mallard steam train trips

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4468 Mallard's 50th Anniversary Railtours

• Thread starter Ethan-E2
• Start date 5 Jan 2024

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Bevan Price

Established member.

I never managed to do any of those tours, unfortunately, but from what I remember, Mallard was regarded as "a bit delicate". It was only permitted to do a very limited number of railtours. And you can see from your list, nothing needing a lot of exertion - so no tours over Shap, or the Settle & Carlisle line.  

IIRC only affordable light repairs were done to the boiler in 1985, hence only a certificate for a limited number of steamings was granted. I think the limit (excluding the first test) was 25, so your darker marked runs probably never did happen!  

sprinterguy

Bevan Price said: I never managed to do any of those tours, unfortunately, but from what I remember, Mallard was regarded as "a bit delicate". It was only permitted to do a very limited number of railtours. And you can see from your list, nothing needing a lot of exertion - so no tours over Shap, or the Settle & Carlisle line. Click to expand...

Did not ‘Scarborough Council‘ contribute towards the NRM’s costs of getting Mallard mainline certified, hence a fair number of the trips went to Scarborough!  

Has Mallard ever visited a heritage railway?  

778 said: Has Mallard ever visited a heritage railway? Click to expand...

If you do a YouTube search there are a number of videos showing some of the 1986 trips. Quality isnt great on some, but they certainly prove locations and some dates. No evidence of the greyed dates but plenty from 9th July 1986 when it passed through our local station, and there some pictures from this date on the Hull Scarborough Line Facebook group, taken at Beverley. It might be worth reaching out to the YouTube contributors to see if they have any more detailed information beyond what is on the published video.  

I’ve got a phot of it at York after arrival from Scarborough on 25th August 86. Had no idea (or long since forgotten) it was only its third passenger train since preservation.  

Narrowgauge725

Ethan-E42 thanks your list I must have been stood on Slaithwaite Station on 25 or 26 April 1987 as it is the only time I saw Mallard at the head on a train. Unfortunately I did not have a camera with me.  

• 16 Jan 2024

My mum once told me that we saw Mallard going through Strensall level crossing on one of the tours in around 1987/8, as I was still in a buggy at the time I don't remember it though  

8A Rail said: I manage to record 'Mallard' on a number of occasions during that time but the image that stands out for me personally, was the final one on her final run at MP260, Ais Gill summit - not forget that! In superb light, the wind blowing the right way and the rods down in the right place too! Amazingly I was at Birkett Common when she came to a halt (also recorded), then our driver decided to have a dash to the summit for another shot! Well the proof in the pudding is ............................. Edit: Just for the record and small amendment, re 'Asda Express' on 4 September 1986, 'Mallard' only hauled the train between York to Scarborough and return. The London leg was hauled by No 47582 'County of Norfolk' in Network South East livery. Click to expand...

• 17 Jan 2024

8A Rail said: I manage to record 'Mallard' on a number of occasions during that time but the image that stands out for me personally, was the final one on her final run at MP260, Ais Gill summit - not forget that! In superb light, the wind blowing the right way and the rods down in the right place too! Amazingly I was at Birkett Common when she came to a halt (also recorded), then our driver decided to have a dash to the summit for another shot! Well the proof in the pudding is ............................. Click to expand...

3rd July, 2018

Mallard and the Railway World Speed Record

On Sunday 3 July 1938, during a series of high-speed brake trials on the main line between Peterborough and Grantham, the opportunity was taken to make an attempt on the world speed record for railways, using the A4 locomotive No. 4468 Mallard.  Although the load was far less than a full train, it was no light weight either, with three twin-articulated carriages from the spare ‘Coronation’ set and the company’s dynamometer car, making seven vehicles in all with an empty weight of 236.5 tons, or 240 tons with officials and equipment aboard.  Mallard  was chosen because she was one of three A4 locomotives to have the Kylchap exhaust arrangements, which included a double blast-pipe chimney.

The decision to find out how fast the locomotive could run with the seven-vehicle load seems to have been almost a spur of the moment decision, and it is notable that no-one from the LNER Magazine was aboard, leaving the publication to reproduce an account from the Railway Gazette .

Many claim that the locomotives of the day operating in the United States and Germany could have matched or even exceeded this record, but the point is that they didn’t. One would have expected the Germans, whose dictator had a thirst for propaganda, to have set a new record if they had been able. Others have also suggested that the LMS ‘Duchess’ class could have matched or exceeded the record, but again, this did not happen. It might be pertinent to note that while the LNER cut the London to Edinburgh journey time of the Flying Scotsman to just six hours, the rival LMS service to Glasgow took 30 minutes longer. 

Extracted from The LNER Handbook by David Wragg

To find out more about the National Railway Museum and its exhibits, please visit:  https://www.railwaymuseum.org.uk/

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Why the 4468 Mallard Is Such a Badass Train

The A4 “Pacifics” were the pinnacle of steam locomotive design, and the Mallard was the alpha of the pack.

The coal was hot. The crew were ready. On July 3rd, 1938, the 4468 Mallard, an A4-class steam locomotive, was performing an alleged brake test for its London and North Eastern Railway (LNER) owners. What better way to test a new Westinghouse braking system than to run at speed—and then some?

With a veteran driver known for a steady hand at speed and a fireman known for his flying shovel, they set out on the U.K.’s East Coast Main Line, and the streamlined beast steamed away.

And away, and away yet, to the tune of 126mph, then a record for steam. And now (and perhaps forever) still a record for steam.

A Railway Magazine article of the time put it that “Mallard’s magnificent display fitly crowns the work which the LNER has done, both to demonstrate that coal is just as serviceable for high speed work as imported fuel in a diesel engine, and to rehabilitate the historic speed reputation of Great Britain.”

Steam was already facing extinction during its historic run, but the Mallard represented the perfection of the steam locomotive, the powerhouse that made the industrial revolution possible.

A Need for Speed

LNER’s Chief Mechanical Engineer Nigel Gresley had speed in mind when he designed the A4 “Pacific” locomotives.

Gresley had already designed some powerful steam locomotives earlier in the 20s and 30s, like the illustrious A3 Flying Scotsman—the A4s were the culmination of an impressive career in harnessing the power of steam.

The LNER had been in competition with its rival line, the London, Midland and Scottish Railway (LMS), for bragging rights on the competitive timings of their respective non-stop runs between London and Edinburgh. The need for speed was both motivation and inspiration in the design and building of the A4s.

“This was the era of speed records on land, sea, and in the air, and there was a general sense that life was speeding up, much helped by a new mass media—radio,” says Bob Gwynne, Associate Curator of the National Railway Museum in York, U.K., home of the 4468 Mallard.

The Mallard’s whooshing lines and dashing curves didn’t come out of thin air. It was the result of the 1930s Art Deco design movement crashing headlong into steam-locomotive technology. The Mallard’s streamlining owes a nod to the look—with those whipped curves—of some exquisite Ettore Bugatti racing vehicles of the period, such as the famed Type 43 and the 57C. The Bugatti-designed railway systems in France also influenced Gresley's locomotive shapes. Bugatti and Gresley were friends, and Gresley spent time in France surveying his work.

The Flight of the Mallard

The A4s were introduced in 1935 and all put in service for high-speed passenger lines. The A4s could take higher boiler pressures, had larger fireboxes, and more economical use of coal and water. With 35 built in total, the streamlined beasts were a big success—they were heralded for cutting the commuter time from London’s King’s Cross to Newcastle to four hours.

The first of the A4s, the Silver Jubilee, pulled by the Silver Link locomotive, “was a sensation when it was introduced,” says Gwynne. “The Silver Jubilee was a great commercial success, with a gross revenue up to six times its operating cost.”

But when the Mallard hit the rails three years later, it wouldn’t be your average, run-of-the-mill A4. No, the Mallard would come with a few engineering enhancements.

The first was its double chimney and Kylchap blast pipe, which “was a way of letting the locomotive breathe better, as it enabled the fire to be drawn through the tubes more effectively,” says Gwynne. “The other thing that Mallard had was streamlined steam passages, which caused less back pressure from steam once used.”

