Severn Valley Railway Spring Steam Gala 2019

The Severn Valley Railway Spring Steam Gala, takes place from March 15th until March 17th 2019 and features 10 steam locomotives. GWR No. 1450 was also due to work the push-pull autotrain however this will now be replaced by Pannier Tank No. 1501, which will be paired with Autocoach No. 178 and as No. 1501 is not auto-fitted, the service will no longer be push-pull. There are four visiting locomotives which will work alongside the home fleet for the gala. Visiting locomotives this year include:

  • GWR Pannier Tank No. 6430. This tank engine worked Autotrains in the South Wales Valleys from 1940 until 1954, being based at Pontypool and Newport during this time. With thanks to Llangollen Railway.
  • GWR Large Prairie No. 4144. This Large Prairie locomotive was Based at Tondu for a number of years,  and was used for hauling local passenger trains deep in South Wales. With thanks to Great Western Preservation.
  • GWR 5600 No. 5619 “Taffy Tank” This Locomotive regularly hauled Heavy coal trains before being preserved, having been based at Barry for a number of years. With thanks to Telford Horsehay Steam Trust.
  • LNWR ‘Coal Tank’ No. 1054.  This locomotive was built in 1888 and worked the last passenger train over the Merthyr & Abergavenny Railway on January 5th 1958. It was the last surviving member of its class, and was put into store at Abergavenny in the late 1950s where it was fitted with a snow plough in event of disruptive snowfalls during the winter months. It was brought out of storage to assist with the last passenger train over the Merthyr & Abergavenny Railway, on a special excursion. With thanks to the National Trust & Bahamas Locomotive Society.

Home fleet locomotives operating during the Severn Valley Railway Spring Steam Gala include:

  • GWR Saddle Tank No. 813. This locomotive was Originally built for the Port Talbot Railway & Docks Company, and was predominantly used for hauling coal trains and shunting in colliery sidings.
  • GWR Pannier Tank No. 1501. This locomotive was regularly used for hauling long rakes of empty coaching stock in and out of Paddington Station.
  • GWR heavy-freight 2-8-0 No. 2857. This Great Western frieght Locomotive ended its working life in Neath (having spent many years at other sheds in South Wales) after covering 1,276,713 miles.
  • GWR Pannier Tank 0-6-0 No. 7714. This was one of Hundreds of Pannier Tanks which were built for the Great Western Railway, with No. 7714 being based in mid-Wales until 1959 when it was sold to NCB Penallta Colliery in South Wales.
  • GWR Manor 4-6-0 No. 7802 Bradley Manor. The GWR 4-6-0 Manor locomotives are associated with the Cambrian Network, and No. 7802 Bradley Manor could often be found hauling the Cambrian Coast Express from Shrewsbury to the coast in the post-war years.
  • British Rail Standard 4 locomotive No. 75069 . This locomotive was originally built at Swindon Works. The Standard 4s could often be found operating in Wales, with No. 75069 ending up in Barry Scarpyard until it was overhauled at the Severn Valley Railway entering service again in 2019

Pen-y-Darren

On 21 February 1804, the world’s first self propelling locomotive, the Pen-y-Darren, ran along the Merthyr Tydfil treatment road from Pen-y-Darren to Abercynon a distance of 9.75 miles(16 kilometres). The Pen-y-Darren was based on a 1802, high-pressure steam engines which had been built by Cornish engineer Richard Trevithick to drive a hammer at the Pen-y-Darren Ironworks in Merthyr Tydfil, Mid Glamorgan . With the assistance of Rees Jones, an employee of the iron works and under the supervision of Samuel Homfray, the proprietor, The engine was mounted on wheels and turned it into a locomotive. In 1803, Trevithick sold the patents for his locomotives to Samuel Homfray.

Homfray was so impressed with Trevithick’s locomotive that he made a bet with another ironmaster, Richard Crawshay, for 500 guineas that Trevithick’s steam locomotive could haul ten tons of iron along the Merthyr Tydfil Tramroad from Penydarren to Abercynon. Amid great interest from the public, on 21 February 1804 it successfully carried 10 tons of iron, 5 wagons and 70 men the full distance in 4 hours and 5 minutes, an average speed of approximately 2.4 mph (3.9 km/h). as well as Homfray, Crawshay and the passengers, other witnesses includedMr. Giddy, a respected patron of Trevithick and an ‘engineer from the Government’. the engineer from the government was probably a safety inspector and particularly interested in the boiler’s ability to withstand high steam pressures.

