4079 “Pendennis Castle ”

Latest News - September 2017

Words and Photographs by Ben Shakeshaft

View of Cab

First off, an apology. I apologise for the lack of updates over the past months, it’s a deplorable act, and I hope you can find it in your hearts to forgive me. Now that that’s over with, the Castle. Well what’s changed lately? Answer; a lot. Steam Pipes

So I’ll start with this first photo, as you can see, Pendennis is looking very engine like. Which is exciting. There’s a complete cab (not quite full, but there’s a regulator). Most of it’s been there for a while now, but the roof has been installed and adds that little extra to the overall look (and a little extra something to hit your head on – which is easily done).

Blower Ring

Moving further up the engine you come to the Castle’s distinctive steam pipes, these have received the cladding which will further add to the overall completed look of the locomotive. Now moving inside of the smokebox, a view not as frequently seen, it’s getting full in there. One such item that has recently been install is this item (lower right), which looks like some kind of crazy steam punk turbo. It is however not a crazy steam punk turbo – that would be silly. It is however Pendennis’ original blower ring. However, there are more cracks in it than in the national bottom museum, so we’ve had to replace it. The new one is now installed to the underside of the chimney, with the petticoat attached to that. 4079

There’s also another very small factor that I may have forgotten to mention; PENDENNIS CASTLE IS GREEN. Granted, it’s just undercoat, but still, it has been painted green, with black bits, with a red bit on the front, and a few shiny’s here and there. Consequently, 4079 Pendennis Castle looks sublime, and is making all our hard work over the past many years look like something. It was painted mainly to show off during the weekend that Scotsman was here (just to remind people what the engine that beat the LNER during the 1925 trials looked like). And just to give us all that encouragement that we’re getting there. Slowly, but we’re getting there.

How you can help

Progress may not always have been as speedy as we would have liked but it has been steady and always in line with income received. Much of this has been achieved as a result of the regular payments which many members make by Bankers Order, often linked to the Gift Aid scheme, plus occasional donations.

There are two ways in which you may assist: any donation at this stage will be most welcome and will allow us to finish the work without having to resort to borrowing. Alternatively you may feel able to take out a Bankers Order to provide a boost to the regular income on which the Project relies for its long term completion.

If you would like further information on the project or feel that you could support Pendennis Castle by making a donation or regular monthly contributions, or joining the regular working parties, please contact: The Great Western Society, Didcot Railway Centre, Didcot, Oxfordshire, OX11 7NJ, England.
Tel: +44 (0) 1235 817200 or e-mail info@didcotrailwaycentre.org.uk

Download the Pendennis Castle appeal form (Word format)

Whatever help you are able to give will be most welcome and will move the Project forward considerably towards final completion.

Archive News - January 2017

Words and Photographs by Ben Shakeshaft

It’s finished! Our Castle is ready to go!...Is the headline that I long to write, but for the time being however, we’ll have to settle with the likes of knobs, painting, and yet more of that insufferable cladding. Boiler Cladding Boiler Cladding

First off, the cladding. The boiler is now covered in that heavy, frustrating, jigsaw puzzle of parts, from the smokebox to the cab! (Speaking of which, the spectacle plate is now installed, which is super exciting!) The ‘Elephant Ears’ have been suitably fettled, and now sit beautifully on the firebox. Now that all this is done, the attention can be turned to the smaller, lighter, and all round easier to work with pieces of cladding.

Now that we’ve got the cladding in place, we’ve turned our attention to the handrail knobs, in particular the ones that hold the handrails to the side of the boiler. These have all been located and attached, we even found a section of handrail to be inserted into them. Although frustratingly when the handrails were originally removed, a lot were found to be life expired so a number of them have had to be remade. Which has provided us with a certain amount of entertainment in getting them into the right shape. So far the entirety of the drivers side handrails have been put up on our girl. Undercoat

Also whilst we were in the area, some eager eyed readers may have noticed the peculiar shape of the handrail brackets on the drivers side. This is because those brackets also carry the pipe from the ejector to the elbow on the smoke box. We have also now got this whole assembly up in position.

Our resident painters have also been working away, with applying the under coat on the frames at the front and the outside cylinders, ready for the day that the final coat comes. They've also had their eyes on our girls cylinder cocks, with the operating brackets now receiving their treatment in preparation for installation of her ‘cocks.

