Gwr Class 14xx

[Su Strawderman]

The4800 Class was designed as a more modern version of the 517 Class, which were by then beginning to show their relative age. The first locomotive, No 4800, was built by Swindon Works and entered service in 1932, with a further seventy-four engines of this type following up to 1936. During this period, Swindon also built twenty 5800 Class engines, which were broadly similar but which were not fitted with autotrain equipment or the Swindon top feed as later fitted to a number of 4800 class engines.

The 4800 Class locomotives retained their original numbers until the GWR decided to experimentally convert twelve 2800 Class 2-8-0s for oil-firing. It was decided that the converted engines would be reclassified as the 4800 Class and so the 75 tank locomotives already carrying this designation were reclassified as the 1400 Class with running numbers 1400-1474. The engines did not revert to their original classification after the experiment ended in 1948. They could reach a maximum speed of 80 mph (130 km/h) which was much faster than the diesel railcars designed to replace them could reach.[2]

During the 1953 production of the Ealing comedy The Titfield Thunderbolt, 14xx locomotives Nos. 1401 and 1456 (doubling as 1401) were specially assigned to the film shoot, which took place primarily in the Limpley Stoke area. For this, the locomotives were temporarily allocated to Westbury locomotive depot.[3]

The 1400 Class was designed to work with the GWR design of autocoach, a specialist coach designed for push-pull working and which could also be used with engines of other classes such as the 517s, the GWR 5400 Class, the GWR 6400 Class and the older GWR 2021 Class. This lack of auto gear was the cause of earlier scrapping of the 5800 Class as there was no work for them. The last, no. 5815, was withdrawn from Swindon shed in April 1961.[4]

The auto-fitted locos fared little better; scrapping commenced in 1956 and all were withdrawn by early 1965. Nos. 1442 and 1450 were withdrawn from Exmouth Junction shed in May 1965.[5] By the early 1960s several had been in store (parked in an out-of-the-way siding with a tarpaulin over the chimney) for some time, being occasionally steamed to replace failed diesels.

1442 spent its last years working between Tiverton and Tiverton Junction and became known as Tivvy Bumper. It was purchased by Lord Amory in 1965 for display at Tiverton.[10]All preserved examples apart from 1442 are fitted with auto train equipment, and 1450 has also operated on the mainline in preservation, but due to its size was restricted in the amount of work it could do and was also restricted on mileage, as the 1400s only have a max water capacity of 800 imp gal (3,600 L; 960 US gal). During the 1990s it worked a number of Dawlish Donkey trips from Exeter St Davids to Newton Abbot.

This course uses PowerPoint, video and hands-on instruction to guide the students through the process of working on three different classes of launchers. Normally held to a 15 to 1 student/teacher ratio, each class ensures every student receives the personal attention required to master these skills.

I'm interested in adding one of these to my fleet. Could anyone familiar with these models advise as to which make I might look for? I see there is an Air..x one on that auction site, minus its motor. Are suitable motors easily obtainable, how easy to

advise as to which make I might look for? I see there is an Air..x one on that auction site, minus its motor. Are suitable motors easily obtainable, how easy to fix, and what sort of performance on DCC? Any advise gratefully received.

The 14xx passed from Airfix to Dapol and finally to Hornby, with both Dapol and Hornby modifying the chassis. I had a bad experience with an Airfix 14xx, where it ran like a pig round corners and quickly shredded it's drive gear. I traded the remnants

Fishmanoz, just got my copy of the magazine today. Your comment that it "sounds" like a good alternative is appropriate as the article deals with fitting a LokSound micro decoder, besides changing the middle drive wheels. Be interested to hear if you go

Hi Buz and everyone, thanks for your advices. Since starting this thread I have got hold of a Hornby 1419, not run yet as I need to instal a decoder. Don't think I shall bother about a wheel change, that seems to be fraught from what has been said, I'll

just try it with, perhaps, one coach and see what it's like. This all started after I came across a photo of 1450 which I had taken at,I think, Dart Valley Railway in about 1982. Thought it would be interesting to try to model it in GWR livery. Must stop browsing

81F Thanks,after comparing my recently acquired model with my old photo I think I see what you refer to. Don't know if I'll go so far as to try removing it, or the smoke box casting. A recent reference to the wheel balance weights makes me think that a

completely authentic model can't be achieved. I don't know why the manufacturers like Hornby don't produce models more based on preserved locos. A case in point was the recent decision to abandon West Country Braunton, alive and now running main line, by Wincanton,

which I believe, is no longer in existence. I would have thought that models of preserved engines would have a much greater appeal. I see the probable reason, simplicity of production and cost, but a little effort could produce so much more...

