Flying Scotsman 4472/60103 Flying Scotsman 4-6-2 Summary: The flying Scotsman, probably the most famous steam locomotive in the world. Completed in 1923 the flying Scotsman became the flagship locomotive of the London North Eastern Railway company, and represented the company at the British Empire exhibition in 1924 and 1925. The flying Scotsman fame grew in 1928 when the locomotive hauled the first non-stop, 392 mile run from London to Edinburgh. A year later the flying Scotsman appeared in the 1929 black-and-white film named the flying Scotsman. The flying Scotsman's fame became immortalised when in 1934 it became the first steam locomotive in the history of the world to be officially recorded at the speed of 100 mph. The flying Scotsman had a long and distinguished career with both the London and North Eastern Railway company and British Railways, before earning its immortality in preservation when it was bought by Alan Pegler in 1963.

Now in preservation and private ownership the flying Scotsman's notoriety continued to grow when Alan Pegler took the locomotive on a tour of the United States and Canada. Over the decades to follow the flying Scotsman was owned by a number of individuals before it was bought by its current owners the National Railway Museum. Learn interesting and important facts about the history of Sir Nigel Gresley world-famous steam locomotive the flying Scotsman. Discover this fantastic steam locomotive story with facts and technical information on the flying Scotsman's design and history. Learn why the flying Scotsman is an important part of Great Britans heritage. Flying Scotsman Train Fact 1: Who designed the Flying Scotsman? The Flying Scotsman was designed by Sir Herbert Nigel Gresley. Nigel Gresley as he preferred to be known, originally designed the flying Scotsman as an A1 class Pacific locomotive in 1922. Flying Scotsman was later modified to Nigel Gresley's A3 Pacific class specification. Flying Scotsman Train Fact 2: When was the Flying Scotsman built?

The flying Scotsman was built in 1923 for the London and North Eastern Railway company.The Flying Scotsman was originally designed for The Great Northern Railway company but by its completion in 1923 The Great Northern Railway company had merged to become part of the the London and North Eastern railway company (LNER). The Flying Scotsman was originally given the number of 1472 but later renumbered 4472 by the LNER. Flying Scotsman Train Fact 3: Where was the Flying Scotsman built? The flying Scotsman was built at Doncaster works. Doncaster works also known as the plant is located in the town of Doncaster, which could be found in South Yorkshire, England. Flying Scotsman Train Fact 4: Who owns the Flying Scotsman? The Flying Scotsman is currently owned by the National Railway Museum (NRM). Throughout the years of the Flying Scotsman long and eventful career there has been multiple owners of this magnificent locomotive. The flying Scotsman was originally ordered and laid down by the Great Northern Railway company, but on completion and its entry into service the locomotive was now owned by the London and North Eastern Railway company.

Later in its career with the nationalisation of Britain's rail network the Flying Scotsman become a British Railways locomotive. In 1963 the flying Scotsman ended its career with British Railways, the locomotive was saved from the cutting torches of Britain's scrapyards when it was bought out right by Alan Pegler. This started the second phase of the Flying Scotsman's career in preservation. In 1972 Alan Pegler was declared bankrupt, the flying Scotsman was bought by William McAlpine. William McAlpine sold the Flying Scotsman to Tony Marchington in 1996. In 2003 Tony Marchington was declared bankrupt and the flying Scotsman was again put for sale, the National Railway Museum bought the locomotive into 2004 and remains the owner of the Flying Scotsman to the present day. Flying Scotsman Train Fact 5: The flying Scotsman is a A3 Pacific class locomotive. The name Pacific refers to a locomotives with the wheel arrangement of 4-6-2.

Four leading wheels (bogie wheels) of 3ft 2" height, six driving wheels of 6ft 8" and to trailing wheels of 3ft 8". Flying Scotsman Train Fact 6: The flying Scotsman's length was 21.34 m or 70 foot, and heigh was 3.96 m or 13 foot. The locomotive had three cylinders 2 outside cylinders and 1 between the frames. The flying Scotsmam operated with a maximum boiler pressure of 220 psi. Flying Scotsman Train Fact 7: Why was the Flying Scotsman build? The purpose of the 4472 flying Scotsman steam locomotive was to haul express passenger trains for the London and North Eastern Railways between London and Edinburgh. The flying Scotsman was capable of completing the 391 mile journey non-stop in approximately 8 hours.

Flying Scotsman Train Fact 8: In comparison to other steam locomotives of the time, the flying Scotsman's capability to run the non-stop between London and Edinburgh proved to be a massive advantage in both time saved for the fare paying passenger and money saved for the LNER as fewer crews and locomotives were required to complete the journey. Flying Scotsman Train Fact 9: Why is the Flying Scotsman famous? The flying Scotsman is arguably the most famous steam locomotive in the world. Her notoriety stems from two world records she set. On November 30, 1934 the Flying Scotsman became the first steam locomotive officially recorded to reach the speed of 100 mph. On 8 August 1989 while visiting Australia the flying Scotsman captured the record for the longest non-stop run by a steam locomotive, covering a distance of 422 miles. Flying Scotsman Train Fact 10: While under British Railways ownership the flying Scotsman was fitted with a double chimney. The double chimney was fitted to improve performance and economy. This in turn caused a negative effect due to a softer exhaust causing smoke to obscure the drivers view.

This was remedied with the fitting of smoke deflectors from 1960. Flying Scotsman Train Fact 11: The flying Scotsman was a name given to express passenger InterCity train service which ran between Edinburgh and London. The locomotive flying Scotsman was designed and built to operate this service and subsequent acquired the same name. Flying Scotsman Train Fact 12: Following its retirement in 1963, the flying Scotsman steam locomotive was purchased by Alan Pegler. Under private ownership the flying Scotsman was restored to its former out LNER condition at the Doncaster works. During this expensive restoration many of the locomotive features which had been fitted during its BR service were restored to its former LNER condition. This included the removal of the smoke deflectors, refitting of a single chimney, and a corridor fitted tender for which the locomotive had ran from 1928 to 1936. Flying Scotsman Train Fact 13: Tony Marchington bought the flying Scotsman in 1996 for 1.5 million. During the three-year restoration that proceded a number of modifications was made to the flying Scotsman.