So as you can see we’re still developing our engine, and getting her ever closer to that glorious day where once again she’ll show the world what the power of the Great Western is equal too. When will that day be? It’ll be the day when she's ready, and not a day sooner.

Archive News - June 2016 - Clad! Clad! Clad!

Words by Ben Shakeshaft; Pictures by Drew Fermor and Ben Shakeshaft

Boiler Cladding Boiler Cladding

Last time I mentioned that we were about to begin putting the cladding on the locomotive and without failure, that is what we have begun to do (I say without failure – we’ve had one or two unexpected niggles!). 6 of the 8 boiler barrel cladding pieces are on together with their associated boiler bands. This has been installed on a slightly more permanent temporary basis. However the firebox cladding has been installed on a more temporary basis than a Hollywood wedding, as because the crown sheet has had to remanufactured due to it being life expired it is missing all the holes to attach the side cladding to. So painfully we’ve had to put all the firebox cladding up into place just to mark out a few holes and then to take down, drill, install captive nuts, and put back up. Inconvenient, but necessary - you don't want unbolted parts of the engine to come off whilst in transit!

Boiler Cladding Cylinder Casting

The firebox bands have also been put on which can seen being tightened up by our expert nut tightener, Charlie. These pull all the cladding tight and follow the shape of the crinolines on the boiler and firebox. Also during this stage we put up the affectionately nicknamed ‘elephant ears’, which is the cladding the goes over the corners of the firebox, rejoining with the boiler barrel. Just these simple bits of metal affect the overall look of the engine and make us feel like we’re a lot closer to finishing the engine than we were when we first started on it!

Whilst some of us have been tackling, screaming, and occasionally swearing at the cladding, another splinter unit of the Pendennis team has been attacking the frames at the front of the engine with some emery paper and paint. Aiming to give the front of the engine a nice smooth finish ready for the final layer of paint to go on when the time is right.

Also whilst preparing the area a small panel was removed revealing a side of the internal cylinder casting unlikely to have been seen since its last overhaul. More than likely one of the last parts of the engine to have not removed during this overhaul!

Archive News - February 2016 - Clad to meet you!

Words and Pictures by Ben Shakeshaft

Our latest job is one that for me has always loomed like a scary elephant in the corner of the room, although now it has started I’ve come to the realisation that that scary looming elephant, was in fact nothing more than a exaggerated shadow of a cute puppy. What am I talking about, through this strange metaphor? Cladding. Lots and lots of pieces of metal. Pieces of metal which all either look similar but are very different, or just plain strange. Each of these pieces of metal were carefully removed at the beginning of the project, restored or replaced in the middle of the project, and now time has arrived for them to be returned to their places. Of which they should all fit perfectly. Basically it's a massive jigsaw puzzle that covers our entire Castle.

Cylinders and Ashes!
Cylinder Cladding

One of the first areas to receive cladding is the Drivers side cylinder. This has been carried out by Keith and Russ. As can be seen from the pictures, this has now been completed very well with lagging. This is now ready for the painting process and wouldn't be removed until her next overhaul. Onto the fireman’s side next workday!

Crikey, Crinolines!

In order to install the cladding on the firebox and boiler barrel, crinolines are installed (these create a gap between the boiler itself and the cladding in order to fit lagging). These have all been temporarily installed to ensure that a) we have all of the required ones and b) to ensure that they fit correctly. As the boiler is to be removed for hydraulic and steam tests, the crinolines haven't been installed permanently. These crinolines also caused a bit of a headache when it came to lubrication pipe work. As we needed to thread pipes the length of the boiler through underneath. (Sadly these couldn't have been installed before the crinolines, albeit it would have been a lot simpler if we could!) But at the end of the day, the harder tasks always seem a lot more of an accomplishment, even if no one will ever see what you've done! The boiler is now ready for the test fitting of all its cladding!

What's next then?

Well seeing as the crinolines are all on, everything (apart from lagging) is underneath that needs to be underneath said crinolines, it’ll be time for the boiler cladding to go from its current stockpile to its pride of place on the boiler! This has all been found, labelled and is ready to be put up over the next few work days. Fun Fact, boiler cladding is deceivingly difficult to move. The rest of the cylinder and chassis cladding will too be heading onto the engine over coming weeks. Thus bringing an end to todays update. However if you're ever at the centre and see us working, come over and say hello. We’d be only too happy to have a chat and answer any questions you may have!

