112-618: Flying Scotsman may refer to: LNER Class A3 4472 Flying Scotsman , steam locomotive built in 1923 Flying Scotsman (train) , London to Edinburgh service since 1862 The Flying Scotsman (1929 film) , featuring the train and the 1923 locomotive Flying Scotsman, nickname of Scottish athlete and rugby player Eric Liddell (1902–1945) The Flying Scotsman, nickname of Gary Anderson (darts player) The Flying Scotsman, nickname of Scottish cyclist Graeme Obree The Flying Scotsman (2006 film) , about Graeme Obree "Flying Scotsman",
224-415: A P&O cruise ship, which led to a seven-year career as a cruise entertainer giving lectures about trains and travel and enabled him to discharge himself from bankruptcy. Amid fears of the engine's future, horticulturist and steam enthusiast Alan Bloom asked businessman William McAlpine to help save it. McAlpine agreed and within a few days dealt with the attorneys, paid the outstanding debts owed to
336-725: A BR Express Blue livery, after which it was painted in BR Brunswick Green. On 4 June 1950, now under British Railways ownership, Flying Scotsman was allocated to its new base at Leicester Central on the Great Central Railway , running passenger services to and from London Marylebone , London St Pancras , Leicester, Sheffield , and Manchester . 60103 returned to the East Coast Main Line in 1953, initially based in Grantham , before returning to London King's Cross in
448-553: A London and York Railway was submitted to the 1845 session of Parliament. There were 224 railway bills in that session, and the Board of Trade was instructed to set up a committee to assess groups of proposed lines; the committee became known as the Five Kings. When the London and York Railway scheme came before the parliamentary committees, Hudson set up such a protracted series of objections that
560-505: 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. Flying Scotsman plc CEO Peter Butler announced losses of £474,619, and with
672-731: A celebrity. Anglo-Scottish travel on the East Coast Main Line became commercially important; the GNR controlled the line from London to Doncaster and allied itself with the North Eastern Railway and the North British Railway so as to offer seamless travel facilities. The main line railways of Great Britain were "grouped" following the Railways Act 1921 into one or other of four new larger concerns. The Great Northern Railway
784-622: A comprehensive renumbering scheme for the LNER. 4472 was initially assigned number 502, but an amendment to the system several months later led to its renumbering of 103. In 1928, Gresley began to modify the A1s into an improved version, the Class A3 , on a gradual basis. In 1945, the remaining unmodified A1s, which included Flying Scotsman , were reclassified as A10. 103 emerged as an A3 on 4 January 1947 with its original Apple Green livery. Its old 180 psi boiler
896-427: A failed scheme. At this time George Hudson , a railway financier, was exceptionally skilled in promoting railways and having them built, and most particularly of neutralising or destroying any opposition or competition to his lines. His methods were not always respectable. Some promoters wanted to build a railway from London to York, and after much negotiation with promoters of other lines that might connect or compete,
1008-427: A further £250,000 with the aim of completing the work by the end of the year. In May 2011, Flying Scotsman was unveiled on the museum's turntable, finished in wartime black LNER livery; after final tests, it was to be painted LNER Apple Green and have it running excursions by the summer. However, cracks were discovered in the horn blocks and further testing revealed more cracks throughout the frame assembly, leading to
1120-657: A hopeful start, complaints from businesses along the route ended the trips, and the train had to relocate to a less accessible yard, causing a 90% reduction of income. Pegler, now £132,000 in debt with considerable unpaid bills, declared himself bankrupt and in August, arranged for the engine to be kept in storage at the US Army's Sharpe Depot in Lathrop, California to keep it from unpaid creditors, who by now were demanding payments and threatening legal action. Pegler worked his passage home on
1232-536: A junction with the Great North of England Railway, just south of York Station. Also included in the act was a loop from Werrington Junction, north of Peterborough, via Spalding to Boston, Lincoln to Gainsborough and back on to the main line at Bawtry. Land acquisition proved to be difficult; in particular, the King's Cross site was occupied by a smallpox hospital. The freeholder demanded an impossibly large price to vacate, and
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#17328522360431344-451: A long blast of the whistle as passengers onboard gave a moment of silence. In January 2019, Flying Scotsman hauled the non-stop Scotsman's Salute from King's Cross to York, this time as a tribute to McAlpine following his death in March 2018. In April 2022, the engine was withdrawn for an overhaul in preparation for its centenary year in 2023. Following the work it will be certified to run on
1456-522: A new contract in place, the engine would resume touring in autumn 2024. In celebration of turning 100 in February 2023, Flying Scotsman took part in various events between March and December including static displays, runs on the mainline, and visits to heritage railways. A special 100 Years, 100 Voices exhibition was held at the National Railway Museum. A collectable £2 coin was produced by
1568-404: A number of reasons, not all connected with railways, there was a massive slump in the following year, and investment money, especially for railway projects already authorised, became almost impossible to get. The Great Northern Railway directors had a dauntingly large railway network to build, and they had to prioritise the parts of their authorised network which they would start to construct. In
