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lampwortroy β Flying Scotsman
Published: 2009-11-29 00:18:55 +0000 UTC; Views: 7255; Favourites: 111; Downloads: 4626
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Description
Preserved Gresley Pacific "Flying Scotsman" seen passing Hall Dene, Seamham, County Durham on 25th May 1968Related content
Comments: 27
Very nice shot sir of the most famous steam locomotive
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A very nice picture of the Scotsman, and it's good to know that the engine is back in steam.
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I like that second tender or "Canteen" tender as some call it.
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I'm a huge Flying Scotsman fan. I first met her back in 2003 at her home in Doncaster. In 2004, I would meet Flying Scotsman again and would travel on her for the first time on the route from Scarbourge to York. It was a dream come true.
I prefer the Flying Scotsman in her double tender version. It makes her look more smart and more lovely.
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Although I like her in LNER green, I think I prefered her in Brunswick green with the German style smoke deflectors..
Mind you, alot of locomotives these days are preserved in BR green when I'd prefer to see them in a different liverie; the Westcountries for example.
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I prefer her with the double chimney and smoke deflector plates with the brunswick green.
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It all depends on what you want to remember. I do not remember pre-nationalisation days (born 1948) so I only remember BR. Brunswick green. However I do remember single chimneys, and no smoke deflectors, the double chimneys and no smoke deflectors or "blinkers" as we called them. Then there were a few fitted with baby blinkers - those 2 little sheets placed high on the smokebox just below the chimney before the German type blinkers arrived. It is all a matter of taste.
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4 of the A3 Pacifics had the wing deflector plates, such as Pretty PollyΒ and Woolwinder.Β A few of them were also stationed at Carlisle to haul passenger trains over the Waverley Route from Carlisle to Edinburgh before that 98 mile mainline was closed in 1969.Β I was born in 2000, so I never got to see any of the railroads before the some 90 companies left were merged or went bust throughout the 1970s and 1980s in the United States.Β It's also ironic that Flying Scotsman's second tender, off Union of South Africa, was hauled by that locomotive and is used by Bittern, along with the spare A4 boiler that was worked beyond comprehension for 27 years from 1978-2005.Β Said A4 boiler is also on BitternΒ nowadays.
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I agree. Pity more spare tenders are not available to other mainline locos, which would enable greater distances between water stops.
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Those were the norm on the old Norfolk & Western Railroad.Β The Y6Bs and all of the articulated locomotives there used a spare tender, or a "canteen" as they called them.
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Absolutely supurb! Classic Scotsman, certainly how I like to remember her.
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I prefer her in early BR livery of Brunswick Green lined out in black & orange, as I do not remember pre-BR days.
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I have to say, I would love to see her returned to traffic as 60103.
The thing I don't like is how she's run in recent years, with the double chimney and german smoke deflectors in LNER green.
It looks aweful!
[link]
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I agree. However the German smoke deflectors appeared the best means of lifting the smoke/steam high enough for the driver to see underneath it. But they were only needed once it was fitted with a double chimney. Remove the double chimney and you can do without the smoke deflectors, but the single chimney increases the coal consumption and cuts down steaming capabilities, hill climbing abilities and haulage capacity. It all depends on what you want:- authenticity (LNER apple green, single chimney, no smoke deflectors, 180lbs boiler pressure, 10 coach trains and possibly non-profit making due to smaller trains and heavy coal consumption - and shorter distances between requirements to stop for water) or authenticity (BR green, double chimney, smoke deflectors, 220 lbs boiler pressure, 12 or 13 coach trains, good profit for the operators, lower water/coal consumption). I really do not know where the happy medium that will please the majority lies.
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That would be my choice personally, one of the above. Stop sitting on the fence and going a half way house.
One or the other please
But then, the issue of Vac brake (or not as the case was) was a far more important issue.
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But that is a different ball game. Vac brakes are no-longer acceptable on the main-line network. Fitting air brake equipment out of sight on any loco is the way forward. It does not affect performance (except braking capabilities) so does not, in my mind, matter. Many locos, when new on the LNER had Westinghouse air brakes fitted from new only to be converted later to Vac. So going back to air braking is not an issue as far as I am concerned.
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Ah yes, fitting the air was not a bad idea at all.
It was removing the vac that caused a problem.
This restricted the A3 to mainline work only, so it could never run on a preserved railway.
Apart from the fact that railtours can easily cost a three figure sum, pricing her out of some peoples range, the idea of not being able to see the only surviving A3 on the Gresley teaks at the SVR or NYMR is a very sad one indeed.
As for vac and air on the mainline? WCRC are fully kitted out to work with both, so vac on the main line is far from redundant. It also gives you an extra option if one of the systems fails and you have dual fitted stock.
However, having no air on the mainline (engines such as 70013, 5690, 46115, 5043 to me makes no sense. You can only work it WCRC as DBS are air only so it restricts you options and means you can't be rescued by any old diesel nearby, it needs to be a WC one.
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I now understand that WCRC are dual-brake fitted to allow them to run through trains to preserved railway termini such as they do on the WSR & SVR, where preserved locos not passed for main-line running are not dual braked. Vacuum braking is no-longer allowed on the main line
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Vac brake is allowed on the mainline, in fact only half of the current mainline fleet is dual braked. Locos such as 70013, 5043, 4965 and 61994 are all vac only engines, but are fully mainline certified.
WCRC is the only company that operates vac brakes on the mainline though, DBS (formerlly EWS) is air only. And according to Rachael Gilland (Network Rail's charter boss, in charge of mainline steam) "Vac brake can continue to operate on today's mainline, as long as it can do so safely. As such, there are no plans at present to remove vac from the mainline.
Being dual braked does give you a greater flexibility.
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I seem to remember that the original fitting of air and removal of Vac was done to allow it to run overseas. Whether that was for the US or Oz I cannot now remember. Most steam allowed on the main line are fitted with both air and Vac brakes which allow them to work both preserved lines and mainline. I assume that Scotsman will emarge similarly fitted - at least I hope so. If they can fit both air and Vac to Green Arrow, Bittern, Union, Gresley, Tornado and 62005, I cannot see a problem with Scotsman.
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The fitting of air was originally done for Aus, but it was removed before being refitting while the engine was at Southall in recent years.
If you look at [link] it works out that 18 of the current fleet are down for having air, while 19 are not air fitted.
However, some engines such as the K1 and 70013 are through piped only, they are not able to operate with air brakes by themselves, they require a diesel to generate the air for them.
Dual fitting is a proven concept, but on an engine like Scotsman, it's almost mandatory, especially as it's not being sold as "the people's engine"
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