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Description
Crovans Gate Works has a long and proud history of locomotive matinence. Once though, it was better known for its skills at locomotive building providing locomotives to smaller railways in the area and even abroad. Edward is sadly the only example left of the builders legacy.

From the 1870s to 1920s, the inside cylinder 4-4-0 ran the majority of passenger trains in England. In 1885, the Sodor and Mainland Railway had its own desires to run its own trains into England despite its poor finances. As such, the Railway Board looked at its roster at the time (3 box tanks, two 2-4-0s, and a duo of 0-6-0s) and chose to replace the 2-4-0s with a trio of 4-4-0 locomotives. However, due to the expected rise in goods and passengers the railway decided to have them built to mixed traffic specs while a 4-4-0 express passenger class was designed.

The class was named the Regent class, a rather stinging name given how hated that regime had been, and each locomotive was named after a regent. Thus Edwards full name at one time was Edward Marown, son of the weak Harold Marown.

The class itself is rather unremarkable apart from being based on a Midland design but seems to have been built with ease of matinence in mind. Given the fragile financial state of the S&M, this seems to have been intentional. As such, when the trio left Crovans Gates in 1888, they seemed to herald a new era for Sodor.

Edward and his siblings worked well and with no complaints from their crew despite the failing finances. After the S&Ms financial collapse in 1901 though, the three 4-4-0s were put into storage while the debtors decided what to do with them. Luckily for them, the Wellsworth and Suddery had designs of its own on Sodor and purchased them for future usage. During this time, Crovan's Gate builders, without a rail line also went into bankruptcy.

In 1913, the three engines were reactivated at last for work as the W&S began to merge with the Knapford, Tidmouth and Elsbridge Light Railway. Come World War One and the formation of the NWR, Edward was tasked with construction of the mainline. Doubtless he was pleased with seeing the old sights on the former S&M lines as he reached Vicarstown. During this time he came to befriend Thomas.

Post war, the class was examined and the board decided go begin retirement as newer and more powerful designs came onto the line. By 1922, Edward was the last one left of the Regent Class and was subsequently left on standby as Sir Topham Hatt, finally CME of the NWR, halted his disposal.

After a brief period of work, which may or may not have been legal, by sympathetic crew Sir Topham Hatt reactivated Edward. The Railway board, disappointed with the majority of arrivals with their behaviors and mechanical faults, signed off on this. Edward subsequently found himself on mainline duties. By 1923, it became clear he was not suited for mainline duties and was sent to run the Wellsworth branch.

For many years Edward worked hard despite the bullying of bigger engines like Gordon and Henry. The Fat Controller rewarded him handsomely with special trains and first priority to the works.

During this time, Edward gained the name of preservationist as he attempted to protect older mechanical devices from being scrapped. This once got him in trouble due to misreading a situation and getting a new brake down crane called Rocky in hot water with the other engines.

By 1954, another crossroads had been reached as the debate over whether to retire Edward had been reached. Once again, prompt action tilted the needle in his favor.

Due to some boys messing with James's controls, the engine had been sent hurtling down the line. Edward had through great effort managed to catch up and allow an inspector to lasso and regain control. The board, impressed with Edwards ability did three things.

1. A massive overhaul was decided upon at great cost to make him viable in rapidly changing times.
2. They renamed him Edward and struck Morwen from his name.
3. New non-corridor bogey stock was ordered for his line to replace the difficult to maintain 4 wheelers.

Edward was tickled at the way he was treated and strove to thank the board by working hard.

When the NWR trialled diesels on its line, the majority were failures. Once such diesel was Boco who seemed to have been badly built. However, Edward vouched for him and so persuaded the board to invest in him due to his behavior. Boco, grateful to Edward, as such helped the old engine anyway he could.

By the 1980s, it seemed to Edward that at last there would be smooth sailing. Boring to some but it meant no unpleasant surprises.

Then came the TV show and with it the popularity. Edward was at first annoyed with all the new visitors due to their varying behaviors, however after meeting a bunch of children with special needs who liked him, he has since become a little more accepting of the popularity. As such he has also modified his outward behavior to be much more polite for the sakes of the children.