These modifications included increased boiler pressure, new cylinders with a larger bore, replacement of 5 inch steam pipe from the super heater with 7 inch and a return of the double chimney and Kylchap blast exhasut. These modifications proved to be a success with an increase in the flying Scotsman's performance when the locomotive returned to steam in 1999. Flying Scotsman Train Fact 14: British Railways retired the flying Scotsman in 1963. During its lifetime, the magnificent steam locomotive covered 2,076,000 miles (3,341,000 kilometres). The flying Scotsman was in regular service for approximately 40 years for both the London and North Eastern Railways and British Railways before retirement. Flying Scotsman Train Fact 15: In 1929 the flying Scotsman appeared in the black-and-white film the flying Scotsman. The flying Scotsman film was directed by Castleton Night and starred Moore Marriott, Pauline Johnson, Ray Milland and Alec Hurley. Flying Scotsman Train Fact 16: In 1928 the flying Scotsman was paired with a corridor tender.

This was to allow crew changes during the flying Scotsman's non-stop run between London and Edinburgh. The corridor tender was replaced with a streamlined non-corridor tender in 1936. Flying Scotsman Train Fact 17: In 1988 the flying Scotsman was transported to Australia to take part in the countries bicentenary celebrations. The flying Scotsman became the's Aus Steam 88 Festival central attraction. The locomotive travelled around the country visiting towns, stunning spectators and setting world records. On 8 August 1989 the flying Scotsman set a world record for the longest non-stop run by a steam locomotive. When the flying Scotsman travelled 422 miles from Parks to Broken Hill. The flying Scotsman returned to Britain in 1990. Origin Sir Nigel Gresley - P2 Steam Locomotive Company - P2 Steam Locomotive Company History > Nigel Gresley Sir Nigel Gresley Sir (Herbert) Nigel Gresley (19 June 1876 – 5 April 1941) was one of Britain’s most famous steam locomotive engineers, who rose to become Chief Mechanical Engineer of the London and North Eastern Railway.

He was the designer of some of the most famous steam locomotives in Britain, including the LNER Class A1 and LNER Class A4 4-6-2 Pacific engines. It was his A1 pacific, Flying Scotsman, that was the first steam locomotive officially recorded over 100 mph in passenger service, and an A4, number 4468 Mallard, still holds the record for being the fastest steam locomotive in the world (126 mph). Gresley’s engines were considered elegant, both aesthetically and mechanically. His invention of a three-cylinder design with only two sets of Walschaerts valve gear, the Gresley conjugated valve gear, produced smooth running and power at lower cost than would have been achieved with a more conventional three sets of Walschaerts gear. Gresley was born in Edinburgh and was raised in Netherseal, Derbyshire, a member of a family long seated at Gresley, Derbyshire.

After attending school in Sussex and at Marlborough College, Gresley served his apprenticeship at the Crewe works of the London and North Western Railway, afterwards becoming a pupil under John Aspinall at Horwich of the Lancashire and Yorkshire Railway. After several minor appointments with the L&YR he was made Outdoor Assistant in the Carriage and Wagon Department in 1901; in 1902 he was appointed Assistant Works Manager at Newton Heath depot, and Works Manager the following year. This rapid rise in his career was maintained for, in 1904, he became Assistant Superintendent of the Carriage and Wagon Department of the L&YR. A year later, he moved to the Great Northern Railway as Carriage and Wagon Superintendent. He succeeded Henry A. Ivatt as CME of the GNR on 1 October 1911. At the 1923 Grouping, he was appointed CME of the newly formed LNER. In 1936, Gresley was awarded an honorary DSc by Manchester University and a knighthood by King Edward VIII; also in that year he presided over the IMechE.

During the 1930s, Sir Nigel Gresley lived at Salisbury Hall, near St. Albans in Hertfordshire. Gresley developed an interest in breeding wild birds and ducks in the moat; intriguingly, among the species were Mallard ducks. The Hall still exists today as a private residence and is adjacent to the de Havilland Aircraft Heritage Centre, with its links to the design of the famous Mosquito aircraft during World War II. In 1936, Gresley designed the 1,500V DC locomotives for the proposed electrification of the Woodhead Line between Manchester and Sheffield. The Second World War forced the postponement of the project, which was completed in the early 1950s. Gresley died after a short illness on 5 April 1941 and was buried in Netherseal, Derbyshire.

Share List Flying Scotsman Gresley A1/A3 steam locomotive (1923-), LNER/BR, 4472/502/103/60103 - [image info] The Flying Scotsman is one of Britain's most famous steam locomotives, and was a favourite with toy manufacturers. It's usually depicted with LNER running number 4472, and green paintwork. It was named after the famous Flying Scotman express train service. The Scotsman set speed records, ran a special London-to-Edinburgh trip during the last year of general steam on the British Railways network, and then went on tour in the US and Australia, where it logged the longest noted non-stop steam train journey. It's the last surviving member of the Gresley 4-6-2 A1/A3 Class "Pacific" locomotives, and it currently resides in the National Railway Museum .

Contents 13.5 2016: 1922: The GNR A1 Class The first two Gresley A1 class locomotives were built at Doncaster Works by the Great Northern Railway in 1922, around eight months and five months before before the grouping of the myriad railway companies to form the Big Four on January 1st 1923. These were the GNR's first 4-6-2 locomotives, and were initially numbered 1470 Great Northern and 1471 Sir Frederick Banbury (named after the soon-to-be defunct railway company, and its outgoing chairman). They were renumbered 4470 and 4471 when they became part of the LNER. A further batch of ten A1 locomotives were ordered in 1922 and arrived in 1923, so the first of this second batch, and the first Class A1 to be an exclusively LNER locomotive, was 4472, later to be named 'Flying Scotsman.