The locomotive also had something few classes of locomotives carried: “The A4s were all fitted with Flaman speed recorders,” says Gwynne. “The Flaman not only showed the crew how fast they were going but crucially, kept a paper record which recorded speed and location, and which could be examined back at the shed. Introducing high speed in a controlled way was clearly not left to chance by Gresley.”

A speedometer with readouts would come in handy if you were in the hunt for a speed record, and as mentioned at the beginning, Gresley was a hunter. Even though Gresley’s larger and long-term aspirations were for ever-more-efficient high-speed railway systems, Gresley was a keen competitor, well aware of the rival LMS line’s English steam record of 114mph in 1937 and of the 124.5mph of a German class 5 in 1936.

The amusing part of the historic run was that Gresley seemed more concerned with besting the times of his competitor’s West Coast LMS line, rather than hitting the record books. He was quoted as saying to his Senior Carriage Assistant, “Do you think we can beat LMS?” and when told yes, said, “Will you fix it for next Sunday?”

In the summer of 1938, Westinghouse had developed a more effective variant of the vacuum brake, called the Quick Service Application brake. What better way to test braking than by pulling out all the stops on a steaming train?

And to be doubly sure that the speed books weren’t cooked, Gresley ordered that a dynamometer car, with its large electric speedometer suspended from the ceiling, be added to the train, along with three twinset railcars.

A Steam Record for the Ages

All the elements were in place, except the human element.

Gresley turned to Joe Duddington, an engineer with 27 years on the footplate, paired with Fireman Tommy Bray. Duddington was known as a driver capable of piloting a steam train at sustained speed. Well-armed in that regard, the Mallard set off on that fateful July Sunday with additional crew (though not Gresley himself), various LNER staffers, a dynamometer car technical crew, and a team of Westinghouse employees. Because of their speed, the A4s were dubbed “streaks” by rail enthusiasts, and so the “Blue Streak” Mallard—with its provocative Bugatti-inspired Garter Blue paint job—was ready for its record-breaking run.

Late in the afternoon, at Stoke Bank on the main line between Grantham and Peterborough—with the firebox burning a ton of coal and the engine’s middle cylinder overheating—the Mallard reached a steady 125 mph and touched briefly on 126 mph, according to dynamometer verification later that day.

What Is a Dynamometer Car?

At first glance from the outside, the Mallard’s Dynamometer car looks like a standard passenger car of the era, with its polished wooden sides and its many windows. But inside is a different story. There is a large central desk, surrounded by many types of instrumentation housed in brass cases. The desk’s center holds a large paper roll which recorded the locomotive's moment-by-moment performance, information which was incoming from a specially outfitted axle on the car, which measured things like torque, dynamic horsepower, and rotational speed from the wheels.

The scrolling paper was time-indexed so the train’s performance could be recorded in repeated, short-increment regular intervals. The operating principle of the Dynamometer car is based on the basic equation for power being equal to force times distance over time. The Mallard had the power and the force, and its record has held for nearly a century.

But it wasn’t an easy trip, according to the National Railway Museum’s website:

“It was claimed the train rocked so violently that dining car crockery smashed, and red-hot, bullet-like cinders from the locomotive broke windows at Little Bytham...The force exerted by the brakes being applied caused Mallard’s big end bearing to run hot, and a slow run to Peterborough was needed to prevent Mallard from being written off.”

Beth Furness, the Rail Delivery Coordinator for the National Railway Museum, has been involved with steam engines as a volunteer—from Cleaner to Fireman to Driver—for 27 years, and knows what it’s like to be behind the controls of the powerful Mallard.

“The best thing to do with an engine built for such speed is to take your time with the controls,” she says. “The wide firebox can be very hot to work with if you are not used to them—it is one of the few engines I will wear gloves when firing. Once you set off, you can relax into the beat that the locomotive gets into.”

The Mallard Moves Through Time

The Mallard—in all of its 70 foot, 165-ton splendor—was a mere four months old when it made its historic run. All the 4-6-2 wheel-system A4s were designed for 100 mph+, and the A4 Pacifics racked up some serious passenger comfort mileage on Britain’s mainlines. The express trains from London to Edinburgh were particularly popular and productive.

The Mallard would cover more than 1.5 million miles before it was retired in 1963 along with many of the other A4s in the 1960s. The more efficient and less labor-intensive diesel-electrics were already getting some use in the rail world in the 30s, specifically on trains like the German Fliegende Hamburger and the American Burlington Zephyr. They gained broader use in the 40s and moved to prominence in the 50s and beyond. The last passenger steam train in the U.K. was decommissioned in 1968. The A4s would be some of the last steam engines in regular public service.

A4 Hall of Fame

2509 Silver Link

The 2509 Silver Link, the first of the A4 class, built in 1935, and which pulled the Silver Jubilee train, launched to commemorate the 25-year reign of King George V. It broke an at-the-time British speed record with a 112mph run.

4496 Dwight D. Eisenhower

The 4496 Dwight D. Eisenhower, originally the Golden Shuttle, subsequently named after the U.S. general in WWII. Donated to the U.S. by the U.K., the train is now on display in a railway museum outside of Madison, WI.

4488 Union of South Africa

The 4488 Union of South Africa, which has had many decommissions and subsequent overhauls, and has continued to do charter tours on various main lines to this day.

4498 Sir Nigel Gresley

The 4498 Sir Nigel Gresley, named after the celebrated engineer. It is among the six surviving A4s of the original 35. The Sir Nigel also hit 112mph on a 1959 run.

4469 Sir Ralph Wedgwood

The 4469 Sir Ralph Wedgwood, which was severely damaged by a bomb blast during an air raid in York in 1942.

While some A4s would go on to languish in obscurity, this would not be the fate of the magnificent Mallard. In 1975, the locomotive became a member in high standing at the National Railway Museum in York, U.K. In the 1980s, the museum had a team of steamfitters restore the engine, and the locomotive hauled some special commemorative, short-run trains in the later 80s.

“Back then the loco was complete, so the work would have been to check all the moving parts,” says Gwynne. “The boiler would have had a partial retube and I believe the firebox gave concern. Regulations have changed, so any return to steam now would be much more complicated and would involve extensive boiler repairs, with the boiler out of the frames,” he says.

Since the 1980s, the locomotive has been out on the rails for a number of commemorative occasions since its retirement. On July 3, 2013, the 75th anniversary of the breaking of the speed record, all six of the surviving A4s were exhibited in the Great Hall of the National Railway Museum, including the 4496 Dwight. D. Eisenhower, brought over from the U.S. for the occasion, and the 4489 Dominion from Canada.

And before the big anniversary party, the Mallard needed to look the part, and received a totally restored paint job—complete with its iconic black-and-blue color palette.

Today, the Mallard enjoys a prominent perch at the museum. A simulator immerses visitors into the sights and sounds of the 1938 record run. The locomotive itself draws more than 800,000 visitors a year.

“It is clear that everyone loves Mallard; there are always people taking photographs of it, or taking selfies with themselves in front of Mallard,” says Gwynne. “It remains the case that Mallard’s claim as the ‘fastest steam locomotive in the world’ is a source of national pride.”

In July 2019, it appeared for the first time in 30 years at York station—along with the famed Flying Scotsman locomotive—to salute the inauguration of LNER’s new Azuma passenger train. Among its runs, the Azuma will cover the London to Edinburgh route, so well served by the steam locomotives of times past.

Modeled on the Japanese bullet trains, the Azuma is loaded with fuel- and noise-conservation benefits unknown in the steam era. And since the Mallard was acclaimed for speed, it should be mentioned that the Azuma will run at speeds up to 125mph, something the Mallard knows a thing or two about.

But despite being technology of another era, the Mallard still lights the fireboxes of our collective imagination.

“With a steam engine you have a very good sense what is going on with the steam,” Furness says. “You become part of the engine...there is nothing in the world that compares to working an engine at full cry. It is definitely something that stirs the soul.”

