an auxiliary water tank for a further £6,000 and coupled behind the first tender. This allowed the engine to operate with a total water capacity of around 11,000 gallons. Boiler and cylinder parts from Flying Scotsman scrapped sister engine, 60041 Salmon Trout were also purchased. 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. A non-stop return journey was made three days later. Following an overhaul on the locomotive in the winter of 1968–69, Wilson's government agreed to support Pegler running Flying Scotsman in the United States and Canada to support British exports. To comply with local railway regulations it was fitted with a cowcatcher, bell, buckeye couplers, American-style whistle, 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. Despite starting well the tour ran into problems, as strict anti-steam laws in some states deemed the engine a fire hazard or required the engine to be towed by a diesel or electric locomotive. None of the trips on the tour carried paying passengers as it was declared illegal to do so. Nonetheless 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 . 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. Although a commercial success at first, Pegler was £132,000 in debt by the end of 1971 and declared himself bankrupt in the following year, leaving Flying Scotsman stranded in the US. He arranged for the engine to be kept in storage at the US Army Sharpe Depot in Lathrop, California to keep it from unpaid creditors. Pegler worked his passage home from San Francisco to England on a P&O cruise ship, and began a new career giving lectures about trains and travel in addition to being chairman of the Ffestiniog Railway. William McAlpine (1973–1995) Amid fears of the engine's future, horticulturist and steam enthusiast Alan Bloom phoned businessman William McAlpine in January 1973 in an attempt to save it. McAlpine agreed and dealt with