The configuration of the Pen-y-darren engine differed from the Coalbrookdale engine. The cylinder was moved to the other end of the boiler so that the firedoor was out of the way of the moving parts. This obviously also involved putting the crankshaft at the chimney end. The locomotive comprised a boiler with a single return flue mounted on a four wheel frame at one end, a single cylinderwith very long stroke was mounted partly in the boiler, and a piston rod crosshead ran out along a slidebar, an arrangement that looked like a giant trombone. As there was only one cylinder, this was coupled to a large flywheel mounted on one side. The rotational inertia of the flywheel would even out the movement that was transmitted to a central cog-wheel that was, in turn connected to the driving wheels. It used a high-pressure cylinder without a condenser, the exhaust steam was sent up the chimney assisting the draught through the fire, increasing efficiency even more.

Pen-y-Darren

Despite many people’s doubts, he won the bet and showed that, provided that the gradient was sufficiently gentle, it was possible to successfully haul heavy carriages along a “smooth” iron road using the adhesive weight alone of a suitably heavy and powerful steam locomotive. Trevithick’s was probably the first to do so; however some of the short cast iron plates of the tramroad broke under the locomotive as they were intended only to support the lighter axle load of horse-drawn wagons and so the tramroad returned to horse power after the initial test run. Homfray was pleased he won his bet. The engine was placed on blocks and reverted to its original stationary job of driving hammers. In modern Merthyr Tydfil, behind the monument to Trevithick’s locomotive is a stone wall, the sole remainder of the former boundary wall of Homfray’s Penydarren House. A full-scale working reconstruction of the Pen-y-darren locomotive was commissioned in 1981 and delivered to the Welsh Industrial and Maritime Museum in Cardiff; when that closed, it was moved to the National Waterfront Museum in Swansea. Several times a year it is run on a 40m length of rail outside the museum.

James Watt FRS FRSE

Scottish inventor, mechanical engineer, and chemist James Watt FRS FRSE was born 30 January 1736 (19 January 1736 OS in Greenock, Renfrewshire. His father was a shipwright, ship owner and contractor, and served as the town’s chief baillie,while his mother, Agnes Muirhead, came from a well educated distinguished family. Watt’s grandfather, Thomas Watt, was a mathematics teacher and baillie to the Baron of Cartsburn. Watt did not attend school regularly; initially he was mostly schooled at home by his mother but later he attended Greenock Grammar School. He exhibited great manual dexterity, engineering skills and an aptitude for mathematics, but is said to have suffered prolonged bouts of ill-health as a child.

When he was eighteen, his mother died and his father’s health began to fail. Watt travelled to London to study instrument-making for a year, then returned to Scotland, settling in Glasgow intent on setting up his own instrument-making business. He made and repaired brass reflecting quadrants, parallel rulers, scales, parts for telescopes, and barometers, among other things. However Because he had not served at least seven years as an apprentice, the Glasgow Guild of Hammermen (which had jurisdiction over any artisans using hammers) blocked his application, despite there being no other mathematical instrument makers in Scotland. However the arrival of astronomical instruments, bequeathed by Alexander Macfarlane to the University of Glasgow which required expert handling, Allowed Watt to bypass this stalemate. These instruments were eventually installed in the Macfarlane Observatory. He was offered the opportunity to set up a small workshop within the university by two of the professors, the physicist and chemist Joseph Black and Adam Smith. At first he worked on maintaining and repairing scientific instruments used in the university, helping with demonstrations, and expanding the production of quadrants. In 1759 he formed a partnership with John Craig, an architect and businessman, to manufacture and sell a line of products including musical instruments and toys. This partnership lasted for the next six years, and employed up to sixteen workers.

While working as an instrument maker at the University of Glasgow, Watt became interested in the technology of steam engines After noticing the steam from a boiling kettle forced the lid to move. His friend, John Robison, then suggested steam could be used as a source of motive power. He realized that contemporary steam engine designs wasted a great deal of energy by repeatedly cooling and reheating the cylinder. Watt introduced a design enhancement, the separate condenser, which avoided this waste of energy and radically improved the power, efficiency, and cost-effectiveness of steam engines. Eventually he adapted his engine to produce rotary motion, greatly broadening its use beyond pumping water. Watt dramatically improved on the efficiency of Thomas Newcomen’s 1712 Newcomen steam engine with his Watt steam engine in 1781, which was fundamental to the changes brought by the Industrial Revolution in both his native Great Britain and the rest of the world.