Tom Bentley is still trying to figure out what flavor of writer he is, but so far he’s a short story writer, novelist, essayist, travel writer, journalist, and business copywriter. He edits all that stuff too. His singing has been known to frighten the horses. See his lurid website confessions and blog at www.tombentley.com.

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History And Technical Specifications Of LNER Class A4 4468 Mallard

Discover the and of the LNER Class A4 4468 Mallard, from its maiden voyage and record-breaking run to its efforts. Explore its streamlining, three-cylinder design, and top speed.

History of LNER Class A4 4468 Mallard

Design and development.

The LNER Class A4 4468 Mallard was designed by Sir Nigel Gresley, who was the chief mechanical engineer of the London and North Eastern Railway (LNER) from 1923 until his death in 1941. Gresley was a renowned engineer who was responsible for designing several successful locomotives, including the A1 and A3 Pacifics. His goal was to create a locomotive that could travel at high speeds while remaining stable and efficient.

The design of the A4 Mallard began in the early 1930s, with the first prototype being produced in 1935. The locomotive was built at LNER’s Doncaster Works and was equipped with several innovative features. The most notable of these was the streamlined casing, which reduced air resistance and improved stability at high speeds. The A4 also featured a three-cylinder design, which provided more power and reduced vibration compared to the two-cylinder designs used in previous locomotives.

Maiden Voyage and Record-Breaking Run

The A4 Mallard’s maiden voyage took place on March 3, 1938, when it was used to pull the Silver Jubilee train from London to Newcastle. The train covered the 268-mile journey in just four hours, which was a record-breaking time for a non-stop service.

However, the A4’s most famous achievement came on July 3, 1938, when it set the world speed record for steam locomotives. The record-breaking run took place on the East Coast Main Line between Grantham and Peterborough and saw the A4 Mallard reach a top speed of 126 mph. The record still stands to this day and is a testament to Gresley’s innovative design.

Post-Retirement and Preservation

The A4 Mallard continued to be used in regular service until it was retired in 1963. It was then preserved and became part of the National Collection, which is a collection of historic locomotives and rolling stock that is owned by the National Railway Museum.

In the years since its retirement, the A4 Mallard has been restored several times and has been on display at various locations across the UK. It remains a symbol of British engineering and innovation and is a testament to the skill and dedication of Sir Nigel Gresley and the engineers who built it.

To summarize, the LNER Class A4 4468 Mallard is an iconic steam locomotive that was designed and developed by Sir Nigel Gresley in the 1930s. Its innovative features, including the streamlined casing and three-cylinder design, made it a pioneer in high-speed travel. The A4 Mallard set the world speed record for steam locomotives in 1938 and remains a symbol of British engineering and innovation to this day.

Technical Specifications of LNER Class A4 4468 Mallard

LNER Class A4 4468 Mallard is a legendary steam locomotive that was built by Sir Nigel Gresley in 1938. It is known for its record-breaking speed run in 1938, where it reached a speed of 126 mph, a record that still stands to this day. Let’s take a closer look at the of this iconic locomotive.

Dimensions and Weight

The LNER Class A4 4468 Mallard locomotive was 70 feet in length, 13 feet in height, and 9 feet in width. It weighed a total of 165 tons, including the tender. The locomotive had six driving wheels, which were 6 feet 8 inches in diameter. The tender had a water capacity of 5,000 gallons and a coal capacity of 9 tons.

Engine and Power

The engine of the LNER Class A4 4468 Mallard was powered by steam, generated by a three-cylinder engine. The engine used steam at a pressure of 250 pounds per square inch (psi) and had a power output of 2,000 horsepower. The locomotive was equipped with a double Kylchap exhaust system, which increased its efficiency and power. The locomotive’s boiler had a heating surface of 2235 square feet, and the firebox had a heating surface of 161 square feet.

Top Speed and Record-Breaking Run

The LNER Class A4 4468 Mallard is best known for its record-breaking speed run on July 3rd, 1938. The locomotive reached a top speed of 126 mph on the East Coast Main Line, near Grantham, Lincolnshire. The record still stands to this day, making the LNER Class A4 4468 Mallard the fastest steam locomotive in the world. The locomotive was also known for its reliability and efficiency, which made it a popular choice for long-distance express trains.

Design Features of LNER Class A4 4468 Mallard

The LNER Class A4 4468 Mallard is a masterpiece of engineering, and its design features are a testament to the ingenuity of its creator, Sir Nigel Gresley. The locomotive was designed with three primary features that set it apart from its contemporaries: streamlining, the three-cylinder design, and its tender and coal capacity.

Streamlining

One of the most striking features of the Mallard is its streamlined design, which was inspired by the aerodynamic principles of the time. Gresley was keen to create a locomotive that could achieve speeds of up to 100 mph, and he believed that streamlining was the key to achieving this goal. The Mallard’s streamlined body reduced drag and allowed the locomotive to achieve higher speeds with less effort. The design also gave the Mallard a sleek and futuristic appearance, which helped to make it one of the most iconic locomotives of all time.

Gresley’s Three-Cylinder Design

Another important design feature of the Mallard is Gresley’s three-cylinder design. Unlike most locomotives of the time, which had two cylinders, Gresley’s design had three. This allowed the Mallard to generate more power and run more smoothly, which was essential for achieving high speeds. The three-cylinder design also reduced wear and tear on the locomotive, making it more reliable and easier to maintain.

Tender and Coal Capacity

Finally, the Mallard’s tender and coal capacity were also key design features. The locomotive’s tender was designed to hold more coal and water than its predecessors, which allowed it to travel longer distances without refuelling . This was important for the Mallard’s record-breaking run, as it needed to travel from London to Edinburgh and back without stopping. The tender also had a unique streamlined design, which helped to reduce drag and improve the locomotive’s performance.

Significance of LNER Class A4 4468 Mallard

The LNER Class A4 4468 Mallard is a locomotive that holds a special place in British for its record-breaking run and its representation of British engineering and innovation. Its restoration and efforts have kept its legacy alive for future generations to appreciate.

Record-Breaking Run and Speed Record

Mallard made its record-breaking run on July 3, 1938, on the East Coast Main Line, where it achieved a top speed of 126 mph. This speed record remains unbeaten by any steam locomotive to this day. Mallard’s record-breaking run showcased the power and speed of British engineering, making it a symbol of national pride.

The record-breaking run of Mallard was not just a feat of engineering but also a testament to the skill of the driver and his crew. The driver, Joseph Duddington, was a veteran of the railways who had a reputation for his skill and bravery. His expertise was critical in achieving the record-breaking speed on that day.

Symbol of British Engineering and Innovation

The LNER Class A4 4468 Mallard is a symbol of British engineering and innovation. Its streamlined design was ahead of its time and set the standard for locomotive design for years to come. The three-cylinder design of the locomotive was also a revolutionary concept at the time, providing greater power and efficiency.

The LNER Class A4 4468 Mallard’s record-breaking run showcased the power and speed of British engineering, making it a symbol of national pride. The locomotive remains an important part of the country’s industrial heritage, representing a time when engineering and innovation were at the forefront of British industry.

Restoration and Preservation Efforts

After its retirement in 1963, the LNER Class A4 4468 Mallard was preserved and restored for future generations to appreciate. The locomotive is currently on display at the National Railway Museum in York, where it attracts thousands of visitors annually.

The restoration of Mallard was a labour of love for many railway enthusiasts who worked tirelessly to ensure the locomotive was returned to its former glory. The restoration process was not easy, and it took over two years to complete. However, the result was worth it, and Mallard looks as impressive today as it did when it set the speed record in 1938.

The LNER Class A4 4468 Mallard’s record-breaking speed and innovative design have made it an icon of British engineering and innovation. Its restoration and efforts have kept its legacy alive for future generations to appreciate. The locomotive remains an important part of the country’s industrial heritage, representing a time when engineering and innovation were at the forefront of British industry.

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Casey Ewald

Casey Ewald is a train and railroad enthusiast with a passion for all things locomotive-related. With years of experience in the industry, Casey has an in-depth understanding of the technology, history, and culture of railroading. In their free time, you can find Casey exploring the latest train routes and attractions, or tinkering with their model railroad at home.