1923: The creation of the LNER The LNER legally came into existence at the dawn of 1923. With the new railway company being launched and branded, the LNER's new head of publicity seized on the A1 Class as the company's newest and biggest passenger locomotives, and decided to make them the public "face" of the LNER. When selecting a single loco to be used for publicity, it was sensible not to use the first two A1's which had already run under the GNR and were named after the GNR and GNR chairman. The first of the new LNER batch, 4472, was deliberately left unnnamed during 1923, as the company decided exactly how to get maximum publicity from the locomotive. 1924-1925: Launch and public showings The opportunity for a big publicity launch for 4472 came in 1924, with the high-profile British Empire Exhibition .

4472 was duly named, and since it was going to be a staple of LNER publicity, the company decided to try to get a "double-hit" of exposure from the loco - instead of naming it after a famous person, or a town, or some other recognisable name that had nothing to do with the LNER, the company named the locomotive after their own high-profile London-to-Edinburgh service (which the loco would be used on), the Flying Scotsman. This meant that every time the LNER promoted the locomotive, it was advertising the service, and every time people took the Flying Scotsman train, hauled by an A1, they felt as if they were in the presence of a "celebrity" loco (even though most of the trains were actually hauled by 4472's sister A1 locomotives).

Since 4472 had had a lot of heavy use after it had been introduced in 1923, and then spent a lot of time during 1924 on display at the British Empire Exhibition, and returned to the BEE in 1925, 4472 probably spent less time hauling the FS train after its naming than some of its siblings. However, the Exhibition's estimated 27 million visitors helped to establish the Scotsman as part of the national identity. 1928: Non-stop service and corridor tenders The LNER publicity department got a "second bite of the cherry" in 1928 with regards to the Scotsman by relaunching the train service on 1st May as a new non-stop service, without the stop-off for lunch along the route that was originally part of the schedule. With a distance of 392 miles, this gave the Scotsman train the ability to boast of being the World's longest non-stop scheduled steam locomotive-run service.

Since it was impractical to expect a single driver and fireman to stay alert and shovel coal for the entire trip without a break, the new service was only made possible by the construction of a new type of tender to be attached to the engine, which, as well as carrying an extra ton of coal, contained a concealed tunnel that let first- and second-shift crews swap places without stopping the train. The engine-facing end of the tender had a small hatch over this tunnel-corridor, which ran inside the right-hand side of the tender, then had a sharp turn leading to a central concertina-style connector that linked to the front of the third-class carriage at the front of the train, where crews would sit when off-shift. Daylight entered the corridor from a small round window at the back of the tender, so as not to spoil the symmetrical appearance of the tender sides. These innovative corridor tenders were also used with some other LNER express passenger locomotives such as the A4s , and were instrumental in making the Scotsman's Australian tour feasible. 1929: Feature film: "The Flying Scotsman" The LNER cooperated with filmmakers in the production of a six-reel silent film called "The Flying Scotsman".

Featuring the real locomotive on a loop of track, the film starred Pauline Johnson and included the first film appearance of Raymond Milland, and was later given a partial soundtrack. Although the film must have originally seemed to the LNER like a wonderful opportunity, they later became alarmed and then somewhat panicked at the idea that the plot involved a disgruntled sacked railway driver plotting to cause a railway accident, and featured some slightly terrifying stunts performed for real, without the use of stunt-men, such as actors crawling along the outside of the train at high speed. 1934: The 100mph speed record In another publicity coup, the LNER organised a successful attempt to set a new official speed record for a steam locomotive, of 100mph. The natural candidate for this was again 4472, not because it was necessarily any faster than its siblings, but because the name "Flying Scotsman" would then also be famous for belonging to the world's fastest steam loco.

The record-breaking run was made on 30 November 1934, with the driver cryptically mentioning to one of the passengers before the train left that station that, "If we hit anything today, we'll hit it hard". A special measurement "dynamometer car" was attached to the train to make sure that there was an official record of the event – a steam loco had been reputed to have travelled briefly at 100mph before, but without independent verification - the LNER wanted their record-breaking run to be "proper", official and undisputable. 1959: A3 rebuild A set of modifications and improvements to the A1 class had started being implemented (very slowly!) in 1928, with the resulting locomotives being reclassified as A3 Class. The "A3" updates to Scotsman were finished in 1959, giving it an improved boiler and an enhanced "Kylchap" double-chimney similar to the one on Mallard, and an elongated steam dome.

However, the internal efficiency improvements, which meant that more energy was extracted from the steam, meant that smoke and steam didn't blast out of the chimney as strongly, and tended to drift across the driver's field of view. In order to fix the problem, the same solution used by many other locomotives such as the "Duchesses" was applied - fixing a pair of smoke-deflector panels to the sides of the front of the loco, to scoop up air to lift the smoke out of the way. However, while many locomotives looked great with smoke deflectors, the high "partial" plates used on Scotsman while preserving the view of the loco's distinctive lower front boiler supports, were felt by many to make the loco look a bit "prissy", changing its look. 1963: Private ownership Although steam locomotives were not too expensive to build, they were very expensive to maintain, and with the number of steam locomotives on the BR network steadily reducing, there was bound to come a time when maintaining the steam locomotive servicing facilities for a dwindling number of engines would cease to make financial sense.