Archive News - October 2015

4079 with Boiler in place
4079 with Boiler in place
Driling for the equivalent bracket on 4079 Pendennis Castle
4079s newly lettered and lined tender

Today marked one of the greatest milestones in 4079s restoration so far. 12 years after the boiler was removed from the frames it was finally returned to them, albeit temporarily whilst we fit all the pipes, fittings and other bits to complete the locomotive. Preparations were made in the early afternoon and 4079s boiler was lifted from the ‘Crocodile F’ wagon on which it had been situated and swung in the air until the frames were at first shunted into position and then pinch-barred the final few inches to align with the firebox. After a couple of trial drops it was clear that some of the rivets in the foundation ring would need to be flattened out to allow the firebox to fit between the frames. Once this was done the final drop begun and the after 12 years her boiler was once again resting between the frames, it fitted just like an old dress, a notable event in anyone’s books! She now just awaits room back in the workshop where the work can begin once again.

Another noteworthy milestone was that of the completion of 4079s tender on 27 September. It has been posing as the tender of sister locomotive 5051 ‘Drysllwyn Castle’ in a plain green livery but thanks to our skilled painter it has been painted, lined and lettered in the livery in which she left Swindon Works in 1964 after she’d been acquired from British Railways by Mike Higson. The tender will remain behind 5051 until 4079 is ready to be reunited with it.

Archive News - May 2015

Vacuum pipe bracket on 5051 Earl Bathurst
Vacuum pipe bracket on 5051 ‘Earl Bathurst’
Driling for the equivalent bracket on 4079 Pendennis Castle
Drilling for the equivalent bracket on 4079 ‘Pendennis Castle’

As 4079 starts to gather much of her elegance once again, with motion inside and out more or less complete, our focus has moved to the front end. On the 25 April using 5051 ‘Earl Bathurst’ as a guide, we measured out and drilled the holes needed for the vacuum pipe brackets that connect the pipe to the buffer beam and the holes for the bracket for the pipe to connect to when not in use.

This was done using a magnetic drill to help us bore the holes for the certain parts of the vacuum set-up in the buffer beam.

As well as this, we took off the buffers themselves, for what felt like the umpteenth time, to prepare and paint them up, ready to be fixed onto the beam for what we hope will be the final time.

Saturday 9th May

Vacuum pipe bracket on 5051 Earl Bathurst
Detail of the buffer beam

Today was a special day for us on the 4079 crew, mostly because it marked the 51st anniversary of the 1Z48 rail tour where she famously melted her firebars, whilst pushing for 100mph down Lavington bank. The occasion passed without much celebration, only the presentation of a team jumper to the society’s chairman brought any kind of celebration to the day.

The main focus of the day was to sort out holes in the buffer beam that needed to be widened slightly to fit the bolts that were holding the buffer beam to the frames. They were filed to begin with, before we sanded down the bolts and made sure they fitted properly. This took surprisingly longer than we thought but the job was done properly so we were happy.

During the years Pendennis had taken a few knocks and this had led to the running plate being slightly bent. So the gas torch was used to heat up the affected areas and once heated up they were hit back into place by two of us with hammers. Once it was slightly cooler, we used a grinder to take away the rough edges in preparation for painting with the grey undercoat we’ve started to get rather familiar with. It took us half the afternoon to complete but once again, our hard work and patience paid off as the front end of the locomotive looks just that little bit better!

This last photo shows the finished product of that day with grey undercoat on the buffer beam and running plate, along with the vacuum pipe holder in place, the running plate and less obviously, the bolts around the coupler and buffers all in line and matching. This is another one of the small details needed to make sure the locomotive will look just that extra bit special when she is completed.

Archive News - August 2014

It's been a while since the Pendennis Castle Project updated this page so we though that it was about time to do so!

The enormous puzzle that is No. 4079 is slowly coming together. There is now a great mass of valve gear where once there was empty space. There are now valves in the bores and apart from the valve setting, we are about ready to go in this department. The renewal of all of the running surfaces revealed just how far out the alignments had become - particularly in the valve stems and guides but with several rounds of diligent and careful measuring, adjusting and measuring again (!) we now seem to have reached a state where it is all running freely. It cannot be said just how satisfying it was to see it all gently and more importantly silently moving in unison as the locomotive was moved within the locomotive works using pinch bars!