The design of the Newcomen engine, in use for almost 50 years for pumping water from mines, had hardly changed from its first implementation. Watt began to experiment with steam, though he had never seen an operating steam engine. He tried constructing a model. He realised the importance of latent heat—the thermal energy released or absorbed during a constant-temperature process—in understanding the engine, which, unknown to Watt, his friend Joseph Black had previously discovered some years before. In 1763, Watt was asked to repair a model Newcomen engine belonging to the university. Even after repair, the engine barely worked. After much experimentation, Watt demonstrated that about three-quarters of the thermal energy of the steam was being wasted heating the engine cylinder on every cycle. Watt decided to condense the steam in a separate chamber apart from the piston, and to maintain the temperature of the cylinder at the same temperature as the injected steam by surrounding it with a “steam jacket.Thus very little energy was absorbed by the cylinder on each cycle, making more available to perform useful work. Sadly Watt had financial difficulties constructing a full scale engine to demonstrate his findings. Luckily backing came from John Roebuck, the founder of the celebrated Carron Iron Works near Falkirk, with whom he now formed a partnership. Roebuck lived at Kinneil House in Bo’ness, during which time Watt worked at perfecting his steam engine, however the Piston and cylinder could not be manufactured with sufficient precision. Watt also worked first as a surveyor, then as a civil engineer for eight years to finance his work. Sadly

Sadly Roebuck went bankrupt, however salvation came in the form of Matthew Boulton, who owned the Soho Manufactory works near Birmingham, and acquired his patent rights. Through Boulton, Watt finally had access to some of the best iron workers in the world. The difficulty of the manufacture of a large cylinder with a tightly fitting piston was solved by John Wilkinson, who had developed precision boring techniques for cannon making at Bersham, near Wrexham, North Wales. Watt and Boulton formed a hugely successful partnership (Boulton and Watt) which lasted for the next twenty-five years.In 1776, the first engines were installed and working in commercial enterprises. These first engines were used to power pumps and produced only reciprocating motion to move the pump rods at the bottom of the shaft. The design was commercially successful, and for the next five years Watt installed more engines, mostly in Cornwall for pumping water out of mines. These early engines were not manufactured by Boulton and Watt, but were made by others according to drawings made by Watt, who served in the role of consulting engineer. The field of application for the invention was greatly widened when Boulton urged Watt to convert the reciprocating motion of the piston to produce rotational power for grinding, weaving and milling. Although a crank seemed the obvious solution to the conversion Watt and Boulton were stymied by a patent for this, whose holder, James Pickard, and associates proposed to cross-license the external condenser. Watt adamantly opposed this and they circumvented the patent by their sun and planet gear in 1781.

Watt made a number of other improvements and modifications to the steam engine. Such as A double acting engine, in which the steam acted alternately on the two sides of the piston. He also described methods for working the steam “expansively” (i.e., using steam at pressures well above atmospheric). He designed A compound engine, which connected two or more engines, a steam indicator which prevented these primative boilers from exploding and parallel motion which was essential in double-acting engines as it produced the straight line motion required for the cylinder rod and pump, from the connected rocking beam, whose end moves in a circular arc. He also created a throttle valve to control the power of the engine, and a centrifugal governor, all of which made his Steam Engines far more efficient than the Newcomen Engine. In order to minimaze the risk of exploding boilers, Watt restricted his use of high pressure steam and all of his engines used steam at near atmospheric pressure. Watt entered a partnership with Matthew Boulton in 1775. The new firm of Boulton and Watt was eventually highly successful and Watt became a wealthy man.

Watt retired in 1800, the same year that his fundamental patent and partnership with Boulton expired. The famous partnership was transferred to the men’s sons, Matthew Robinson Boulton and James Watt Jr. Watt continued to invent other things before and during his semi-retirement though none was as significant as his steam engine work. He invented and constructed several machines for copying sculptures and medallions. He maintained his interest in civil engineering and was a consultant on several significant projects. He proposed, for example, a method for constructing a flexible pipe to be used for pumping water under the Clyde at Glasgow. He and his second wife travelled to France and Germany, and he purchased an estate in mid-Wales at Doldowlod House, one mile south of Llanwrthwl. In 1816 he took a trip on the paddle-steamer Comet, a product of his inventions, to revisit his home town of Greenock. James Watt’s improvements to the steam engine converted it from a prime mover of marginal efficiency into the mechanical workhorse of the Industrial Revolution. The availability of efficient, reliable motive power made whole new classes of industry economically viable, and altered the economies of continents. This brought about immense social change, attracting millions of rural families to the towns and cities.

