A1 Steam Locomotive Trust

The A1 Steam Locomotive Trust is a British association of a steam locomotive from the LNER Class A1 Peppercorn type built by donations and operates.

  • 2.3.1 1995-2000
  • 2.3.2 2000-2005
  • 2.3.3 2005 to the present
  • 2.6.1 finishes
  • 3.1 Fundraising
  • 3.2 The sponsoring

History

In 1990 a group of businessmen who were rail fans simultaneously met. They decided to build a steam locomotive of LNER Class A1 Peppercorn from scratch. The locomotive, the fiftieth copy of their series, should get the number 60163 and the name Tornado. The project was launched publicly in November 1990 at a meeting in the Railway Institute in York. There were other presentations in London and Edinburgh.

A national management team was assembled, consisting of engineers, accountants, lawyers, bank employees, marketers and members of other professions geeignetenr. These provide volunteer time and expertise available. The association created for itself a reputation as a professional organization. He received support from specialists, experts and railway enthusiasts from all walks of life.

The association is supported by an existing six person technical assistance team, which consists of current and former railway employees.

Among the honorary members of the Association the President Dorothy Mather include ( widow of the designer of the LNER Peppercorn Class A1, Mr. Arthur H. Peppercorn ) and the Vice President Peter Townend, former director of rail operations work the Kings Cross station in London. His work brought him during the period of use of the LNER Peppercorn Class A1 in constant contact with the locomotives.

The 60163 Tornado was completed in 2008 and moved on 31 July 2008 for the first time under its own power.

Locomotive 60163 Tornado

The name of tornado for the 60163 was chosen because of a partnership with the Royal Air Force ( RAF ), the fighters engaged in the type Panavia Tornado. The name was chosen by a sponsor, who had donated the sum of 50,000 pounds. The 60163 Tornado was built on historical ground in the Hopetown Carriage Works, a former car factory of the Stockton and Darlington Railway, in Darlington. The former repair shop of the LNER in Darlington is just a few hundred meters away.

The 60163 Tornado is the first standard gauge steam locomotive, which was built in the UK since 1960. Deviating from the original series, the 60163 Tornado is able to carry lighter trains with 10-11 coaches at higher speeds. Thus, the engine can fit better into the modern traffic. The locomotive can be used on the main lines of Network Rail and museum railways. The vehicle has many differences from the original locomotives. The reason is the change in production processes and the consideration of improvements that would probably have been made ​​by the association to consider the relatively new series. The 60163 Tornado was developed by the Locomotive Construction Co Ltd. built, a subsidiary of the A1 Steam Locomotive Trust. The locomotive is used since 2009. Previously, she performed on the double-track the private museum railway company Great Central Railway (GCR) their acceptance runs, test runs at high speed and passenger services.

The 60163 Tornado moved in July 2008 for the first time under its own power and was on 19 August 2008 on the road to the route of the Museum Railway Company Great Central Railway (GCR) transported in Loughborough. Since its approval for main lines and a further road transport the locomotive is used since 2009 special trains on the main line. There they will recoup the remaining liabilities of the project in the amount of £ 800,000 again. Overall, the project has cost £ 3 million.

With a train with 11 wagons - comparable with the use of the historic A1 - is the tornado temporarily achieve the necessary speed for main lines. Your theoretical top speed is 100 mph ( = 161 km / h ), but in practice it is at 90 mph ( = 144.8 km / h ) limits.

Milestones of the Tornado Project

Construction

Drawings

The approximate dimensions for the construction of the tornado were determined by the measurement of the LNER Peppercorn Class A2 Blue Peter at the National Railway Museum (NRM ). Since there are no drawings of the general structure of an A1 longer existed, a drawing of A2 was used.

Many of the original drawings that were used in the Doncaster Works for the A1 Peppercorn Class are obtained in NRM. A team of volunteers spent three days in the autumn of 1991 in order to collect these. The originals on linen were scanned in CAD ​​, as the copies on microfilm of the NRM could not be used for construction purposes. Approximately 95% of the original drawings were found. By 1993, 1,100 of which were scanned until 2001 140 another few originals in poor condition had to be redrawn.

