\u2019s railways keep the name Deutsche Reichsbahn. such as the \u201cBig Boy\u201d in the early 1940s, the shift u Red carpet train to diesel had already started with a rapid A 1941 poster advertises the famous 20th r 1951 British Railways launches a new transition to the new form of traction. During Century Limited US passenger train, which range of \u201cStandard\u201d steam designs. the post-war period throughout the world, later featured in the \ufb01lm North By Northwest. r 1954 1 December, British Railways diesel- and electric-power increasingly replaced steam, which was seen as dirty, Modernisation Plan announces the elimination of steam. labour-intensive, and outmoded. The supremacy of the new technologies was r 1955 French electrics BB 9004 and enhanced in 1955 when two French electric trains broke the world speed record. CC 7107 reach 206 mph (331 km\/h) \u2013 a new world record. In the UK, the newly nationalized British Railways stuck with steam power until r 1957 The pan-European Trans-Europ after the publication of the Modernisation Plan in the mid-1950s. Nevertheless, Express network is launched \u2013 and a series of iconic trains are built to the ever-increasing use of diesel-shunting engines showed the way forward, run on its routes. and in 1955 the prototype Deltic appeared, presenting the new face of express transport. However, by the late 1950s, neither the US nor Europe was developing the most revolutionary form of rail transport. That honour went to Japan. \u201c The railroads \u2026 can be reached at any moment by military orders. Nothing, therefore, can replace the railroads\u201d ERNST MARQUARDT, GERMAN MINISTRY OF TRANSPORTATION, 1939 \ue007 Propaganda poster (1939-45) by Fred Chance, who worked as an illustrator in Philadelphia and New York","170 . 1940\u20131959 World War II Logistics \ue006 DR Class 52 \u201cKriegslok\u201d, 1942 The transportation of raw materials, troops, military equipment, and Wheel arrangement 2-10-0 ammunition by rail was of strategic importance to the warring powers in World Cylinders 2 War II. As a result, cheaply constructed powerful freight locomotives \u2013 mass- Boiler pressure 232 psi (16.3 kg\/sq cm) produced in Germany, Britain, and the US \u2013 saw active service in war zones. Driving wheel diameter 55 in (1,400 mm) After the war many ran on European national railways \u2013 as replacements or as Top Speed 50 mph (80 km\/h) war reparations. A large number of engines, built for the United States Army Transportation Corps (USATC), were sent to Asia under lease-lend agreements Around 7,000 of these Deutsche and, after the war, by the UN Relief & Rehabilitation Administration. Reichsbahn heavy freight locomotives were built mainly for service on the \ue002 LMS 8F, 1935 Eastern Front. A small number remain in service in Bosnia even today, while Wheel arrangement 2-8-0 many, like this Class 52 No. 52.8184-5 Cylinders 2 rebuild, have been preserved. Boiler pressure 225 psi (15.82 kg\/sq cm) Driving wheel diameter 56 1\/4in (1,430 mm) Top speed approx. 50 mph (80 km\/h) Designed by William Stanier for the London, Midland & Scottish Railway, these were the standard British freight locomotives for part of WWII. They saw service for Britain\u2019s War Department in Egypt, Palestine, Iran, and Italy \u2013 25 were sold to Turkey in 1941. Of the 852 built, some remained in British service until 1968, while Turkish examples ran into the 1980s. \ue002 USATC S160, 1942 Of the 2,120 austerity Consolidation- type heavy freight locomotives built Wheel arrangement 2-8-0 for the USATC, 800 were shipped to Cylinders 2 Britain for use in Europe after D-Day. Boiler pressure 225 psi (15.82 kg\/sq cm) After the war they saw service on Driving wheel diameter 563\/4in many European railways as well (1,440 mm) as in North Africa, China, India, Top speed approx. 45 mph (72 km\/h) and North and South Korea. \ue008 USATC S100, 1942 Built for the USATC, 382 of these locomotives were Wheel arrangement 0-6-0T shipped to Britain and used Cylinders 2 in Europe after the D-day Boiler pressure 210 psi (14.8 kg\/sq cm) landings of June 1944. Driving wheel diameter 54 in (1,370 mm) Britain\u2019s Southern Railway Top speed approx. 35 mph (56 km\/h) later bought 15 as shunters. \ue006 Class V36 Shunter, 1937 Fitted with four axles but only three \ue008 Armoured Car, 1942 This camou\ufb02aged car formed part pairs of driving wheels, these diesel of a German Wehrmacht BP42 armoured train Wheel arrangement 0-6-0 locomotives were built for the Type 4-wheel that protected supply and transport trains in the Balkans Transmission hydraulic German armed forces (Wehrmacht) Capacity 130 (whole train) and Russia. An armoured Class 57 0-10-0 steam locomotive Engine Deutsche Werke\/MAK diesel and were used for shunting duties. Constuction armour- was positioned in the centre of the train, which consisted Total power output 360 hp (268 kW) They saw widespread use in Europe plated steel of a combination of infantry, navigating, anti-aircraft, and Top speed approx. 37 mph (60 km\/h) and North Africa after the war. Railway German Wehrmacht artillery wagons, with converted tank turrets.","\ue008 SR Class Q1, 1942 WORLD WAR II LOGISTICS . 171 Wheel arrangement 0-6-0 TALKING POINT Cylinders 2 (inside) Boiler pressure 230 psi (16.17 kg\/sq cm) The Maryland Car Driving wheel diameter 61 in (1,550 mm) Top Speed 50 mph (80 km\/h) In 1947, US journalist Drew Pearson set out to help the people of war-stricken France and Italy. A Friendship Designed by Oliver Bulleid for the Southern Train travelled around the US gathering $40 million Railway, these freight locomotives were of relief supplies. In response, the French sent a Merci lightweight, which enabled them to operate (thank you) Train \ufb01lled with gifts back to the US. over most of the company\u2019s network. A total of Arriving in New York in 1949, the train consisted of a 40 were built, and they all remained in service series of European boxcars used to transport soldiers on the Southern Region of British Railways until and horses during the war. There were 49 cars \u2013 one the 1960s. This is No. C1, the \ufb01rst of the series. for each US state (although the District of Columbia and Hawaii had to share). The Maryland Car, shown here, was originally built for the Paris, Lyon & Mediterranean Railway in 1915. It is now on display at the Baltimore & Ohio Railroad Museum, Baltimore. \ue006 WD Austerity, 1943 \ue005 Indian Class AWE, 1943 Wheel arrangement 2-8-0 Wheel arrangement 2-8-2 Cylinders 2 Cylinders 2 Boiler pressure 225 psi (15.82 kg\/sq cm) Boiler pressure 210 psi Driving wheel diameter 561\/4in (1,430 mm) (14.76 kg\/sq cm) Top speed approx. 45 mph (72 km\/h) Driving wheel diameter 611\/2in (1,562 mm) Designed by R.A. Riddles for the British Top speed approx. 