British Rail made a strategic decision to scrap steam, with the Scotsman locomotive scheduled to be sent to the breaker's yard in early 1963. At this point, businessman Alan Pegler, who had stood in the cab of the Scotsman as a child when it was exhibited at the British Exhibition, stepped in and bought the locomotive from British Rail, with an agreement that he would be allowed to continue to run it on the BR network for special trips. With Scotsman no longer a BR locomotive, Pegler had the engine restored to its original LNER/4472 livery, and ran an anniversary-non-stop trip in 1968 to mark the 40th anniversary of the 1928 record-making run. 1969-1970: The first US Tour The North American tour of The Flying Scotsman would take it 3,500 miles from its home in Britain before starting its 15,400­ mile­-long journey, taking it across much of America and even as far as Canada. The tour was originally a mission of goodwill to promote trade and cooperation between British and American businesses with attention drawn to British exports to the States.

It also allowed the organisers to display the pride felt with the ongoing restoration of such a famous locomotive. The American Southern Railways System and its president played official hosts to the Scotsman while it travelled across their railways and assisted in organising parts of the tour that took the locomotive to the networks of other US railway companies. With the American recipients of the Scotsman and the British government participating in and backing the venture, the tour gained much excitement and momentum from both countries. As well as its ongoing restoration, the locomotive itself underwent several modifications, to ensure its compliance with the Federal Railroads Administrations regulations on locomotives. Many of these were in regard to the difference between the safety rules of Britain and America. The most noticeable of these modifications were the addition of a "cowcatcher", an additional bell, and an American-style whistle. Additional safety modifications included an air­brake system and a high intensity headlamp. The Flying Scotsman departed from Liverpool docks on 19th September 1969 for a ten-day voyage to Boston. Upon its arrival the Scotsman was greeted with the sound of traditional Scottish bagpipes and was unloaded by US Navy cranes and equipment.

The Scotsman's first voyage in America would be from Boston, Massachusetts to Hartford, Connecticut. The rest of the 1969-70 season would take the locomotive to New York, Washington and Dallas. This three-month tour proved to be a popular season as the public were described as "waiting in scores" to watch the locomotive pass by, at one point including a whole class of school children who were dismissed early to allow them to view the Scotsman passing by. The following year the Scotsman would visit Texas, Wisconsin and Montreal. 1972: The second US Tour Pegler had loved driving the locomotive and running the first tour, and in 1972, with the loco still in the US, he decided to run another on the West Coast, this time without the sponsorship that had helped to support the enterprise the first time around. With finances becoming ever worse, Pegler carried on with the adventure, until he had to declare himself bankrupt towards the end of 1972. Scotsman" was warehoused in the US and held as an asset, so that it could be sold to raise money to pay creditors.

1973: Rescue and return to the UK Anxious that Britain might never see the Flying Scotsman again, William McAlpine stepped in and cleared the debts, and brought Scotsman back to Liverpool docks via the Panama Canal in early 1973. MacAlpine ran Scotsman for over two decades, including multiple refits and repairs. 1988-1989: Australia The Scotsman went to Australia in 1988 to participate in the bicentennial anniversary steam railway event Aus Steam '88. In 1989, the Scotsman set a steam endurance record, travelling 422 miles non-stop. 1996-2003: Flying Scotsman Enterprises With a further major overhaul looming, McAlpine put the locomotive up for sale, and it was bought for £1.45M by Tony Marchington. to be further restored. With the refit taking over four years and costing around three quarters on a million pounds, Flying Scotsman Enterprises ran the loco for around another four years before becoming insolvent. Scotsman was on the block once again.

2004-: The National Railway Museum The National Railway Museum managed to raise the money to buy Scotsman in April 2004, bringing the locomotive back into public ownership, and giving Scotsman a secure place in what many would consider it's natural home, at an organisation dedicated to preserving British railway history, and with the resources to maintain the engine and show it to the British public. Critically, the NRM only came into existence in 1975 to manage a collection that had previously been looked after by BR, and therefore hadn't existed at the time that Scotsman was originally scrapped. Scotsman's lengthy overhaul and refit at the NRM finally resulted in the first of a series of public tours around the national railway network in early 2016. Running numbers and liveries The loco first appeared with the LNER's 4472 running number. After reorganisations, it also ended up numbered 502, and then 103, and when British Rail inherited it, this gained a "60" prefix to become 60103. The Scotsman was originally dressed in LNER apple-green, which is how it's usually depicted.

However, during World War Two the locomotive was painted in standard wartime black, and for a period under British Rail, it was BR "Brunswick Green". Together with the conversion from A1-Class to A3-Class, and the fitting of the upper smoke deflectors, the array of colours, numbers and configurations has created no end of arguments amongst steam enthusiasts as to the "proper" state that Scotsman ought to be restored to. Should it have the original single chimney, apple-green paint and 4472 number? Or should it be Brunswick green, with smoke deflectors and numbered 60103? Or some other combination? The NRM's current position is that the Scotsman has been restored and updated so many times, the most appropriate state to return it to is the configuration that it had at the end of its period with British Rail. Museum models As well as conventional commercial locomotive models and toys of the Flying Scotsman, the Museum also used to have a large 2.5-gauge model on display in a glass case upstairs in Brighton Station , set into the glass wall of the ticket office to commemorate the locomotive's visit to Brighton in 1966.

This was removed when the station was renovated and partially redesigned in 2012-2013. Hornby Series 1930s "Flying Scotsman" box artwork, Meccano Ltd. Hornby Series 1930s "Flying Scotsman" box artwork, Meccano Ltd. See also: The Engine — Tender Capacity: 8 tons of coal, 5000 gallons water (LNER corridor tender) Mileage: approx. 2,500,000 miles A Proud History Arguably the most famous locomotive in the world, Flying Scotsman was originally built in Doncaster for the London and North Eastern Railway (LNER), completed on 24 February 1923. The engine was designed by Sir Nigel Gresley to be part of the powerful A1 class and was initially numbered 1472. Flying Scotsman had its first taste of fame when it was chosen to appear at the British Empire Exhibition, London in 1924, where it appeared as 4472 with the name 'Flying Scotsman' after the London to Edinburgh rail service which started daily at 10am.