An updated specification was needed to capture the requirements for now outdated material, including notes on drawings whose meaning could not be found. Other details of the design were by talking to Arthur Peppercorns former assistant JF Harrison determined.

Technical features of the replica

The construction was - where necessary - revised to use more modern production methods and run on today's main routes can. However, it was taken to implement the majority of the original structure. The new 60163 Tornado is equipped on modern main lines with air brakes for the locomotive to operate itself. The historic locomotives of the Class A1 Peppercorn were fitted with steam brakes. To be able to run trains on the museum railway lines, the 60163 Tornado was also equipped with a vacuum brake. The original locomotives were equipped with the right to Saugluftbremsen British Rail Automatic Warning System ( AWS). The 60163 Tornado additionally requires the new Train Protection and Warning System ( TPWS ). In addition, the locomotive to operate on the route network from Network Rail ( the current owner and operator of the rail network in the UK) is equipped with a data recorder and web radio. The electrical system of the locomotive is due to the greater number of electrical consumers more powerful than the historical predecessors. The 60163 Tornado is slightly lower than the historic locomotives. The cab roof, safety valves, steam dome and the chimney had to be adapted to the currently applicable for clearance. The height (2.54 cm =) decreased by 1 inch to meet the needs of the catenary provisions of Network Rail. The steam dome and the fortifications of the safety valves were redesigned and redefined the profile of the cab and the chimney.

The Tender tornado has been redesigned inside to waive the water absorption while driving. The water scooping device was removed, the water capacity of 5,000 gallons ( 22,700 liters = ) to 6,000 gallons ( 27,240 liters = ) increased and the coal capacity is reduced from 9 to 7.3 tons.

The new tender was made ​​entirely in the welding process in the workshop of Ian Howitt in Crofton, Yorkshire. He was equipped with spoke wheels. These were also present on the tenders of three historic A1 Peppercorn. The axles, wheels and tires of the tender were completed between March and May 2007.

The vessel was built in Germany in the Meiningen Steam Locomotive Works of the Deutsche Bahn AG (DB) and delivered on 16 July 2006 after Darlington. The safety valves of the boiler were tested in A4 Union of South Africa LNER Class on the route of the Severn Valley Railway. Both pumps for the air brakes were also prepared in the Meiningen Steam Locomotive Works and delivered with the boiler to Darlington. The boiler casing was installed in January 2007. All parts of the Lokrahmens that are no longer accessible after installation of the boiler, were painted in May 2007. By the end of October 2006 there were already 80 % of the mechanical components including the material that has already been completed, but not yet installed. The balancing of the wheel sets was carried out from May 2007.

For cost and operational reasons, the following changes to the design were made:

  • Fully welded Tender ( ie not riveted)
  • Firebox made ​​of steel ( not copper )
  • One-piece frame
  • Roller bearing
  • Improved front bogie
  • Improved steam line
  • Altered ratio between coal and water tender with an increased water content
  • Reduction of the total weight

In addition, the following changes to the design were made in order to meet current safety and operational standards:

  • Stronger designed electrical equipment
  • Primary air brakes (instead of vapor retarders )
  • Vacuum brakes ( for the cars of the museum railways )
  • Reducing the height by 1 inch ( = 2.54 cm) ( for overall management regulations)
  • Automatic Warning System (AWS )
  • Train Protection & Warning System ( TPWS ).
  • Data recorder and web radio

Due to the progress in the preparation of the locomotive frame could be electronically cut from a piece of steel. A1 in the original frame is made of two parts and riveted together. Presumably it is the locomotive frame with the lowest manufacturing tolerances that has ever been produced.

Despite the higher costs roller bearings were used. This was a result of the reliability they had demonstrated in experiments with the original A1. However, they led in 2003 to an unforeseen problem with the design changes. Although the experiments were recorded for the tender, but not for the rear wheel axle of the locomotive.