62 mph (100 km\/h) War Department, these freight trains were \u201causterity\u201d, or cheaper, versions of the LMS These huge locomotives were built 8F. Of the 935 built, many saw service in by Baldwin Locomotive Works for mainland Europe after D-day in June 1944. the USATC for hauling heavy freight After the war, 733 were in operation for trains in India during WWII. They were British Railways, while others worked in \ufb01tted with 7-ft- (2,134-mm-) diameter the Netherlands, Hong Kong, and Sweden. boilers and 40 became Indian Railways Class AWE. One of these, No. 22907 Virat, has been restored to working order at the Rewari Steam Loco Shed.","172 . 1940\u20131959 DR No. 52.8184-5 Built to serve Germany during World War II, the Deutsche Reichsbahn (DR) Class 52 \u201cKriegslok\u201d had a simple design and was constructed from materials that were easy to source during wartime. Nevertheless, it became a rugged classic vital to many countries long after the con\ufb02ict ended, partly because it could haul heavy loads on lightweight track. Although designed to last only a few years, the class also proved very durable. THE CLASS 52 \u201cKRIEGSLOK\u201d (Kriegs-Damp\ufb02okomotive, or FRONT VIEW REAR VIEW war steam locomotive) came out of Germany\u2019s need to construct locomotives quickly during World War II, while maintaining maximum production capacity for armaments. The plan was to build 15,000 locomotives, with production spread throughout occupied Europe. Only around 7,000 were actually made, but Germany\u2019s Class 52 remains one of the most numerous classes ever built. The locomotive shown on these pages was built in Vienna in 1944. The ten driving wheels gave the 52 enough grip to pull 1,968 tons (2,000 tonnes) across a level surface at 31 mph (50 km\/h). In addition, the locomotive included plenty of cold weather protection, useful in a war that progressed into Russia in winter. Some were even equipped with tenders that could recycle exhaust steam back into water, meaning they could travel long distances without having to re\ufb01ll. After the war \u201cKriegsloks\u201d remained in service. Some were modernized and renumbered, including the engine now known as No.52.8184-5, which is kept in Stassfurt, Germany. Manufacturing for war SPECIFICATIONS 52 or Kriegs-Damp\ufb02okomotive 1 In-service period 1942\u2014present (No. 52.8184-5) Like much of German industry during World War II, Class 2-10-0 Cylinders 2 the Deutsche Reichsbahn was harnessed to the war Wheel arrangement Germany Boiler pressure 232 psi (16.3 kg\/sq cm) effort. The Class 52 \u201cKriegslok\u201d epitomized the Origin Hauptausschu\u00df Schienenfahrzeuge Driving wheel diameter 55 in (1,400 mm) machines of war built during that period. Designer\/builder approx. 7,000 Class 52 Top speed 50 mph (80 km\/h) Number produced Smoke de\ufb02ectors keep exhaust Cab is fully enclosed Coal space is narrow, away from driver\u2019s view Steam dome collects to protect the crew allowing driver a steam to be used from in cold conditions clear reverse view the boiler Water tank is frameless, cutting production costs","173 Simple elegance Paring the design to the bare minimum helped give the Class 52 its austere look. Essential components were simpli\ufb01ed wherever possible.","1 74 . 1 9 4 0 \u20131 9 59 EXTERIOR 4 5 Looks were not a priority for the designers of the wartime Class 52, though later re\ufb01nements 7 to the design softened the austere appearance of some engines. With functionality the main 8 goal, the locomotives were simply built using readily available materials, and key parts were made easily accessible. Much of the look was determined by the small driving wheels, which gave pulling power and low axle-weight rather than high speed. Another distinctive visual aspect of many \u201cKriegsloks\u201d was a tub-shaped tender. 1. Number plate on front of engine 2. Smokebox door handle 3. Front headlamp 4. Front buffer 6 5. Chimney (smokestack) 6. Crosshead assembly 7. Shut-off valve 8. Inspection lamp under running plate 9. Air pump 10. Wheel unit with connection rod 11. Air tank 12. Door and window of cab; smaller windows meant that locomotive was less likely to be seen by World War II bombers 13. Cab steps 14. Leaf spring suspension on tender bogie 15. Tender tank 16. Top lamp and number plate on rear of tender 13 2 9 10 11 14 16 13 15 12","17 DR NO. 52.8184-5 . 175 18 19 CAB INTERIOR 22 23 25 Built to keep out the winter cold, the 26 \u201cKriegslok\u201d cab was austere and simple, 24 but all the instruments were positioned for ease of use. Following the standard German layout, the driver sat on the right and the \ufb01reman worked from the left. The regulator handle, reverser, and brake controls were all within easy reach of the driver, while the \ufb01reman had access to controls to regulate how much water he fed into the boiler. The \ufb01rebox door swung on a \ufb02ap and featured handles on both sides so the driver could open it while the \ufb01reman shovelled the coal in. 17. Overview of cab interior 18. Firehole 19. Inside of \ufb01rebox 20. Controls on \ufb01reman\u2019s side 21. Lubricator 22. Water-gauge glass 23. Sanding controls 24. Air brake pressure gauge 25. Sign explaining the correct use of Tro\ufb01moff valves 26. Reverser 27. Brake controls 28. Switches for lamps 29. Access to tender 20 21 27 28 29","","Wartime Service The importance of the railways in World War II can be measured by the efforts made on both sides to destroy networks. Between 1940 and 1942, Germany\u2019s air force, the Luftwaffe, launched more than 10,000 attacks on Britain\u2019s rail network, but failed to prevent it from transporting the fuel, food, equipment, and munitions that the nation needed. Germany\u2019s railways not only transported vital goods, but also played a part in history\u2019s worst act of genocide\u00a0\u2013 the transportation of Jews and other groups to death camps. On the Allied side, the Trans-Iranian Railway in the Middle East kept oil \ufb02owing from the Persian Gulf to the Soviet Union, while in North America trains delivered supplies to Atlantic ports for shipping to Britain. THE BIG BUILD By 1942, with the tide turning in the Allies\u2019 favour, planning began for the invasion of Axis-occupied Europe. Recognizing that railways would be crucial to success, Britain and the US began a programme of locomotive building on an unprecedented scale. By D-Day, 6 June 1944, more than a thousand new engines had been built to haul supply trains, and they were immediately put into service. The Allies achieved victory in May 1945 and, while this was due to many factors, there is no doubt that railways played a critical part. The Women\u2019s Voluntary Service (WVS) \ufb01lled the roles left vacant by the 110,000 British railwaymen who served in the war. Here, WVS members clean the engines at a London Midland & Scottish Railway depot.","178 . 