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Still the fastest steam train in the world: locomotives reunited to celebrate 75th anniversary of Mallard's amazing feat

Hurtling down Stoke Bank, near Grantham, on July 3 1938, the No 4468 Mallard became the fastest train in the world, hitting 126mph on the East Coast Main Line to narrowly eclipse the existing German record of 124mph, set two years previously.

Today, on the 75th anniversary of the Mallard becoming the world's fastest train, the National Railway Museum has pulled off its own locomotive feat by uniting the great engine and its five surviving sister designs for the first time.

Two of its Doncaster-built locomotives, the Dominion of Canada and Dwight D Eisenhower, have been repatriated from the National Railroad Museum in Wisconsin and Exporail, the Canadian National Railway Museum in Montreal. They will gather in the York museum’s Great Hall as part of a season of events.

The speeds achieved by the Mallard, for admittedly no more than a couple of minutes, on July 3 1938 have remained unmatched by any steam locomotive for three-quarters of a century.

A handful of men in soot-stained overalls had pushed the roaring engine to 126mph, and in doing so had marked the pinnacle of steam power.

Today's event at the National Railway Museum in York is such a huge undertaking it will be "a once-in-a-lifetime celebration", organisers said.

"What we're planning is a major celebration - people will be coming from four corners of the earth," Anthony Coulls, the museum's senior curator of rail vehicle collections, said. "The gathering of the six locomotives is the jewel in the crown really."

Despite its unique place in history, Mallard was one of 35 near identical A4-class locomotives designed by renowned engineer Sir Nigel Gresley - the man behind the Flying Scotsman.

The six survivors include Dominion of Canada, which now sits next to Mallard at the National Railway Museum after it was shipped from Montreal last October and restored especially for the anniversary.

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And the Dwight D Eisenhower - another transatlantic expat - has also rolled back into York and been treated to a scrub-up for the occasion.

Union of South Africa and the Sir Nigel Gresley, will join them around the museum's Great Hall turntable for what organisers have dubbed The Great Gathering.

Bittern, the final survivor, travelled from London Kings Cross under its own steam on Saturday after it was granted special permission to make a celebratory 90mph run up the East Coast Main Line to York - 15mph over the normal limit for steam trains. It reached a top speed of 92mph and arrived on time.

Modelled in a wind tunnel, the Doncaster-built A4s' swooping art deco lines made them look like they were breaking records even when they were standing still.

But LNER's prime objective was simply to build a fleet of luxury express trains for its high-speed East Coast Mainline service, and one of the most long-standing speed records in history happened virtually by chance.

Mallard is thought to have been plucked from the pack because it was one of the newest locomotives and was fitted with a new performance exhaust, which Gresley wanted to test on the engine's home turf - the East Coast Mainline near Grantham.

"Mallard didn't really set out on that run to be a record-breaker," Mr Coulls said. "They went to see what they could get out of it and it had a test car on the back which was noting down all the measurements. And they got the chance really on Stoke Bank. And they went for it. They knew that the only chance they could get to go that fast was on this part of the line. The record was made over not more than a couple of miles. It was quite a short distance but it was enough to get Mallard's place in the record books."

Bizarrely, Gresley, who attended the record-breaking run, refused to accept the speed recorded by the dynamometer car, though he was confident the German speed record of 124.5 mph had been surpassed.

Others were less sceptical and the Mallard still wears a gleaming golden plaque on its side that reads: "On July 3 1938 this locomotive attained a world speed record for steam traction of 126 miles per hour."

Progress, however, was not kind to the world's fastest locomotive. Mr Coulls said: "Mallard's record was the pinnacle of steam and it was the swansong because these locomotives, within two years, were hauling troop trains.

"It's special because of what it did on that day in July 38, but for 20 years after it just settled down to being just another steam engine.

"By the end of their time, the A4s were dirty, they were unkempt and the glamour had gone."

As British Rail's 1955 modernisation plan began sweeping steam away, Mallard quietly ended its working life battered and downtrodden.

Diesel was coming, and rail travel would never be quite the same again. It was withdrawn from service in 1963, while other A4s laboured on for a few years longer before making their final journey to scrapyards.

But Mallard was spared and treated to a full restoration by the National Railway Museum in the mid-1980s. It is now one of the their biggest draws.

"Mallard carved its place in posterity in 1938, so it was always assured that something good would happen to it," Mr Coulls said. "It is a 'Thirties icon. It's not just an icon of the railways, it's an icon of style. It's like nothing else."

LNER Class A4 4468 “Mallard”

LNER Class A4 4468 “Mallard” is recognized for its record setting run on 3 July 1938, when it reached 126 mph, a record for speed utilizing steam traction. The record was set on Stoke Bank near Grantham on the East Coast Main Line.

In the 1930s, the Gresley A4 4-6-2 Pacific locomotives were the pinnacle of speed. Their streamlined casing gave the illusion of speed, even when standing still. On 3 March 1938, Mallard emerged from the storied Doncaster works, painted in garter blue, with its striking streamlined appearance. Designed by famed locomotive designer, Sir Nigel Gresley, Mallard was one of thirty five A4 locomotives designed by Gresley for the LNER. Mallard, along with its A4 counterparts, were designed as express locomotives to haul the railway’s premier trains, such as the  Silver Jubilee. 

The Class A4 was a both a revolutionary and striking locomotive, as it included a fully streamlined exterior, enlarged firebox, and increased boiler pressure to permit high speed running. These significant advantages quickly earned the class the distinction of hauling the railway’s most prestigious trains, including the famous Flying Scotsman. The streamlining and speed of the A4 reduced the trip between London King’s Cross to Edinburgh Waverly by a half hour, thereby, relegating many A3’s to secondary service.

The Class A4 came to fruition when Sir Nigel Gresley rode Germany’s “Flying Hamburger” in 1933. Gresley was impressed, and realized the aerodynamics and speed could be achieved on a steam locomotive with ample streamlining equipment. Furthermore, Gresley determined he could achieve these results utilizing his current A3 locomotive. The A3 was rigorously tested, and the locomotive was deemed a sufficient base. Class A3 Papyrus achieved a top speed of 108 mph, which was close to the top speed of the Flying Hamburger, however, the A3 had a full rake of coaches behind it.

The streamlined design of the locomotive catered to the comforts of the crew as well, as the streamlining and Kylchap boiler deflected the smoke over the cab, and out of the crew’s line of vision. Interestingly, the streamlining on the A4 class was derived from the Bugatti Rail Car, which Gresley had studied while visiting France. According to the LNER Encyclopedia, throughout the design process, Gresley was assisted by Prof. Dalby at the National Physical Laboratory at Teddington, in which rigorous tests were performed on the best tactic to deflect smoke away from the cab, for better crew visibility.

Upon delivery, Mallard wore the trademark garter blue, red wheels, and silver outside castings. Although Mallard may have looked similar compared to its counterparts, it was distinctive, as it was the first A4 that included a Kylchap Blastpipe, which proved the deciding factor for utilizing the locomotive for the record breaking run. This type of blast pipe proved advantageous, as it improved draughting and enhanced disposition of exhaust, especially operating at higher speeds.

These increased speeds warranted increased braking power, as the railway was currently utilizing the vacuum brake, instead of the air brake, already utilized by fellow trunk line competitor, LMS. Gresley decided that the Westinghouse air brake system was sufficient, and invited representatives from Westinghouse to perform brake tests with the railway. Once the Westinghouse crew arrived, they were told by LNER staff that they would attempt to break the speed record, in an attempt to keep the LMS unaware of the run. Furthermore, according to LNER Encyclopedia , the LNER civil engineering department most likely would not allow this degree of speed, as the track speed during the time was only 90 mph.