1680-670: A problem. In 1863 the BW&;LR changed its title to the West Yorkshire Railway, and in that year both it and the LB&;HJR agreed to be absorbed by the GNR; this was authorised by an act of Parliament in 1865. The GNR was therefore able to consolidate a substantial network in West Yorkshire, bringing Wakefield, Leeds, Bradford and Halifax into its area of influence. However, trains from Doncaster still had to rely on running powers over
1792-577: A run from Texas to Green Bay, Wisconsin and across the Canadian border into Montreal ; this was followed by a run from Toronto to San Francisco via the Rocky Mountains and Oregon in 1971, a total of 15,400 miles (24,800 km). In 1972, Flying Scotsman earned money running passenger trips on the San Francisco Belt Railroad and was put on show at Fisherman's Wharf . Despite
1904-513: A separate terminal at London Road, Nottingham. This opened on 3 October 1857. The GNR leased the Ambergate company from 1 August 1861. On 14 October 1852 King's Cross station was at last brought into use, and the Maiden Lane temporary station was closed. King's Cross had two large sheds, familiar to the present day, but only two passenger platforms, the later platforms 1 and 8. The intervening space
2016-676: A shed. It was intended to have a larger role in this episode, but due to budgetary constraints, the entire model could not be constructed. Flying Scotsman makes a full appearance in the CGI film Thomas & Friends: The Great Race (2016), where it is voiced by Rufus Jones in both the UK and US dubs. Flying Scotsman is featured on Flying Scotsman and Other Steam Locomotives in Action , an LP of field recordings of various steam locomotives in action released by President Records in 1972. Flying Scotsman
2128-411: A song by Spear of Destiny from the 1983 Grapes of Wrath (album) Flying Scotsman Stakes , a horse race run at Doncaster Racecourse See also [ edit ] Flying Scot (disambiguation) Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Flying Scotsman . If an internal link led you here, you may wish to change
2240-422: A standard design. Flying Scotsman cost £7,944 to build, and was the first engine delivered to the newly-formed LNER. It entered service on 24 February 1923, carrying the GNR number of 1472 as the LNER had not yet decided on a system-wide numbering scheme. In February 1924 the locomotive received its name after the LNER's Flying Scotsman express service between London King's Cross and Edinburgh Waverley , and
2352-488: A temporary station at Grantham . It now connected into the GNR at Grantham, opening the connection on 2 August 1852; it was worked by the GNR. The Ambergate company relied on running powers into the Midland Railway station at Nottingham, but there were considerable disputes about the matter for many years, and the GNR had difficulty in getting access. To resolve the situation the Ambergate company built its own line into
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#17328522360432464-514: A triple-parallel run alongside broad gauge Victorian Railways R class locomotives, and parallel runs alongside South Australian Railways locomotives 520 and 621 . Its visit to Perth saw a reunion with GWR 4079 Pendennis Castle , which had been exhibited alongside Flying Scotsman at the 1924 British Empire Exhibition. On 8 August 1989, Flying Scotsman set another record en route to Alice Springs from Melbourne , travelling 679 kilometres (422 mi) from Parkes to Broken Hill non-stop,
2576-633: A year with the team of engineers commissioned to restore the locomotive. Flying Scotsman was featured in The Railway Series books by the Rev. W. Awdry . It visited the fictional Island of Sodor in the 23rd book Enterprising Engines to visit its only remaining brother, Gordon . Its two tenders were a key feature of the plot of "Tenders for Henry". When the story was filmed for the television series Thomas & Friends , renamed as "Tender Engines", only Flying Scotsman ’s two tenders were seen outside
2688-423: A £1.5 million overdraft at Barclays Bank , stated that the company only had enough cash to trade until April 2004. Later the company's shares were suspended after it had failed to declare interim results. In February 2004, a debt agency acting on behalf of Flying Scotsman plc announced it would hold a sealed bid auction for the locomotive, to be held on 2 April. Amid fears it could be sold into foreign hands,
2800-510: Is a LNER Class A3 4-6-2 "Pacific" steam locomotive built in 1923 for the London and North Eastern Railway (LNER) at Doncaster Works to a design of Nigel Gresley . It was employed on long-distance express passenger trains on the East Coast Main Line by LNER and its successors, British Railways ' Eastern and North Eastern Regions , notably on The Flying Scotsman service between London King's Cross and Edinburgh Waverley after which it
2912-527: Is a playable locomotive in the 2001 PC simulation game Microsoft Train Simulator . and in the 2023 PC/Console simulation game Train Sim World 4 . The locomotive is also featured in the 2018 racing game Forza Horizon 4 , in a Showcase event in which the player must race against the engine. One of the specially produced £5 coins for the 2012 Summer Olympics featured an engraving of Flying Scotsman on
3024-498: The Flying Scotsman for its final service with British Railways, hauling the 13:15 from London King's Cross to Leeds with the locomotive coming off at Doncaster. The event attracted considerable media interest. The Flying Scotsman had covered over 2.08 million miles in three weeks short of 40 years in operation. Pegler immediately restored Flying Scotsman at Doncaster Works as closely as possible to its LNER condition: it
3136-463: The Great Northern Railway (GNR) filed Engine Order No. 297 which gave the green-light for ten Class A1 4-6-2 "Pacific" locomotives to be built at Doncaster Works . Designed by Nigel Gresley , the A1s were built to haul mainline and later express passenger trains and following the GNR's absorption into the London and North Eastern Railway (LNER) after the amalgamation of 1923 , became