Just as a matter of interest, I have fitted an R8249 decoder to the Hornby model 14xx engine I mentioned previously, and it runs very well, hauling three coaches without trouble. The traction tyred wheels seem to work very well at present. I may give some

Since 1997, Hornby actually produced at least 9 BR-liveried versions of the 14xx loco taken over from Dapol who in turn acquired it from Airfix and improved it, the model having started life in the late 1970s. All Hornby models in that series are the same.

A total of 19 versions of the 14XX appeared between 1997 and 2019. The first was R2026 and the most recent is R3692, which, along with R3589 are Railroad models. A total of 8 models of the 14XX were in GWR livery and 10 in B.R. livery. In 2013 a 14XX appeared in a Special Anniversary Pack as The Titfield Thunderbolt. This was R3186. The pack contained a DVD of the film.

Hattons also made several of these in 14XX, 48XX and 58XX various guises. One thing to note However, is that the Airfix version has a much larger motor and different pickups. nAlso the Hornby Model has the top feed apparatus between the dome and the Chimney. However, I have yet to find a photo of a loco so fitted when still carrying the number 48XX.

I have a Hornby R2778 0-4-2T class 14xx number 4869 which I wish to service after poor running. The body lifts off OK, one screw through the funnel and remove brake pipes. But I cant seem to separate the top and bottom of the chassis to access the wheels etc after removing three screws. I've searched for a service sheet but all I can find is an exploded parts diagram #227.

On further investigation it looks like this might be an ex Airfix model as they DO have an instruction sheet for an 0-4-2T 14xx. The body removal is identical but the motor is different to mine. The one in the Airfix instructions has a universal joint and removable brushes. Mine is the the flat X8057 with non-replaceable brushes and a fixed worm gear. The bottom plate is stamped Hornby, Made in China.

The GWR 1400 Class was designed by Charles Collett to be used as a lightweight locomotive on branchline passenger duties. They were an advancement of the earlier 517 class and were originally numbered as 48xx. Some were converted to oil firing and kept the same numbering, with the unmodified locomotives changing to the 14xx designation. The 14xx locos were designed to work with the GWR's specialist "autocoach" which enabled push-pull working and the class proved to be highly successful on these workings.

95 of these 0-4-2T's were built to replace the somewhat similar 517 class which, by 1932, were being scrapped in large numbers. Essentially a 19th century design with detail improvements, they were fast and popular, if somewhat ancient in appearance. They served the GWR and BR well, only being withdrawn when their particular branch line closed or was dieselized. The first 75 were fitted for auto-train working, whereby the train can be driven from a cab in the leading coach when the engine is working in the pushing direction. Nos. 4800-4874 were re-numbered 1400-1474 in 1946, to make way for 28xx class engines being converted to oil-burning, which required their numbers.

4866 was built at Swindon in February 1936, and was a particularly strong, free-running member of the class. She was based at Newton Abbot almost all her working life, transferring to Taunton at the very end. Selected for preservation, she was bought in April 1964 for 750, and delivered to the Society's Totnes depot. Here she again became popular, this time with the local children, who would flock to see her operating. The Society's first engine, she has generally been in working order all her life, and ran in steam to Didcot from Plymouth in November 1967, on establishment of Didcot Railway Centre. More details and pictures of the journey is available in a GWS Echo Article (1.6Mb .pdf file) of the time.

Shortly before the second world war, 4866 achieved some notoriety. Whilst standing in Newton Abbot station her crew saw a train bearing down on them on their track. They set the engine in motion, the fireman jumped and the driver was flung off with the impact. 4866 did not hang around, and was routed driverless on to the Kingswear line where she ran on for seven miles until purposely derailed between Torquay and Paignton.

It was originally classified as the 4800 Class when they were first introduced in August 1932, In 1946 the class were rebranded as the 1400 class, as the GWR converted twelve of its 2800 Class of Consolidations to burn oil, reassigning the 4800 class to that series of experimental locomotives.

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