With its streamlined design, increased boiler pressure, and enlarged firebox, LNER decided to test the top speed the locomotive could operate. Mallard, along with a Dynamometer car to assist recording speed, and to monitor track conditions, and seven coaches set out for their record breaking run. Interestingly, Mallard’s driver during the run, Joseph Duddington was known to take risks. Duddington was joined by fireman Thomas Bray, and inspector J. Jenkins. Prior to the Mallard shattering the world record for steam traction, the German DRG Class 05 previously held the title, clocking in at 124.5 mph.

At age 61, Duddington drove Mallard into the history books, recording a top speed of 126 mph on the slightly, downhill Stoke Bank, south of Grantham. Once again referencing LNER Encyclopedia, Mallard performed routine brake tests on the down journey, and the Westinghouse team was offered alternative transportation if they preferred not to be on board during the record breaking run. However, the Westinghouse team decided to witness history, and remained on Mallard. As the train began its up journey, it passed Grantham station at 24 mph, Stoke signal box at 74.5 mph, 116 mph at milepost 94, 120 mph at milepost 92.75 and 89.75, and 125 mph for a mere 306 yards. The record had been broken!

One flaw of the A4 class was an overheating bearing inside the cylinders called the “little big end”, thus, the class was equipped with a “stink bomb” that would explode upon overheating the warm the crew. Unfortunately, once Mallard hit its record breaking speed, the middle big end began to overheat, leading the crew to slow the train to 90 mph, until reaching Peterborough, where an Ivatt Atlantic took the train the remainder of the journey. Mallard was repaired, and returned to revenue service less than a week later.

During wartime in the forties, Mallard and its A4 siblings had their side skirting removed for ease of maintenance and was repainted in wartime black. Neither Mallard or other members of the class were restored with their side skirts after the war, however, for preservation purposes, Mallard’s side skirts were restored in 1963.

Upon entering retirement, the locomotive failed to turn a wheel under its own power until the 1980s, when it was restored to operational condition. While in operable condition, the locomotive hauled various excursions throughout 1986-87. However, this would be the only time thus far, that Mallard has operated in preservation.

In 2013, in honor of the 75th anniversary of the Mallard’s record breaking run, UK Class A4 residents, Mallard, Bittern, Sir Nigel Gresley and Union of South Africa, were once again joined with its counterparts exported after retirement in the United States and Canada. Dominion of Canada, and Dwight D. Eisenhower were shipped from their respective countries to the UK in 2013, where they attended the celebration at the National Railway Museum. While in the UK, Dominion of Canada, and Dwight D. Eisenhower received cosmetic work such as paint and other touch ups.

Today, Mallard can be admired for generations to come, as it currently resides in the National Railway Museum’s Great Hall, and is one of the museum most popular attractions. The Mallard, along with its Class A4 counterparts, revitalized Britain’s railway’s during the genesis of the automobile and airline transportation, which were severely cutting into the railway’s ridership. The sheer style and class of Gresley’s locomotives were a welcome sight to both railway enthusiasts, and casual onlookers alike, and with the help of the NRM’s preservation efforts, will continue for countless generations.

Throughout its career, Mallard could be seen along the BR Eastern Region in a variety of liveries and tenders. Furthermore, the locomotive received twelve boilers throughout its life in revenue service. Paint schemes and road numbers worn by Mallard include its original garter blue appearance (#4468), wartime black (NE), post war garter blue(22), BR Blue (60022)and BR green(60022) until retirement in 1963, when it was repainted into its original garter blue appearance after entering preservation.

The locomotive was paired with seven different tenders of two varieties throughout its lifetime. One tender was the standard tender delivered with the locomotive in 1938, which it retained until the beginning of British Rail in 1948. Post 1948, the locomotive received a corridor tender. The corridor tender, introduced by Gresley in 1938, gave the crews the ability to change shifts on the fly, by passing through a walkway in the tender to the locomotive. Oftentimes, the relief crew would be situated in the first car of the train.

Tender Numbers

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Sir Nigel Gresley, Mallard And The Steam World Speed Record

by Northern Life

The 1930’s was the Golden Age of the railways, a time of great developments and iconic locomotives, driven by the race to provide the fastest service to Scotland by the London, Midland & Scottish and the London & North Eastern Railway. At this time speed was, indeed, patriotic and the Germans also had a title challenger but ultimately it was the LNER’s Mallard , designed by Sir Nigel Gresley, who died on 5th April 1941, that triumphed for Britain.

Sir Nigel had designed the A3 Pacifics (4-6-2 wheel configuration) including Flying Scotsman which had become the first locomotive to officially reach 100mph in 1934. The Great Western had claimed this for City of Truro in 1904, but the speed could not be verified. Many of Gresley’s designs were experimental culminating in his streamlined A4 Pacifics, the first of which entered service in September 1935 on the East Coast mainline from Kings Cross, via Newcastle, to Edinburgh.

To the contemporary observer these sleek machines must have seemed far ahead of their time. Their beautiful lines were decked in a striking silver and grey livery to pull the Silver Jubilee train celebrating the jubilee of King George V and Queen Mary. Only four A4s were ordered, instead of the usual LNER policy of batches of ten, so new was the design that Sir Nigel Gresley did not want to commit further funds until his design had been proved. He had no need to worry. No 2509 Silver Link made the inaugural journey, a round trip from Kings Cross to Grantham, twice touching 112mph on the return trip setting a new British record.

On 27 th August 1936 the driver of a regular southbound express, pulled by 2512 Silver Fox , was instructed to ‘open up’ and duly reached 113mph, a record that would stand until the 1970’s as the fastest revenue-earning train, although the middle big-end disintegrated. The Silver Jubilee service had become a resounding success and more locomotives were commissioned to bring the fleet of A4s to a total of 35.

In the autumn of 1936 the LNER planned to introduce a new Coronation service, from July 1937, whilst the LMS proposed their West Coast mainline Coronation Scot service, to Glasgow, be hauled by their new Coronation class streamliners. On 29 th June 1937 LMS No 6220 Coronation pulled a special press train on a round trip from Euston to Crewe and there was some speculation that this could be used to take the record from the LNER. With driver Tom Clark and fireman John Lewis, the Coronation sped down Whitmore Bank touching 114mph, but this was just two miles outside of Crewe station and, with the brakes applied, the train was still travelling at 50mph as it entered the station, on a bend, with flames shooting from screaming brake blocks and crockery flying around the dining car! The LMS had taken the British record but, in the meantime, the bar had already been raised to 124.5mph in Germany, much to the delight of the Nazi propaganda machine.

Mallard was one of a batch of A4 engines ordered, by the LNER, late in 1936 and named after birds. The A4 class was designed with 3 cylinders which, Gresley had established, gave smooth running at high speed and Mallard was fitted with all the latest modifications: streamlined air passages, an increase in boiler pressure and new Westinghouse brake valves. She was also the first of four locomotives to be fitted with a new double chimney and Kylchap blastpipe arrangement to improve the draft through the firebox and distribute the exhaust smoke more freely. Mallard was always a favourite of Sir Nigel Gresley after his time breeding ducks at his home, Salisbury Hall near St Albans.

Having cost £8,500, Mallard left Doncaster works in March 1938 bearing the running number 4468. Gresley was, no doubt, satisfied that his latest engine was an improved version of his already successful A4 design and if he was to take back the British speed record from the LMS, Mallard was the engine to do it. Speed records generated a huge amount of publicity and prestige and the LNER’s Coronation service had already captured the public’s imagination. The A4s were painted in Garter Blue (a copy of French racing blue as used on the race cars of Gresley’s close friend Ettore Bugatti) and pulling a streamlined set of coaches, also finished in blue, with a ‘beaver-tail’ observation car bringing up the rear.

With Mallard run-in, a brake test was set for 3rd July 1938, a round trip from Kings Cross to Grantham and back, and Gresley suggested it may be the opportunity to retake the record. A reduced length train of 240 tons was assembled, six of the eight cars of a Coronation set plus a dynamometer car to record vital data – including speed. The trial was shrouded in secrecy and Westinghouse engineers on board were not told of the real purpose of the trip. On the footplate of Mallard were driver Joe Duddington, known for taking calculated risks, fireman Tommy Bray and Inspector Sam Jenkins.