(My idea on Edwards TVS origin. Feel free to use)

Description
Crovans Gate Works has a long and proud history of locomotive matinence. Once though, it was better known for its skills at locomotive building providing locomotives to smaller railways in the area and even abroad. Edward is sadly the only example left of the builders legacy.

From the 1870s to 1920s, the inside cylinder 4-4-0 ran the majority of passenger trains in England. In 1885, the Sodor and Mainland Railway had its own desires to run its own trains into England despite its poor finances. As such, the Railway Board looked at its roster at the time (3 box tanks, two 2-4-0s, and a duo of 0-6-0s) and chose to replace the 2-4-0s with a trio of 4-4-0 locomotives. However, due to the expected rise in goods and passengers the railway decided to have them built to mixed traffic specs while a 4-4-0 express passenger class was designed.

The class was named the Regent class, a rather stinging name given how hated that regime had been, and each locomotive was named after a regent. Thus Edwards full name at one time was Edward Marown, son of the weak Harold Marown.

The class itself is rather unremarkable apart from being based on a Midland design but seems to have been built with ease of matinence in mind. Given the fragile financial state of the S&M, this seems to have been intentional. As such, when the trio left Crovans Gates in 1888, they seemed to herald a new era for Sodor.

Edward and his siblings worked well and with no complaints from their crew despite the failing finances. After the S&Ms financial collapse in 1901 though, the three 4-4-0s were put into storage while the debtors decided what to do with them. Luckily for them, the Wellsworth and Suddery had designs of its own on Sodor and purchased them for future usage. During this time, Crovan's Gate builders, without a rail line also went into bankruptcy.

In 1913, the three engines were reactivated at last for work as the W&S began to merge with the Knapford, Tidmouth and Elsbridge Light Railway. Come World War One and the formation of the NWR, Edward was tasked with construction of the mainline. Doubtless he was pleased with seeing the old sights on the former S&M lines as he reached Vicarstown. During this time he came to befriend Thomas.

Post war, the class was examined and the board decided go begin retirement as newer and more powerful designs came onto the line. By 1922, Edward was the last one left of the Regent Class and was subsequently left on standby as Sir Topham Hatt, finally CME of the NWR, halted his disposal.

After a brief period of work, which may or may not have been legal, by sympathetic crew Sir Topham Hatt reactivated Edward. The Railway board, disappointed with the majority of arrivals with their behaviors and mechanical faults, signed off on this. Edward subsequently found himself on mainline duties. By 1923, it became clear he was not suited for mainline duties and was sent to run the Wellsworth branch.

For many years Edward worked hard despite the bullying of bigger engines like Gordon and Henry. The Fat Controller rewarded him handsomely with special trains and first priority to the works.

During this time, Edward gained the name of preservationist as he attempted to protect older mechanical devices from being scrapped. This once got him in trouble due to misreading a situation and getting a new brake down crane called Rocky in hot water with the other engines.

By 1954, another crossroads had been reached as the debate over whether to retire Edward had been reached. Once again, prompt action tilted the needle in his favor.

Due to some boys messing with James's controls, the engine had been sent hurtling down the line. Edward had through great effort managed to catch up and allow an inspector to lasso and regain control. The board, impressed with Edwards ability did three things.

1. A massive overhaul was decided upon at great cost to make him viable in rapidly changing times.
2. They renamed him Edward and struck Morwen from his name.
3. New non-corridor bogey stock was ordered for his line to replace the difficult to maintain 4 wheelers.

Edward was tickled at the way he was treated and strove to thank the board by working hard.

When the NWR trialled diesels on its line, the majority were failures. Once such diesel was Boco who seemed to have been badly built. However, Edward vouched for him and so persuaded the board to invest in him due to his behavior. Boco, grateful to Edward, as such helped the old engine anyway he could.

By the 1980s, it seemed to Edward that at last there would be smooth sailing. Boring to some but it meant no unpleasant surprises.

Then came the TV show and with it the popularity. Edward was at first annoyed with all the new visitors due to their varying behaviors, however after meeting a bunch of children with special needs who liked him, he has since become a little more accepting of the popularity. As such he has also modified his outward behavior to be much more polite for the sakes of the children.

(My idea on Edwards TVS origin. Feel free to use)