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Msts South Western Railways V2 Route4/24/2021
McAlpine paid for the locomotives restoration at Derby Works and two subsequent overhauls in the 23 years that he owned and ran it.Type and origin Power type Steam Designer Nigel Gresley Builder Doncaster Works Build date February 1923 Website www.flyingscotsman.org.uk Specifications Configuration: Whyte 4-6-2 Gauge 4 ft 8 1 2 in ( 1,435 mm ) standard gauge Driver dia.
Length 70 ft (21.34 m) Height 13 ft (3.96 m) Loco weight 96.25 long tons (97.79 t; 107.80 short tons ) Cylinders 3 Performance figures Tractive effort. It was employed on long-distance express East Coast Main Line trains by the LNER and its successors, British Railways Eastern and North-Eastern Regions, notably on the London to Edinburgh Flying Scotsman train service after which it was named. 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. It represented the company at the British Empire Exhibition at Wembley Park 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. For this, the locomotives ran with a new version of the large eight-wheel tender which held nine 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 following year the locomotive appeared in the film The Flying Scotsman. It earned a place in the land speed record for railed vehicles; the publicity-conscious LNER made much of the fact. 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 Thompsons comprehensive renumbering scheme for the LNER, it became No. January 1946; in May the same year, under an amendment to that plan, it became No. December 1948. 15. Msts South Western Railways V2 Route Drivers Forward VisionThis caused soft exhaust and smoke drift that tended to obscure the drivers forward vision; the remedy was found in the German-type smoke deflectors fitted from 1960, which somewhat changed the locomotives appearance. In the meantime, watering facilities for steam locomotives were disappearing, so in September 1966, Pegler purchased a second corridor tender which was adapted as an auxiliary water tank; retaining its through gangway, this was coupled behind the normal tender. Following overhaul in the winter of 196869 Harold Wilsons government agreed to support Pegler running the locomotive in the United States and Canada to support British exports. To comply with local railway regulations it was fitted with: a cowcatcher, bell, buckeye couplings, American-style whistle, 23 air brakes, and high-intensity headlamp. Starting in Boston, Massachusetts, 20 the tour ran into immediate problems, with some states increasing costs by requiring diesel-headed-haulage through them, seeing the locomotive as a fire hazard. However, the train ran from Boston to New York City, Washington D.C., Anniston, 24 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). By the end of that seasons tour, the money had run out and Pegler was 132,000 in debt, with the locomotive in storage at the US Army Sharpe Depot to keep it away from unpaid creditors. Pegler worked his passage home from San Francisco to England on a PO cruise ship in 1971, giving lectures about trains and travel. He was declared bankrupt in the High Court in 1972. The boiler is housed at the National Railway Museum in York. After Alan Bloom made a personal phone call to him in January 1973, William McAlpine stepped in, dealt with the attorney, paid the creditors and bought the locomotive. It was welded to the deck of a cargo ship and returned to the UK via the Panama Canal in February 1973. On arrival at Liverpool, it was suggested that it should be put on a low-loader but McAlpine insisted that it should travel under its own steam.
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