The north bound journey was unremarkable, a number of brake tests from speeds of 90-100mph conducted and stopping distances duly noted. The train passed slowly through Grantham station arriving at Barkston Junction (just north of Grantham) to turn round at 2.49pm. The Westinghouse engineers began to question the purpose of the trip and were eventually let in on the secret. At 4.15pm Mallard pulled back onto the mainline to begin the return journey, but with Sunday maintenance work at Grantham, the train complied with a 15mph restriction instead passing through at 60 or 70.

Driver Duddington takes up the story. “With my lovely blue streamlined engine Mallard we drew away from Grantham. I accelerated up the bank to Stoke Summit and passed Stoke box at 85.

“Once over the top I gave Mallard ‘er ‘ead and she jumped to it like a live thing. Then 108, 109, 110. ‘Go on old girl,’ I thought, ‘we can do better than this.’ So I nursed her and we shot through Little Bytham at 123 and in the next mile and a quarter the needle crept up further… 124, 125 and then for a quarter of a mile, why, they tell me the folks in the car held their breath, 126! 126? That was the fastest a steam locomotive had ever been driven in the world!”

There was a price to pay, for the big-end at the front of the three cylinder engine had failed and the train was stopped at Peterborough. Here the men posed for photographs taken on their own Box Brownies, while the gentlemen of the press had assembled at Kings Cross.

When the readings on the paper roll from the dynamometer car, that had traced the speed, were checked the LNER released the story to the press claiming a record of 125mph, but a more detailed examination later led to a correction and confirmation that Mallard had, indeed, travelled at 126mph for a distance of 144 yards.

Mallard eventually returned to normal express duties on the East Coast Mainline, but soon came the war and Mallard even took her turn at hauling goods trains. After the war she once again pulled trains to Scotland, now for British Rail bearing the number 60022, but her days of mainline working were numbered. Dieselisation was the future and Mallard was retired in 1963 having covered 1,426,000 miles. She was taken to the British Transport Museum in London until 1975 when she was transferred to the new National Railway Museum in York. Here the engineers restored Mallard to her original condition and to steam. She worked many steam specials including a special Post Office train to Scarborough, in 1988, to celebrate the 50 th anniversary of the record. This was filmed for a special anniversary TV documentary about the Mallard and the world record:

Alas, Mallard is no longer working, but the National Railway Museum celebrated the 75th anniversary of the record-breaking run, in July 2013, with a ‘Great Gathering’ of all six A4 locomotives in preservation. These included 60008 Dwight D. Eisenhower and 60010 Dominion of Canada , both making the journey across the Atlantic and the event attracted over 100,000 visitors. Mallard was also been ‘on tour’ to Grantham, where the author caught up with her, and to Doncaster where she was built.

At Grantham, where the record breaking run had begun, over 15,000 visitors came to see Mallard in just one weekend in September. The engine looked marvellous, gleaming in the sun under a suitably clear, blue sky. With such elegant lines, Mallard surely knows that she is the star turn wherever she goes. How fitting that such distinctive styling sets this locomotive apart from the rest when her performance confirmed that, for all time, Mallard is the fastest steam engine in the world.

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Five mind-blowing facts - Fast trains

Posted: February 14, 2024 | Last updated: February 14, 2024

It never fails.

Visit a train museum with a group of children, and at some point during your exploration one of them will ask: What is the fastest train? Once the discussion has begun, the apex of speed will need to be discussed for every piece encountered. Let's not reserve this top-speed obsession for the youngsters. Our adult eyes widen when speed figures are tossed about. Fast being fast, there is more to railroad speed than planting the speedometer needle up against its right-hand post. Consider these five mind-blowing facts on fast trains:

What is fast for a train? This is one discussion that has many facets and all prove to be interesting. For freight trains, like the one pictured here, fast could be 70 mph. For a passenger train, speeds of 110, 125, or even 150 mph plus are possible. What about records, or supposed speed records? They all add to the mystique that surrounds going fast. Prepare to have your mind blown at speed! Trains collection

If you go that fast, you'll die

When trains arrived in the early 1800s, rumors abounded regarding the effects such expedient travel would have on the human body. In some circles, it was believed that a person would lapse into unconsciousness and die if they were aboard a train moving at 20 to 30 mph. Some believed this could happen at only 15 mph.

In England of the 1850s and '60s there was the belief that riding a train would make one crazy. The disorder came to be known as "railway madness." Several medical journals of the period reported on instances of "normal" individuals boarding a train, calmly finding their seat, and then exploding into erratic behavior once the train began moving. The behavior included screaming, "leaning out the window ranting and raving," punching through glass and partitions into other compartments, attempting to strangle fellow passengers, and even brandishing and using weapons such a knives and guns. Men were afflicted in greater numbers than women. Interestingly, once the train came to a stop, the passenger generally calmed to a normal state. By the 1870s in England, the phenomenon disappeared as mysteriously as it was discovered, leading many to conclude the attention focused by the blood-thirsty press of the time helped build "railway madness" into a feared fad disorder. In the U.S., similar incidents occurred; however, it was ultimately recognized that just as some people today have a fear of flying, there existed a genuine anxiety over train travel. Similar patterns of mental distress were found with the development of automobiles, and skyscrapers.

999 does not equal 100

On May 10, 1893, the New York Central's Empire Express hurtled between Batavia and Buffalo, N.Y., at a blistering speed of 112½ mph. It was a world speed record … sort of. The claimed top speed was not recorded and verified by any scientific means. There are sources that claim the speed recorder on No. 999 never went beyond 86 mph. Other sources indicate the top speed was reported by an "unreliable" newspaper journalist.

Legitimacy of the record aside, No. 999, a specially-built 4-4-0, was fast. Whatever the top speed was on May 10, 1893, especially if it did reach the 100-mph mark, No. 999 became the fastest propelled vehicle in world history to date. Previously, the NYC had used locomotives with 70-inch driving wheels on the route between New York and Buffalo. The new Empire State Express was pulled by engines sporting 78-inch drivers. For the speed run, No. 999 was constructed with 86-inch driving wheels, making speed at and above the century mark possible.

The speed run was also a grand publicity stunt. George Henry Daniels, NYC general passenger agent, was looking for ways to draw attention to the Empire Express. He was after some free publicity. As a result of the May 10 trip, the U.S. Post Office issued a two-cent postage stamp featuring the train and locomotive. Talk about publicity - the Bureau of Engraving and Printing ran 209,759,700 of the "Fast Express" stamps beginning May 1, 1901.

The New York Central’s Empire State Express, with locomotive No. 999 on point, allegedly set a speed record of 112½ mph on May 10, 1893. While the locomotive, with its 86-inch driving wheels, was fast, the record was never verified and is believed to be more of a publicity stunt than actual speed record. Library of Congress

The flight of the Mallard

On May 9, 1904, the Great Western Railway's City of Truro, 3700 class 4-4-0, pulling the Ocean Mails Express, reached a top speed of 102.3 mph while descending Wellington Bank, Somerset, England. This was a new world record speed for a steam-powered train, and it touched off an unorganized competition of one-upmanship that lasted until July 3, 1938. A number of railroads hit the century speed mark along the way. The Milwaukee Road and Pennsylvania Railroad chipped in among U.S. railroads - the Pennsy in 1905 at 115 mph, the Milwaukee in 1934 at 103.5 mph and again in 1935 at 112.5 mph. On May 11, 1936, a German demonstration train peaked at 124.52 mph, sparking a European rivalry with England. The Brits were not going to let Germany have the world speed record for a steam-powered train.

In 1935, the London & North Eastern Railway, under the direction of its chief mechanical officer, Sir Nigel Gresley, developed the A4 class locomotive, a 4-6-2 speedster with 80-inch driving wheels. The A4s were assigned to the Silver Jubilee fast passenger service on the East Coast Main Line. Gresley felt that an A4 could attain a new world speed record and set about preparing for such a run. Challenges that developed with the ever-increasing speed spiral included braking and signaling. Higher speeds require longer braking distances, improved brakes, and more precise signals. Gresley arranged for a test of a Westinghouse system, which was being used by rival London, Midland, Scottish Railway.