3248-545: The Llangollen Railway , with all wheels coming off the track. When put back into steam, smoke emerged from a crack separating the boiler and the front cab. It was deemed a total failure and immediately withdrawn from service. It returned to Southall awaiting its next major overhaul. By 1996, McAlpine and Waterman had run into financial issues and to help pay off an overdraft, put Flying Scotsman on sale. On 23 February, entrepreneur Tony Marchington , already well known in
3360-699: The National Railway Museum (NRM) in York announced it would bid, and appealed for funds with a Save Our Scotsman campaign. It secured a winning bid of £2.3 million, 15% higher than the second highest bidder, and entered public ownership and a part of the NRM's national collection. The bulk of the money came from a £1.8 million grant from the National Heritage Memorial Fund , with the remainder coming from £350,000 raised from public donations which
3472-502: The Royal Mint , some of which were in colour inspired by the locomotive's Apple Green livery, which marked the first colour coin produced in over 20 years. Royal Mail produced a set of stamps designed by David Gentleman , which were the last to feature a silhouette of the late Queen Elizabeth II . Poet Laureate Simon Armitage released a new poem entitled The Making of Flying Scotsman . On International Women's Day , Flying Scotsman
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3584-635: The 23 years that he owned and ran it. Following runs on the Paignton and Dartmouth Steam Railway in the summer of 1973, it was transferred to Steamtown in Carnforth , from where it steamed on regular tours. In December 1977, Flying Scotsman entered the Vickers Engineering Works in Barrow-in-Furness for heavy repairs, including installation of an unused replacement boiler. In 1984, it became
3696-500: The BW&LR, on 10 October 1857, the LB&HJR opened a direct line from Ardsley on the BW&LR to Laisterdyke, near Bradford. This was an extension of its Gildersome mineral line; although steeply graded this formed an additional through route for GNR trains. Both the LB&HJR and the BW&LR constructed (or obtained approval to construct) some branches within their area of influence. There were branches to Batley, opened by each company separately in 1864. Perhaps more significant
3808-521: The GNR and the Manchester, Sheffield and Lincolnshire Railway. Now at last the GNR had the line it sought. On 1 January 1847 the Manchester, Sheffield & Lincolnshire Railway came into existence by the merger of some smaller lines. The GNR had been granted running powers from Retford to Sheffield and in 1850 it informed the MS&;LR that it was to run passenger trains from Lincoln from 7 August 1849. The GNR
3920-563: The GNR got access to Bradford and Halifax. Another independent railway, the Bradford, Wakefield and Leeds Railway opened its line between Wakefield (the present-day Kirkgate station) and junctions near Leeds, on 3 October 1857. The GNR and the L&;YR had running powers over the new line, and this enabled the Great Northern Company to route its Doncaster to Leeds trains by this route, using
4032-403: The GNR opened a new locomotive works at Doncaster in 1853, replacing earlier facilities at Boston. The authorised network of the GNR had included the line from Doncaster to York. The Lancashire and Yorkshire Railway was building from Knottingley to a junction at Askern, near the present-day Shaftholme Junction north of Doncaster, and mutual running powers had been agreed. The line was opened to
4144-661: The Great Northern had just obtained power to run its trains to Wakefield and to Methley on the way to Leeds. The directors decided to build the Loop Line first, as that was the easiest to complete in order to start earning income. The first portion of the Great Northern Railway was opened on 1 March 1848. It was actually on the leased East Lincolnshire Railway line, from Great Grimsby to Louth . Five trains ran each way every weekday, and on from Grimsby to New Holland on
4256-455: The L&YR from Askern to Wakefield. The junctions near Leeds were with the LB&HJR at Wortley, forming a triangle and enabling through running towards either Leeds or Bradford. This development allowed the GNR to avoid using the hostile Midland Railway track at all, and allowed a direct entry to Leeds Central station, avoiding the awkward reversal on the Thirsk line. A week after the opening of
4368-504: The Lancashire and Yorkshire Railway (between Askern Junction and Methley), and the Midland Railway (between Methley and Leeds). On reaching Leeds the trains ran forward onto the Leeds and Thirsk Railway, and then reversed into the central station at Leeds. The South Yorkshire, Doncaster and Goole Railway opened its line from Doncaster to Barnsley on 1 January 1851. The GNR had running powers over
4480-514: The Lancashire and Yorkshire Railway between Askern Junction and Wakefield. The solution was on the horizon, when the West Riding and Grimsby Railway opened its line between Wakefield and Doncaster. It was to make an eastward branch to Thorne, justifying the Grimsby reference in its title. It opened its line on 1 February 1866 and on the same day the hitherto independent concern became the joint property of
4592-416: The Loop Line via Lincoln at the expense of the so-called Towns Line, the direct line from Peterborough to Doncaster. When this work was pressed forward, a number of difficulties presented themselves, including failure of a contractor. However, the line opened for goods traffic on 15 July 1852, and for passengers on 1 August 1851. The Towns Line ran from Werrington Junction north of Peterborough to Retford, where
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4704-539: The MS&LR connected by a spur, known as the Lincoln Curve. There were flat crossings at Newark with the Midland Railway and at Retford with the MS&LR main line. A south to west curve was laid in at Retford, enabling a GNR service to Sheffield. The Ambergate, Nottingham, Boston and Eastern Junction Railway had been formed to connect the manufacturing districts of Manchester with the port of Boston, and had opened in 1850 between Colwick Junction, near Nottingham, and
