Having been doing some research on Ross Rowland's accomplishments over the years, I recently heard he had a dream to bring the steam traction record back to the US. There's nothing saying that it can't happen, but to point out some important facts of the Mallard's run:
1) Mallard broke the 127.6 mph record going downhill. While Mallard could break this record on flat ground, the gradient was most likely of some help (curse you physics ;) ) What's also of note is that most of the well known British records were broken going downhill, and the Flying Scottsman broke the 100 mph record going downhill as well.
2) 614 is slighly bigger than Mallard. This could mean that she could best the record, as both 614 and the entire A4 class designed for speed. BUT (insert dramatic pause here) to better beat the record, 614 would need to be heading downhill, as Mallard did in England. There is also a possibility that 614 could beat that record unmodified, but there's a chance it could be put under some sort of strain. But i could be wrong, as I'm no expert on 614.

Here are the obstacles faced by anyone attempting to break this record today:

1) Find a stretch of track OKed by Federal standards/inspection/etc. for operation at 130+ mph. I know of one: the Amtrak Northeast Corridor between Boston and New Haven. (There might be small stretches of track between NYC and Washington where permission could be secured for a temporary waiver.)

2) Secure permission from the track's operator or overseeing authority to operate a non-standard piece of equipment at 128+ mph. This may involve such things as insurance matters.

3) Find underwriters to fund the not-inconsiderable expenses involved.

Solve these, and then I will get into the academics of such things as train weight, rolling resistance, driver diameter, boiler steaming rates, etc.

And if we're going to nit-pick that far, the record one should try to set with C&O 614 would be that for a non-streamlined steam loco--which is 108 mph, shared by a French four-cylinder compound 4-6-2 and London & North Eastern Railway A3 2750 Papyrus, a sister to 4472.

By the way, the grade on Stoke Bank is between 1 in 178 and 1 in 200, or in American parlance, 0.5 to 0.58%. It is a long, straight downhill with no obstacles, but it's not like hurtling down a 2% grade.

I have heard the story that, at the VERY end of the steam era on the Duluth, Missabe & Iron Range, there was some serious talk by officials of the railroad to try to break the record of tonnage hauled by a single steam locomotive, using one of the Missabe's 2-8-8-4 Yellowstones before they were all retired. I don't know what the record is, and I don't know if this was even really mentioned or is just a rumor. I often wonder though, whether it really could have even been done. Certainly the DM&IR engines were extraordinary locomotives and might possibly have been able to accomplish the feat.

Not a speed record, but a record still the same.

Les

Well, back to reality thanks to Sandy again...

But, hypothetically speaking, which locomotives would be candidates for such a feat? 614 possibly. I don't think the 611 could best 128 with her 70" drivers, but she could easily get to 110-115 range with her improved counter-balancing. Sister 610 with a substantial PRR train in tow reached that while testing on the PRR. A CB&Q Hudson? On more careful thought, probably the 2926 when she's done would be the best candidate. Any other contenders for the speed prize? Not sure about Milwaukee S-class Northerns - were they as fast as the F-6 class Hudsons (certainly not the F-7 which would be THE candidate hands down with competition from possibly only a PRR T-1)? What about it 261 guys?

I should also point out that a German streamlined steam locomotive came very close to matching the Mallard's record on a level stretch of track.

It was claimed that several American locomotives also came close in operational service; but their were unofficial records because they were timed with pocket watchs and counting mileposts or telephone poles.

Biggest problem would be a need to do so up to the task of providing the resources to carry it out. Probably the next steam speed record will be on rubber tires, powered by Voith or Cyclone.

dave

The Milwaukee road's Hiawatha's had speedometers up to 125mph and they often were "pinned", so not sure if they went past the record already or not. But on a normal operating basis, they were always speedy.

The NYC Jet RDC car test was carefully set and made sure crossings were monitored and safe when the car passed during the test. I am sure it surpassed any other American rail speed records. (184mph)

My bet is on someone (if Ross would please chime in) either breaking 128 with an American locomotive or using the Dwight D. Eisenhower to break the record. At least a British engine on American soil would work.

Since this is a foamer's wet dream, let's start with a clean slate-or a new locomotive. Fully streamlined with matching tender and cars. For basic rules, will be a side-rod driven locomotive with say, 10 real passenger cars. First, perhaps some kind of cab forward, 'boiler backwards' with ram air induction could increase the firing rate? That may be crazy. But wouldn't be crazy to go for titanium or maybe even more exotic running gear...carbon fiber perhaps? The lighter you can make the reciprocating assembly the better. Also would need to optimize the steam flow and exhaust for the extreme speed involved. What else?

Robert

Robert, You're right, this is a foamer's wet dream. However, I think you would probably spend less of Bill Gate's money (or maybe Jay Leno's, he's the rabid steam nut) by overhauling 611 and a suitable number of existing N&W passenger cars. The Class J's were balanced for a wheel slip speed equivalent to 140 mph. While the official recorded top speed of a "J" was 110 mph, anecdotal evidence from N&W personnel has them exceeding that.

I've already had this discussion with someone, and people forget that there is a place in the United States where this can be accomplished, without any risk to the public, and where they are used to running non-standard equipment to extremes: The Transportation Test Center near Pueblo, CO.



Rode this test train on a commisioning run at "a bit higher" than 130 mph.

Steve

Okay, so we've found the track.

Now who's going to volunteer their locomotive, one theoretically capable of that kind of speed, and pay to get it to and from Pueblo?

Union Pacific and 844? Rowland and 614? Someone and 611? Sandberg and 261? Maybe a high-drivered AT&SF 4-6-2 in Kansas? SBRHS and 3751?

[crickets chirping]

The only fault I see with doing it at the Colorado testing facility is that is that it can't be used fully as a publicity stunt for someone's project or railroad. Which I see as the only benefit to this project.

Imagine if your tourist railroad was operating the record breaking loco?

Perhaps it would be more feasible to have the fasted American steam locomotive? What would the speed record be if we only considered American built locomotives?

Well....since I only have the word of late relatives that ATSF 2900 class engines would run that fast with still some throttle left on the quadrant, it would seem the the 2926 is in the best position to break the record. Is there enough track at Pueblo for her to make it up to that speed. I know 0-70 would be quite quick...the rest of the way would be quite interesting...Although according to ATSF records,a 3776 class posted the fastest "official" speed of a Santa Fe locomotive.