1940\u20131959 US Moves into Diesel The diesel locomotive represented the greatest advance in US railways during the 20th century. Although diesel engines had been around since the 1890s, the challenge was to make them small and light enough to \ufb01t within the con\ufb01nes of a locomotive, yet powerful enough to haul a train. The breakthrough had come in 1935 when General Motors unveiled their 12-cylinder, 2-cycle engine that was 23 per cent smaller and, thanks to lightweight alloys, 20 per cent lighter than its predecessors. Accelerating into the 1940s the diesel began to conquer the US. l Boxley Whitcomb 30-DM-31, 1941 H.K. Porter Inc. was one of the largest manufacturers of industrial locomotives in Wheel arrangement 0-4-0 the US \u2013 by 1950, it had built 8,000. This Transmission mechanical rod-driven switcher Porter No. 3, built for the Engine 8-cylinder Cummins Virginia Central Railroad, is the last of the 28 Total power output 150 hp (120 kW) of its type built. It is now preserved at the Top speed approx. 20 mph (32 km\/h) Virginia Museum of Transportation. Built by the Whitcomb company of Rochelle, Illinois, \u201c30\u201d referred to the locomotive weight range in tons and \u201cDM\u201d to its transmission (diesel\u2013mechanical). The Boxley Materials Co. of Roanoke, Virginia bought No. 31 from the Houston Shipbuilding Corporation of Texas in 1953. l VC Porter No. 3, 1944 Wheel arrangement A1-A1 Transmission electric Engine not known Total power output 300 hp (224 kW) Top speed approx. 20 mph (32 km\/h)","179 \ue003 PMR GM EMD SW-1 No. 11, 1942 Wheel arrangement Bo-Bo Transmission electric Engine EMD Model 567 V-6 engine Total power output 600 hp (448 kW) Top speed 45 mph (72 km\/h) The Pere Marquette Railway, which took its name from a 17th-century French Jesuit priest, served the Great Lakes region of the US and Canada. The EMD SW-1 Class was introduced in 1936, but No. 11 was delivered to the railway in April 1942 to begin shunting hoppers at Eireau, Ontario. It was retired in 1984. \ue001 GM Class E7a, 1945 Wheel arrangement A1A-A1A Transmission electric Engine 2 x EMD Model 567A, 12-cylinder Total power output 2,000 hp (1491 kW) Top speed 85 mph (137 km\/h) Supplied to over 20 railways, General Motors\u2019s E7 was one of the \ufb01rst standard American diesels. Between 1945 and 1949, 428 of the E7a cab units were produced along with 82 E7b boosters. The Gulf, Mobile, & Ohio Railroad\u2019s No. 103, shown here, was notable for appearing in the \ufb01lm The Heat of the Night. \ue001 Baldwin Class The Chesapeake & Western (C&W, known locally as DS-4-4-660, 1946 the \u201cCrooked and Weedy\u201d) operated over 531\u20442 miles (86 km) of the Shenandoah Valley (US). In Wheel arrangement Bo-Bo 1946 it took delivery of three diesel units. With Transmission electric running costs at 25 cents per mile (as opposed to Engine 4-cycle engine the 96 cents for steam), it marked a turning point Total power output 660 hp for the CHW. No. 662 was retired in 1964 and (492 kW) languished in a scrapyard before being donated Top speed 60 mph (96 km\/h) to the Virginia Museum of Transportation. l Ma&Pa GM EMD Type NW2, 1946 Wheel arrangement Bo-Bo Transmission electric Engine 12-cylinder engine Total power output 1,000 hp (750 kW) Top speed 60 mph (97 km\/h) This type was \ufb01rst introduced in 1939. The Maryland & Pennsylvania Railroad (a short line linking Baltimore with York and Hanover, Pennsylvania) took delivery of Nos. 80 and 81, two Type NW2 switchers built by the Electro- Motive Division of General Motors, in December 1946. In total, 1,145 NW2s were shipped between 1939 and 1949 to over 50 railways (in contrast to the Ma&Pa\u2019s modest pair, Union Paci\ufb01c bought 95). No. 81 has been part of the Railroad Museum of Pennsylvania\u2019s collection since 1997.","180 . 1940\u20131959 Post-war US \ue003 B&A GE 70-ton switcher, 1946 Some railways needed persuading that diesel could Wheel arrangement Bo-Bo match the haulage power of steam, but, once Transmission electric General Motors\u2019s freight demonstrator and Engine 2 x Cooper-Bessemer FDL-6T prototypes had convinced them, the economic 6-cylinder 4-cycle engines argument was irresistible. Mainline locomotives Total power output 660 hp (492 kW) fell into two categories: cab units and hood Top speed 60 mph (96 km\/h) units. The former, with their sleek bodywork and colourful liveries, handled the expresses and were The Baltimore & Annapolis Railroad was augmented by boosters for extra power. In the mainly a commuter line that in 1950 hood unit, the workhorse, the engine (or engines), succumbed to road competition and radiators, and ancillary equipment were mounted replaced passenger trains with buses. on a platform above the chassis with the cab That year it bought a solitary diesel, placed at one end or in the centre. The transition a General Electric 70-ton switcher \u2013 from steam to diesel was accomplished within No.50 \u2013 for freight operations. The 20 years; by 1960 around 34,000 diesel type was introduced in 1946 as a locomotives operated in the US. lighter, low-cost option for secondary routes, and 238 were built up to 1955. Retired in 1986, No.50 is preserved at the Baltimore & Ohio Museum. u Baldwin S12 switcher, 1950 \ue003 B&O F7 Class, 1949 Wheel arrangement Bo-Bo Wheel arrangement Bo-Bo Transmission electric Transmission electric Engine De Lavergne Model 606A SC Engine EMD 567B 16-cylinder engine 4-cycle engine Total power output 1,500 hp (1,119 kW) Total power output 1,200 hp (895 kW) Top speed 50\u2013120 mph (80\u2013193 km\/h) Top speed 60 mph (96 km\/h) The F7 was the most numerous of the General Employing a turbocharged version of Motors\u2019s F Series; 2,341 A units and 1,467 B the powerful Model 606A engine, the S12 (booster) units were built by 1953. The speed switcher was famous for its hauling prowess, variation was a product of eight different gear as demonstrated by Baldwin\u2019s original ratios. Though tailored for freight, many US No. 1200. Here, masquerading as No. 1200, railways used F7s for front-line passenger is Earle No. 7 or, in the records of its operators, services until the 1970s. No. 7100, shown, was the United States Navy, No. 65-000369. The bought by the Baltimore & Ohio Railroad in 1951 USN took 18 of the 451 S12s shipped between and enjoyed a second career on the Maryland 1951 and 1956 and stationed this unit at its Area Regional Commuter (MARC) system ordnance depot in Earle, New Jersey. from 1987 to the late 1990s. l N&W EMD GP9 Class, 1955 Wheel arrangement Bo-Bo Transmission electric Engine EMD 567C 16-cylinder engine Total power output 1,750 hp (1,305 kW) Top speed 75 mph (125 km\/h) General Motors\u2019s \u201cGeep Nine\u201d remains one of the most successful and long-lasting of diesels, although not the most attractive. Looks did not count for US and Canadian railways, which between them bought 4,087 A units and 165 type B boosters from 1954 to 1963. No. 521 was one of 306 GP9s on the books of the Norfolk & Western, and many remain in service on secondary lines and with industrial users; some Class 1 railways still use them as shunters.","P OST-WA R U S . 