Flying Scotsman

Without going back and re-visiting the programme, I'm fairly certain that at leasty two different rakes of coaches were used. Mk.1 stock for the main footage and Gresley's for some of the lineside/aerial shots. The amount of coal in the tender varies quite a bit, too.

 

The loco is operating of the visiting railways safety case and it is that railway which must supply the competent people (i.e. the crew.) The buck stops with the Railway. There was quite a bit of controversy on the NYMR when Riley/NRM insisted on their people driving but it was got round because those involved were also qualified NYMR drivers. I don't think that will happen again, though.
As has been said in other posts, it is usual for the owning organisation to supply a 'minder' but that can become a burden for the owning organisation on medium/long term hire so, once everyone on both sides is satisfied with loco, operations and competency, it tends to be dropped.

 

I will have to revisit the programme as my recolection is that FS was on the teaks all 6 days.

 

Just been and had a quick scan. No sign of Mk.1's. I guess its bed time....

 

I think that at least two days, probably three, were used for filming. The difference in the weather on the external filmed shots is what gave it away. The shot of viaduct outside Kidderminster is in pouring rain (look at the canal), whereas the rest of the external shots around Kidderminster are cloudy or have bright sunshine.

 

I have just rewatched at 8 times speed and FS allways on teaks. The mk1 s and LMS set do appear on the service trains. It was pacific power so along with FS and Tornado we had SKP and Taw Valley out on trains. In the video there are two MK1 sets, Carmine & cream & maroon and the LMS set is seen at Arley

 

Not quite sure if you are saying the continuity was good or bad here?

Anyway, one thing that drily amused me was that the SVR evidently has the same devices installed on signals that we do, such that any home signal approached at danger will automatically clear without intervention, but only once the driver has stopped and the fireman has alighted to phone the bobby ...

Tom

 

Aren't they whats known as ground signals?

 

One thing I was confused about was the fireman shouting 'it's a red' even at distant signals, a red to all railwaymen I've ever met means stop. From what I can rememeber of my footplate trips it was 'distant on' or 'off' or something similar.

 

Are you sure he said that for distants?

I thought I heard "It's a yellow" at least once.

 

I agree the fireman did say yellow at the distant. SVR crews do use red, green, yellow for on / off / caution. Prior to SVR I had used on / off at other railways. As usual "reach a clear understanding" is the name of the game which they crew achieved

 

One interesting thing to note, the need to set back at Bridgnorth. SKP is well known for it and it appears catching by visitors

 

And was it a blind set back no one at the back end of train.

 

There will be a member of platform staff dispatching at the rear as well as a TTI. The guard is usually in the middle of the train with a clear view of the rear but is unsighted to the driver due to the curve. A foot is usually sufficient two at the most. If the set back was excessive I would put the setter in.

IMHO the set back is not the danger but the delay between giving RA and forward motion. Whilst all was clear when RA given there is a danger that a passenger may try to get on or off because the train was still stationary not realising the tip had been given

 

Sensible words. Setting back with steam locos is common and well practised..

 

I remember Bert Hooker saying it was all a matter of good enginemanship, trying to get the the position of the rods right as you bring the train to a final stop using the loco steam brake only to compress the buffing gear on the train so the train gave the engine a bit of a kick as you started.

 

Not so easy if you've run round and reversed on though...

 

I think a lot of these theories were just that. I've heard of similar one with trains stopping on the the curve at York. Putting the steam brake on at the last minute was supposed to leave the coach wheels bearing on the outside rail rather than the inner one, which was meant to make starting easier.