English novelist Aldous Huxley (1894–1963) wrote of Watt; “To us, the moment 8:17 A.M. means something – something very important, if it happens to be the starting time of our daily train. To our ancestors, such an odd eccentric instant was without significance – did not even exist. In inventing the locomotive, Watt and Stephenson were part inventors of time.”

Watt Sadly died on 25 August 1819 at his home “Heathfield” in Handsworth, Staffordshire (now part of Birmingham) at the age of 83. He was buried on 2 September in the graveyard of St Mary’s Church, Handsworth. However he received many honours for his pioneering work during his lifetime. In 1784 he was made a fellow of the Royal Society of Edinburgh, and was elected as a member of the Batavian Society for Experimental Philosophy, of Rotterdam in 1787. In 1789 he was elected to the elite group, the Smeatonian Society of Civil Engineers. In 1806 he was conferred the honorary Doctor of Laws by the University of Glasgow. The French Academy elected him a Corresponding Member and he was made a Foreign Associate in 1814. The watt is named after James Watt for his contributions to the development of the steam engine, and was adopted by the Second Congress of the British Association for the Advancement of Science in 1889 and by the 11th General Conference on Weights and Measures in 1960 as the unit of power incorporated in the International System of Units (or “SI”).Boulton and Watt also feature on a Bank of England £50 note. the two industrialists pictured side by side with images of Watt’s steam engine and Boulton’s Soho Manufactory. Quotes attributed to each of the men are inscribed on the note: “I sell here, sir, what all the world desires to have—POWER” (Boulton) and “I can think of nothing else but this machine” (Watt). In 2011 he was one of seven inaugural inductees to the Scottish Engineering Hall of Fame.

The Big Four

The Big Four Railway Companies were created in the United Kingdom On 1 January 1923. This involved almost all the railway companies in Britain including the Great Western Railway, the London and North Eastern Railway, the London, Midland and Scottish Railway and the Southern Railway companies being grouped into Four larger companies. A number of other lines, already operating as joint railways, remained separate from the Big Four; these included the Somerset and Dorset Joint Railway and the Midland and Great Northern Joint Railway. The “Big Four” were joint-stock public companies and they continued to run the railway system until 31 December 1947. The LNER Class A4 streamlined express trains of the 1930s offered a high-speed alternative to road transport.

However competition from road transport during the 1920s and 1930s greatly reduced the revenue available to the railways, even though the needs for maintenance on the network had never been higher, as investment had been deferred over the past decade. Rail companies accused the government of favouring road haulage through the construction of roads subsidised by the ratepayer, while restricting its ability to use flexible pricing because it was held to nationally-agreed rate cards. The government response was to commission several inconclusive reports; the Salter Report of 1933 finally recommended that road transport should be taxed directly to fund the roads and increased Vehicle Excise Duty and fuel duties were introduced. It also noted that many small lines would never be likely to compete with road haulage. Although these road pricing changes helped their survival, the railways entered a period of slow decline, owing to a lack of investment and changes in transport policy and lifestyles. During the Second World War, the companies’ managements joined together, effectively operating as one company. Assisting the country’s ‘war effort’ put a severe strain on the railways’ resources and a substantial maintenance backlog developed. After 1945, for both practical and ideological reasons, the then Labour government decided to bring the rail service into the public sector.

So On 1 January 1948, the railways were nationalised to form British Railways (latterly “British Rail”) under the control of the British Transport Commission.Though there were few initial changes to the service, usage increased and the network became profitable. Regeneration of track and stations was completed by 1954. In the same year, changes to the British Transport Commission, including the privatisation of road haulage, ended the coordination of transport in the UK. Rail revenue fell and, in 1955, the network again ceased to be profitable. The mid-1950s saw the hasty introduction of diesel and electric rolling stock to replace steam in a modernisation plan costing many millions of pounds but the expected transfer back from road to rail did not occur and losses began to mount. This failure to make the railways more profitable through investment led governments of all political persuasions to restrict rail investment to a drip feed and seek economies through cutbacks.

