'Flying Scotsman'

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The drawing of the locomotive included in the British Empire Exhibition publication [reference 5]

The railway locomotive 'Flying Scotsman' is the one locomotive (perhaps together with 'Rocket') which almost everybody seems to have heard of, although there's often confusion between 'Flying Scotsman' (the Named Express Service from King's Cross to Edinburgh) and 'Flying Scotsman (the locomotive - one member of the class which frequently hauled the Named Express).

The L.N.E.R. period

The prototype 'Pacific' locomotive designed by Nigel Gresley was built during the Great Northern Railway's last year of existence in 1922 and, appropriately, was named 'Great Northern'. The 1921 Railways Act created the 'Big Four' (L.M.S., G.W.R., L.N.E.R. and S.R.) from the end of 1922 so the first production batch of the 'Pacific' design (including 'Flying Scotsman') was ordered in 1922 by the Great Northern Railway and completed in 1923 by the newly-formed London and North Eastern Railway. After comparative trials against the Raven-designed 'Pacific' of the North Easter Railway in 1923, the Gresley design was chosen as the L.N.E.R's main express passenger class and building continued until 1935 by which time 79 locomotives had been constructed.

'Flying Scotsman' was selected to appear at the British Empire Exhibition in 1924-1925 held at Wembley, where the engine became a favorite with the crowds. Other major railways also displayed locomotives and the Great Western railway had 'Pendennis Castle' on display, claiming that it was the most powerful locomotive in Britain. However, with its tapered boiler, relatively small diameter smokebox and copper-topped chimney, the crowds found it difficult to accept that this elegant locomotive could be more powerful than 'Flying Scotsman' with its massive boiler suggesting raw power.

The Publicity Department of the L.N.E.R. were particularly active and, partly through them, the 1925 locomotive exchanges took place, with a Gresley 'Pacific' operating on the G.W.R. and a 'Castle' running out of King's Cross.


4079 "Pendennis Castle" GWR and 4475 "Flying Fox" LNER at King's Cross during the 1925 locomotive exchanges (From 'The Steel Highway' [reference 2]).

The results were not to the L.N.E.R's satisfaction. Gresley complained to one of the Locomotive Inspectors involved in the trials who dared to tell Gresley that the Great Western "have a better valve than us". The steam valve (which controls the admission and exhaust of steam from the cylinders) is crucial to the efficiency of a steam locomotive. Some twenty years before, G. J. Churchward of the Great Western had realised the significance of 'long lap, long travel' valves and these became standard on his piston-valved engines. Finally, Gresley realised importance of this innovation and 'long lap, long travel' valves were then fitted to his 'Pacifics' giving notable improvement in performance. Gresley also introduced a programme which changed the original 180 p.s.i. boilers for 220 p.s.i. boilers (changing the class designation from 'A1' to 'A3').

This led to perhaps the zenith of express train running in the steam era, in terms of speed, punctuality and comfort. An idea of this period can be gained from the reprint of a 1930s article about the 'Flying Scotsman' train on the EngRailHistory site. The Second World War brought an end to that period of railway history. During the War, all locomotives, including Gresley's, were required to undertake prodigious tasks of haulage under difficult conditions. When Peace came, British railways were thoroughly run-down and were Nationalised by the incoming Labour government.

The British Railways period

After Nationalisation of the railways in 1948, British Railways modified the class, substituting a double-chimney with Kylchap exhaust for the original single chimney. The modification also added rather small smoke deflectors, very much in the Continental tradition, which were invariably and appropriately referred to as "blinkers". A new livery was applied and 'Flying Scotsman's' running number became 60103.

Alan Pegler's ownership

Alan Pegler (born 16th April 1920) was a member of the Family which owned the Northern Rubber Company, based in Retford. He had been a lifelong railway enthusiast and at one time organised enthusiast excursions, such as the double-headed steam trip from Retford to Liverpool on 4th September 1954. In 1963, when British Railways were aggressively withdrawing steam traction, Alan Pegler purchased 'Flying Scotsman' from British Railways for three thousand pounds, using some of his proceeds from the sale of the Northern Rubber Company to Pegler's Valves (a company which had been started by his Grandfather). Alan Pegler was also closely involved in the Festiniog Railway and, in April 1963, 'Flying Scotsman' hauled a special train from Paddington in connection with the Annual General Meeting of the Festiniog Railway. 'Flying Scotsman' undertook a number of charters in the following years, culminating in a re-creation of the first London to Edinburgh non-stop run forty years after the first.

In 1969, with Government Assistance, Alan Pegler took 'Flying Scotsman' to the United States of America to haul an Exhibition Train promoting Britain. Encouraged by the interest in this iconic locomotive, Alan Pegler continued to operate the locomotive in North America after the Government funding expired, first in Canada and then in San Francisco but, sadly, this was not a commercial success, resulting in bankruptcy for Alan Pegler. The locomotive was sold to Sir William McAlpine who managed to return the locomotive to England. Alan Pegler's involvement with railway preservation continued and, in 2006, he was made an O.B.E. for "services to rail heritage". He died on 18th March 2012.