On July 3, 1938, a test train with a dynamometer car led by A4 No. 4468, Mallard, left King's Cross Station, London, up the East Coast Main Line. Only Gresley, who was not on board due to illness, and a few close associates knew the trip was anything but a brake and signal test run. The train reached Barkston about mid-afternoon and was turned for the downbound leg. It was at this point that the engine crew and Westinghouse representatives were informed of the intent to attempt a world-record speed on the way back to London. The plan was to hit top speed while descending the Stoke Bank grade. Joe Duddington, driver (engineer), and Thomas Bray, fireman, raced Mallard and train up Stoke Bank hitting the summit at 85 mph. On the down grade, the dynamometer recorded 126 mph at milepost 90¼ between Little Bytham and Essendine. A new world speed record for a steam locomotive had been set and it stands to this day.

It will go how fast?

The first 20 Union Pacific 4000 class locomotives - Big Boys Nos. 4000-4019 - registered more than 1.18 million pounds on the scale. The second group - Nos. 4020-4024 - were slightly heavier at 1.2 million pounds. According to UP employee timetables, the Big Boys were rated to haul as much as 7,200 tons in some places between Cheyenne, Wyo., and Ogden, Utah. Across this territory, the top speed of a Big Boy was capped at 55 mph. Today, with No. 4014, we can see what it is like when 1.18 million pounds comes thundering down the rails. However, let's go faster.

On Sept. 5, 1941, UP took delivery of No. 4000. It took a few days to prepare the locomotive in the Omaha, Neb., shops, and fuel it at the Council Bluffs, Iowa, engine terminal. Then Big Boy returned to Omaha, tied onto its first train - 100 empty Pacific Fruit Express referrer cars - and went to work heading for Ogden. In Wyoming, about 55 miles west of Rawlins, between Tipton and Bitter Creek, No. 4000 was allowed to run. The locomotive reached 72 mph and exhibited no bad riding qualities. It is hard to envision 1.18 million pounds of locomotive with several thousand tons of train behind pounding the rails. Sure, it happens all the time today, albeit with diesel power and contemporary railcars. This was the apex of the steam era, when motion, barking exhaust, smoke, and flying cinders culminated in huge iron machines hurtling along the rails.

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Moscow Metro 2019

Will it be easy to find my way in the Moscow Metro? It is a question many visitors ask themselves before hitting the streets of the Russian capital. As metro is the main means of transport in Moscow – fast, reliable and safe – having some skills in using it will help make your visit more successful and smooth. On top of this, it is the most beautiful metro in the world !

. There are over 220 stations and 15 lines in the Moscow Metro. It is open from 6 am to 1 am. Trains come very frequently: during the rush hour you won't wait for more than 90 seconds! Distances between stations are quite long – 1,5 to 2 or even 3 kilometers. Metro runs inside the city borders only. To get to the airport you will need to take an onground train - Aeroexpress.

RATES AND TICKETS

Paper ticket A fee is fixed and does not depend on how far you go. There are tickets for a number of trips: 1, 2 or 60 trips; or for a number of days: 1, 3 days or a month. Your trips are recorded on a paper ticket. Ifyou buy a ticket for several trips you can share it with your traveling partner passing it from one to the other at the turnstile.

On every station there is cashier and machines (you can switch it to English). Cards and cash are accepted. 1 trip - 55 RUB 2 trips - 110 RUB

Tickets for 60 trips and day passes are available only at the cashier's.

60 rides - 1900 RUB

1 day - 230 RUB 3 days - 438 RUB 30 days - 2170 RUB.

The cheapest way to travel is buying Troyka card . It is a plastic card you can top up for any amount at the machine or at the ticket office. With it every trip costs 38 RUB in the metro and 21 RUB in a bus. You can get the card in any ticket office. Be prepared to leave a deposit of 50 RUB. You can get it back returning the card to the cashier.

SamsungPay, ApplePay and PayPass cards.

One turnstile at every station accept PayPass and payments with phones. It has a sticker with the logos and located next to the security's cabin.

GETTING ORIENTED

At the platfrom you will see one of these signs.

It indicates the line you are at now (line 6), shows the direction train run and the final stations. Numbers below there are of those lines you can change from this line.

In trains, stations are announced in Russian and English. In newer trains there are also visual indication of there you are on the line.

To change lines look for these signs. This one shows the way to line 2.

There are also signs on the platfrom. They will help you to havigate yourself. (To the lines 3 and 5 in this case). 

• train tickets

Murnau am Staffelsee to Elektrostal by train

Travel from Murnau am Staffelsee (Germany) to Elektrostal (Russia) by train (2064km): schedule and information to the train connection. Compare fares and buy your ticket.

To travel by train from Murnau am Staffelsee to Elektrostal, use one of the direct night train connections on the route from Berlin to Moscow. Tickets for this section can be bought from 160 EUR. You can find the exact timetable and ticket prices via the booking links. You can also find the train connections and fares to Berlin (from 19 EUR) and from Moscow. Optionally, you can also travel via Ukraine, if you want to avoid Belarus.

There are three different travel routes. Have a look on them and decide which one fits best for you.

1 Murnau am Staffelsee (Germany) - Berlin (Germany) - Moscow (Russia) - Elektrostal (Russia)

2 murnau am staffelsee (germany) - warsaw (poland) - kyiv (ukraine) - moscow (russia) - elektrostal (russia), 3 murnau am staffelsee (germany) - bratislava (slovakia) - kyiv (ukraine) - moscow (russia) - elektrostal (russia).

The following links could be interesting for you.

train connections : popular connections travelled by other users

The route consist of more than one step. You have to buy several train tickets.

1a Travelling from Murnau am Staffelsee (Germany) to Berlin (Germany)

Travel in Germany by train at the super saver price ("Super-Sparpreis") from EUR 17.50. This ticket price applies to journeys on long-distance trains (ICE, Intercity, Eurocity) and local trains (RE, RB, IRE, S-Bahn) following or as a feeder. You can find the exact train connection including the timetable and ticket prices via the booking link to Deutsche Bahn. On short distance connections, it is often only possible to purchase a ticket from the local public transport company. This usually works very conveniently via the Deutsche Bahn app.

Where to buy a ticket from Murnau am Staffelsee to Berlin?

Official saver fares! Official online shop of German railways (Deutsche Bahn). Train tickets for Germany and to bordering countries. Buy your saver fare tickets easily and securely here.

train types: Train types you are likely to travel with. Intercity (IC) / IntercityExpress (ICE) / Regional Express (RE) / S-Bahn (S) / IC InterCity Bus (ICBus)

night train: Night trains that might be suitable for this trip. ÖBB nightjet NJ295 Munich - Rome / ÖBB nightjet NJ40463 Munich - Venice / ÖBB nightjet NJ491 Hamburg - Vienna / ÖBB nightjet NJ40421 Düsseldorf - Vienna / EN 40457 Berlin - Budapest / EN 50463 Munich - Zagreb / ÖBB nightjet NJ40295 Munich - Milan / ÖBB nightjet NJ40470 Zurich - Hamburg / ÖBB nightjet NJ401 Hamburg - Zurich

train company: DB Deutsche Bahn

train connections: popular connections travelled by other users Berlin - Murnau am Staffelsee / Berlin - Hamburg / Berlin - Munich / Berlin - Frankfurt am Main / Berlin - Cologne / Berlin - Stuttgart / Hamburg - Munich / Frankfurt am Main - Düsseldorf / Frankfurt am Main - Cologne / Frankfurt am Main - Munich / Munich - Füssen

search for train schedules here: Online timetable information, on which you can find relevant, up-to-date connections. rail.cc Deutsche Bahn / Omio planer

1b Travelling from Berlin (Germany) to Moscow (Russia)

Two direct night trains connect Berlin with Moscow. The journey time is 24 hours. You can buy train tickets from 160 EUR. The price depends on your travel date and the category you choose. You can find the exact timetable and ticket prices via the given booking links. Three times a week you can travel on these direct train connections. One night train comes from Paris (EN453 Transeuropean Express) with a stop in Berlin. From Berlin there is a direct train EN 441/14M Strizh. You can find travel reports with many photos about both night trains in our blog. If you want to avoid the trip through Belarus, travel from Berlin to Warsaw and from there by night train to Kiev. In Kiev you take the direct train to Moscow.