A few years later in 1928, Flying Scotsman was given a new type of tender which boasted a corridor, thus meaning that crews could swap without stopping the train. This allowed it to haul the first ever non-stop London to Edinburgh service on 1 May, reducing the journey time to eight hours. Flying Scotsman was back in the spotlight in 1934 when it achieved 100mph, setting an official world record as the first locomotive to have reached that speed. During the Second World War Flying Scotsman had a change of guise from the standard LNER Apple Green to Wartime Black, typical of all railway stock throughout the war years, and is the chosen livery colour of the engine when it appears at our railway. After the war it became green again and was rebuilt as an A3 Pacific. In 1948, rail travel in Britain was nationalised with the formation of British Railways, and Flying Scotsman, which was now numbered 60103, was painted blue for a time, then Brunswick Green where it remained in this colour until 1963. Over the years Flying Scotsman has changed hands on a number of occasions.

The engine was bought by railway preservationist Alan Pegler who restored her to 1930s condition and famously took it on a tour of the United States. Due to financial worries, Pegler sold the locomotive to British businessman William McAlpine who brought Flying Scotsman home to repair and in 1988-9 it set out on another tour, this time around Australia, where at one point it recorded the longest ever non-stop run by a steam locomotive, travelling 422 miles. By 1995, it was part-owned by record producer Pete Waterman, and was once more being overhauled. It was sold again to businessman Tony Marchington in 1996. Tony continued to run it on mainline railtours but due to high maintenance costs, it was back on sale a few years later. Flying Scotsman was returned to public ownership in 2004. The successful bid included £415,000 raised by the public and £365,000 donated by Sir Richard Branson, plus a £1.8m grant from the National Heritage Memorial Fund.

Since that time Flying Scotsman has been undergoing an extensive restoration in the workshop of Riley & Son (E) Ltd. The intensive £4.2m project to bring the legend back to life has now been completed and Flying Scotsman now portrays the glamour of the golden age of steam in its BR Brunswick Green livery, entertaining the public for generations to come. For more information on the history and restoration of Flying Scotsman, please visit the National Railway’s Museum dedicated Flying Scotsman website. Famous Old Train on the North York Moors Railway.................. Canon vs Nikon: Which is better? One camera setting that ruins your pictures (and more, keep reading): Among our users, we have some of the most talented photographers in the world share advice that you won't find even in the most expensive subscription magazines. That's because some of them only post on our website, so you won't find this information anywhere else! Some of them post under an alias, others disclose their studio name, it's up to them. But in either case you get to read and discover photography techniques that will make you very good at taking pictures. Unlike other websites, we don't try to pitch DSLRs, lenses, and other gear, while collecting sales commission.

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From Wikipedia, the free encyclopedia LNER Class A3 4472 Flying Scotsman This article is about the locomotive. The LNER Class A3 Pacific steam locomotive No. 4472 Flying Scotsman (originally No. 1472) was built in 1923 for the London and North Eastern Railway (LNER) at Doncaster Works to a design of H.N. Gresley. It was employed on long-distance express trains on the LNER and its successors, British Railways Eastern and North-Eastern Regions, notably on the 10am London to Edinburgh Flying Scotsman train service after which it was named.

The locomotive set two world records for steam traction, becoming the first steam locomotive to be officially authenticated at reaching 100 miles per hour (160.9 km/h) on 30 November 1934,[1] and then setting a record for the longest non-stop run by a steam locomotive when it ran 422 miles (679 km) on 8 August 1989 while in Australia.[2] Retired from regular service in 1963 after covering 2,076,000 miles (3,341,000 km),[1][3][4] Flying Scotsman gained considerable fame in preservation under the ownership of, successively, Alan Pegler, William McAlpine, Tony Marchington, and finally the National Railway Museum (NRM).

As well as hauling enthusiast specials in the United Kingdom, the locomotive toured extensively in the United States and Canada (from 1969 to 1973)[5] and Australia (from 1988 to 1989).[6] Flying Scotsman has been described as the world's most famous steam locomotive.[7][8] History The locomotive was completed in 1923, construction having been started under the auspices of the Great Northern Railway (GNR). It was built as an A1, initially carrying the GNR number 1472, because the LNER had not yet decided on a system-wide numbering scheme.[9] Flying Scotsman was something of a flagship locomotive for the LNER. It represented the company at the British Empire Exhibition at Wembley in 1924 and 1925. Before this event, in February 1924 it acquired its name and the new number of 4472.[10] From then on it was commonly used for promotional purposes.

With suitably modified valve gear, this locomotive was one of five Gresley Pacifics selected to haul the prestigious non-stop Flying Scotsman train service from London to Edinburgh, hauling the inaugural train on 1 May 1928. For this the locomotives ran with a new version of the large eight-wheel tender which held 9 long tons of coal. This and the usual facility for water replenishment from the water trough system enabled them to travel the 392 miles (631 km) from London to Edinburgh in eight hours non-stop. The tender included a corridor connection and tunnel through the water tank giving access to the locomotive cab from the train so that the driver and fireman could be changed without stopping the train. The following year the locomotive appeared in the film The Flying Scotsman. While the Great Western Railway locomotive GWR City of Truro had previously been unofficially timed at running in excess of 100 mph (160.9 km/h),[11]4472 became the first steam locomotive to be officially authenticated at this speed on 30 November 1934,[1][12] driven by Bill Sparshatt and running a light test train.

It earned a place in the land speed record for railed vehicles; the publicity-conscious LNER made much of the fact.[13] The locomotive ran with its corridor tender between April 1928 and October 1936, after which it reverted to the original type; in July 1938 it was paired with a streamlined non-corridor tender, and ran with this type until withdrawal.[14] On 22 August 1928 an improved version of this Pacific type, classified A3, appeared; older A1 locomotives were later rebuilt to conform. On 25 April 1945, A1-class locomotives not yet rebuilt were reclassified A10 to make way for newer Thompson and Peppercorn Pacifics. Flying Scotsman emerged from Doncaster works on 4 January 1947 as an A3, having received a boiler with the long "banjo" dome of the type it carries today. By this time it had been renumbered twice: under Edward Thompson's comprehensive renumbering scheme for the LNER, it became No.

