LNER Class A3 4472 Flying Scotsman

Flying Scotsman ready for its US tour c.1969

In 1962, British Railways announced that it would scrap Flying Scotsman.[21] No. 60103 ended service with its last scheduled run on 14 January 1963, running the 13.15 from London King's Cross to Leeds.[22][23] Previously proposed to be saved by the Gresley A3 Preservation Society, they were unable to raise the required £3,000, the scrap value of the locomotive, with their "Save Our Scotsman" appeal.

Alan Pegler, who first saw the locomotive at the British Empire Exhibition in 1924,[24] received £70,000 in 1961 for his shareholding in the Northern Rubber Company when it was sold to Pegler's Valves, a company started by his grandfather.[25] When Flying Scotsman was due to be scrapped, Pegler stepped in and bought it outright in 1963 for £3,500, with the political support of Prime Minister Harold Wilson.[26][27] The negotiations began in January 1961, and took Pegler 18 months to acquire it from British Railways.[28] He spent large amounts of money over the next few months 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 in LNER livery.

Pegler's contract with British Railways allowed him to run Flying Scotsman on enthusiasts' specials until December 31, 1971;[29] for a time it was the only steam locomotive running on the mainline.[27] Its first public run was from London Paddington to Ruabon, Wales and back on 10 April 1963, where over 8,000 people came out to see the locomotive at Birmingham.[30] In the following year, Pegler had the engine stand on the Forth Bridge for several days while it was sketched for a portrait by Terence Cuneo.[31] On 13 November 1965, Flying Scotsman claimed the fastest steam hauled run between London Paddington and Cardiff, working the Panda Pullman. It also set the fastest run on the return journey.[32] By the end of 1965, Flying Scotsman had recouped the £3,000 it cost Pegler to buy it.[33] As watering facilities for steam locomotives were disappearing, in September 1966 Pegler spent £1,000 on a second corridor tender which was adapted as an auxiliary water tank for a further £6,000 and coupled behind the first tender.[34][35] This allowed the engine to operate with a total water capacity of around 11,000 gallons.[29] In May 1968, the locomotive completed a non-stop London to Edinburgh run, marking the 40th anniversary of the inaugural non-stop Flying Scotsman service and the year steam traction officially ended on British Railways.[36] A non-stop return journey was made three days later.[37]

Flying Scotsman at Fisherman's Wharf, San Francisco, March 1972

Following an overhaul in the winter of 1968–69, Wilson's 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,[38] air brakes, and high-intensity headlamp. The tour began on 8 October 1969 with a run from Boston, Massachusetts to Atlanta, Georgia via New York City and Washington, D.C., and continued to Slaton, Texas during the winter.[39][25] Despite starting well the tour ran into problems, with some states increasing costs by requiring diesel-headed-haulage through them, seeing the steam locomotive as a fire hazard. However, Flying Scotsman completed its journey from Texas to Wisconsin before finishing in Montreal in 1970; and from Toronto to San Francisco in 1971, a total of 15,400 miles (24,800 km).[24] None of these trips carried paying passengers as it was declared illegal to do so.[40]

While in San Francisco, Flying Scotsman ran a series of passenger trips on the San Francisco Belt Railroad and was put on show at Fisherman's Wharf.[41] Although it was a commercial success to begin with, Pegler was £132,000 in debt by the end of 1971 and had the locomotive in storage at the US Army Sharpe Depot in Lathrop, California to keep it from unpaid creditors.[24] Pegler worked his passage home from San Francisco to England on a P&O cruise ship in 1971, and began a new career giving lectures about trains and travel. He was declared bankrupt in the High Court in 1972.[24][25][27]

In 1966, Pegler also purchased a boiler and cylinder parts from its scrapped sister engine, 60041 Salmon Trout. The boiler is housed at the National Railway Museum in York.[42][43]

Flying Scotsman at Carnforth MPD in 1982 with original single chimney and without the later German-style smoke deflectors

Fears then arose for the engine's future, the speculation being that it might remain in the US or even be broken up. 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. The route to Derby was lined with crowds. McAlpine paid for the locomotive's restoration at Derby Works and two subsequent overhauls in the 23 years that he owned and ran it.

Trial runs took place on the Paignton and Dartmouth Steam Railway, of which McAlpine was Chairman, in summer 1973, after which it was transferred to Steamtown in Carnforth, from where it steamed on regular tours.[44] In December 1977, Flying Scotsman entered the Vickers Engineering Works in Barrow-in-Furness for heavy repairs, including an unused replacement boiler. In 1986, McAlpine leased a former diesel locomotive maintenance shop at Southall Railway Centre, which became the new base for Flying Scotsman until 2004.[45]

Flying Scotsman at Seymour railway station, Australia in 1989 equipped with electric lighting and air brakes for operation on Australian railways

In October 1988, at the invitation of the Australian Government, Flying Scotsman arrived in Australia[46] to take part in the country's bicentenary celebrations as a central attraction in the Aus Steam '88 festival. The event organisers had been interested in having LNER A4 No 4468 Mallard visit, but it was unavailable due to the 50th anniversary of its world record high-speed run, and 4472 was recommended as its replacement. During the course of the next year Flying Scotsman 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 in which it became the first steam locomotive to travel on the recently built standard gauge line to Alice Springs.[47] Whilst in Australia it was operated by 3801 Limited (now East Coast Heritage Rail), and was often seen working with Locomotive 3801.