4816-572: The North in 2009, but was unable to attend due to its overhaul; LNER Class A1 60163 Tornado was used instead. In 2011, a Tri-ang Hornby model of Flying Scotsman appeared in two episodes of James May's Toy Stories . It was James May 's personal childhood model and was chosen by him to complete a world record for the longest model railway. The train was meant to travel seven miles, from Barnstaple to Bideford in North Devon , but it failed early in
4928-563: The River Humber , by alliance with the Manchester, Sheffield and Lincolnshire Railway . This was followed by the opening from Louth to Firsby on 3 September 1848. On 2 October 1848, the line was opened from Firsby to a temporary station at Boston. The GNR opened a section of its own line from Stockbridge and Askern , and the Lancashire and Yorkshire Railway opened from Knottingley . There
5040-699: The Royston and Hitchin Railway, the East Lincolnshire Railway (Boston to Great Grimsby; both authorised, but neither yet built) and the Boston, Stamford and Birmingham Railway (never built). It also took about a third-of-a-million-pounds-worth of shares in the South Yorkshire Railway . 1846 was a peak year for railway scheme authorisations, fuelled by the feverish hunt for quick riches in railway shares. For
5152-525: The St Leger race meeting. It was a priority for the GNR to get access to the great manufacturing towns of West Yorkshire, to which it had been denied its own connection in Parliament. Leeds was the first to be reached. A Central station at Leeds was authorised on 22 July 1848. It was joint with three other companies, and GNR trains first reached it on 1 October 1848. GNR trains ran from Doncaster to Leeds over
5264-556: The United States and Canada, hauling a 9-coach exhibition train to promote British exports. To comply with local railway regulations, it was fitted with a cowcatcher , bell, buckeye couplers , American-style whistle, air brakes, and high-intensity headlamp. The first leg began in October 1969 with a run from Boston, Massachusetts to Atlanta, Georgia via New York City and Washington, D.C. , and on to Slaton, Texas , where it paused for
5376-401: The back. Hornby Railways used Flying Scotsman as its Centenary Year edition logo. Hornby marketed two versions of Flying Scotsman in N scale British locomotives made by Minitrix for several years from 1977 as ‘Hornby Minitrix’. When the agreement ended Minitrix continued for a while to make and sell British locos and 2 versions of Flying Scotsman were the last listed in catalogues. It
5488-474: The coalfields of Nottinghamshire , Derbyshire and Yorkshire , as well as establishing dominance in Lincolnshire and north London . Bringing coal south to London was dominant, but general agricultural business, and short- and long-distance passenger traffic, were important activities too. Its fast passenger express trains captured the public imagination, and its Chief Mechanical Engineer Nigel Gresley became
5600-567: The company twice at the British Empire Exhibition and in 1928, hauled the inaugural non-stop Flying Scotsman service. It set two world records for steam traction, becoming the first locomotive to reach the officially authenticated speed of 100 miles per hour (161 km/h) on 30 November 1934, and setting the longest non-stop run of a steam locomotive of 422 miles (679 km) on 8 August 1989 while on tour in Australia. In July 1922,
5712-434: The company was already considerable, and a further million of money was authorised by an act of 1853. Another demand on financial resources was willingly undertaken: the installation of the electric telegraph, at first at the southern end of the system. It was soon used for signalling trains through the tunnel sections, and by 1856 it was used throughout as far north as Hitchin. Reflecting the anticipated focus of operations,
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#17328522360435824-524: The country's bicentenary celebrations as part of the Aus Steam '88 festival . Flying Scotsman covered over 45,000 kilometres (28,000 mi) during it's time in Australia. Flying Scotsman would arrive at Sydney and travel to Melbourne for Aus Steam '88 . After the celebrations, Flying Scotsman would travel continue tours in New South Wales , with a tour to Brisbane following it. The longest part of
5936-420: The delivery trip to Railfest and several times more in the following months, but the museum's engineering staff failed to spot critical faults. From September 2004 until May 2005, it sat at the NRM's workshop for a heavy intermediate repair, the intention being to improve reliability and allow operation until its general overhaul and restoration. However, by the end of 2005 the intermediate repairs failed to improve
6048-439: The experience, continuity or resources to undertake such a complex task. Problems were also caused by the conflicting objectives of producing a certified mainline locomotive while retaining as many original components and assemblies as possible, and between the need to overhaul the locomotive and use it as a marketing tool for the museum. Following the report, First Class Partnerships (FCP) were commissioned to independently review
6160-635: The fastest run for the return leg. By the end of 1965, Flying Scotsman had recouped the £3,000 it cost Pegler to buy it. As watering facilities for steam locomotives were disappearing, in September 1966 Pegler spent £1,000 on a second corridor tender which, for an additional £6,000, was adapted as an auxiliary water tank and coupled behind the first tender. With a total water capacity of around 11,000 gallons, this gave Flying Scotsman an operational range of over 200 miles. The boiler and cylinder parts from Flying Scotsman 's scrapped sister engine, 60041 Salmon Trout were also purchased. On 1 May 1968,
6272-592: The first preserved steam locomotive to haul the Royal Train on the British mainline, taking The Queen Mother to the official opening of the North Woolwich Old Station Museum . In 1986, McAlpine leased a former diesel locomotive maintenance shop at Southall Railway Centre in London, which became the new base for Flying Scotsman until 2004. In October 1988, Flying Scotsman arrived in Australia for