502 in January 1946; in May the same year, under an amendment to that plan, it become No. 103.[9] Following nationalisation of the railways on 1 January 1948, almost all of the LNER locomotive numbers were increased by 60000; No. 103 became 60103 in December 1948.[14] Between 5 June 1950 and 4 July 1954, and between 26 December 1954 and 1 September 1957, under British Railways ownership, it was allocated to Leicester Central shed on the Great Central, running Nottingham Victoria to London Marylebone services via Leicester Central. All A3 Pacifics were subsequently fitted with a double Kylchap chimney to improve performance and economy.

This 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 from 1960, which somewhat changed the locomotives' appearance.[15] Preservation In 1962, British Railways announced that they would scrap Flying Scotsman.[16] Number 60103 ended service with its last scheduled run on 14 January 1963.[17] Proposed to be saved by a group called "Save Our Scotsman", they were unable to raise the required £3,000, the scrap value of the locomotive. Lots more on this Famous Steam Locomotive at Legendary steam locomotive "Flying Scotsman" set to return Legendary steam locomotive "Flying Scotsman" set to return Tweet Share The world famous "Flying Scotsman" steam locomotive, holder of three steam speed records, pulls out of Victoria Station in London March 13, 2002.

Reuters/Files More LONDON (Reuters) - One of the world's most famous steam engines, "Flying Scotsman," is set to return after a decade of restoration and over 80 years since it became the first locomotive to reach 100 miles an hour (160 kph). The venerable engine, which has toured both the United States and Australia since it was retired from service, made a series of short test runs on Friday, ahead of a programme of heritage journeys this year on Britain's main lines. It emerged dramatically from huge clouds of steam at Bury station in northern England to the delight of dozens of rail enthusiasts who had gathered to mark the occasion. Restoration work for the National Railway Museum that has cost some 4 million pounds ($6 million) has now almost finished, although the engine will not be repainted in its traditional green livery until next month. "Flying Scotsman is arguably the most famous locomotive in the world," the museum said on its website.

"Once restoration is complete, it will be back hauling mainline railtours, steaming proudly into the 21st century." Built in 1923, the engine hauled the first ever non-stop service between London and Edinburgh in 1928, taking eight hours. It set the record-breaking 100 mph mark in 1934. After it was retired in 1963 as the age of steam in Britain drew to a close, the Scotsman was sold to a businessman who took it on a tour of the United States where it was fitted with a bell, headlamp and cow-catcher. In 1988-9 under new ownership, it toured Australia, where at one point it recorded the longest ever non-stop run by a steam locomotive, travelling 422 miles. The high cost of restoring and running the engine had always limited its public appearances but in 2004 it was returned to public ownership. The first mainline test run is expected to be from Manchester to Carlisle, over the scenic Ribblehead Viaduct, on Jan. 23.

Next month the Scotsman will run between Kings Cross station in London to the railway museum in York, northern England, where it will be based. (Reporting by Stephen Addison; editing by Michael Holden) Reblog Scottish fact of the week: The Flying Scotsman - The Scotsman Scottish fact of the week: The Flying Scotsman The Flying Scotsman in the recognisable Apple Green livery. Picture: Wiki Commons 18:36 Tuesday 04 November 2014 Have your say BUILT in 1923 for the London and North Eastern Railway (LNER), the Flying Scotsman - LNER Class A3 Pacific steam locomotive No. 4472 to give it its Sunday name - is one of the world’s most famous steam locomotives. Designed by the Edinburgh-born Sir Nigel Gresley, the Flying Scotsman was initially employed on long-distance routes, most notably on the 10am London to Edinburgh Flying Scotsman train service that gave the locomotive its name. The Flying Scotsman train service had been masterminded by Walter Leith of the Great Northern Railway who, in 1862, decided to run a through train from London to Edinburgh.

It set two world records for steam traction; becoming the first steam locomotive to be officially recorded reaching 100mph - on November 30, 1934 - and setting a record for the longest non-stop journey by a steam locomotive when it ran 422 miles in Australia on August 8, 1989. Although it was retired from regular service in 1963 as the railway moved away from the steam age, the Flying Scotsman gained fame in preservation under the ownerships of Alan Pegler, William McAlpine, Tony Marchington and lastly, the National Railway Museum. Used for pleasure trips in the UK, the locomotive was also toured extensively in the United States, between 1969 and 1973 and Australia (1988-89). Construction The locomotive was completed in 1923, built as an A1 and initially carrying the Great Northern Railway (GNR) number 1472.

Something of a flagship locomotive, the Flying Scotsman represented the LNER firm at the British Empire Exhibition at Wembley in 1924 and 1925, acquiring its name and new number of 4472 in February 1924. The Flying Scotsman was one of five Gresley-designed Pacific locomotives chosen to haul the London-Edinburgh service, pulling the inaugural train on May 1, 1928. History and service The locomotive was able to make the 392-mile journey between the two capital cities in eight hours. In 1929, the Flying Scotsman appearing in the film of the same name and in November 1934, became the first steam locomotive to officially reach 100mph. The locomotive was given an extensive revamp in the late 1940s, being recast from the older A1 locomotive to the newer, Pacific-type Class A3. British Railways announced in 1962 that they would scrap the Flying Scotsman, with its last scheduled run taking place on January 14, 1963.