This desire for profitability led to a major reduction in the network during the mid-1960s. Dr. Richard Beeching was given the task by the government of re-organising the railways (“the Beeching Axe”). This policy resulted in many branch lines and secondary routes being closed because they were deemed uneconomic. The closure of stations serving rural communities removed much feeder traffic from main line passenger services. The closure of many freight depots that had been used by larger industries such as coal andiron led to much freight transferring to road haulage. The closures were extremely unpopular with the general public at that time and remain so today. Passenger levels decreased steadily from the late fifties to late seventies. However Passenger services then experienced a renaissance with the introduction of the high-speed Intercity 125 trains in the late 1970s and early 1980s.The 1980s saw severe cuts in government funding and above-inflation increases in fares, but the service became more cost-effective.

Between 1994 and 1997, British Rail was privatised Ownership of the track and infrastructure passed to Railtrack, passenger operations were franchised to individual private sector operators (originally there were 25 franchises) and the freight services sold outright (six companies were set up, but five of these were sold to the same buyer). The Conservative government under John Major said that privatisation would see an improvement in passenger services, however the railways continue to have problems, although many lines that were originally closed by by Doctor Richard Beeching have since become popular Heritage lines and have experienced a resurgence in popularity.

George Jackson Churchward

Best Known for designing GWR 3440 City of Truro, which held the unofficial record for the first steam locomotive to travel at over 100 miles per hour, British railroad engineer George Jackson Churchward sadly died 19 December 1933. He was Born 31st January 1857, and was Apprenticed in the Newton Abbot works of the South Devon Railway in the GWR’s Swindon Works, and rose from draughtsman through several positions, including Carriage Works Manager, and in 1897 was appointed Chief Assistant to William Dean. After 5 years as Chief Assistant, he succeeded Dean as Locomotive Superintendent. In the 19th and early 20th century, railway companies were fiercely competitive. Speed meant revenue and speed was dependent on engineering. Churchward delivered to the GWR from Swindon a series of class-leading and innovative locomotives. Arguably, from the early 1900s to the 1920s the Great Western’s 2-cylinder and 4-cylinder 4-6-0 designs were substantially superior to any class of locomotive of the other British railway companies. On one occasion, the GWR’s directors confronted Churchward, and demanded to know why the London and North Western Railway were able to build three 4-6-0 locomotives for the price of two of Churchward’s “Stars”. Churchward allegedly gave a terse response: “Because one of mine could pull two of their bloody things backwards!”

Churchward preferred locomotives without trailing wheels, to maximise adhesion on the South Devon banks of Dainton, Rattery and Hemerdon on the West of England mainline to Plymouth, then the Great Western’s most important route. Due to the weight and dimensional restrictions required to pass over all the GWR’s lines, he designed narrow fireboxes, but with good circulation. Combining high boiler pressures with superheating made efficient use of the high calorific-value steam coal from the mines in South Wales. Other refinements included feed-water distribution trays beneath the top-fitted clack boxes to minimize boiler stress and large bearing surfaces to reduce wear. Churchward also made advancements in carriage design. He introduced the GWR’s first steel-roofed coaches and is also credited with introducing to Britain several refinements from American and French steam locomotive practice. Among these were the tapered boiler and the casting of cylinders and saddles together, in halves. His choice of outside cylinders for express locomotives was also not standard in Britain for that time. Many elements of British practice were retained, of course. His locomotives for the most part used British plate frames, and the crew was accommodated in typical British fashion. The selection of a domeless boiler was more common to Britain than to the U.S. In 1922 Churchward retired, and C. B. Collett inherited his legacy of excellent, standardised designs. These designs influenced British locomotive practice to the end of steam. Major classes built by the LMS and even British Railways 50 years later are clearly developments of Churchward’s basic designs. The LMS Stanier Class 5 4-6-0 and the BR standard class 5 are both derived from his Saint class early examples of which date to 1902.