Tender

1991 Riveted Tender was preferred to Doncaster - type, as it was used in the built in Doncaster A1. The replacement of the Tender LNER Class A3 4472 Flying Scotsman was acquired, but later returned unused. The tornado remained thus a locomotive completely newly manufactured. In 2002 it was decided that a completely smooth welded Tender is appropriate for a built in Darlington A1 and would simplify construction and maintenance. 2003 it was decided that a second tender for the Tornado was not necessary. The tender should be spoked wheels as before already at least three historical LNER Peppercorn A1.

Boiler

Considerations on the boiler began in late 1998. Since the 1960s, no standard gauge boiler in the UK was built anymore, at least not for such a large locomotive. The boiler is based on the original LNER Diagram 118 design, but additionally takes into account current safety standards. The Trust could not find a suitable UK suppliers who possessed the necessary experience in the design and manufacture. This resulted in several design changes of the boiler by the Trust. This included the cost-saving welded structures firebox and boiler compared to riveted variants, the use of steel instead of copper for the firebox and the reduction in the overall height to meet the regulations for the operation on electrified lines.

In early 2002 the German Bahn AG was elected as the owner of the steam locomotive work Meiningen as a supplier. There, the necessary know -how was available, because at Deutsche Reichsbahn until the mid- 1980s steam operation was performed and continues to 70 % of the work is carried out in the steam locomotive industry. In addition, there the necessary rolling machines are still available. For financial reasons, the Trust was able to award the contract until January 2005. On 16 July 2006, the vessel was delivered after its shipped in Darlington and unloaded from a 200 -ton crane. The construction took only nine months.

The construction

The original works of the LNER in Doncaster and Darlington worked largely self-sufficient. In the UK no comparable locomotive works longer exists. In contrast, had to be used for the construction of the tornado in a large number of suppliers at different locations. For the construction of components such as the cylinders several suppliers were needed. In the spring of 1992 it was announced that the Trust Tornado intend to build in the UK. Previously, several countries were overseas such as Poland in the conversation. However, it was necessary to run different parts manufacture abroad.

The main part of the installation work took place in the Darlington Locomotive Works of the A1 Trust. These are located in the Hopetown Carriage Works, Darlington, just a stone 's throw away from the Darlington Works. An initial consultation with the council of Doncaster failed. Therefore it was decided to start the construction in the Tyseley Locomotive Works. There the ceremony to mark the start of construction of the framework took place on 5 January 1995.

The drive components cost £ 150,000, of which £ 50,000 was attributable to the forging and £ 100,000 on the machining. The completion took three years. The production of the first set of wheels in the UK since 1960, took five years. Nine suppliers were involved in the production, which cost £ 100,000 despite generous sponsors.

1995 - 2000

The actual design and construction began in 1994 with the casting of the cylinders and wheels and the construction of the cab before the Hopetown Carriage Works were opened. In addition to October 1996, the locomotive frame in the Tyseley Locomotive Works in Birmingham was completed.

In March 1997, Tornado was issued as a complete frame and inner cylinder at the Great Hall of the NRM in York for several weeks. The transport of Tyseley was performed with a boxcar of EWS. Then the locomotive returned to the completion of Hopetown Carriage Works after Tyseley back.

The various components of the tornado were brought together after the opening of Hopetown Carriage Works in 1997 in one place. At the opening ceremony was the undisguised locomotive which now consisted of the locomotive frame, the three cylinders and the cab to see.

In the spring of 1998, the construction of the smoke chamber and the mounting of the tires began. 1999 began the ironwork on the rods. The first parts have been delivered in January 2000.

2000 - 2005

By September 1999, the last wheel was mounted on the wheel sets, which was delivered in July 2000 to Hope Town. In January 2000, the front bogie was fitted. With adjustment of these parts of the frame could be mounted on the wheel set. The end of 2000 were missing at first glance just tender and boiler.

