Vintage Trains

GWR 4-6-0 Castle No. 5043
Earl of Mount Edgcumbe - Fireman's Log

 Earl of Mount Edgcumbe
updated 10/02/09

5043 Earl of Mount Edgcumbe Pages

 

An article by Bob Meanley reproduced from - 'Steam In Trust' December 2001

 

The gloom of a recent damp cold November morning was considerably brightened by the appearance of former Tyseley engineman Dick Potts clutching an envelope which turned out to contain a copy of a 40 year old diary entry relating to a run which he had made with 5043 one August evening in 1961. The almost two pages of clear contemporary notes easily bring the reality of the journey to anyone who is fortunate to be familiar with the operation of Great Western engines, and I could not help picturing in my minds eye what was going on during the journey. (Ed. The notes are reproduced here to accompany this commentary).

Right from the start the engine, which as the Ranelagh Bridge pilot was covering for the failure of the booked engine, was overloaded by almost 40% for the booked timings and Dick clearly felt that he was not totally on top of the situation. The driver that night was Harry Mason, one of Tyseley’s most highly regarded people. Despite Dick’s struggle to persuade 5043 to perform, Harry’s mastery of his craft recorded a right time at High Wycombe and only 2 late at Princes Risborough after the climb of Saunderton Bank with this heavy load. It is interesting that Dick finally coaxed 5043 into life by the use of all dampers but the back one and by lifting the flap and closing the doors. Unlike many double chimney engines 5043 was never fitted with the improved draughting 3 damper hopper ashpan, retaining the original 4 door split ashpan, and with this method of operation, Dick must have been generating a fearsome blast in the fire box.

It is worth commenting on the injector being considered too strong despite the engine being run in second valve and 20 – 25% on the reversing lever. This combination meant that the engine was being used in a very determined manner, and yet the improved efficiency of this high superheat boiler did not require constant feed from the injectors to maintain water level.

Not withstanding the fact that 5043 had not exactly given them an easy time, Dick’s final comments are a wonderful testimonial to a sound engine. Remember that they were written by a truly professional engineman, without prejudice, and certainly without the knowledge that 40 years later, it would be undergoing major repairs a few hundred yards from his front door!

Let’s hope that it will not be much longer before Dick Potts can once more record in his diary that engine 5043 is exceptionally strong for a Castle and very free running.

Dick Potts' notes...

Thursday 31st August 1961
5043, Earl of Mount Edgcumbe, Old Oak. 7:10pm Paddington-Wolverhampton ‘A’.
Engineman H. Mason.  Fireman R.S. Potts.  Tyseley.
12 coaches = 417 tons. (Overloaded by 117 tons for 4 star train timing).
Paddington dep 7:10 pm                     Right time
                        20 mph Old Oak East
High Wycombe pass 7:47 pm              Right time
Pr. Risborough pass 7:57 pm               2 late
Ashendon Jc. pass 8:06pm                  Right time
Bicester arr. 8:19 pm                           2 early
             dep 8:21 pm                           Right time
    Severe signal check Banbury South
Banbury arr 8:39 pm                           1 late
            dep 8:44 pm                            Right time
                        15 mph ROS Banbury Jc.      60 mph ROS Fenny Compton
    Severe signal check Leamington Jc. South
Leamington arr 9:06 pm                      2 late
                  dep 9:09 pm                      2 late
Hatton pass 9:19 pm                           1 late
                        40 mph ROS Rowington.
Knowle arr 9:27 pm                             3 late
           dep 9:28 pm                             3 late
    Severe signal check Bordesley North
Snow Hill arr 9:47 pm                          1 early.

Externally very clean.  Double chimney, mechanical lubricator.  Hawksworth tender.  Mostly large eggs but few soft lumps.  Big fire made up with shovel.  All dampers open; flap up after long pricker in to feel shape of fire, plenty at front end.  Blower on ¼ of turn.  Footplate dirty, coal well back in tender.  225 lbs and solid boiler to leave.  Soon back to 200lbs with regulator on second valve.  Shutting off for Old Oak check blowing off, right hand injector on and used throughout trip as exhaust wasted too much water. Unable to get fire bright firing light, flap up between each shovelful.  Blower on ½ turn. 180 lbs Greenford but from Ruislip kept 190 lbs with injector on, recovered fully at High Wycombe.  Fire just level with ring firing three to the front, then three down the middle up with flap between shovelfuls, then doors shut to with flap up too.  Fire now burning bright.  All dampers open except back one now.  From High Wycombe, blower turned off pressure never below 200 lbs and ½ glass water.  Second valve used mainly especially beyond Bicester.  Firing steady but not heavy.  Injector bit too strong, needed putting on and off to keep pressure constant.  20% 25% lever position generally.  Beat clear and even.  Very slight vibration.  Riding superb and quiet.  No steam from front end.  Engine exceptionally strong for a “Castle”.  Very free running.  Driver pulled coal forward at each stop.  Coal and water consumption very reasonable.

The engine was the ‘Ranelagh Bridge’ pilot as our engine rostered had ‘failed’, hence condition at handing over at PDN.  I never got on top of her, needing more concentration than physical effort.  Harry Mason never drove harder than my ability to get steam, superb engineman.

The load was usually 11 but an empty dining car for Cannock Rd was on the front.
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