6384-578: The following year. In December 1958, the locomotive was fitted with a double Kylchap chimney to improve performance and economy, but it caused soft exhaust and smoke drift that tended to obscure the driver's forward vision. The remedy was found in the German-type smoke deflectors fitted at the end of 1961. Amid rumours that British Railways would sell the Flying Scotsman for scrap, the Gresley A3 Preservation Society failed to raise
6496-492: The inaugural train on 1 May, completing the journey of 392 miles (631 km) in 8 hours and 3 minutes. The non-stop runs were achieved with an upgraded tender which held an extra long ton of coal and fitted with a corridor connection , so a change of driver and fireman could take place while the train was moving. Water was replenished from the water trough system several times en route. Flying Scotsman ran with its corridor tender until October 1936, after which it reverted to
6608-488: The junction and used the MS&LR station at Gainsborough. A junction was made with the MS&LR line at Durham Ox Junction, Lincoln, some time after 3 April 1848, and sanctioned by Parliament retrospectively. The direct line between Peterborough and Doncaster was known as the Towns Line. The first part of it was opened between the MS&LR station at Retford and Doncaster on 4 September 1849. A proper station at Doncaster
6720-436: The line, and started running passenger trains to Barnsley, and mineral trains to and from Horbury. On 1 August 1854, the independent Leeds, Bradford and Halifax Junction Railway (LB&HJR) opened its line between Leeds and Bowling Junction, close to Bradford, where it made a connection with the L&YR. The LB&HJR had running powers over the L&YR to Halifax, and the GNR were granted running powers over this line, so
6832-421: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Flying_Scotsman&oldid=1231323616 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages LNER Class A3 4472 Flying Scotsman No. 4472 Flying Scotsman
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#17328522360436944-475: The local American and Canadian railways, and bought the locomotive for $ 72,000 (around £25,000). Flying Scotsman was shipped back to England via the Panama Canal , which cost McAlpine another $ 35,000. Upon arrival at Liverpool in February 1973, the engine travelled to Derby under its own steam with the route lined with crowds. McAlpine paid for its restoration at Derby Works and two subsequent overhauls in
7056-404: The locomotive completed a non-stop London to Edinburgh run, marking the 40th anniversary of the inaugural non-stop Flying Scotsman service and the year steam traction officially ended on British Railways. A non-stop return journey was made three days later. Following an overhaul on the locomotive in the winter of 1968–69, Wilson's government agreed to support Pegler running Flying Scotsman in
7168-506: The locomotive for publicity purposes, and then its eventful preservation history, including two international forays, it is one of the UK's most recognised locomotives. One of its first film appearances was in the 1929 film The Flying Scotsman , which featured an entire sequence set aboard the locomotive. Flying Scotsman is seen in Agatha (1979), disguised as two other members of the class–4474 Victor Wild on one side and 4480 Enterprise on
7280-477: The longest such run by a steam locomotive ever recorded. The same journey also saw Flying Scotsman set its own haulage record when it took a 735-ton train over the 790-kilometre (490 mi) leg between Tarcoola and Alice Springs. Upon returning to Britain, Flying Scotsman returned to its former British Railways condition with its number changed to 60103, refitting of the smoke deflectors and double chimney, and repainted in BR Brunswick Green. It retired from
7392-400: The mainline in 1992 following the expiration of its running certificate. In 1993, McAlpine sold it to help pay off a mortgage on the locomotive. Music producer and railway enthusiast Pete Waterman became involved and the two formed Flying Scotsman Railways, with Waterman running the business side of the partnership. In April 1995, Flying Scotsman derailed during an empty stock movement on
7504-407: The mainline until 2029, after which it will run solely on heritage railways until 2032. It appeared at London King's Cross as a static display for two days to commemorate the 170th anniversary of the station's opening on 14 and 15 October 2022. In January 2024, the museum prepared to solicit bids for a custodian to operate and maintain Flying Scotsman , expecting to pick one in late spring. With
7616-469: The mainline. The final cost of the restoration amounted to £4.2 million, having risen by a £300,000 estimate in the summer of 2015 in order to finish the necessary additional work before the deadline. On 7 January 2016, Flying Scotsman moved under its own steam for the first time since 2005 on the East Lancashire Railway , where it completed several low speed tests. Its inaugural mainline run
7728-554: The matter had to go before a jury. This, and the subsequent removal of the hospital to new premises, would incur a huge delay. The GNR board decided to make a temporary London terminal at Maiden Lane . The company undertook some extraordinary commitments at this time. It arranged to purchase the Stamford and Spalding Railway; this would form a loop from north of Peterborough back on to the GNR Loop Line near Crowland ; and leases at 6% of
7840-508: The original type. From 1938 until its withdrawal in 1963, it was paired with a streamlined non-corridor tender. On 30 November 1934, Flying Scotsman became the first steam locomotive to reach the officially authenticated speed of 100 mph (161 km/h), while hauling a light test train between Leeds and London, and the publicity-conscious LNER made much of the fact. Although the Great Western Railway 's 3440 City of Truro