Other highlights included Flying Scotsman double-heading with New South Wales Government Railways Pacific locomotive 3801, a triple-parallel run alongside broad gauge Victorian Railways R class locomotives, and parallel runs alongside South Australian Railways locomotives 520 and 621. Its visit to Perth saw a reunion with GWR 4073 Class Pendennis Castle, which had been exhibited alongside Flying Scotsman at the 1924 British Empire Exhibition.[48] On 8 August 1989 Flying Scotsman set another record en route to Alice Springs from Melbourne, travelling 679 kilometres (422 mi) from Parkes to Broken Hill non-stop, the longest such run by a steam locomotive ever recorded.[49] The same journey also saw Flying Scotsman set its own haulage record when it took a 735-ton train over the 790-kilometre (490 mi) leg between Tarcoola and Alice Springs.[50]

Flying Scotsman wearing its British Railways livery and numbering, equipped with double chimney and smoke deflectors

Flying Scotsman returned to Britain in December 1989, and resumed working on heritage railways and the mainline from May 1990[51] after being returned to BR condition with the refitting of the German-style smoke deflectors and double chimney, and repainted in BR Brunswick green. In 1993, McAlpine decided to sell Flying Scotsman to help pay off a mortgage on the locomotive. This resulted in music producer and railway enthusiast Pete Waterman to merge his railway interests with McAlpine's, and the two formed Flying Scotsman Railways, with Waterman running the business side of the partnership.[52]

In April 1995, while working on the Llangollen Railway in Wales, Flying Scotsman derailed during an empty stock movement, with all wheels coming off the track before coming to a halt. When placed back on the rails and put back into steam, smoke emerged from a crack separating the boiler and the front cab. It was deemed a total failure, and immediately withdrawn from service.[53] In June the locomotive returned to Southall, awaiting its next major overhaul.

Facing an uncertain future owing to the cost of restoration and refurbishment necessary to meet the stringent engineering standards required for main line operation, salvation came in February 1996 when Tony Marchington, already well known in the vintage movement, bought the locomotive for £1.5 million.[54] He had it restored over three years to running condition at a cost of £1 million,[55] a restoration which, at the time, was recognised as the most extensive in the locomotive's history. Its first run following the works took place on 4 July 1999, hauling The Inaugural Scotsman from London King's Cross to York.[56] Marchington's time with the Flying Scotsman was the subject of the Channel 4 documentary A Steamy Affair: The Story of Flying Scotsman.[57]

With Flying Scotsman's regular use both on the Venice-Simplon Orient Express Pullman and with other events on the main line, in 2002, Marchington proposed a business plan, which included the construction of a Flying Scotsman Village in Edinburgh, to create revenue from associated branding. After floating on OFEX as Flying Scotsman plc in the same year,[57] in 2003 Edinburgh City Council turned down the village plans, and in September 2003 Marchington was declared bankrupt.[58] Flying Scotsman plc CEO Peter Butler announced losses of £474,619, and with a £1.5 million overdraft at Barclays Bank, stated that the company only had enough cash to trade until April 2004. The company's shares were suspended after it had failed to declare interim results.[58]

At Railfest 2004

At Leamington Spa in October 2005, shortly before it's 10-year restoration

In February 2004, a debt agency acting on behalf of Flying Scotsman plc announced it would hold a sealed bid auction for the locomotive, to be held on 2 April.[59] Amid fears it could be sold into foreign hands, the National Railway Museum (NRM) in York announced it would bid, and appealed for funds. It secured a winning bid of £2.3 million, 15% higher than the second highest bidder.[59][60] The bulk of the money came from a £1.8 million grant from the National Heritage Memorial Fund, with the remainder coming from £350,000 raised from public donations which was matched by businessman Richard Branson, and £70,000 raised by The Yorkshire Post newspaper.[61] Included in the sale was a spare boiler from 1944 that Flying Scotsman carried from 1965 to 1978, spare cylinders, and a Mark 1 support coach.[59] The locomotive arrived in York in time to be exhibited as part of the museum's Railfest in June 2004 to celebrate 200 years of rail travel.[61]

In 2004 and 2005, Flying Scotsman intermittently hauled special trains across Great Britain, although problems with its condition soon became apparent. It failed on the delivery trip to Railfest and several times more in the following months, but the museum's engineering staff failed to spot critical faults. From September 2004 until May 2005, it sat at the NRM's workshop for a heavy intermediate repair, the intention being to improve reliability and allow operation until its general overhaul and restoration. However, by the end of 2005 the intermediate repairs failed to improve the situation and the NRM decided to proceed with the general overhaul.[59]

The frames and wheelset in the NRM workshops in 2009

In the NRM's workshops in 2012

The locomotive entered the NRM's workshops in January 2006, with the original intention to return it to Gresley's original specification and renew its boiler certificate. It was estimated that this would take one year to complete, and cost around £750,000.[59][62] The works were on view for visitors at the NRM, but the engine was rapidly dismantled to such an extent that the running plate was the only component recognisable to the casual observer.