Life after service Although a campaign group named ‘Save our Scotsman’ attempted to rescue the locomotive from being scrapped, they failed to raise the required £3,000. Alan Pegler stepped in and bought the locomotive outright, with the political support of Harold Wilson. He spent large amounts of money having the Flying Scotsman restored at the Doncaster Works, as close as possible to its LNER condition. On completion, Pegler convinced the British Railways Board to let him run pleasure trips and the locomotive completed a non-stop London-Edinburgh run in 1968, the same year steam traction ended on Britain’s railways. US tour Pegler was forced to continually modify the locomotive as steam was replaced, having earned a contract permitting him to run the Flying Scotsman until 1972. But after an overhaul in the winter of 1968, Wilson agreed to support Pegler - via the Trade Department - running the locomotive in the USA and Canada in a bid to support British exports.

The locomotive required extensive modifications to comply with American rail laws and ran into problems, including some states viewing the Flying Scotsman as a potential fire hazard, as well as rising costs, but completed a three-year tour of the USA and Canada, taking in Boston, New York, Washington DC, Montreal, Toronto and San Francisco, covering a total of 15,400 miles. As 1970 drew to a close, Ted Heath’s Conservatives ousted Wilson’s Labour Party, and withdrew financial support for the tour. Pegler ended up in debt to the tune of £132,000, with the Flying Scotsman kept in storage at the US Army Sharpe Depot. He managed to return to England from San Francisco on a cruise ship in 1971, and was declared bankrupt in 1972. Australian visit In 1988, the Flying Scotsman travelled to Australia in place of the Mallard - celebrating the 50th anniversary of her world record-breaking run - as a key part of the country’s bicentennial celebrations.

In August, she arrived in Australia to take part as the central attraction in the Aus Steam ‘88 festival, travelling over 28,000 miles over the next year on Australia’s railways. The locomotive set its own haulage record, taking a 735-ton train over the 490-mile journey between Tarcoola and Alice Springs. On the same trip, the Flying Scotsman set a record for the longest non-stop steam locomotive journey - the 422 miles from Parkes to Broken Hill. Return to Britain The Flying Scotsman returned to Britain in 1990, continuing to work on mainline pleasure runs until 1993. After it was shunted back and forth between various owners and consortiums, Tony Marchington bought the locomotive and had it restored over a three-year period for the sum of £1 million - the most extensive refurbishment in the locomotive’s history. Post-2000 life In 2003, Edinburgh City Council turned down Marchington’s proposed plans for a ‘Flying Scotsman Village’ in the capital, and Marchington - like Pegler before him - was declared bankrupt.

The Flying Scotsman was acquired by the National Railway Museum in April 2004, and is now part of the National Collection. After a 12-month repair period, the locomotive ran for a while to raise funds for its upcoming 10-year overhaul. The Flying Scotsman is still undergoing extensive repairs and is expected to be restored to running condition by 2015, in its familiar Apple Green livery - it had been painted in LNER Wartime Black livery during its test runs. Publicity Although LNER were very much inclined to use the locomotive for publicity purposes, the Flying Scotsman’s appearance in popular culture didn’t end there. The subject of the 1929 film of the same name, the locomotive has also appeared in 102 Dalamatians (preparing to haul the Orient Express); a 1986 British Rail TV advert; the Rev W, Awdry’s books about Thomas the Tank Engine (the Flying Scotsman was included as the brother of Gordon) and on the back of the specially-produced £5 coins for the 2012 London Olympics.

About - Flying Scotsman Flying Scotsman Early Days The locomotive was built in Doncaster becoming the first locomotive of the newly formed London and North Eastern Railway (LNER). It left the works on 24 February 1923 with number 1472. It was designed by Sir Nigel Gresley as part of the A1 class – the most powerful locomotives used by the LNER at that time. By 1924, when it was selected to appear at the British Empire Exhibition in London, the loco had been renumbered 4472 – and had been given the name ‘Flying Scotsman’ after the London to Edinburgh rail service which started daily at 10am in 1862. The British Empire Exhibition made Flying Scotsman famous, and it went on to feature in many more publicity events for the LNER. In 1928, it was given a new type of tender with a corridor, which meant that a new crew could take over without stopping the train. This allowed it to haul the first ever non-stop London to Edinburgh service on 1 May, reducing the journey time to eight hours.

In 1934, Scotsman was clocked at 100mph on a special test run – officially the first locomotive in the UK to have reached that speed. War to Retirement LNER passenger locomotives had always been painted Apple Green. But during the Second World War, Flying Scotsman was repainted in wartime black, in common with all railway stock. (We recently repainted it this colour temporarily.) After the war, it became green again, and was rebuilt as an A3 Pacific. In 1948, rail travel in Britain was nationalised with the formation of British Railways. Scotsman, now numbered 60103, was painted blue for a time, then BR Green. It remained in this colour until 1963, when it was retired by British Rail. By this time, it had undergone several alterations to improve its performance – but it had been pulling trains for 40 years, and steam engines were becoming old-fashioned. Flying Scotsman at Carnforth Lancashire in 1974. (Image ref: 10450472) Preservation and ownership In January 1963 Alan Pegler bought Flying Scotsman.

As part of the deal, Pegler negotiated a complete overhaul of the locomotive. It was converted back to single chimney condition and repainted to London & North Eastern Railway livery. The tender was exchanged for a corridor type, and an agreement made that enabled it to run on the main line. In a blaze of publicity Scotsman ran its last train for BR on 14 January 1963. In May 1968 on the 40th anniversary of the first non-stop run, Flying Scotsman travelled non-stop from London Kings Cross to Edinburgh. In 1969 Flying Scotsman headed for America. The first year tour broke even, but the second lost money. To try to balance the books Pegler arranged for the train to travel to San Francisco. Trading was good but sponsorship didn’t materialise. Alan Pegler was forced into bankruptcy and for now at least, Scotsman was stranded in the USA. However, in 1973 Flying Scotsman was brought back to the UK after William McAlpine heard about the situation in the USA and promptly put together a rescue plan. Following a successful tour of Australia, Scotsman ran special trains around Britain.

