Brief History of Flying Scotsman (skip to My Story heading to miss this bit out)
The Nation’s Favourite Locomotive. Flying Scotsman was originally built in Doncaster for the London and North Eastern Railway (LNER), emerging from the works on 24 February 1923 and initially numbered 1472. It was designed by Sir Nigel Gresley as part of the A1 class – the most powerful locomotives used by the railway.
When the Northumberland miners were on strike in 1926 , the union told the members to stop the wheels of industry.6 members got the wrong end of the stick , and removed a train rail track hoping to derail a coal train.They got the Flying Scotsman , and derailed it doing a lot of damage. They were caught and jailed for 7 years.The Union washed their hands of them and were then hated by the miners.Interesting little story.
I added this bit just to have a go at the TORIES lol The Tour of American
When Flying Scotsman was due to be scrapped Pegler stepped in and bought it outright, with the political support of Prime Minister Harold Wilson. He spent large amounts of money over the next few years having the locomotive restored at Doncaster Works as closely as possible to its LNER condition: the smoke deflectors were removed; the double chimney was replaced by a single chimney; and the tender was replaced by one of the corridor type with which the locomotive had run between 1928 and 1936. It was also repainted in LNER livery. Pegler then persuaded the British Railways Board to let him run enthusiasts’ specials; it was at the time the only steam locomotive running on mainline British Railways. It worked a number of rail tours, including a non-stop London–Edinburgh run in 1968, the year steam traction officially ended on BR. In the meantime, watering facilities for steam locomotives were disappearing, so in September 1966 Pegler purchased a second corridor tender which was adapted as an auxiliary water tank; retaining its through gangway, this was coupled behind the normal tender.
Pegler had a contract permitting him to run his locomotive on BR until 1972. Following overhaul in the winter of 1968–69 Harold Wilson’s government agreed to support Pegler running the locomotive in the United States and Canada to support British exports. To comply with local railway regulations it was fitted with: a cowcatcher, bell, buckeye couplings, American-style whistle, air brakes, and high-intensity headlamp. Starting in Boston, Massachusetts, the tour ran into immediate problems, with some states increasing costs by requiring diesel-headed-haulage through them, seeing the locomotive as a fire-hazard. However, the train ran from Boston to New York,Washington and Dallas in 1969; from Texas to Wisconsin and finishing in Montreal in 1970; and from Toronto to San Francisco in 1971 — a total of 15,400 miles (24,800 km).Government financial support for the tour was withdrawn by Prime Minister Edward Heath‘s Conservative government in 1970, but Pegler decided to return for the 1970 season. By the end of that season’s tour, the money had run out and Pegler was £132,000 in debt, with the locomotive in storage at the US Army Sharpe Depot to keep it away from unpaid creditors. Pegler worked his passage home from San Francisco to England on a P&O cruise ship in 1971, giving lectures about trains and travel; he was declared bankrupt in the High Court in 1972.
Traction 29,385 llbf or 13,329 kgf or 130.7kN i believe now 42,000 llbf
97 Tons weight
height 13 ft
The change in class designation to A3 reflected the fitting to the same chassis of a higher pressure boiler with a greater superheating surface and a small reduction in cylinder diameter, leading to an increase in locomotive weight. Eventually all of the A1 locomotives were rebuilt, most to A3 specifications, but no. 4470 was completely rebuilt as Class A1/1.. Flying Scotsman. It is the sole survivor of the class. The train was retired in 1963 after covering 2.5 million miles.
Facing an uncertain future owing to the cost of restoration and refurbishment necessary to meet the stringent engineering standards required for main line operation, salvation came in 1996 when Dr Tony Marchington, already well known in the vintage movement, bought the locomotive, and had it restored over three years to running condition at a cost of £ 1 million, a restoration which is still recognised as the most extensive in the locomotive’s history.