1 8 1 u Budd RDC railcar, 1949 After WWII the Budd Co. used its expertise in building lightweight stainless-steel carriages to assemble diesel railcars (or multiple Wheel arrangement Bo-2 units) for secondary and local passenger services. A prototype Transmission mechanical Rail Diesel Car (RDC) was unveiled in 1949 and impressed with Engine 2 x General Motors Type 6-110 its economy. By 1962, 398 were in operation. Out west, RDCs 6-cylinder engines provided a stopping service over the 924 miles (1,487 km) Total power output 275 hp (205 kW) between Salt Lake City, Utah, and Oakland, California. The Top speed 85 mph (137 km\/h) RDC was also exported to Australia, Brazil, Canada, and France. l N&W ALCO T6 (DL440) Class, 1958 Wheel arrangement Bo-Bo Transmission electric Engine ALCO 251B 6-cylinder 4-cycle engine Total power output 1,000 hp (746 kW) Top speed 60 mph (96 km\/h) The American Locomotive Co. (ALCO) introduced the T6 (the \u201cT\u201d stood for \u201cTransfer\u201d) in 1958 believing there was a demand for a switcher capable of shuttling trains between yards and terminals at higher speeds. This was not the case and up to 1969 just 57 had been delivered, of which the Norfolk & Western Railway took 38. Retired in 1985, No. 41 is kept at the Virginia Museum of Transportation, US.","182 . 1940\u20131959 N&W GP9 Class No. 521 The last major US rail operator to switch from steam to diesel was the Norfolk & Western Railway (N&W), based in Roanoke, Virginia. As part of its drive to eliminate steam, the N&W already ran electric trains on some of its routes. From 1955 it moved to diesel, \ufb01rst with ALCO RS-3s, and then bought 306 model GP9 diesel-electric locomotives from General Motors\u2019s Electro-Motive Division (EMD). Most of the GP9s were destined for freight duties but some, including No. 521, hauled passenger trains. THE EMD GENERAL PURPOSE (GP) road switcher diesel engines FRONT VIEW REAR VIEW \ufb01rst appeared in 1949 and became the most successful range of mid-power diesels in North America. The \ufb01rst model, the GP7, was built from 1949 to 1954, when the improved GP9 version was introduced. The \u201cGeeps\u201d, as the locomotives were nicknamed, were bought in large numbers to replace the steam locomotives still in use during the 1950s. Continuously updated, the last \u201cGeep\u201d model was the GP60 produced until 1994. Locomotives 501 to 521 were the last GP9s bought by the N&W and were equipped with steam boilers to heat passenger coaches. At \ufb01rst they replaced the fast J Class steam locomotives that worked the N&W passenger trains in the 1950s, but when the passenger services ceased, they were used for freight alongside the 285 other GP9s operated by this railroad. In 1982, the N&W merged with the Southern Railway to become Norfolk Southern Railway, which is today one of the largest Class 1 railways in the US. Special logo SPECIFICATIONS GP9 In-service period 1958\u201385 (No. 521) For the introduction of Class BoBo Transmission electric the new passenger GP9 Wheel arrangement USA Engine EMD 567C 16-cylinder diesels the N&W logo Origin General Motors EMD Power output 1,750 hp (1,305 kW) in yellow was unusually Designer\/builder 306 (GP9s for N&W) Top speed 75 mph (125 km\/h) mounted on a round plate Number produced with a black background Fuel tank could Twin air horn Brass bell used on the locomotive front. Dynamic brake hold 900 gallons mounted on to alert staff and grille dissipates (4,090 litres) of diesel driver\u2019s cab roof passengers when Tuscan red livery given heat from brakes moving in yard to N&W passenger or station locomotives Safety railings run full length of locomotive","N&W GP9 CLASS NO. 521 . 183 \u201cThe redbirds\u201d The last 21 GP9s bought by the N&W for passenger trains were given a special livery of Tuscan Red with yellow lettering, earning them the nickname \u201cthe redbirds\u201d.","184 . 1940\u20131959 EXTERIOR 2 34 5 The GP9 was a simple but rugged design with features in common with all EMD locomotives of the time, such as the 78 standard US \u201cknuckle\u201d coupler, originally developed in the 1890s and \ufb01tted at each end of the GP9. The use of spare parts that were interchangeable between EMD models was one of the reasons so many of these locomotives were sold in the 1950s. 1. Numberplate on front end of engine 2. Twin headlights 3. Ladder to 6 access top of engine 4. Electrical connection cap 5. \u201cKnuckle\u201d coupler 6. Diesel fuel cap 7. Emergency fuel cut-off 8. Front steps 9. Wheel unit (bogie) 10. Air horn positioned above cab 11. Spring on engine bogie 12. Air-brake cylinder 13. Dynamic brake grille 14. Clasp brake 15. Brass bell on front end 16. Door to cab 1 9 11 13 10 16 14 15 12","18 19 N&W GP9 CLASS NO. 521 . 185 17 CAB INTERIOR The driver\u2019s cab had a standard EMD control station, with lever-operated power and reverse and braking controls. The locomotive and train brake equipment were located alongside each other. The locomotive could be driven in either direction at full speed, and the driver had a good view forward from each end of the cab. The power controller (or throttle) had eight \u201cnotches\u201d, so the driver could increase or decrease power gradually. 17. Interior of cab with engineer\u2019s controls 18. Emergency brake valve 19. Windshield wiper motor 20. Switches for windshield wipers 21. Brake control levers 22. Warning sign 23. Speedometer 24. Control panel circuit breaker switches 25. Air brake gauges 26. Load indicator 27. Power controller 21 22 20 23 24 25 27 26","186 . 1940\u20131959 \ue001 BR (W) Gas Turbine No. 18000, 1949 Britain Makes the Change Wheel arrangement A1A-A1A Transmission electric By the 1940s the rail system in Britain consisted Engine Brown Boveri Gas Turbine of four major companies and many smaller light Total power output 2,500 hp (1,865 kW) railways. In 1948 the \u201cBig Four\u201d and the majority Top speed 90 mph (145 km\/h) of the smaller railways were nationalized under one umbrella company \u2013 British Railways. The This revolutionary locomotive was new company commissioned a report to look delivered to British Railways in 1949 at ways of stemming the losses they were from Switzerland and was used for 10 incurring as a result of competition from air and years on the BR Western Region. In 1965 road traf\ufb01c. Known as the Modernisation Plan it left the UK and was used for research and published on 1 December 1954, the report in Switzerland and Austria, returning in made a number of recommendations, including 1994 to the UK where it is now preserved. the replacement of all steam engines. Tests in the late 1950s with \u201cpilot-scheme\u201d diesels were intended to demonstrate which locomotives to order in quantity. Orders for thousands of new