7952-417: The other. Flying Scotsman makes a short appearance in 102 Dalmatians (2000). It was filmed leaving London St Pancras , which was the final steam-hauled departure from the station prior to its reconstruction as the new Eurostar terminal. In 1985, Flying Scotsman appeared alongside an InterCity 125 in a British Rail television advert. The locomotive was the first choice for the Top Gear Race to
8064-470: The outset the Great Northern Railway had been anxious to acquire local railways or at least make arrangements with them, in order to expand the company's territory. In 1852 the shareholders expressed their displeasure at the volume of financial commitments implied by these, but the Chairman Edmund Denison continued his policy, without showing his hand. The company had prioritised construction of
8176-432: The project ran out of parliamentary time in that session. The London and York Railway scheme was submitted to the 1846 session of Parliament; some other schemes for railways to the north had by now fallen by the wayside, and their supporters joined the London and York project; reflecting that, the proposed company name was altered to the Great Northern Railway . George Hudson continued to use his dubious methods to frustrate
8288-526: The public on 6 June 1848, between Knottingley and Askern. This was extended on 7 June 1848 over the GNR to Stockbridge, a place on the Bentley Road between Askern and Doncaster. The GNR stretch amounted to 2 miles 45 chains. Stockbridge was later renamed Arksey. The GNR further extended southwards to a temporary station immediately north of the River Don at Doncaster; it opened on the following 5 August in time for
8400-501: The remaining necessary work. By March 2013, FCP had determined Flying Scotsman would not return to the mainline until 2015, and suggested the outstanding work be put out to external tender. Riley & Son was announced as the winning contractor, and on the same day the locomotive was moved to their workshop in Bury. In July 2015, it was estimated to have Flying Scotsman in service by early 2016 with electronic equipment required to operate on
8512-467: The replacement of the main stretcher bar, horn ties and middle cylinder motion bracket, all of which were deemed beyond repair. In 2012, the NRM published a report examining the reasons for the delay and additional cost. It found that the museum had greatly underestimated the work required due to the locomotive's poor condition, much of which was missed by a rushed inspection which produced an overly optimistic assessment. It also found that management lacked
8624-453: The running plate was the only component recognisable to the casual observer. In July 2007, the museum pushed back the expected completion date by 18 months, due in part to issues with the boiler restoration. By 2009, with further problems encountered including misaligned frames and a cracked cylinder, plus rising metal prices, the museum launched the SOS ("Save Our Scotsman") appeal, seeking to raise
8736-496: The scheme, but on 26 June the Great Northern Railway Act 1846 ( 9 & 10 Vict. c. lxxi) was given royal assent . Numerous branches earlier proposed had been deleted, but the main line was approved. Authorised capital was £5.6 million. The company had spent £590,355 on parliamentary expenses. The authorised line was from London ("Pentonville") via Huntingdon, Peterborough, Grantham, Retford, Doncaster and Selby to
8848-469: The second half of 1847, the directors, owing to the state of the Money Market... decided to abstain from letting the works from Doncaster to York. But at the end of July a further small contract was let to Messrs. Peto & Betts for the works from ... Doncaster, northwards to Askern, with the object of forming an "end-on" junction there with the branch of the Lancashire and Yorkshire Company, over which...
8960-492: The situation and the NRM decided to proceed with the general overhaul. The locomotive entered the NRM's workshops in January 2006, with the original intention to return it to Gresley's original specification and renew its boiler certificate. It was estimated that this would take one year to complete, and cost around £750,000. The works were on view for visitors at the NRM, but the engine was rapidly dismantled to such an extent that
9072-438: The smoke deflectors removed; the double chimney restored; and renumbered 4472. Marchington's time with the Flying Scotsman was the subject of the 2000 Channel 4 documentary A Steamy Affair: The Story of Flying Scotsman . Flying Scotsman 's first run following the works was on 4 July 1999, hauling The Inaugural Scotsman from London King's Cross to York, where an estimated one million people turned out to see it. It
9184-588: The steam preservation movement, bought the locomotive, a set of Pullman coaches, and the Southall depot for £1.5 million. He spent a further £1 million on the locomotive's subsequent overhaul to mainline running condition, which lasted three years and at that point, the most extensive in its history. It received an upgraded 250 psi boiler originally made for a Class A4 ; its vacuum brakes replaced with an air type ; its livery repainted in LNER Apple Green;
9296-459: The tour was the journey from Sydney to Perth via Alice Springs as the first locomotive to travel on the newly built standard gauge line to Alice Springs . The locomotive achieved a second world record during its tour: it completed the longest non-stop run by a steam locomotive, covering 422 miles (679 kilometers). Other highlights included Flying Scotsman double-heading with New South Wales Government Railways Pacific locomotive 3801 ,
9408-472: The train service started on 1 October 1848. The York and North Midland Railway was urging the GNR to use the Y&;NMR line from Knottingley to York, shortly to be opened, and to abandon the GNR's plans for its own line to York. After considerable deliberation, the GNR agreed to this on 6 June 1850. By arrangement with the MS&LR the GNR started running trains between Lincoln and Sheffield on 7 August 1850;
