5029 Nunney Castle

When Charles C Collett succeeded Churchward in 1922 as Chief Mechanical Engineer of the Great Western Railway, almost immediately he was faced by the need to design and build a new class of locomotives that was more powerful than the existing classes of GWR 4-6-0 express passenger locomotives.The result was the Castle Class, the first of which - No. 4073 Caerphilly Castle - was outshopped from Swindon Works in July 1923 barely 18 months after Colletts appointment.This locomotive appeared at the Wembley Exhibition at Wembley in 1924 as an exhibit for the Great Western and was displayed next to the LNER A1 Class Flying Scotsman
Over the next 27 years a total of 179 locomotives were built. Of these the majority were new engines with a small number being rebuilt from the older mainly Stars class.As befitted the fact that Collett had been Churchward's principal assistant, the new class represented a further development of the standard designs pioneered by Churchward, but achieving an increase in power of some 10% over the Star class. This was achieved by increasing the diameter of the cylinders and modifying the boiler.
After the Second World War, and indeed after nationalisation in 1948, Castles continued to be turned out by Swindon works. The later engines were of a slightly modified design by F W Hawksworth with the larger straight-sided all-welded tender, with some Castles being fitted with larger superheaters, double blastpipes and chimneys. The last of the Castles, was number 7037 and named Swindon by HRH Princess Elizabeth (as she then was) on a visit to Swindon works in 1950.
As a class these superb engines earned a fine reputation for their performance, with exceptional economy in coal consumption and haulage capacity plus an ability for substained high speed running particularly on services such as the Cheltenham Flyer regularly achieving speeds over 90 mph.They came to dominate the Great Western Railway's express passenger services for almost 40 years and were to remain dominant on most duties, even after the arrival of the later King class, until the final demise of Western Region steam in the early 1960's.
Specifications: For GWR and BR Castle class 4-6-0 built from 1923 until 1950 including re-builds from other classes.
BR Numbers: 4037, 4073 - 4099, 5000 - 5099, 7000 - 7037
Wheel arrangement 4-6-0
Tractive effort: 31625 lb
Cylinders: (4) 16"x 26"
Driving Wheels: 6' 8½"
Bogie wheels: 3' 2"
length: 65' 2"
Steam pressure: 225lb psi
Fuel capacity : 6 tons
Water capacity: 4000 gallons
Total weight: 125 tons 11cwt
Valve gear: Inside Walschaerts with rocking shafts to outside motion
Duties: Express passenger service
BR power classification:7P
Great Western Railway Locomotive Castle Class No.5029 Nunney Castle was built at Swindon Works in 1934, and takes the name of a famous castle in Somerset.These were still the glory days of the Great Western when, (to quote one enthusiastic traveller)..."no self-respecting gentleman would ever elect to travel up to London by Southern-the only acceptable way was by Great Western!"railways then were still considered heroic, when people may have travelled less, but perhaps remembered it more. Nunney Castle would have played her part in this era too, as the locomotive was used in many publicity and "life on the railway type" of photographs.During the early days of World War 2 (December 1939) the locomotive hauled trains carrying children being evacuated from London. Nunney Castle was also used to haul the Royal Train in October 1957 from Paddington to Gloucester.No.5029 was initially allocated to Old Oak Common MPD (81A) where it was to spend most of it working life, the engine moved to Worcester in 1958, then had spells at Shrewsbury, Newton Abbot and Laira.A final transfer in December 1962 took it to Cardiff East Dock, where it was to remain until being withdrawn along with other members of its class in December 1963.
Nunney Castle was sold in 1964 to Woodham Bros. at Barry, arriving at the famous scrap yard in the June where it was to languish for 12 years before being rescued in 1976 by the Great Western Society at Didcot (making it the 81st locomotive to be saved).
When originally purchased from Woodham's it was jointly owned between a private consortium and the GWS. This arrangement changed in the mid 1990's when 5029 became privately owned. Whilst the locomotive has recently changed owners that is the case to the present day.
The locomotive was restored from scrap yard condition at Didcot and returned to service in 1990.Since then it has been a regular performer on the mainline and become a favourite with the crews that have operated it. In the late 1990's the engine became due for its next overhaul which was carried out by Ian Riley Engineering in Bury, Lancs.It was during this overhaul 5029 was fitted with air braking,(while still maintaining the original vacuum system). The tender was also modified to give a larger water capacity. Both of these modifications were made to enable 5029 to increase its operational capacity on the mainline. The locomotive was returned to the main line in 2000. TPWS (Train Protection Warning System) was fitted in 2002 (the first Great Western locomotive to be equipped).
In 2005 it was decided to inspect the engine at Tyseley Locomotive Works,while the locomotive was still in good running order with its current main line "ticket" still valid.The intention at that stage being that 5029 would be undergoing an Intermediate Overhaul, particularly as some of the work would be in the nature of refurbishment and not a replacement of parts. However after further work it was decided, with the full agreement of the owner, that the work would be a virtual Heavy General Overhaul.The bulk of the engineering work will be carried out by Tyseley Locomotive Works, with the essential ancillary work being carried out by the Support Group, and will include all of the following:
A full re- tube of the boiler
Replacing most of the firebox stays
Refurbishment of the lower portions of the smokebox tubeplate & boiler extension
Overhaul of the valve gear, crossheads, pistons, air brake system and safety valves etc. etc.
Fitting OTMR (On Train Monitoring Recorder)
Barring any unforeseen circumstances, it is hoped to have Nunney Castle back in traffic before the end of 2007or early 2008.With this in mind the website will be updated regularly with reports, and photographs as the overhaul of 5029 proceeds.
By April 2008 the overhaul was complete, and the locomotive returned to the mainline.