In 1993 it received an interim overhaul and pop impresario Pete Waterman bought a 50% stake in it. In February 1996 businessman Tony Marchington bought Scotsman outright for £1.25 million. Saved for the Nation In 2004, Flying Scotsman hit the headlines again with yet another crisis over its ownership. A campaign spearheaded by National Railway Museum to save the locomotive for the nation amassed the support of thousands, confirming its status as a national treasure. Since 2006, Flying Scotsman has been undergoing an extensive restoration in the workshop of Riley & Son (E) Ltd. It has now completed last phases of the painstaking £4.2m project to bring the legend back to life, resplendent in its BR green livery in its guise as 60103. As the restoration process comes to an end, all eyes are – once again – trained on the world’s most famous locomotive. The next chapter in the Flying Scotsman story will be its triumphant return as a working museum exhibit, conquering yet another record as the oldest mainline working locomotive on Britain’s tracks.

Undoubtedly one of the jewels in the crown of the museum’s world-class collection, it will now be presented to a new generation of Scotsman fans captivating the public for generations to come. The appeal to keep the steam icon in Britain was supported by a £1.8 million grant from the National Heritage Memorial Fund and the generosity of the public. The restoration has also been undertaken with the help of a Heritage Lottery Fund grant of £275,000. Record Breaker: Buy your souvenir Legendary steam locomotive 'Flying Scotsman' set to return Legendary steam locomotive 'Flying Scotsman' set to return Share View photos The Flying Scotsman steam engine leaves East Lancashire Railway in Bury, Britain January 8, 2016. REUTERS/Darren Staples More LONDON (Reuters) - One of the world's most famous steam engines, "Flying Scotsman," is set to return after a decade of restoration and over 80 years since it became the first locomotive to reach 100 miles an hour (160 kph).

The venerable engine, which has toured both the United States and Australia since it was retired from service, made a series of short test runs on Friday, ahead of a programme of heritage journeys this year on Britain's main lines. It emerged dramatically from huge clouds of steam at Bury station in northern England to the delight of dozens of rail enthusiasts who had gathered to mark the occasion. Restoration work for the National Railway Museum that has cost some 4 million pounds ($6 million) has now almost finished, although the engine will not be repainted in its traditional green livery until next month. "Flying Scotsman is arguably the most famous locomotive in the world," the museum said on its website. "Once restoration is complete, it will be back hauling mainline railtours, steaming proudly into the 21st century." Built in 1923, the engine hauled the first ever non-stop service between London and Edinburgh in 1928, taking eight hours. It set the record-breaking 100 mph mark in 1934.

After it was retired in 1963 as the age of steam in Britain drew to a close, the Scotsman was sold to a businessman who took it on a tour of the United States where it was fitted with a bell, headlamp and cow-catcher. In 1988-9 under new ownership, it toured Australia, where at one point it recorded the longest ever non-stop run by a steam locomotive, travelling 422 miles. The high cost of restoring and running the engine had always limited its public appearances but in 2004 it was returned to public ownership. The first mainline test run is expected to be from Manchester to Carlisle, over the scenic Ribblehead Viaduct, on Jan. 23. Next month the Scotsman will run between Kings Cross station in London to the railway museum in York, northern England, where it will be based.

(Reporting by Stephen Addison; editing by Michael Holden) Reblog The History — A Proud History Arguably the most famous locomotive in the world, 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. By 1924, when it was selected to appear at the British Empire Exhibition in London, the loco had been renumbered 4472 – and been given the name 'Flying Scotsman' after the London to Edinburgh rail service which started daily at 10am. The British Empire Exhibition made Flying Scotsman famous, and it went on to feature in many more publicity events for the LNER. In 1928, it was given a new type of tender with a corridor, which meant that a new crew could take over without stopping the train. This allowed it to haul the first ever non-stop London to Edinburgh service on 1 May, reducing the journey time to eight hours.

A few years later, in 1934, Scotsman was clocked at 100mph – officially the first locomotive to have reached that speed. LNER passenger locomotives had always been painted Apple Green. But during the Second World War, Flying Scotsman was repainted in wartime black, in common with all railway stock, and will be appearing at the East Lancashire Railway in this livery. After the war, it became green again, and was rebuilt as an A3 Pacific.In 1948, rail travel in Britain was nationalised with the formation of British Railways. Scotsman, now numbered 60103, was painted blue for a time, then Brunswick Green. It remained in this colour until 1963, when it was retired by British Rail. By this time, it had undergone several alterations to improve its performance – but it had been pulling trains for 40 years, and steam engines were becoming old-fashioned. Flying Scotsman was still famous, and was bought by railway preservationist Alan Pegler.

He restored her to 1930s condition, and famously took it on a tour of the United States, for which it was fitted with a bell, headlamp and cowcatcher. Financial issues meant that Pegler had to sell the engine to British businessman William McAlpine. Flying Scotsman came home and was repaired, and in 1988-9 it toured Australia, where at one point it recorded the longest ever non-stop run by a steam locomotive, travelling 422 miles. By 1995, it was part-owned by record producer Pete Waterman, and was once more being overhauled. It was sold again to businessman Tony Marchington in 1996. Tony continued to run it on mainline railtours – but due to the high cost, it was back on sale a few years later. After a successful campaign, Flying Scotsman was returned once more to public ownership in 2004. The successful bid included £415,000 raised by the public and £365,000 donated by Sir Richard Branson, plus a £1.8m grant from the National Heritage Memorial Fund.

Since that time, it has been going through a thorough restoration. Once Flying Scotsman’s restoration is complete, it will be back hauling mainline railtours, steaming proudly into the 21st century. For more information on the history and restoration of Flying Scotsman, please visit the National Railway’s Museum dedicated Flying Scotsman website. Sign up with your email address to receive news and updates. Email Address

Question: Completed in 1923, which famous steam locomotive was noted for the London to Edinburgh service?
Answer: Flying Scotsman