5043 Earl of Mount Edgcumbe History

In 1923, C.B.Collett, Chief Mechanical Engineer of the GWR unveiled the new express passenger locomotive for the Great Western, the Castle class locomotive. A 4-6-0 design, with four cylinders, superheated Swindon no.8 boiler and larger cab, the first of the class, 4073 'Caerphilly Castle' soon set records on the GWR, hauling heavier loads at higher speeds than its predecessors of the 'Star' class.

Production of the Castle class locomotives started in 1923, and in March 1936 number 5043 'Earl of Mount Edgcumbe' was out shopped from Swindon works at a cost of £4,848 for the locomotive and £953 for the Collett designed 4000 gallon tender. Bearing the name 'Barbury Castle', after an iron age hilltop fort, five miles south of Swindon, she frequently hauled the 'fastest train in the world', the 'Cheltenham Flyer'.

In 1937, 5043 was renamed 'Earl of Mount Edgcumbe' after a GWR Director appointed in 1923 and she became an excellent performer on the mainline. Based at London’s Old Oak Common, 5043 was used on trains serving locations such as Devon, Cornwall, the Midlands and the North, and became a favourite amongst the Great Western’s London footplate men.

Six years after nationalisation 'Earl of Mount Edgcumbe' had spells at Carmarthen and Landore during a
four year period away from Old Oak Common, during which time she worked London trains such as the 'Pembroke Coast Express' and 'The Red Dragon' and was by this time paired with a Hawksworth flat sided tender.

In the late 1950’s, 5043 was moved back again to Old Oak Common for the twilight years of Western Region steam. In May 1958, she was fitted with a double chimney and revised draughting arrangements, which much improved the engine’s efficiency. During this year she was recorded as reaching 98 mph on the up 'Bristolian' express on 5th June 1958. See notes & log on the Locomotive Performance website.

'Earl of Mount Edgcumbe' had its last heavy overhaul at Swindon in February 1962, and with the ending of steam in the London area, moved to Cardiff Canton shed where work still remained for steam. In September 1962 Canton closed to steam, and 5043 was moved to Cardiff East Dock with the remaining Cardiff locomotives where she remained in service until December 1963.

Once withdrawn, 5043 was stored until the following spring when it was sold to Woodham Brother scrap yard on Barry Island, South Wales, as scrap metal. Was this the end?

In September 1973 7029 Clun Castle Limited, owners of 7029 Clun Castle and (at that time) 7027 Thornbury Castle, purchased it and it was moved to Tyseley. Once at Tyseley, many of its parts were removed for safekeeping and the locomotive was stored, initially as a spare boiler for 7029 'Clun Castle', the flagship of the Tyseley fleet.

By 1996 seemingly hopeless restoration projects had by then become realistic and achievable within the railway preservation world. The necessary skills had been developed at Tyseley, so ......

Birmingham Railway Museum trustees announced the  project to restore Great Western Castle class 4-6-0 5043 Earl of Mount  Edgcumbe to main line running condition. Specifications required that the locomotive should be in late 1950's condition with Hawksworth tender and BR double chimney. The 5043 Restoration Fund was then set up to finance the restoration of 5043 Earl of Mount Edgcumbe.

A Hawksworth tender tank was manufactured and Hawksworth tender frames acquired for use with 5043 Earl of Mount Edgcumbe. In 1997, 5043 "Earl of Mount Edgcumbe" was examined and planning commenced for the repair of the locomotive.

In 1998, the Friends of Birmingham Railway Museum (the former name for Vintage Trains Society) donated £10,000 towards the restoration of 5043 "Earl of Mount Edgcumbe". The boiler was removed from the frames and prepared for inspection.  Specialist welding work was completed on the boiler barrel by Babcock boiler specialists.

In 1999 descaling commenced for the front end of the frames in preparation for repair. The 5043 Restoration Fund stood at £31,000 and was rising! Nameplate backing boards were manufactured and letters cast ready for finishing and polishing. Axleboxes were removed and examined, and found to be in excellent condition and required only examination, repair and cleaning.

In 2000 5043 was moved into Tyseley Locomotive Works. The majority of the components, especially footplating, were removed and put into store, and wheelsets removed so that cleaning of the frames could commence. The cab sides, which were beyond repair, were removed and were to be retained until new cab sides had been manufactured and fitted. The engineering team scraped down the frames and removed thirty years worth of grime, in order to examine the frames. Once completed the frames were given a coat of anti-corrosive green paint, which smartened up their appearance! Examination of the frames showed them to be in good condition. Parts for the rear dragbox renewal were manufactured and ready for fitting. The usual pitting on parts of the frames caused by exposure to the sea air at Barry was found, but this could be smoothed down and repaired to prevent further corrosion and to improve appearances.

In 2001 expired platework on the Hawksworth tender frames removed and new platework fitted and repainted. The new rear dragbox was riveted into place. The bushes for the coupling rods were cast, machined and fitted. Whilst the inside motion was being prepared the frames were painted in black (exterior) and red (interior). New valve rings were manufactured ready for fitting.The slidebars were reground. Whilst checking the inside crossheads for repair and refitting something interesting was found. It was common for inside crossheads to be fitted to various members of the fleet, but 5043's inside crossheads, on closer inspection, seem to have been fitted at one time to sister GWR Castle 5080 Defiant, which is also part of the Tyseley collection! The slidebars were prepared for refitting. New manufactured splashers refitted to locomotive frames along with footplating and were painted in anti corrosive paint. The bogie was repaired and repainted in preparation for refitting. Wheelsets prepared for cleaning and refitting.

In 2002 further repainting of the frames, cleaning and preparation for reconstruction of tender, work continued on wheelsets and axleboxes in preparation for rewheeling. Repainting of tender frames in preparation for fitting to tender tank, manufacturing of numerous ancillary parts in readiness for reconstruction.

In 2003, axlebox repairs were completed and coupled wheels refitted. The tender assembled and was substantially complete. Valve motion was completed and awaited assembly.TPWS equipment was acquired. Repairs to reversing gear were completed. The engine's brake gear was overhauled and fitted. The engine spring gear was reassembled.

During 2004-6 the tender was largely completed and much work carried out on the rolling chassis.

During 2007 the boiler was hydaulically and steam tested and returned to the frames and cladding commenced. The first fire having been lit for 44 years!

From here on a lot depends upon your support! Please help us complete the restoration of the remaining components and reassembly of this magnificent machine by supporting the restoration appeal fund. An appeal brochure is available from:   Vintage Trains office, Tyseley Locomotive Works Visitor Centre and on Vintage Trains excursions & the Shakespeare Express.

The appeal brochure details are available on this web site. Your donations will help to return "the Earl" to the main line.

Our aim is to return this former Great Western star-performer back into pristine mainline running condition.

And a new chapter in 5043's career will begin...........