diesels would follow in the next decade. \ue001 BR Class 08, 1953 Based on a wartime design of diesel shunter ordered \ue001 BR Class 05, 1954 This engine was one of several designs of by the London, Midland & Scottish Railway, over 950 smaller shunting locomotives delivered to Wheel arrangement 0-6-0 Class 08 locomotives were built by \ufb01ve British Railways Wheel arrangement 0-6-0 British Railways in the 1950s. Later classi\ufb01ed Transmission electric workshops between 1953 and 1959. Smaller batches Transmission mechanical as Class 05, 69 were built between 1954 and Engine English Electric 6KT of similar locomotives using different engines were Engine Gardner 8L3 1961. Few remained in service for more than Total power output 350 hp (261 kW) also built. Sixty years on some remain in service. Total power output 201 hp a decade as the freight traf\ufb01c they were built Top speed 20 mph (32 km\/h) No. 08 604 Phantom is preserved at Didcot, UK. (150 kW) for disappeared after the BR network was Top speed 17 mph (27 km\/h) reduced following the Beeching Report. \ue002 English Electric prototype Deltic, 1955 Wheel arrangement Co-Co Transmission electric Engine 2 x Napier Deltic D18\u201325 engines Total power output 3,300 hp (2,460 kW) Top speed 106 mph (171 km\/h) Built speculatively by English Electric, Deltic was the prototype for the 22 Type 5 Deltic D9000 Class 55 diesel locomotives bought for services on the East Coast route from London to York and Edinburgh. They were to replace the famous London & North Eastern Railway design A4 Paci\ufb01c steam engines.","187 r BR Type 1 Class 20, 1957 Wheel arrangement Bo-Bo Transmission electric Engine English Electric 8SVT MkII Total power output 986 hp (735 kW) Top speed 75 mph (121 km\/h) This class was one of the most successful of all the Modernisation Plan locomotives. A total of 227 were built for British Railways between 1957 and 1968. The class saw limited passenger services but could work in multiples and, coupled together, could handle heavy traf\ufb01c. Some remain in use with UK freight operators nearly 60 years later. \ue002 BR Class 42, 1958 Wheel arrangement B-B Transmission hydraulic Engine 2 x Maybach MD650 engines Total power output 2,100 hp (1,566 kW) Top speed 90 mph (145 km\/h) These locomotives were based upon successful V200 engines that ran in West Germany and used the same engines as their German cousins. Known as Warships, they were used by British Railways principally on the Western Region from London Paddington to Devon, Cornwall, and South Wales until withdrawn from service in 1972. This is No.801 Vanguard. \ue001 BR Class 108, 1958 British Railways\u2019s Modernisation \ue003 BR Type 4 Class 40, 1958 Plan led to the replacement of Wheel arrangement 2-coach steam locomotives, and more than Wheel arrangement 1Co-Co1 multiple unit 4,000 diesel multiple units were Transmission electric Transmission mechanical ordered. These new self-propelled Engine English Electric 16SVT MkII Engine 2 x BUT\/Leyland 6 cylinder \u201cDerby Lightweight\u201d trains were Total power output 1,972 hp (1,471 kW) Total power output 300 hp (224 kW) much cheaper to operate than Top speed 90 mph (145 km\/h)) Top speed 70 mph (113 km\/h) the steam trains they replaced. This class was designed to replace the fastest steam locomotives working express trains initially between London and Norwich and later all over the UK. The initial pilot batch of 10 was expanded to a \ufb01nal class of 200 by 1962.","188 . 1940\u20131959 Deltic Prototype During its time, the English Electric prototype Deltic, \ufb01rst tested in 1955, was the most powerful diesel locomotive in the world. Using Napier Deltic engines developed to power fast naval patrol boats, Deltic produced high levels of performance while weighing less than most contemporary locomotives. British Railways ordered 22 production Deltics in 1958, introducing 100 mph (161 km\/h) express trains to the UK. THE NAPIER DELTIC ENGINE had a unique SIDE VIEW FRONT VIEW layout with three banks of six cylinders in a triangular formation. To enable each group Major manufacturer SPECIFICATIONS Deltic prototype of cylinders to work ef\ufb01ciently, the crankshaft The Deltic prototype was built and owned by Class Co-Co for one group operated in the opposite English Electric. Founded in 1918 this major Wheel arrangement UK direction to the other two \u2013 the resulting British engineering company built hundreds Origin English Electric, Vulcan Foundry opposed piston engine was both compact of diesel and electric engines until 1968. Designer\/builder 1 and very powerful. Its light weight meant that Number produced 1955\u201361 two derated naval engines could be installed In-service period electric in a six-axle locomotive; the power available Transmission 2 x Napier Deltic D18-25 made the Deltic the most powerful diesel Engine 3,300 hp (2,460 kW) locomotive of its time. Power output 106 mph (171 km\/h) Top speed The Deltic prototype began tests with British Railways in 1955, initially on the West Coast route from London to Liverpool and Carlisle. The locomotive remained the property of its builders \u2013 English Electric \u2013 whose engineers accompanied it on every trip. From 1959 it operated on the East Coast route from London to York and Edinburgh. It was here that Deltic would excel, leading to an order for 22 locomotives, with a slightly smaller bodyshell, which would replace 55 express passenger steam engines. Retired from use in 1961, the prototype was presented to London\u2019s Science Museum and today is part of the UK\u2019s National Railway Museum collection. A spacious cab was Engine room housing the Nameplate is unusual, Bright blue, cream, and gold livery is provided at either end two Napier Deltic engines as the prototype had no unique to the prototype and has not been of the locomotive and two generators number, just the name seen on a British locomotive before or since","D E LT I C P ROTOT Y P E . 1 89 American appeal The headlight was part of the rounded North American styling for the prototype locomotive. In practice, this headlight was never used because the locomotive never left the UK for trials anywhere else.","190 . 1940\u20131959 EXTERIOR 5 6 7 The Deltic prototype was built with export markets around the world in mind 8 and consequently used styling similar to the US streamlined diesel designs that had been in use since the 1940s. The bright blue, cream, and gold livery made 20 it stand out from every other locomotive in the UK when it started trials in 1955. The design had many innovative features for its era \u2013 such as retractable 21 22 steps, streamlined lights, and buffers. 