The final piece of the motion puzzle is in the connection between the rocker arms and the outside valve which, while they were structurally sound, they had suffered the attentions of an 'enthusiastic' engineer who had, judging by the vast number of dents caused by a sledgehammer, been REALLY keen to separate the valve from the the rocker shaft in the shortest time possible... These have now been restored and will be fitted in the next few weeks. Then the valve gear settings will be checked and rechecked and then it will simply await the application of some steam...

The pistons and rods will be the next things fitted and the heads have all been machined down to fit the smaller bores of the new liners. The rods will now have to be turned to restore them to a circular cross section. This last task now await the completion of the installation of the new grinder attachment for one of our lathes in order to carry out this task. The new piston rings are in stock and as soon as possible we will be putting these last bits together. Exciting times indeed!

The boiler has had the lion's share of the work required completed now. Apart from a couple of relatively small items, the re-tubing and reattachment of the smokebox is the next hurdle. The smokebox required removal due to the repair required to the wasted lower section of the dry extension (the bit the smokebox is fixed to). The operation to replace the tubes in the boiler is obviously a far more pleasant one with the smokebox off so this will be done prior to its replacement. Once it is bolted back in place we will place the boiler back in the frames without testing the boiler. This will give us all the time we like to prepare all of the locomotive's components and ancillary systems for the off as well as giving us a template to produce the last big fabrication job left on No. 4079 - the steam pipes leading from the superheater header to the cylinders. This can only be done with any degree of precision with the locomotive assembled.

Then there will be the opportunity to see the locomotive assembled sometime in the next 12 - 18 months (hopefully!) and then the final strip down, certification and reassembly can begin. It has taken us FAR longer than anybody would have hoped but we are determined to do right by this iconic locomotive and produce a reliable and capable machine in the prime of health. This can only happen with the continued financial support of the legions of well wishers, fans and friends of No. 4079. People like you. We are perhaps at the end of the beginning (to paraphrase Sir Winston) but there is still a long road to travel in terms of funding and hard work until the dream of that first mail line excursion is realised but be assured, the warhorse of the Great Western WILL return!


Archive News - December 2009

Since February’s update a great deal of progress has been made with the restoration of No. 4079. The tender has moved even closer to a finished vehicle. The internal pipe work for the water scoop has been removed and the hole in the floor of the tank blanked off. This will have the benefit of increasing the locomotive’s water reserves which is obviously of great benefit on the main line. The scoop casting itself has been restored and awaits a new scoop ‘blade’ to put it back to rights. The pipe and flange which connects it to the tender is very badly corroded and the newly acquired set of electrically powered rollers was used for the first time to begin the fabrication of its replacement. The tender has also been fitted with the pipes, valves and connectors that are required to connect it to water supplies such as hydrants and road side tankers in preparation for her main line operation. The mammoth job of preparing the sides of the tank to get the best possible finish on them continues. It is one of those jobs that just seem endless. Filling, painting rubbing down, filling, painting, rubbing down... you get the idea! We are determined that she look every inch the great GWR express locomotive that she is and it just takes a lot of time and effort to get there.

The boiler has made excellent progress as well. Dean Engineering were engaged to manufacture the new super heater flue tubes and this entailed the machining of the new bottle ends that screw into the firebox tube plate. These were then welded to the ends of the boiler tubes and they have now been screwed into the tube plate by members of the restoration team. They now await the ordering and delivery of the small tubes so that our boiler expert, Peter Gransden and his team can expand and bead them into place. The boiler is now looking very close to completion and requires new cladding sheets to go with the new crinolines that already await the locomotive’s completion. The new rolls may yet have other uses.

The locomotive frames and motion also have made great strides forwards. The engine now sports a fully restored set of cross heads and these have been joined to newly refurbished connecting rods as well. The inside connecting rods were challenging as they are not easy to manoeuvre in the confined space between the frames – even with the boiler out. One was particularly recalcitrant requiring a series of fittings – seriously tiring work but rewarding when it is completed. The eccentrics are also now connected to the expansion links via their attendant rods. The reverser mechanism has been cleaned and refurbished – the biggest problem found was that the thread that the nut screws onto that retains the handle of the reverser was badly damaged. This was built up and re - machined in order to prevent the embarrassing and potentially dangerous possibility of it coming adrift. The 5 ton saddle casting that received the complex and expensive repair to the exhaust steam pipe flange has been re-fitted. It is a testimony to the quality of the original engineering of the loco that the fit was so tight it took an entire day’s worth of hammering and cajoling to get the thing back in place. No. 4079 provides yet another very tiring but rewarding experience! Attention is now turning to the biggest stumbling block of the entire mechanical overhaul – the valve and cylinder liners. The test castings for the liners were recently received and after what seemed like an almost herculean effort to get the very heavy cylinder liner casting up the entrance stairs, the machining of the valve liner is ongoing.