Sir William McAlpine's ownership

On its return from North America in 1973, Sir William McAlpine commissioned light repairs and repainting at BREL Derby. The British Rail modifications had been reversed prior to the visit to the U.S.A. but BREL fully restored her appearance to what I call "As God and Gresley intended" - apple green, numbered 4472, with conventional drafting and the rather tiny single chimney which, surmounting the massive boiler, contributed to the impression of raw power. 'Flying Scotsman' then undertook a season on the Torbay Steam Railway followed by various main line trips. In 1974, Steamtown at Carnforth became the locomotive's new base from where a number of main line charter workings were undertaken. An appearance was made at the 150th Anniversary of the opening of the Stockton and Darlington Railway in 1975. More charter work followed until 'Flying Scotsman' went to the Vickers Works in Barrow-in-Furness for heavy repairs at the end of 1977. A variety of main-line trips followed until another major overhaul at Carnforth in 1985. 'Flying Scotsman' was then moved to Marylebone for a series of 'Shakespeare Limited' luncheon trains with Roland Kennington in charge of maintenance.

In 1988, Roland Kennington accompanied the locomotive to Australia for a very successful programme of special trains, after which both he and his charge returned safely to England.

'Flying Scotsman' resumed an intensive programme of main line runs, with the last on 25th October 1992, just two days before the locomotive's 'Main Line Ticket' expired. The plan was for the locomotive to work out the rest of its 'Boiler Ticket' on preserved railways, starting with the first of what was to prove a number of visits to Birmingham Railway Museum. I've described 'Flying Scotsman' at Birmingham Railway Museum in a post here.

The 'Learn to be a Driver' scheme at Birmingham Railway Museum had attracted considerable interest and on the 26th October 1992 the world-famous 4472 'Flying Scotsman' became the star attraction, giving enthusiasts the chance to actually drive and fire the locomotive. It was during this period that I first became intimately acquainted with 'Flying Scotsman', since I was an Instructor Driver at the Museum. The Autumn Gala on the weekend of 28th and 29th November 1992, featured locomotives from three of the 'Big Four' railways with 4472 'Flying Scotsman', 7029 'Defiant', 6024 'King Edward I' and 46203 'Princess Margaret Rose' all in steam. 46203 was away most of the Saturday on a Main Line Railtour.

On 1st December 1992, 'Flying Scotsman' left Birmingham Railway Museum for visits to the Great Central Railway, the East Lancashire Railway and Llangollen where an inspection on 4th March 1993 found 29 defective boiler tubes and other defects, resulting in the locomotive being 'stopped'. 'Flying Scotsman' was moved by road to the works of FKI Babcock Robey in Oldbury for them to carry out the necessary repairs, assisted by Roland Kennington and others. When the locomotive emerged from FKI Babcock Robey on 22nd July 1993 the British Railways modifications had been re-applied so the locomotive appeared in British Railways green, numbered 60103, with Continental smoke deflectors, double chimney and dual 'Kylchap' exhaust. I accept that the revised drafting improved the steaming, but I never liked the appearance and it proved controversial with the enthusiast community.

In September 1993, Pete Waterman acquired a 50% interest in the locomotive from Sir William McAlpine. After stints at the Paignton and Dartmouth Steam Railway and the Gloucester Warwickshire Railway, 'Flying Scotsman', in its new guise as 60103, returned to Birmingham Railway Museum on 3rd November 1993 for more 'Learn to be a Driver' work. There were still lots of people keen to drive 'Flying Scotsman' and I remember it as a very busy period with courses carrying on well after dark each evening. The locomotive returned to Llangollen on 17th February 1994 for a triumphant season, followed by an equally successful time at the Nene Valley. Then it was onto the Severn Valley and back to Birmingham Railway Museum from 18th November 1994 to 11th January 1995. During another visit to Llangollen, the locomotive became derailed. Although passed as 'fit' after re-railing, the following day (24th April 1995) a crack appeared in the boiler backhead neccessitating withdrawal from service and return to Southall for heavy repairs.

Tony Marchington's ownership

Tony Marchington (born 1955 at Buxton) purchased 'Flying Scotsman' from Sir William McAlpine on 23rd February 1996 for a reported one and a half million pounds, expending a further one million in order to restore her to steam in 1999. I may not have liked the locomotive's appearance as '60103' but at least it was historically correct. What emerged from the works in 1999 was a confection combining 'Kylchap' exhaust and double chimney, LNER livery, the running number 4472, no smoke deflectors (at least initially) and air brakes. A Polish steam-driven air compressor had been mounted between the frames. Whilst the compressor was not visually intrusive, it produced a very foreign-sounding slow, repetitive 'thump - chuck - thump - chuck'.

In 2000, the locomotive appeared at Peak Rail during a 9-day 'extravaganza'. I was rostered for seven of these days, either as Conductor Driver or Driver on 'Flying Scotsman' or Driver on the 0-6-0T 'Austerity' which 'top and tailed' the passenger trains with 'Flying Scotsman'. It was a pretty hectic period, with unprecedented crowds, and my recollections are here. Alan Pegler was re-united with 'Flying Scotsman' on one of the days and this was the only time I met him.