9520-479: The train was forced to stop due to members of the public trespassing on the line near St Neots . In October 2018, six years after Pegler's death, it hauled the Farewell Alan Pegler special from King's Cross to York, organised at the request of his daughter. In his will, Pegler requested for half of his ashes to be placed in the firebox of the locomotive as it ascended Stoke Bank. The climb was accompanied by
9632-415: The trains were routed over the MS&LR from Sykes Junction, a few miles north of Lincoln. The London (Maiden Lane) to Peterborough line was ready for a demonstration opening run on 5 August 1850, and it was opened to the public on 7 August 1850; eight passenger trains were run each way daily, with three on Sundays. On 8 August 1850 trains started running through from London to York. The Maiden Lane terminal
9744-557: The trip. It completed the run on a subsequent attempt. The model reappeared in James May: The Reassembler , in which it was completely disassembled and then put back together by May as a demonstration. In 2016, Flying Scotsman was the subject of two television documentaries. Flying Scotsman from the Footplate aired on BBC 4, and Flying Scotsman with Robson Green was broadcast on ITV. The latter features Green who spent
9856-468: The use of Victoria, but then made an outright payment of £25,000 to secure permanent half-rights to the station. From 1859 GNR trains also ran to Huddersfield via Sheffield and Penistone. From 1866 the Great Northern Railway had the control it wanted in West Yorkshire. A number of additional branches were built; perhaps the most important was the Dewsbury branch. A Dewsbury terminus opened in 1874, but this
9968-420: The winter. Despite a successful start, the tour ran into problems as strict anti-steam laws in some states deemed the engine a fire hazard, and either denied permission to run or required the train to be towed by a diesel or electric locomotive. Restrictions on foreign trains meant Pegler was not allowed to carry paying passengers, and had to pay local railways to run on their lines. The tour resumed in 1970 with
10080-630: The £3,000 to buy it. Businessman and railway enthusiast Alan Pegler stepped in, having seen the locomotive as a boy at the British Empire Exhibition and received £70,000 in 1961 for his shareholding in the Northern Rubber Company when it was sold to Pegler's Valves, a company started by his grandfather. Pegler bought the locomotive for £3,500 (equal to £92,573 today) with the political support of Prime Minister Harold Wilson . On 14 January 1963 Jack Peckston of Copley Hill drove
10192-472: Was a constituent of the London and North Eastern Railway , which took control at the beginning of 1923. Although many local lines have been closed, much of the network is active today. In 1836, a railway to be called the Great Northern Railway was proposed. It was to run from Whitechapel in east London via Cambridge and Lincoln to York. However, this was a stupendously ambitious project for such an early date, and Parliament turned it down. By 1844 there
10304-432: Was a formal opening on 5 June 1848 and a public opening two days later; at that stage the L&YR operated the passenger trains. On 5 August 1848 the GNR section was extended south to a temporary Doncaster station, and a goods service was operated. Part of the Loop Line was soon ready, and 58 miles from Walton Junction (near Peterborough, on the newly opened Midland Railway ) to Lincoln opened on 17 October 1848. The line
10416-402: Was assigned a new number, 4472. Flying Scotsman became a flagship locomotive for the LNER, representing the company at the British Empire Exhibition at Wembley Park in 1924 and 1925, and was frequently used in promotional materials. In 1928, the LNER decided to make The Flying Scotsman a non-stop service for the first time and 4472 was one of five A1s selected for the service. It hauled
10528-428: Was built and ready by the middle of 1851. By this means, the GNR was able to start a service between London and Leeds using running powers and agreements over other lines in a roundabout routing northward from Retford; George Hudson tried to repudiate his earlier undertaking to permit this, but at this time his disgraceful methods had come to light, and he had resigned from the Midland Railway and several other boards;
10640-518: Was double except for a mile at Boston, which was made double track by a deviation on 11 May 1850. Captain Wynne viewed the line from Lincoln to Gainsborough on 29 March 1849, but refused permission to open until signals were provided at the swing bridge at Brayford Mere (Lincoln); the line opened on 9 April 1849 when they had been provided. The route made a junction with the Manchester, Sheffield and Lincolnshire Railway at Gainsborough; GNR trains reversed at
10752-462: Was followed by a through line to Batley via a new Dewsbury through station, opened in 1880. From 1867, the GNR launched into an expensive and ultimately unremunerative entry into the hilly terrain west of Bradford and north of Halifax. This started with the Halifax and Ovenden Junction Railway, a short line in the northern heights of Halifax, opened in 1874, jointly with the L&YR. This was followed by
10864-609: Was matched by businessman Richard Branson , and £70,000 raised by The Yorkshire Post newspaper. Included in the sale was a spare boiler from 1944 that Flying Scotsman carried from 1965 to 1978, spare cylinders, and a Mark 1 support coach. The locomotive arrived in York in time to be exhibited as part of the museum's Railfest in June 2004 to celebrate 200 years of rail travel. In 2004 and 2005, Flying Scotsman intermittently hauled special trains across Great Britain, although problems with its condition soon became apparent. It failed on
10976-417: Was named. Retired from British Railways in 1963 after covering 2.08 million miles, Flying Scotsman has been described as the world's most famous steam locomotive. It had earned considerable fame in preservation under the ownership of, successively, Alan Pegler , William McAlpine , Tony Marchington , and, since 2004, the National Railway Museum . 4472 became a flagship locomotive for the LNER, representing