In the new millennium, the mounting of the drive rods went on, where special attention was devoted to the construction of the boiler. A call for donations over £ 250,000 has been started for this important component.

The locomotive was a rolling chassis in October 2002. The first synchronous operation of the drive and the wheels was carried out in August 2004.

2005 to today

From 16 October 2005, the vessel was constructed in Germany and delivered on time, on 16 July 2006. By July 2007, the interior construction of the tornado was complete. The boiler could be set with a 100-ton crane on the frame. The complex cast of the superheater began in 2007.

Due to space problems in Hope Town, the frame and the structure of the tender outside were built. The structure was built in Darlington. The frame and the wheelset of the tender were united in December 2007. The tank was installed in February 2008.

Admission

For a newly constructed locomotive admission is considerably more complex than for a restored historic locomotive. For this purpose, a collaboration with Railtrack, Her Majesty's Railway Inspectorate ( HMRI ) and Vehicle Acceptance Body ( VAB) was necessary. The origin of all design documents had to be documented. Every aspect of the production had to be recorded. After mounting a technical dossier and a Notified Body certificate has been issued at the completion of the preparation and the review of the maintenance processes.

The tornado must meet, which is achieved by compliance with the National Notified Technical Rules ( former Railway Group Standards), the European Railway Interoperability and Safety Directive of 2006. The Tornado is how many steam locomotives for main lines of parts of the provisions except which include the obligation of a yellow signal area in the forehead area or crumple zones.

In partnership with Network Rail a strategy for action was agreed. The release for the operation was issued by the Office of Rail Regulation ( ORR). This was done in two stages. The first stage was the release under the Railway and Other Transport Systems regulations for the traffic on the GCR and other heritage railways. The second stage was the release as an interoperable locomotive to travel on the route network of British main lines.

Commissioning and testing

For the adjustment of the valves and the drive, a computer simulation was used. The safety valves were tested on the LNER Class A4 Union of South Africa on the Severn Valley Railway, before they were delivered to the steam locomotive work Meiningen for fitting to the boiler.

On 10 July 2006, the boiler was the pressure test at the manufacturer with 1.5 times the working pressure. On 11 January 2008, the boiler passed its first steam test at a pressure up to 260 psi. The experimenter described him as a very fast boiler, suitable for use on main lines.

Tests with slower speed were first performed with the locomotive on 30 July 2008 on specially laid tracks on the grounds of Hope Town. The official inauguration took place on August 2nd and 3rd 2008.

From Hopetown the tornado was transported to the stretch of the Great Central Railway to there for several months to complete registration drives, high-speed tests and passenger journeys by winter 2008. The locomotive was then weighed in Derby and for driving on main routes - the National Railway Museum in York - admitted. In the NRM, the Tornado was also painted. Then she returned to the stretch of the Great Central Railway.

The tests were carried out until the attachment of the first complete coat with a rimmed chimney. After the Tornado was fitted with an authentic rimless chimney.

On 1 August 2008 the locomotive was driving for the first time under its own power under steam. Under the observation of a curious crowd and the news media she moved forward and backward on the test track of the Darlington Locomotive Works. Dorothy Mather that the designer of the historic A1 Peppercorn Arthur 's widow, was in the driver's cab and officially opened the experiments for steam operation with the new A1.

The locomotive was baptized by Prince Charles and his wife Camilla.

With a train consisting of 11 wagons - comparable to the range of uses of the historic A1 - reached the tornado in licensing runs temporarily the necessary speed for main lines. The theoretical maximum speed of the tornado is 100 mph ( = 161 km / h ), the speed limit is, however, in normal operation at 90 mph ( = 144.8 km / h ) limits.

Use

Since its approval for main lines, the locomotive is used since 2009 special trains on main lines. There they will recoup the remaining liabilities of the project again. Overall, the project cost £ 3,000,000. The locomotive should be up to the required re-registration of the boiler after 10 years of uninterrupted use on main lines in operation.