The appeal continues to go well but we are still only at the half way point towards the steaming target of £60,000. There also still remains the £40,000 pounds required to take the queen of the Great Western back to the main line where she belongs so please continue to donate to the fund. We are winning the battles but the war to return Pendennis Castle to life continues. With your help we will achieve the goal that has been the dream of not just GWR fans like the restoration team and the society but rail enthusiasts all over the UK.

Archive News - February 2009

‘Pendennis Castle’ is a legendary machine and she has a certain mystique about her. She has that extra something indefinable – perhaps it’s a sort of star quality (no pun intended!) or the fact that she spent so long away from the eyes of British enthusiasts. Ever since she beat Gresley’s A1s in the GWR/LNER exchange of 1925 she became a champion of the Great Western. A small team of dedicated workers, have toiled away in Didcot Locomotive Works for close on a decade now with one aim in mind – the return of the champion. So just what has caused the overhaul to take as long as it has?

The first and probably most important reason for the delay is just how tired and run down the engine was when it returned. This is not intended to be a disrespectful comment towards anyone that has been involved in her upkeep over the years but the locomotive was not the easy restoration project that everyone thought it would be. To the best of our knowledge she has not had a major mechanical overhaul since BR days. She was repaired and restored to GWR condition following failure on the famous 9th May 1964 railtour. Prior to that she had a Heavy Intermediate in mid 1961 and her last Heavy General was undertaken between July and September 1958! Boiler and other works were carried out both at Carnforth in 1977 and in Australia in 1984-87 but mechanical and structural work has been, on the whole remedial in nature which has allowed her to deteriorate mechanically. At no time in preservation has a full Heavy General been undertaken – until now. The second reason is that we took the decision early on that we should try and preserve as much of the historic fabric of the engine as we could. As it has not seen much overhaul work, a lot of the engine is in an ‘original’ state. We see it as vitally important that as much of this that can be saved as part of a working main line locomotive is put back on her for future generations to study and enjoy. We would not like to be thought of as tearing apart a machine such as ‘Pendennis’ and taking away her essential character and history. Thirdly, as far as possible, we are restoring the locomotive using traditional tools and methods in house at Didcot Works. This reduces costs and it makes us more skilled keepers for the engine into the future as well as increasing the sense of satisfaction that we get from doing the work but of course this takes time. We work on the engine on alternate Saturdays throughout the year and at other times as our personal schedules allow. Unlike a great many restorations, there are no full time workers on the project or regular weekly input and this means it will take longer to complete. It does however allow us to maintain our own personal commitments and fulfil our desire to be part of a major locomotive restoration.

The overhaul of ‘Pendennis’ is extensive and thorough. We would like to think that it is one of the most comprehensive that she will need for a significant time. With careful consideration to her operation and maintenance, she will not need such in depth work for a long time to come. Once the locomotive was checked for venomous Australian wildlife (wouldn’t you be cautious too?) and stripped down, the team was split up into several groups which have been set various mini projects that will one day all join up in the end to form a 1924 steam engine.

There were several areas of concern with the engine but thankfully the boiler wasn’t a major one. It has required (in GWS terms) little work and is all but ready for re-tubing, testing and re-commissioning. A new ashpan has been fabricated. The worst areas structurally were undoubtedly the cab floor and drag boxes on both the locomotive and the tender. This whole area required complete replacement. The front of tender structure and the whole cab floor area had to be replaced up to but not including the mainframes and the lower sections of the the cab sides were also wasted but instead of complete replacement, due to the fact that the cab sides are of an early date, we decided to just replace the lower sections. A previously welded cracked flange on the rear section of the smokebox saddle was found to have broken away and required a specialist repair off site. Whilst the saddle is not in the frames it makes the whole motion area far more accessible and it will not be replaced until the valve gear has been trial fitted. All her wheels required re-profiling and have been turned plus the tender wheels have been replaced with a set with better tyres that the Society had in stock. The bearing surfaces of the locomotive were in a terrible state and there are very few that were not beyond the wear tolerances stated in GWR documentation. We decided to ‘zero time’ her as far as possible and as a result the bearings and other moving surfaces have in the main been replaced. The axle boxes and bearings, suspension components and coupling rods have seen much attention and have been refitted to the locomotive. The crossheads are now the focus of attention of the motion gang and when finished, we will turn to the connecting rods.