1. Painted name plaque 2. Large headlight space (light never \ufb01tted) 3. Streamlined electric marker light 4. Front buffer 5. Front coupling hook 6. Horn bracket 7. Windscreen and wiper blades 8. Sandbox 9. Folding chrome steps 10. Air brake chain 11. Exhaust vent positioned at centre of engine 12. Metal steps up to driver\u2019s door 13. Leaf spring suspension 14. Fuel gauge 15. Shed shore supply (electricity) 13 2 4 16 18 19 17 ENGINE ROOM The design for the compact Deltic engine originated in World War II Junkers aeroplane engines from Germany. The engine is made from aluminium alloy and designed to be as lightweight as possible. To \ufb01t the engines into the locomotive was an engineering challenge, as the loading gauge (maximum height and width) of UK trains is smaller than on European railway systems. 16. Napier Deltic Engine 17. Controls at top of engine 18. Steam heating boiler","9 11 D E LT I C P ROTOT Y P E . 1 9 1 12 13 10 14 15 23 25 26 CAB INTERIOR 24 The locomotive had identical cabs at either end, 27 28 each designed to give a good view forward, from a raised position, through a two-piece windscreen. This clear view of the line ahead was essential for safe operation at a speed of 100 mph (161 km\/h). The locomotive was operated by a two-man crew, one driving and the other monitoring ancillary equipment, such as steam heating. 19. Left side of cab 20. Right side of cab 21. Warning light attached to ceiling 22. Westinghouse vacuum brake 23. Wiper motor 24. Driver\u2019s display panel 25. Loco 29 brake (above) and power handle (below) 26. Orange electricity conduits 27. Maintenance doorway to the nose 28. Vacuum exhauster in the nose 29. Wheel brake 30. Steam heating control 30","192 . 1940\u20131959 Europe Follows the US As Europe emerged from the chaos and damage in\ufb02icted by World War II, many railway companies based their future planning on the US where diesels had been replacing steam for nearly a decade. A wide variety of manufacturers using an equally wide choice of diesel engines built locomotives for state railways across Europe. Labour-intensive steam was replaced with diesels, which were cheaper to run although more expensive to buy. The process was gradual in most countries; some steam engines survived until 1977 in West Germany, and they never entirely disappeared in East Germany. \ue005 DB V200 (Class 220), 1954 Wheel arrangement B-B Transmission hydraulic Engine 2 x Maybach MD 650 engines Total power output 2,170 hp (1,618 kW) Top speed 87 mph (140 km\/h) Designed to replace steam locomotives on heavy express passenger trains in the mid-1950s, the Class 220s were displaced to less important routes by electri\ufb01cation in the 1960s and 70s. All were withdrawn by the Deutsche Bundesbahn by 1984, but many went on to work for other operators in Greece, Switzerland, and Italy. \ue006 NSB Class Di3, 1955 The Swedish \ufb01rm Nydqvist & Holm AB (NoHAB) built diesel locomotives under license for the major US diesel Wheel arrangement Co-Co locomotive builder EMD, then owned by General Motors. Transmission electric As well as the Di3 locomotives, delivered in two types Engine EMD 16-567-C to Norwegian State Railways (Norges Statsbaner AS, Total power output 1,750 hp or NSB), similar locomotives were supplied to Denmark (1,305 kW) and Hungary. The locomotives remain in service with Top speed 65 mph (105 km\/h) freight operators in several European countries. Diesel Shunters u SNCF Class C61000, 1950 Ordered immediately after WWII in 1945, but not delivered until 1950\u20131953, the 48 While the big mainline diesel engines attracted attention, Wheel arrangement 0-6-0 C61000 locomotives were used for shunting using diesel locomotives in shunting yards was just as Transmission electric in freight yards and for short-distance freight. transformational. While labour-intensive steam machines Engine Sulzer 6 LDA 22 Twelve of the locomotives were used with needed a team of operatives and had to be kept \u201cin steam\u201d Total power output 382 hp (285 kW) coupled powered \u201cslave\u201d units to double even when at rest, diesel shunters could be operated by Top speed 37 mph (60 km\/h) the power available for shunting. one person, and simply switched off when not in use. Crew conditions were better too and, in many cases, so was the visibility from the cab. The advantages of the diesels were recognized even before World War II, and after the con\ufb02ict their use became more and more widespread. Many of the 1950s designs had long working lives.","193 \ue006 DB VT11.5 (Class 601\/602), 1957 u SNCF Class CC6500, 1957 Wheel arrangement B\u20192+2\u20192\u2019+2\u20192\u2019+2\u20192\u2019+ Wheel arrangement Bo-Bo 2\u20192\u2019+2\u20192\u2019+2\u2019B Transmission electric Transmission hydraulic Engine 2 x SACM MGO VSHR V12 Engine 2 x MTU engines Total power output 1,824 hp Total power output 2,060 hp (1,536 kW) (1,360 kW) Top speed 100 mph (160 km\/h) Top speed 81 mph (130 km\/h) The Class 601s were First Class only diesel- powered train sets used for Trans-Europ Express services from 1957 to 1972, reaching Paris, Milan, Amsterdam, and Ostende. Some were rebuilt as Class 602 from 1970 with 2,1450hp (1,600kW) gas turbines in place of the two diesel engines. The train sets were withdrawn from service in 1990. Because of their shape these locomotives were nicknamed \u201cSous-marin\u201d (submarines). Twenty were delivered to SNCF to replace steam locomotives in the west of France where they worked until the 1980s; all were withdrawn by 1988. Tested widely when new, their builder Alsthom also exported the design \u2013 37 to Algeria and 25 to Argentina. \ue007 DB VT98 (Class 798), 1955 These rail bus vehicles were introduced in West Germany from 1953 to 1962 \u2013 Wheel arrangement single-car initially the single-engined VT95 version, rail bus and then this more powerful two-engined Transmission mechanical VT98 version. In total 913 powered and Engine 2 x B\u00fcssing AG U10 engines 1,217 unpowered trailer cars (of both Total power output 295 hp (220 kW) types) replaced steam locomotives on Top speed 56 mph (90 km\/h) many rural lines across West Germany. l PKP Class SM30, 1957 u DR V15 (Class 101), 1959 The East German V15 (and later V18) diesel shunters were built in large numbers for both Wheel arrangement Bo-Bo Wheel arrangement 0-4-0 the Deutsche Reichsbahn and industrial rail Transmission electric Transmission hydraulic operators such as mines and steelworks. Engine Wola V-300 Engine 6 KVD 18 SRW Built in Potsdam by VEB Lokomotivbau Karl Total power output 295 hp (220 kW) Total power output 148 hp (110 kW) Marx Babelsberg, many were also exported Top speed 37 mph (60 km\/h) Top speed 22 mph (35 km\/h) to other Eastern Bloc countries. This was the \ufb01rst diesel-electric locomotive designed and built in Poland \u2013 its initial models used an engine originally designed for army tanks. Ultimately 909 of the locomotives were built by Fablok in Chrzan\u00f3w in southern Poland between 1956 and 1970, many for industrial users. Polish State Railways (or PKP) received 302. Some are still in use in 2014.","194 . 