In July 2007, the museum pushed back the expected completion date by 18 months, due in part to issues with the boiler restoration.[59] By 2009, with further problems encountered including misaligned frames and a cracked cylinder, plus rising metal prices, the museum launched the SOS ("Save Our Scotsman") appeal, seeking to raise a further £250,000 with the aim of completing the work by the end of the year.[63] In May 2011, Flying Scotsman was unveiled on the museum's turntable, finished in wartime black LNER livery; after final tests, it was to be painted LNER apple green and have it running excursions by the summer.[64] However, cracks were discovered in the horn blocks and further testing revealed more cracks throughout the frame assembly, leading to the replacement of the main stretcher bar, horn ties and middle cylinder motion bracket, all of which were deemed beyond repair.[59]

In 2012, with the project still unfinished, the museum published a report examining the reasons for the delay and additional cost. It found that the museum had greatly underestimated the work required due to the poor condition of the locomotive, much of which had been missed by a rushed inspection, which produced an overly optimistic assessment which was not based on engineering realities. It also found that once the project was underway, management lacked the experience, continuity or resources to undertake such a complex task, which was also hampered by illness and recruitment issues. Although the museum had a formal contract system to manage suppliers, managers failed to implement it properly. Problems were also caused by the conflicting objectives of producing a certified mainline locomotive while retaining as many original components and assemblies as possible, and between the need to overhaul the locomotive and use it as a marketing tool for the museum. The report recommended that the NRM consider the scope, size and responsibilities of their project management and engineering functions, and their contracting policy.[59]

Following the report, the NRM commissioned First Class Partnerships (FCP) to independently review the remaining work identified as necessary by the NRM, and make recommendations on how to proceed. In March 2013, the museum announced FCP had determined the locomotive would not return to the main line until 2015, and believed the outstanding work should be put out to external tender.[65] Riley & Son was announced as the winning contractor, and on the same day the locomotive was moved to their workshop in order to return it to running condition no earlier than the summer of 2015.[66] In April 2015, the boiler left the NRM to be reunited with the rest of the locomotive.[67] Three months later, as restoration neared completion, it was estimated to have the locomotive back in service by early 2016, with new electronic equipment needed to operate on the mainline.[68] The final cost of the restoration amounted to £4.5 million, having risen by a £300,000 estimate in the summer of 2015 due to the further necessary work and the need to meet the deadline for the return to service.[69]

Flying Scotsman on display at the NRM in 2016, after its overhaul

On 8 January 2016, Flying Scotsman moved under its own steam for the first time since 2005. Tests on the East Lancashire Railway followed,[70] with the locomotive still wearing its 2011 wartime black livery with the number 60103 on the smokebox and its LNER wartime numbers, 103 and 502, on the cab sides. Its inaugural mainline run was cancelled due to faulty brakes,[71][72] so it was rescheduled for 6 February, hauling The Winter Cumbrian Mountain Express from Carnforth to Carlisle.[73] After it was repainted in its BR Brunswick Green livery, Flying Scotsman returned to London King's Cross on 25 February with a run York.[74] Thousands of people lined the route, and the train was forced to stop due to members of the public trespassing on the line near St Neots.[75] Flying Scotsman has completed various runs throughout Great Britain since 2016.[76] In 2018, it hauled the Farewell Alan Pegler special from King's Cross to York, organised at the request of his daughter. In his will, Pegler requested for half of his ashes to be placed in the firebox of the locomotive as it ascended Stoke Bank.[77]

Flying Scotsman outside the NRM during a night photoshoot

In April 2022, Flying Scotsman will be withdrawn for an overhaul in preparation for its centenary year in 2023.[78] Following the work it will be certified to run on the mainline until 2029, after which it will run solely on heritage railways until 2032.[79] Its first engagement following restoration will be daily trips and static display on the Bluebell Railway.[80]

Flying Scotsman is also featured in The Railway Series books by the Rev. W. Awdry.[70] The engine has visited the fictional Island of Sodor in the book Enterprising Engines to visit his only remaining brother, Gordon. During this time, he had two tenders. This was a key feature of the plot of one of the stories, "Tenders for Henry". When the story was filmed for the television series Thomas & Friends, renamed as "Tender Engines", only Flying Scotsman's two tenders were seen outside a shed.[91] He was originally intended to have a larger role in this episode, but because of budgetary constraints the entire locomotive model could not be constructed.[92]

Flying Scotsman makes a full appearance in the 2016 animated film Thomas & Friends: The Great Race,[93] where he is voiced by Rufus Jones in all English-speaking regions.