Many of No. 4079’s fittings have been or are in the process of being overhauled. One area that has required complete replacement has been the injectors. The Australians, after having a great many problems, replaced them with units of a type with which they were more familiar. It has been decided that rather than take the costly step of making another exhaust steam injector, she will for the time being at least, run with two brand new live steam injectors. This will allow her to steam and will be relatively easy to remedy at a later date when time and funds allow. She was also fitted with steam operated cylinder cocks. These have been removed and a set of new GWR linkage operated units are being fabricated by one of our machinists. The engine’s cladding has seen extensive repair work as the dreaded tin worm had had its wicked way with many of the panels and these have received repairs as needed with all of the mounting holes at the front end having been repaired as necessary. The boiler crinolines were in a poor state and new ones have been fabricated. There are, of course, dozens of components and systems, small and large which have been and continue to require cleaning, repair and repainting. One area that is now rapidly reaching completion is the tender. The tank had fortunately been the subject of a major repair in Australia including a new set of baffles fitted in 1983. The rest has seen a great deal of work and is now in the throes of final reassembly prior to being repainted. The locomotive has not yet been cut down to conform to the Network Rail 13’ 1’’ loading gauge as this can only be done accurately when the full weight of the engine is bearing down on her springs.  This will be done after the initial running in is undertaken, allowing us to display a full height ‘4073 Class’ Castle in operation. We are seriously considering the construction of new cab walls to prevent the original being irretrievably modified in the name of main line running and a similar procedure is mooted with the chimney although a loan of No. 5051’s for initial main line duties seems sensible.

As is to be expected with a restoration that has entailed far more work than was originally intended, the amount of time and money required to do the job has significantly increased. The boiler still requires the fitting of new tubes and other sundry items and all of the required insurance examinations, etc. We need to replace the main smokebox steam pipes; renewal of a number of the locomotive’s valve and cylinder liners and a new set of piston and valve rings are also needed. The new main line equipment such as air brakes, OTMR, TPWS and other modifications will incur much expense as will the initial test and certification period. This, alongside the myriad of other purchases that will no doubt be incurred will add up to a tidy sum. To date the restoration costs have been in the region of £100,000 plus some 20,000 hours of voluntary labour but we still need at least another £60,000 to let her steam, plus a further £40,000 in order to prepare her for the main line. We WILL complete her but we need your help. We have launched a new appeal in order that No. 4079 might be completed sooner rather than later and we would be most grateful for any donations, large or small. We would like to think that you appreciate the ethos behind our team and the care and attention that we apply to our ‘Great Western’. The estimates may have been inadequate but it is our sincere hope that within a few years, we can unleash ‘Pendennis Castle’ upon the main line to do what she does best. She is a legendary machine and we also hope you can join us in supporting this internationally important restoration. When completed, Team 4079 and the Society as a whole, will be able to take great pride in sharing the results of a 20,000 mile, decade long journey from Swindon’s prodigal daughter to the regaining of her rightful place as queen of the GWR main line.

How you can help

Progress may not always have been as speedy as we would have liked but it has been steady and always in line with income received. Much of this has been achieved as a result of the regular payments which many members make by Bankers Order, often linked to the Gift Aid scheme, plus occasional donations.

There are two ways in which you may assist: any donation at this stage will be most welcome and will allow us to finish the work without having to resort to borrowing. Alternatively you may feel able to take out a Bankers Order to provide a boost to the regular income on which the Project relies for its long term completion.

If you would like further information on the project or feel that you could support Pendennis Castle by making a donation or regular monthly contributions, or joining the regular working parties, please contact: The Great Western Society, Didcot Railway Centre, Didcot, Oxfordshire, OX11 7NJ, England.
Tel: +44 (0) 1235 817200 or e-mail info@didcotrailwaycentre.org.uk

Download the Pendennis Castle appeal form (Word format)

Whatever help you are able to give will be most welcome and will move the Project forward considerably towards final completion.


Page last updated:25-Sep-2017