1940\u20131959 Great Journeys KEY FACTS The Blue Train DATES 1946 The Blue Train name is formally adopted 1970s, 1997 The train is refurbished The Blue Train is one of the world\u2019s most luxurious trains. Styling TRAINS itself as a \u201chotel-on-wheels\u201d, the train travels 994 miles (1,600 km) between Pretoria and Cape Town in South Africa and passes through Train Set 1 Charter train; 14 carriages accommodate scenery that ranges from lush vineyards to rugged semi-desert. 52 passengers Train Set 2 Cape Town\u2013Pretoria\u2013Cape Town train; THE PREDECESSORS OF The Blue Train came into 19 carriages accommodate 80 passengers Locomotives 2 x 14E Class electric locomotives, dual service in the 1890s, picking up passengers from current; 118 tons (120 tonnes) Carriages 9 ft 5 in (2.9 m) wide \u2013 2 in (50 mm) wider the Union-Castle liners docking in Cape Town and than standard South African rolling stock. Thinner steel sides allow greater interior space transporting them to the gold and diamond \ufb01elds Speed 49 mph (80 km\/h) with a maximum of 86 mph (138 km\/h) in the north. These early trains soon began Weight Complete train 98 1\u20442 tons (100 tonnes) catering to prospectors and wealthy travellers JOURNEY by offering more comfortable rail Cape Town to Pretoria (weekly) 994 miles (1600 km) 27 hours experiences. By 1923 the luxury Cape Town to Durban (biannually, Sept & Nov) 473 miles (760 km) 21 hours. Also available for charter Cape Town to Johannesburg RAILWAY trains were called the Union Departing Cape Town trains. The Union Express The Blue Train leaves the Cape to head north Gauge Cape Gauge 3 ft 6 in (1,067 mm) travelled from Cape Town to to Pretoria, \ufb02anked by the famous pro\ufb01le of Tunnels Four Hex River Tunnels: twin tunnel 1,640 ft Johannesburg while the Union Table Mountain. (500 m); single tunnels 3,609 ft (1,100 m), 3,937 ft (1,200 m) and 44,291 ft (13.5 km) Limited made the return journey. THE BLUE TRAIN The decor of each coach is unique, with Bridges Orange River Station Bridge; Vaal River By 1928 these trains offered facilities INSIGNIA birchwood panelling, marble \ufb01nishes, Crossing (Warrenton) such as hot and cold water and heated Highest point 5,751 ft (1,753 m), Johannesburg carriages, later acquiring dining saloons in and gold-plated \ufb01ttings throughout. 1933 and air-conditioning in 1939. The trains\u2019 THE ROUTE TODAY distinctive blue livery was introduced in 1936. World War II caused train services to be suspended The Blue Train at one time travelled all the way to in 1942. They resumed in 1946, the same year that Victoria Falls in Zimbabwe, but this route has since \u201cthose blue trains\u201d, as they were popularly known, been discontinued. Several others are now available adopted The Blue Train as their of\ufb01cial designation. but only as chartered services. The train\u2019s standard The trains have since been completely rebuilt route from Cape Town to Pretoria runs through the twice, once in the 1970s and once in the 1990s. Cape winelands and under the spectacular Hex Today the soundproofed, carpeted compartments River Mountains, where the train emerges from a all feature their own\u00a0en-suite bathrooms\u00a0(luxury series of tunnels into the arid region known as the suites include full-sized bathtubs). The train has Klein Karoo (Little Karoo). Here the train makes Matjiesfontein 2 This quaint and tiny museum under\ufb02oor heating, a restaurant car offering a stop at Matjiesfontein, a town that sprang up town, little more than a single \ufb01ne dining, two lounge cars, an\u00a0observation car in 1884 around a refreshment station for passing street, is now primarily a tourist destination. (which converts to a conference car), as well as trains, and which remains preserved in its Victorian a 24-hour butler service and a laundry service. state. The service then continues on to Pretoria, passing through the semi- desert landscape of the Great The Hex River Valley 1 The train passes through the Karoo. On the return Great Karoo vineyards of the valley and Desert journey from Pretoria, through four tunnels beneath the Hex (Witch) River Mountains, passengers may disembark named for the girl who haunts to visit the mining town them in local legend. of Kimberley, site of the diamond rush that began in the 1870s, before journeying Table Mountain on to Cape Town. Matjiesfontein Lounging in luxury Paarl Worcester George There are two lavishly appointed lounges aboard the train, where Cape Town Kaaimans River 5 passengers can expect \ufb01ve-star service. Once on board, food and The route crosses the Kaaimans estuary drinks are all-inclusive. and passes through seven tunnels.","Victoria Falls THE BLUE TRAIN . 195 Pretoria to Victoria Plumtree 7 The Smoke that thunders AN AFRICAN JOURNEY Falls (discontinued) Victoria Falls, forming part of the border 991 miles (1,595 km); of Zimbabwe and Zambia, is the world\u2019s The Blue Train travels through a range of terrain, two days, two nights. largest sheet of falling water. It was once from the lush Cape to the arid Karoo. The The service ended in the the spectacular conclusion to this now stopping points on the journey re\ufb02ect South 1990s due to political discontinued route. Africa\u2019s colonial past and the source of the unrest in Zimbabwe, country\u2019s wealth at the height of its powers. poorly maintained tracks, Bulawayo and soaring rail tariffs. 1 ZIMBABWE BOTSWA NA Mahalapye Pretoria to Hoedspruit Kruger (charter only) National Gaborone Lobatse Approx. 279 miles (450 km); Park 21 hours. Regular service was Hoedspruit Bushveld break 2 3 discontinued in 2006. Charter guests can 4 6 overnight at a private The Highveld game lodge. 5 The highest point of the 7 rail journey is in the Johannesburg area. Pretoria Soweto SWAZILAND Johannesburg Klerksdorp 4 The Big Hole Valley of 1,000 Hills The discovery of diamonds resulted Named for the rolling, green hills in what is reputedly the largest beside the Umgeni River, this area, man-made excavation to be created visible from the train, was once the solely with picks and shovels. battleground of the Zulu king, Shaka. Kimberley Pietermaritzburg LESOTHO Durban De Aar 6 Durban beachfront Durban\u2019s subtropical climate SOUTH AFRICA and warm coastal waters make it an all-year-round 3 The Karoo holiday destination. Much of the journey traverses the semi-desert of the Karoo, once a vast inland sea, now a panoramic landscape of scrub and \u201ckoppies\u201d (low-topped hills). N Cape Town to Port Elizabeth 0 100 200 miles (charter only, currently suspended) 0 100 200 300 km 663 miles (1,067 km); two nights, two days. Regular service was discontinued in 2006. Port Elizabeth A N KEY Start\/Finish O C E Main stations Main route INDIAN Discontinued route Other routes","196 . 