7027 Thornbury Castle

Sorry folks, continuing to post about everything except 7027.

I was adding a note on 46512 on the SVR wiki only recently under former residents. It came by road in 1973 (SVR News 28), and did indeed have some work done. It was still around in 1976 according to a David Rostance photo. I couldn't find a date when it left but apparently it was photographed at the Bulmers Railway Centre circa 1981 before moving to Scotland in 1982. If anyone has any more detailed info on when it left the SVR, I'd be grateful.

Back on topic....

 

Heath Junction Box was on the west side of the main line, the track on the other side is the Coryton branch

 

I traveled as caretaker on 4930 overnight on 6th? Jan 1970 in sub zero temperatures! A never to be forgotten journey.
We should have left 88C at approx 11pm but the Peak on the front was unable to lift the ensemble up the gradient from the shed so assistance had to be found which took some time and we left very late.
Dawn broke to a total whiteout of heavy frost and I’m sure we were all near hypothermic but I would not have missed it for the world.
One omission from the list is 4566 which left Barry in August 1970 tagged on the back of a Warship hauled banana train!!
Owing to work commitments I only travelled on the footplate as far as Cardiff General

 

I can't find any images to prove either way but I would think it was towed since other engines at that time were being towed from Woodhams. 30841 left for Chappel & Wakes Colne in September 1972 and was returned to steam in 1975 for the Shildon 150 celebrations.

 

Coincidentally there is a whole piece about 5051's move from Barry to Didcot by rail in the most recent GWS Echo which dropped through the letter box this AM.

 

The interesting point out of this relating to 7027 is that it was purchased first with 5080 & 5043 following to provide spares for 7027 & 7029. (Purchasing decisions from Woodhams for all three Castles may have been made simultaneously however)
Seeing that 7027 remains unrestored pretty much, does anyone know why decisions were changed at Tyseley and the two 'spares' engines restored when 7027 wasn't?

 

I think one of the problems, Thornbury Castle has had is being owned (twice) by one individual. Restoring a large locomotive like this in my opinion is far, far too much for a single individual to cope with. It is like trying to paint the Forth Bridge on your own. Few large locos have been restored in such a situation.

You need a group where a large number of people can all contribute a bit in man power and money. Fred works on these parts, John works on those bits etc. For an owner like Jeremy Hoskin it is feasible if you are wealthy enough to employ people to form a team to work on your toys but that is a rare.

The kind of individual who is wealthy enough to buy a loco like this is often so busy with say running a business, family etc that they haven't got the spare time to devote to it.

If the owner is able to regularly work on it and get stuck in, needle gunning parts and making new bits then it might be the case that others think, well I would like to be involved too and a team slowly forms, but if the owner rarely turns up or has few Engineering skills to take the lead, then that doesn't happen and the project never moves forward.

It remains to be seen who has bought it, but it is a shame in my opinion that it isn't a 'group' that has done so to give it the best chance of success.

 

Yesterday it was visible from the Williton station webcam - the top of the boiler was visible in Sheering's yard. Not there now, so perhaps it's on its way?

 

assuming my information is accurate :
5043 was withdrawn with boiler #7655 which was first deployed in March 1955 whilst 7027 the younger locomotive had at withdrawal, boiler #7615 from July 1949. I'm wondering whether 5043 was selected because it's boiler was in better nick than 7027?

Also of note :
7027 had a Hawksworth tender from new in 8/1949 but ran with Collett 4000g from November 1954 right up until withdrawal.

 

I think 5043 was restored because by then 7027 was no longer owned by Tyseley? Wasn't it sold to Mr Waterman in about 1994/95? I think the decision to restore 5043 came in about 1998/99 when the Shakespeare's started to get started.

 

On the off chance that 7027 might have made good progress I popped along to Quorn, but there was no sign of any new arrival. I was told that it is often the case that loads arrive later at night to travel after the evening rush hour, then the crew sleep over and unload in the morning on fresh tachograph hours, then they depart after the morning rush hour.
Whether this is the case who knows?? Any motorway sightings??

 

That is very true and the decision may just have been about timing.
I'm still intrigued however since Tyseley decided to restore 'spare' 5080 before first purchased 7027 deemed originally to be the choice of preservation over the other two.
As 7029 was a BR engine, I quite understand how a GWR representative might have swung the decision over another BR Castle per 7027.

 

Erm....

a) its still owned by one individual;
b) are you seriously suggesting that Pete Waterman or JJP ever intended to restore her single-handedly, in the case of the latter it was heavily reported that she was to be contract restored at initially Tyseley then changed to WSR?
c) Can people please show Jeremy Hosking the basic courtesy of spelling his name correctly.

 

There was no mention of 7027's possible or actual arrival at the GCR in today's "Rail Mail" from the GCR. Does anybody know where it is?

 

Still there today in Sheering's yard with the boiler/firebox/smokebox now mounted back into the frames.

 

Thanks GWR Man, It is nice to know that it will look more complete when it arrives at Quorn yard, but it would be great to know when, and actually see it arrive.....

 

My understanding is that 7027 was originally purchased from Barry and earmarked for restoration in her own right, however in the mid 1980’s the Birmingham railway museum chose 5080 for restoration instead- this was because the relevant apprentice grant scheme that operated at the time could put resource toward a pre nationalisation great western engine and not a BR one (or at least the investment case for a gw one was stronger and as a single chimney engine 5080 was the closest fit). 5080 qualified for this being built in the late 30’s whereas 7027 did not.

7027 was sold in the mid 90’s. At that time Tyseley was rationalising it’s collection after some financial issues. I believe but don’t know for sure that some of the key parts of 7027 were retained for 5080 and 5043. I believe that there whilst 5 castles came out of Barry only 4 sets of motion did. I believe that When Waterman bought 7027 there was a hawksworth tender built (same batch as that on 5043).

Bob Meanley is the right fact check as you say