Where to buy a ticket from Berlin to Moscow?

Excellent customer service! RussianTrain - the most comfortable provider of Russian train tickets. Tickets are usually sent by email. With support in english language. And many payment options.

You will receive your suitable ticket for this route here. Most even convenient as e-ticket by e-mail. Very good and extensive support included, as well as many payment options.

The online shop of Russian railways RZD. National and international train routes.

night train: Night trains that might be suitable for this trip. EN 23J/452 Moscow - Paris / EN 453/24J Paris - Moscow / EN 13M/440 Moscow - Berlin / EN 441/14M Berlin - Moscow

train connections: popular connections travelled by other users Moscow - Berlin

1c Travelling from Moscow (Russia) to Elektrostal (Russia)

To travel in Russia by train, buy your ticket online via one of the given booking links. There you find exact schedules and ticket prices. The price depends on the type of train and the time you travel and can vary a lot. For most trains you can chose your seat if you book online. And it is the easiest way if you do not speak the Russian language. Good to know: in Russia you will find very interesting long-distance trains, travelling overnight. They usually offer: 1st class sleeper with 2-berth compartments, 2nd class Kupé with 4-berth compartments and 3rd class Platskartny with open-plan dormitory cars.

Spending almost 24 hours with one of the RZD railway birds

From one metropolis to another in four hours, quiet, unhurried and pleasant, from russia with snow, an overnight journey in the russian grand express, travel in less than four hours between the two russian metropolises, with the rzd night trains, travel in style with russian railways, 2a travelling from murnau am staffelsee (germany) to warsaw (poland).

To travel from Germany to Poland by train, buy a saver price ticket ("Sparpreis Europa") of Deutsche Bahn from 39 EUR. This offer is available for selected destinations in Poland. If you can not book a ticket in one step from your departure train station in Germany to your destination railway station in Poland, first book the saver fare ticket from Deutsche Bahn. And as second ticket book one from Polish railways to your final travel destination. Buy your ticket via the given booking links. There you find the exact train schedules and ticket prices.

Where to buy a ticket from Murnau am Staffelsee to Warsaw?

Cheap train tickets! Buy your train ticket online on Omio. The easy to use booking system with very good prices and e-tickets.

Polrail Service offers train tickets for Poland and to bordering countries.

Online shop for train tickets of the Polish State Railways PKP.

train types: Train types you are likely to travel with. InterCity (IC) / EuroCity (EC) / Twoje Linie Kolejowe (TLK) / Express InterCity (EIC) / Berlin Warszawa Express (BWE)

night train: Night trains that might be suitable for this trip. EN 446 Warsaw - Cologne / EN 447 Cologne - Warsaw

train company: DB Deutsche Bahn / PKP IC Polskie Koleje Państwowe Intercity

train connections: popular connections travelled by other users Warsaw - Murnau am Staffelsee / Berlin - Warsaw / Berlin - Krakow / Berlin - Gdańsk / Cologne - Warsaw / Munich - Warsaw / Munich - Krakow / Frankfurt am Main - Warsaw / Frankfurt am Main - Krakow

search for train schedules here: Online timetable information, on which you can find relevant, up-to-date connections. rail.cc Deutsche Bahn

2b Travelling from Warsaw (Poland) to Kyiv (Ukraine)

Travel from Warsaw to Kiev by direct train. There is one overnight train called "Kiev Express" with a journey time of 15 hours. Buy train tickets from 45 EUR. Departure in Warsaw is at 18:20h in the evening. The arrival time in Kiev is 11:00h. This overnight train offers 1, 2 and 3 berth compartments. The day train has a journey time of 12 hours and departs in Warsaw at 06:40. The arrival time in Kiev is 14:40h. Train tickets are available from 45 EUR. Find train schedules and buy your ticket via the given booking links.

Where to buy a ticket from Warsaw to Kyiv?

Our recommendation! Buy your train ticket or bus ticket at 12go. Compare ticket prices from different companies on this travel connection.

Infobus.eu offers a simple booking system for TRAIN tickets in Ukraine and Russia and to bordering countries. Also bus tickets for a lot of international connections all over Europe. Note: for some destinations use the local spelling: MOSKVA for MOSCOW, PEKIN for BEIJING, PARIZH for PARIS.

Train ticket online shop of Ukrainian railways.

train connections: popular connections travelled by other users Kyiv - Warsaw

2c Travelling from Kyiv (Ukraine) to Moscow (Russia)

Travel from Kiev to Moscow by direct train. There are 3 to 4 train connections daily with an average travel time of 13 hours. Train tickets are available from 60 EUR. The overnight trains offer 2 and 4 berth compartments. Find train schedules and buy your ticket via the given booking links.

Where to buy a ticket from Kyiv to Moscow?

train connections: popular connections travelled by other users Moscow - Kyiv

2d Travelling from Moscow (Russia) to Elektrostal (Russia)

Across the carpathians to ukraine, including a video documentation, 3a travelling from murnau am staffelsee (germany) to bratislava (slovakia).

Train tickets from Germany to Slovakia are available from Deutsche Bahn (German railways). These saver fare tickets "Sparpreis Europa" are available from 29 EUR. If you travel to cities in Slovakia where no saver fare ticket is available to buy from Deutsche Bahn, buy a train ticket until the last possible railway station. From there buy a ticket of Slovak railways to your final travel destination. Find exact train schedules and train ticket fares via the given booking links. Between Czech Republic and Slovakia you will also find private express trains "Regiojet" and "Leo Express". They have very good offers which can be interesting for travelling between Germany and Slovakia if you buy two train tickets having a stopover along the way in Czech Republic.

Where to buy a ticket from Murnau am Staffelsee to Bratislava?

Online shop for train tickets of Slovakian Railways ZSSK.

train types: Train types you are likely to travel with. IntercityExpress (ICE) / Railjet (RJ) / SC Pendolino (SC) / Rýchlik (R) / EuroCity (EC) / EuroCity (EC) / LEO Express (LEO) / EuroCity (EC)

night train: Night trains that might be suitable for this trip. EN 40457 Berlin - Budapest / R 615/443 Cheb - Košice / EN 445 Prague - Košice / Rx 767/443 Cheb - Humenné

train company: DB Deutsche Bahn / ŽSSK Železničná spoločnosť Slovensko / RJ RegioJet / LEO LEO Express

train connections: popular connections travelled by other users Bratislava - Murnau am Staffelsee / Berlin - Bratislava / Munich - Bratislava / Hamburg - Bratislava / Cologne - Bratislava / Frankfurt am Main - Bratislava / Munich - Košice / Berlin - Košice / Hamburg - Banská Bystrica

search for train schedules here: Online timetable information, on which you can find relevant, up-to-date connections. rail.cc Deutsche Bahn / Interrail Planer App

3b Travelling from Bratislava (Slovakia) to Kyiv (Ukraine)

Travel from Slovakia to Ukraine by direct train. There are two daily trains crossing the border at Cierna nad Tisou to Chop. One of these trains is the overnight train from Bratislava and Prague to Lviv and Kiev. You can buy ticket on the websites of Slovakian and Ukrainian railways. One train ticket from Slovakia to Chop. And a second train ticket from Chop to your travel destination in Ukraine. Find the exact train schedules and buy your tickets via the given booking links.

3c Travelling from Kyiv (Ukraine) to Moscow (Russia)

3d travelling from moscow (russia) to elektrostal (russia), a video documentation of the overnight train, need a cheap place to sleep we recommend booking.com, find a cheap flight compare prices on kiwi.com.

Do you have questions about the connection between Murnau am Staffelsee and Elektrostal? Does something not work as it should? Just ask in our forum and get competent answers from our rail travel experts.

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