With Flying Scotsman’s regular use both on the VSOE Pullman and with other events on the main line, in 2002, Marchington proposed a business plan, which included the construction of a “Flying Scotsman Village” in Edinburgh, to create revenue from associated branding. After floating on OFEX as Flying Scotsman plc in the same year, in 2003 Edinburgh City Council turned down the village plans, and in September 2003 Marchington was declared bankrupt. At the company’s AGM in October 2003, CEO Peter Butler announced losses of £474,619, and with a £1.5 million overdraft at Barclays Bank and stated that the company only had enough cash to trade until April 2004. The company’s shares were suspended from OFEX on 3 November 2003 after it had failed to declare interim results.
With the locomotive effectively placed up for sale, after a national campaign it was bought in April 2004 by the National Railway Museum inYork, and it is now part of the museum’s National Collection. After 12 months of interim running repairs, it ran for a while to raise funds for its 10-year restoration.
Pete Waterman once had a 50% share of it in 1995 when William McAlpine owned it
The smoke deflectors were fitted because when the double chimney was fitted the steam was blocking the drivers view.
The trip from Kings Cross to York was either made with a V.I.P. ticket or a £440 outlay.Michael Portillo got his V.I.P. ticket he has a Great Train Journeys series on T.V. now.
It was a beautiful sunny day so I was really up for seeing the flying Scotsman come through .It should have been Tuesday but apparently the engine needed fixing . I walked down to the station with the wife on Wednesday afternoon 14.45.Arrived about 15.00 and there were already a lot of people there.I wanted to go right to the front of Platform 1 , but the wife didn’t so you know who won. We stood about 10 yards in front of the foot bridge.This was just a train movement run. The train was on time but was travelling so fast I only got one shot off.Even this wasn’t easy because there were so many people there and they all stood right forward as it approached.It was first train to hit 100 mph on this line in 1934.
It has done tours of duty in USA but the company went bankrupt ,William McAlpine rescued it from the US. It then went to Australia and this time it did ok.(Lots of steam loving Brits out there).It was then brought back.York Steam Museum bought it in 2004 and its going to be a working exhibit, after it very long restoration (12 years).I believe yesterdays inaugural run was the most successful ever for a steam train ,there were crowds all along its line from Kings Cross to York.Videos were all over the television and 3 helicopters were following it overhead. Marvelous making you proud to be British.At one time we were World leaders in Trains.
The proper train trip was coming tomorrow at 08.30 so I had a chance to redeem myself. I have also have been given a bit of advice , set the camera to video and stand on the opposite platform the train is passing , right at the back.This obviously gives you more time and distance to see it as it comes along.
There was a very sharp frost and I got there 08.15. Both sides of Arlesey station were packed like it was Kings Cross.I changed the batteries in my camera and when i switched it on it said batteries exhausted. NOT TO GOOD AT THIS MILARKY EH?
I quickly put the half empty batteries back in and now knew i had to switch camera on at the last moment.Fortunately with freezing hands I managed to get the video.I thought i could then take snapshots off the video. But of course the train was doing 75 mph and video is 30 frames a second so the shutter speed is 1/30 sec far too slow. As the train gets closer to me this becomes more apparent.Here we are anyway.
I notice John Saunders (County Councilor) my old Etonbury School juniors team mate was standing near me.
A better shot taken by Eileen Chapman down the Rally. Next time I will set my Nikon to rapid fire , and see if that is any more successful.Any advice would be most welcome.
Contrived Act in my opinion
DOZENS of steam train anoraks have disrupted the inaugural run of Flying Scotsman after its decade-long, £4.2m refit by standing on the track to take photographs.I want call them steam enthusiasts because they wouldn’t have done this
Passengers said the famous locomotive came to a “shuddering stop” near St Neots, Cambridgeshire, and Virgin Trains East Coast warned that other services were being delayed by up to 15 minutes due to photographers on the track.
Videoing a steam training starting and stopping is a thousand times better sound and vision than just taking brief shots as it flashes by at 75 mph.
this is just to show how big the double chimney is.I guy bought it off British rail for £7.00 and it was in his garden for 28 years before The Flying Scotsman restorers asked to borrow it.The Doctor owner of the train really wanted a top of the range steam train , the the 7 streamlined ones like the Mallard weren’t for sale.So when it was rebuilt it had the cylinders etc made bigger so it was much more powerful than when it was first built and more powerful than the streamlined trains.Hence why it is so damn FAST! LOL