 

The first class of locomotives with which Churchward won success and worldwide recognition was the 4-4-0 ‘City’ class, which soon became one of the most famous class locomotives in the world at the time. One of them, City of Truro, became the first engine in the world to haul a train at 100 miles per hour in 1904 (although unauthenticated). He went on to build the ‘County’ class and the ‘Star’ class. Number 3440 City Of Truro is a Great Western Railway (GWR) 3700 (or ‘City’) Class 4-4-0 locomotive, designed by George Jackson Churchward and built at the GWR Swindon Works in 1903. (It was rebuilt to a limited extent in 1911 and 1915, and renumbered 3717 in 1912). It is one of the contenders for the first steam locomotive to travel in excess of 100 miles per hour (160.9 km/h). City of Truro was timed at 8.8 seconds between two quarter-mile posts whilst hauling the “Ocean Mails” special from Plymouth to London Paddington on 9 May 1904. This timing was recorded from the train by Charles Rous-Marten, who wrote for The Railway Magazine and other journals. If exact (Rous-Marten’s stopwatch read in multiples of 1/5 second), this time would correspond to a speed of 102.3 mph (164.6 km/h), while 9 seconds would correspond to exactly 100 mph.Its maximum speed has been the subject of much debate over the years.

River Walks

The Severn Valley Railway features in a new BBC1 television programme entitled, ‘River Walks’. It is presented by Actress Shobna Gulati, who is currently starring in the hit West End Musical ‘Everybody’s Talking about Jamie’, and has previously appeared in Coronation Street, Dinnerladies and Doctor Who and explores stories that are part of the stunning River Severn’s landscape.

Shobna spent 4 days filming along the footpaths alongside the Severn riverbanks between Bewdley and Bridgnorth during early November 2018 . Shobna then returns along the Severn Valley Railway from Bridgnorth to Bewdley riding on the footplate of Class 4 No. 43106. Amongst the many other highlights was sailing on Trimpley Reservoir with 85 year old Ray Drury from Stourbridge, a member of the Trimpley Sailing Club for 50 years who took Shobna out for her first ever sailing lesson. Shobna also met up with ex-miner, Trevor Jones, at the Severn Valley Country Park in Alveley, who recalled his memories of working down the Coal Mine at Alveley in the 1950s, before it was closed in 1969 and transformed into the country park

The program was made by Kidderminster based TV Production Company, GOSH! TV, for the BBC. The Creative Director and Producer, Paul Barnett, approached Shobna to present the programme, Prior to doing River Walks Paul, has also produced and directed many successful TV series for the BBC, ITV and Channel 4, including Coast, Come Dine With Me and Embarrassing Bodies, and has travelled to many places including Scotland and Thailand. River Walks is broadcast on Monday 10th December at 7.30pm

LNER A3 Pacific 4472 Flying Scotsman

The LNER Class A3 Pacific steam locomotive No. 4472 Flying Scotsman became the first Steam Locomotive to officially exceed 100mph on November 30 1934. The Flying Scotsman was built in 1923 for the London and North Eastern Railway (LNER) at Doncaster Works to a design of H.Nigel 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 is notable for having 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,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 1938. It was retired from regular service in 1963 after covering 2,076,000 miles (3,341,000 km),Flying Scotsman gained considerable fame in preservation under the ownership of Alan Pegler, William McAlpine, Tony Marchington and finally the National Railway Museum. As well as hauling enthusiast specials in the United Kingdom, the locomotive toured extensively in the United States (from 1969 to 1973) and Australia (from 1988 to 1989).Flying Scotsman has been described as the world’s most famous steam locomotive.

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’ 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. 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 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 to permit replacement of the driver and fireman without stopping the train. The following year the locomotive appeared in the film The Flying Scotsman. On 30 November 1934, running a light test train, 4472 became the first steam locomotive to be officially recorded at 100 mph (160.9 km/h) and earned a place in the land speed record for railed vehicles; the publicity-conscious LNER made much of the fact.

On 22 August 1928, there appeared an improved version of this Pacific type classified A3; older A1 locomotives were later rebuilt to conform. On 25 April 1945, A1-class locomotives not yet rebuilt were reclassified A10 in order 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’scomprehensive renumbering scheme for the LNER, it became no. 502 in January 1946; but in May the same year, under an amendment to that plan, it become no. 103. Following nationalisation of the railways on 1 January 1948, almost all of the LNER locomotive numbers were increased by 60000, and no. 103 duly became 60103 in December 1948. 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 but solved the problem