'Flying Scotsman' became a regular performer on the British Pullman trains operated by Venice Simplon Orient Express (VSOE). It was only recently that I had an opportunity to inspect the luxurious restored Pullman train - there's a brief description here.

Flying Scotsman plc was floated in 2002, with ambitious plans by Tony Marchington for a 'Flying Scotsman Village' near Edinburgh. The plans fell through and Tony Marchington was declared bankrupt in September 2003. He later died of cancer in 2011. Peter Butler, the Chief Executive Officer of Flying Scotsman plc, revealed a serious position in October 2003 and dealing in the Company's shares was suspended.


'Flying Scotsman' at the 2003 Doncaster 'Open Day' (Photo: Rich@rd).

National Railway Museum ownership

Following the collapse of Flying Scotsman plc, sealed bids were invited for the purchase of 'Flying Scotsman'. A public appeal was launched to prevent what was called "The People's Engine" from probably going abroad. The public appeal raised 365,000 Pounds Sterling which was matched matched by a donation from Sir Richard Branson on behalf of the Virgin Group. Together with a grant of 1.8 million Pounds Sterling from the National Heritage Memorial Fund, a successful bid was made and 'Flying Scotsman' was purchased by the National Railway Museum, becoming part of the 'National Collection' at the National Railway Museum, York.

After various repairs, a number of Steam Charters were operated before a series of failures prompted withdrawal for another overhaul in 2005. This overhaul was completed in 2009 but there remained serious concerns over reliability. As repair work continued, the affair turned into a full-blown scandal, resulting in a review by 'First Class Partnerships' who are 'Rail Consultants'. A heavily-redacted version of this report is now in the public domain here. NRM states that the redacted text is "either because they are commercially sensitive or to protect the privacy of individuals". I found the report to the Trustees of the Science Museum Group by Bob Meanley far more informative. You can find it here. It appears that this saga will 'run and run'.

Book References

There are many, many books about this famous locomotive, her designer or her exploits. I list a few books below, including some describing the L.N.E.R. and the working of the East Coast Main Line in steam days.

[1] 'The World's Most Famous Locomotive' complied by David Clifford published by Finial Publishing in collaboration with the Flying Scotsman Associated in 1997 (ISBN 1 900467 02 X).
[2] 'The Steel Highway' by Cecil J. Allen, published Longmans, Green and Co. in 1928.
[3] 'Flying Scotsman: On Tour: Australia' published by Chapmans in 1990.
[4] 'The Flying Scotsman 1862 - 1962: Portrait of a Train' by C. Hamilton Ellis published George Allen & Unwin 1962.
[5] 'The London and North Easter Railway Company: Three-Cylinder Superheated 4-6-2 PACIFIC TYPE Express Tender Locomotive exhibited at the British Empire Exhibition Wembley 1924' reprinted in 2000 by the Pleasaunce Press (ISBN: 0 902372 12 2).
[6] 'The Gresley Pacifics' by O. S. Nock, omnibus edition with parts 1 and 2 published by Book Club Associates 1985.
[7] 'Gresley Locomotives - A Pictorial History by Brian Haresnape' reprinted by Ian Allen 1993 (ISBN 0 7110 0892 2).
[8] 'The Locomotives of Sir Nigel Gresley' by O. S. Nock; second expanded and re-illustrated edition published by Patrick Stephens 1991 (ISBN 1-85260-336-4).
[9] 'East Coast Pacifics at work' by P. N. Townend published by Ian Allen 1982 (ISBN 0 7110 1170 2).
[10] 'The Gresley Influence' by Geoffrey Hughes published by Ian Allen 1983 (ISBN 0 7110 1272 5).
[11] 'The Gresley Legacy: A Celebration of Innovation' by Martin Smith published by Argus Books 1992 (ISBN 1 85486 079 8).
[12] 'Nigel Gresley: Locomotive Engineer' by F. A. S. Brown, first published 1961, 1975 edition published by Ian Allen (ISBN 07110 0591 5).
[13] 'Non-Stop!: London to Scotland Steam' by A. J. Mullay published by Alan Sutton 1989 (ISBN: 0-86299-600-7).
[14] 'LNER Steam' by O. S. Nock, first published 1969 by David & Charles, paperback edition 1971 by Pan Books (ISBN 0 330 02680 1).
[15} 'Great Northern Locomotives: 1847 - 1947' by R. A. H. Weight, second edition published 1970 by The Gresley Society.

Related posts on this Website

'Flying Scotsman' at Birmingham Railway Museum.
'Flying Scotsman' at Peak Rail.

External Websites

'Flying Scotsman' (Wikipedia).
Nigel Gresley (Wikipedia).
British Empire Exhibition (Wikipedia).
G. J. Churchward (Wikipedia).
EngRailHistory site.
Alan Pegler (Wikipedia).
Sir William McAlpine (Wikipedia).
Tony Marchington (Wikipedia).


[Link to post 'Flying Scotsman' at Birmingham Railway Museum added: 29-Jul-2015]
[Link to post 'Flying Scotsman' at Peak Rail added: 8-Oct-2016]