1940\u20131959 Electric Charge u BR Class 70 No. 20003, 1948 Following two similar locomotives (CC1\/CC2) delivered to Southern Railway in 1941, In the early part of the 20th century several European railways had already Wheel arrangement Co-Co No. 20003 was built at the Ashford started to use electric rather than steam locomotives on main lines in the Swiss Power supply 750 V DC third rail, Locomotive Works, Kent, in 1948 for British and Austrian Alps \u2013 they were among the \ufb01rst to use this powerful new technology. overhead lines Railways. Like the earlier two it was used Plans to expand electri\ufb01ed railways were delayed almost everywhere in Europe Power rating 2,200 hp (1,641 kW) until the late 1960s, mainly on the London to by World War II, which led to the destruction of much railway infrastructure. As Top speed 75 mph (120 km\/h) Brighton main line and other Sussex routes. post-war rebuilding got underway, most European countries turned to electri\ufb01ed railways, and the 1950s saw new electric trains being widely introduced. l BLS Ae 4\/4, 1944 Designed and built in Switzerland during WWII, \ue000 SNCF Class BB9000, 1954 the Ae 4\/4 design was revolutionary, using a Wheel arrangement Bo-Bo light steel body mounted on two-axle bogies. It Wheel arrangement Bo-Bo Power supply 15 kV AC, 162\/3Hz, produced nearly 4,000hp (2,984kW), which Power supply 1,500 V DC, overhead lines overhead lines was the equivalent of two or three steam Power rating 4,000 hp (2,983 kW) Power rating 3,950 hp (2,946 kW) engines. These design principles have been Top speed 206 mph (331 km\/h) Top speed 78 mph (126 km\/h) used for electric locomotives ever since. This was one of two pairs of experimental express passenger engines using two-axle bogies that were delivered to the French state railways in 1952\u201354: BB9003 and 9004 were built in France by Jeumont Schneider. On 29 March 1955 BB9004, along with CC7107, set a world record of 206 mph (331 km\/h) for locomotives, which was not beaten until 2006.","\ue003 BR Class EM1\/ Built for the electri\ufb01cation of 197 Class 76, 1954 the Manchester to Shef\ufb01eld route l FS Class ETR, 1952 Wheel arrangement Bo-Bo via Woodhead, the \ufb01rst prototype Wheel arrangement 7-car EMU Power supply 3,000 kV DC, overhead lines Power supply 1,500 V DC, was made for British Railways in Power rating 3,487 hp (2,600 kW) Top speed 124 mph (200 km\/h) overhead lines 1940 but remained unused owing Featuring a driving cab on the roof, and a panoramic lounge at the front with just 11 First Power rating 1,868 hp to WWII. It was tested in the Class seats, the \u201cSettebello\u201d (Seven of Diamonds (1,393 kW) Netherlands from 1947 to 1952, and \u2013 named after an Italian card game) was the was returned when the Woodhead epitome of both high-speed and luxury travel. Top speed 65 mph (105 km\/h) line\u2019s electri\ufb01cation was completed. They were introduced by the Italian state railways in the early 1950s. One \u201cSettebello\u201d still exists. \ue003 BR Class AL1\/ This was the \ufb01rst production AC Class 81, 1959 electric locomotive class built in the UK for the \ufb01rst British 25 kV AC main Wheel arrangement Bo-Bo line electri\ufb01cation of the London to Power supply 25 kV AC, overhead lines Birmingham\/Manchester\/Liverpool Power rating 3,200 hp (2,387 kW) line. As BR Class 81 the locomotives Top speed 100 mph (161 km\/h) remained in service until 1991. \ue000 DB Class E41\/141, 1956 Large-scale plans for electri\ufb01cation of West Germany\u2019s railways during the 1950s led to large orders for several Wheel arrangement Bo-Bo \u201cUniversal\u201d locomotive types built by consortiums Power supply 15 kV AC, 162\u20443 Hz, comprising all the major German locomotive-building overhead lines \ufb01rms. The E41 was the \u201cuniversal\u201d design for light Power rating 3,218 hp (2,401 kW) passenger and freight trains. In total 451 were built Top speed 75 mph (120 km\/h) between 1956 and 1971; all have now been withdrawn.","198 . 1940\u20131959 \ue006 SNCF 141R, 1945 Powerful and economical to maintain, 1,323 Class 141R locomotives were built between 1945 and 1947 for the Post-war Steam Wheel arrangement 2-8-2 French state railway (Soci\u00e9t\u00e9 Nationale des Chemins de Cylinders 2 fer Fran\u00e7ais, or SNCF) by various builders in the US and While railways played a vital strategic role in Europe during World Boiler pressure 225 psi (15.82 kg\/sq cm) Canada. Supplied under the Lend-Lease programme War II, the ravages of war, destruction of industry, and shortages of Driving wheel diameter 65 in (1,650 mm) to replace engines lost during WWII, around half were raw materials and fuel painted a bleak picture for the Continent\u2019s Top speed approx. 62 mph (100 km\/h) oil-burners. Many remained in service until the 1970s. future. Britain\u2019s railways and workshops escaped the worst excesses of destruction, and with innovative locomotive designers, such as Oliver Bulleid and Robert Riddles, were introducing new types of successful austerity locomotives towards the end of the war. In contrast, on mainland Europe the national railways were assisted in rebuilding their war-torn networks and rolling stock by deliveries of large numbers of powerful locomotives from US and Canadian manufacturers who were geared up to production through the Lend-Lease programme and the 1948 Marshall Plan. \ue006 Hunslet Austerity, 1944 Designed by the Hunslet Engine Co. of Leeds, these locomotives were chosen Wheel arrangement 0-6-0ST by the British War Department for use Cylinders 2 (inside) as its standard shunting engine during Boiler pressure 170 psi (11.95 kg\/sq cm) WWII. Introduced in 1944, the earlier Driving wheel diameter 51 in batches saw action in Europe and (1,295 mm) North Africa, as well as on military Top speed approx. 35 mph (56 km\/h) bases and ports across Britain. r SNCB 29, 1945 After WWII these powerful mixed-traf\ufb01c engines were built in Canada under the Lend- Wheel arrangement 2-8-0 Lease programme to help in the reopening of Cylinders 2 Belgium\u2019s ruined state railways \u2013 Soci\u00e9t\u00e9 Boiler pressure 231 psi (16.24 kg\/sq cm) Nationale des Chemins de fer Belges. Of the Driving wheel diameter 59 in 180 built, one example, No.29.013, has been (1,500 mm) preserved and is on display at the Belgian Top speed approx. 60 mph (96 km\/h) national railway museum at Schaarbeek. \ue002 SR Bulleid Light Paci\ufb01c, 1945 Built under wartime conditions, Oliver Bulleid\u2019s \u201cBattle of Britain\u201d and \u201cWest Country\u201d Class Light Wheel arrangement 4-6-2 Paci\ufb01c locomotives incorporated many cost-saving Cylinders 3 (1 inside) and innovative features. The 110 locomotives built Boiler pressure 280 psi (19.68 kg\/sq cm) for the Southern Railway and British Railways Driving wheel diameter 74 in between 1945 and 1951 were renowned for their (1,880 mm) performance but suffered from high coal Top speed approx. 80 mph (129 km\/h) consumption. Sixty were subsequently rebuilt."]
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