In 1963 Flying Scotsman Number 60103 finished working. A Proposal to save it was made by a group called “Save Our Scotsman”, they were unable to raise the required £3,000. Luckily Alan Pegler, Having first seen the locomotive at the British Empire Exhibition in 1924, bought Flying Scotsman using money he had received for his share holding when Northern Rubber was sold to Pegler’s Valves. He spent the next few years spending large amounts of money having the locomotive restored at Doncaster Works as closely as possible to its LNER condition: the smoke deflectors were removed; the double chimney was replaced by a single chimney; and the tender was replaced by one of the corridor type with which the locomotive had run between 1928 and 1936. It was also repainted into LNER livery, although the cylinder sides were painted green, whereas in LNER days they were always black. Peglar then persuaded the British Railways Board to let him run enthusiasts specials, And it worked a number of rail tours, including a non-stop London–Edinburgh run in 1968 – the year steam traction officially ended on BR. Then in September 1966 Pegler purchased a second corridor tender, and adapted as an auxiliary water tank; retaining its through gangway, this was coupled behind the normal tender.

Pegler had a contract permitting him to run his locomotive on BR until 1972, but following overhaul in the winter of 1968–69 then Prime Minister Wilson agreed to support Pegler running the locomotive in the United States and Canada to support British exports. To comply with local railway regulations, it was fitted with: acowcatcher; bell; buckeye couplings; American-style whistle air brakes; and high-intensity headlamp. the tour ran into immediate problems, with some states seeing the locomotive as a fire-hazard. However, the train ran from Boston to New York, Washington and Dallas in 1969; from Texas to Wisconsin and finishing in Montreal in 1970; and from Toronto to San Francisco in 1971 — a total of 15,400 miles (24,800 km).However, in 1970 Ted Heath’s Conservatives ousted Wilson’s Labour Party, and withdrew financial support from the tour; but Pegler decided to return for the 1970 season. By the end of that season’s tour, the money had run out and Pegler was £132,000 in debt, with the locomotive in storage at the U.S. ArmySharpe Depot to keep it away from unpaid creditors.Pegler worked his passage home from San Francisco to England on a P&O cruise ship in 1971, giving lectures about trains and travel; he was declared bankrupt in the High Court 1972.Fears then arose for the engine’s future, the speculation being that it could take up permanent residence in America or even be cut up. However in January 1973, William McAlpine stepped in and bought the locomotive for £25,000. After its return to the UK via the Panama Canal in February 1973 the locomotive Was restored at Derby Works. Trial runs took place on the Paignton and Dartmouth Steam Railway in summer 1973, after which it was transferred to Steamtown (Carnforth)

In October 1988 the locomotive arrived in Australia to take part Australia’s bicentenery celebrations as a central attraction in the Aus Steam ’88 festival. During the course of the next year it travelled more than 45,000 kilometres (28,000 mi) over Australian rails, concluding with a return transcontinental run from Sydney to Perth via Alice Springs. Other highlights included Flying Scotsman double-heading with NSWGRPacific locomotive 3801, a triple-parallel run alongside broad gauge Victorian Railways R class locomotives, parallel runs alongside South Australian Railways locomotives 520and 621, and a reunion with GWR 4073 Class Pendennis Castle in Perth. 8 August 1989 Flying Scotsman set another record en route to Alice Springs from Sydney, travelling 679 kilometres (422 mi) from Parkes to Broken Hill non-stop, the longest such run by a steam locomotive ever recorded. A plaque on the engine records the event. Returned to the UK, by 1995 it was in pieces at Southall Railway Centre in West London, owned by a consortium that included McAlpine as well as music guru and well-known railway enthusiast Pete Waterman. Facing an uncertain future owing to the cost of restoration and refurbishment , salvation came in 1996 when Dr Tony Marchington, bought the locomotive, and had it restored over three years to running condition at a cost of £1 million. Sadly in September 2003 Marchington was declared bankrupt and CEO Peter Butler stated that the company only had enough cash to trade until April 2004. The locomotive was bought in April 2004 by the National Railway Museum in York, and it is now part of the National Collection. it ran for a while to raise funds for its forthcoming 10-year major boiler recertificationn In January 2006, Flying Scotsman entered the Museum’s workshops for a major overhaul to return it to Gresley’s original specification and renew its boiler certificate. In 2013 The locomotive was moved to Bury work to return it to running condition by 2015. Sadly this took longer than expected because the repairs proved prohibitively expensive and at one time Flying Scotsman’s future looked uncertain. However The rebuilt LNER 4472 Flying Scotsman has visited a number of events since, including the Severn Valley Railway for the Pacific Power event alongside LNER A1 Pacific 60163 Tornado during 2016 and it continues to be a big crowdpleaser.