11088-429: Was not made welcome at Sheffield, but a change of policy from 1856 brought some changes. In particular from 1 August 1857 the GNR "Manchester fliers" started running. They were worked by GNR locomotives through to Sheffield, and covered the 203 miles (325 km) from King's Cross to Manchester London Road via Sheffield in 5hr 20min, soon to be cut to an even five hours. Until February 1859 the GNR paid £1,500 per annum for
11200-548: Was occupied by carriage sidings. At the end of 1852 it was considered that the company had achieved its objectives as originally conceived, with the line opened from King's Cross over both the Towns Line and the Loop, into Yorkshire. Four passenger trains ran from Kings Cross to York, one of them first class only and one parliamentary train . The directors of the company continued to seek to consolidate occupation of territory, without necessarily building new lines. The capitalisation of
11312-498: Was on 10 April 1963 with a round trip from London Paddington to Ruabon , Wales, where over 8,000 people came out to see the locomotive at Birmingham. In the following year, Pegler had the engine stand on the Forth Bridge for several days while it was sketched for a portrait by Terence Cuneo . On 13 November 1965, Flying Scotsman claimed the fastest steam hauled run between Paddington and Cardiff at 2 hours and 17 minutes, and set
11424-458: Was on 6 February with The Winter Cumbrian Mountain Express from Carnforth to Carlisle, still wearing its 2011 wartime black livery with 60103 on the smokebox and its LNER wartime numbers, 103 and 502, on the cab sides. After it was restored to match its appearance in 1963, Flying Scotsman returned to London King's Cross on 25 February, with a run to York. Thousands of people lined the route, and
11536-694: Was only one trunk railway from London to the north of England: the London and Birmingham Railway was in an uneasy alliance with the Grand Junction Railway , which in turn connected with the North Union Railway which connected to Preston and Fleetwood . Scottish travellers made use of a steamer service from Fleetwood to Ardrossan . This was the period of the Railway Mania , when myriad schemes, not all of them realistic, were promoted, and anyone could get rich quickly if they were not caught with
11648-453: Was opened on 21 October 1850; this was extended to Shepreth on 3 August 1851. Captain Mark Huish had been appointed General Manager of the London and North Western Railway on its formation in 1846. Huish was a skilful railway diplomat, and while his methods were generally more proper than Hudson's, they were aggressive in finding means of disadvantaging competitors, such as the GNR. From
11760-538: Was operated by an all-female crew for the second time in its history. On 29 September, Flying Scotsman was involved in a low speed collision as it was reversing to couple onto the Belmond Royal Scotsman at Aviemore ahead of its run on the Strathspey Heritage Railway . Several people were treated for injuries, with 2 people being taken to hospital. Because of the LNER's emphasis on using
11872-500: Was referred to by the company as "King's Cross". A through train to Edinburgh was run from 2 September 1850; the train ran via Peterborough, Boston, Lincoln, Retford, Doncaster, Knottingley, Milford Junction and York, thence by the York, Newcastle and Berwick Railway (not yet open on a direct route). Goods traffic started on the main line from 12 December 1850, and the Hitchin to Royston line
11984-406: Was renumbered 4472 and repainted in LNER Apple Green; the smoke deflectors were removed; the double chimney replaced by a single; and its standard tender was replaced with a corridor type. Pegler's contract with British Railways allowed him to run Flying Scotsman on the network until 31 December 1971; for a time, it was the only steam locomotive running on the British mainline. Its first public run
12096-423: Was replaced with a 225 psi version with the long "banjo" dome of the type it carries today, and it was fitted with more efficient valves and cylinders. Following the nationalisation of Britain's railways on 1 January 1948, Flying Scotsman was renumbered E103 for several months, before almost all of the LNER locomotive numbers were increased by 60000, and became 60103 that December. Between 1949 and 1952 it wore
12208-454: Was reported to have reached the same speed in 1904, the record was unreliable. Following the success of Gresley's streamlined Class A4s introduced in 1935, Flying Scotsman was relegated to lesser duties but still worked on the main line and hauling passenger services. In 1943, as with all railway stock during World War II, the locomotive was painted black. In 1946, it was renumbered twice by Gresley's successor Edward Thompson , who devised
12320-601: Was sold first as 60103 in BR green and crest, then later as 4472 in LNER green and lettering. Sources Great Northern Railway (Great Britain) The Great Northern Railway (GNR) was a British railway company incorporated in 1846 with the object of building a line from London to York . It quickly saw that seizing control of territory was key to development, and it acquired, or took leases of, many local railways, whether actually built or not. In so doing, it overextended itself financially. Nevertheless, it succeeded in reaching into
12432-419: Was the decision to connect to the L&YR station at Bradford (later Bradford Exchange). The LB&HJR station was a terminus, called Adolphus Street, and the connection towards Halifax by-passed it. A new curve was built of that connecting line to allow trains to enter the L&YR terminus; this started on 7 January 1867. Train movements at the throat of the L&YR station were frequent, and congestion became
12544-407: Was the locomotive's first visit to King's Cross in 30 years. In addition to working mainline specials 4472 also hauled several Venice-Simplon Orient Express Pullman trains between 2001 and 2004, but financial issues quickly became apparent and Flying Scotsman Services failed to effectively market or price the runs, in addition to the locomotive failing several times. In 2002, Marchington proposed
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