In April 2009, tornado drove in the " Gear Race to the North " the British television show Top Gear in a race against a Jaguar XK 120 and a motorcycle type Vincent Black Shadow from London to Edinburgh. Jeremy Clarkson, one of the moderators of the consignment, driving at the footplate of the Tornado.

Meanwhile, it was found that major repairs to the firebox of the locomotive are necessary. The scope of work was greater than has been assumed during the planning of the budget for the winter 2010/2011 maintenance. During the work, several hundred bolts had to be replaced and several cracks are eliminated. The exact scope of work agreed by the technicians of the A1 Steam Locomotive Trust with the steam locomotive of Deutsche Bahn Meiningen. In the total of 2000 stud damage was detected only in a small number. To avoid additional unplanned work during the sailing season in 2011, however, a larger number was replaced. In the first half of January 2011, the boiler in the National Railway Museum in York has been separated from the locomotive frame and transported by road and ferry in the Meiningen Steam Locomotive Works by Germany. The manufacturer shall be able to perform the best knowledge of a boiler and firebox of this type and the resources to repair the time of the trust 's view. The Chairman of the Trust intended to obtain the locomotive until end of April 2011 for use again for operation on main lines. In May 2011, were actually carried out with the engine test runs, and in June 2011 it was again approved for operation on main lines.

Finishes

The tornado was tested in a gray primer until the completion of all experimental work. This served as a precaution, to enable the tests, the boiler casing not to have to break down again. The first complete paint was the color of the LNER for passenger express trains Apple Green with the inscription ' BRITISH RAILWAYS ' on the tender carried out. Within the first ten years of the study period the boiler is planned, the locomotive in BR blue ( before 1957 ) and BR Brunswick Green ( after 1957 ) to be painted.

Financing

Fundraiser

The Trust used since the start of the project in 1990 donations certificates, under the slogan 'build a mainline loco for the price of a pint of beer a week! ' were marketed. Donor may carry an A1 -trust tie and pay a fixed amount per month by standing order. But they are mentioned in the honor roll, preferably at events and visits and get the regular publications of the trust and the right to participate in the annual meetings.

In September 1996, the concept of the conveyor was launched. Meanwhile, it was renamed dedicated donations. There are one-off payments totaling 25-25000 £ to sponsor a particular component. Like normal donors get the conveyor recognition and a construction drawing of the part which they have financed.

In October 1999, a call for donations in the amount of £ 250,000 was launched for the boiler to make the frame with wheels, smoke chamber and a fully -looking cab locomotive. When the tornado "marriage" of frames and wheelsets gradually looked like a locomotive in the fall of 2000 after the broke the results of fund raising all records. Hundreds of new supporters could be won in two months. By 2005, the Trust recorded a donations of £ 1.5 million.

The completion of the boiler could be achieved by half a million pounds that could be raised through the issuance of share certificates. After securing the financing of the boiler a single donation of £ 200,000 enabled the construction of the tender.

By May 2008 2.500.000 £ donated. However, the gap to the total of 3,000,000 pounds, which is necessary for completion of the locomotive grew on. The economic boom in China has led to higher raw material costs. The rising cost of admission made ​​a renewed appeal for funds necessary to gain approval for main routes to September 2008.

The sponsorship

1994 the Trust was able to win his first major sponsor, a major steel producer. In 1997, the operator of the East Coast mainline was the railway company Great North Eastern Railway ( GNER ) to a sponsor and equipped the station in Darlington from for an event. In addition, the GNER offered free travel for employees of the Trust. In the spring of 1998 Rolls- Royce has joined the supporters. The main sponsor of the Trust is the metal foundry, which had poured the drive wheels to " very interesting conditions." Later, the company helped with all wheels and most other steel casting works. The tender was sponsored by William Cook cast products.

Significant savings could be achieved through sponsorship of the industry. 1998, the cost at the level of 40 % of the normal cost. Some components, such as the smoke chamber door were made ​​free of charge.

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