GWR Autocoach
Autocoach 190 preserved at Didcot Railway Centre
In service1904–1964
ManufacturerSwindon Works
Constructed1904–1954
Number built256
Number preserved15
Number scrapped241
DiagramA – Z, A1 – A44
Fleet numbers1 – 256
Operators
Specifications
Track gauge4 ft 8+1⁄2 in (1,435 mm)

The GWR Autocoach (or auto-trailer) is a type of coach that was used by the Great Western Railway for push-pull trains powered by a steam locomotive. The distinguishing design feature of an autocoach is the driving cab at one end, allowing the driver to control the train without needing to be located in the cab of the steam locomotive. This eliminates the need to run the engine round to the other end of the coach at the end of each journey.

When one or more autocoaches are connected to a suitably equipped steam locomotive, the combination is known as an autotrain, or, historically, a railmotor train. A steam locomotive provided with the equipment to be used as an autotrain is said to be auto-fitted.

The autocoach is the forerunner of the driving trailer used with push–pull trains.

Design features

Retractable steps for use at low platforms

A locomotive fitted with additional control equipment is used to power the autotrain. When running 'autocoach first', the regulator is operated by a linkage to a rotating shaft running the length of the locomotive, passing below the cab floor. This engages (via a telescopic coupling) with another shaft running the full length below the floor of the autocoach. This shaft is turned by a second regulator lever in the cab of the autocoach. (See photograph sequence below.) The driver can operate the regulator, brakes and whistle from the far (cab) end of the autocoach; the fireman remains on the locomotive and (in addition to firing) also controls the valve gear settings. The driver can also warn of the train's approach using a large mechanical gong, prominently mounted high on the cab end of the autocoach, which is operated by stamping on a pedal on the floor of the cab. The driver, guard and fireman communicate with each other by an electric bell system.[1]

In operation

The non-driving end of preserved W225 in British Railways livery on the South Devon Railway

If more than one autocoach was used, the locomotive would usually be marshalled between the coaches, as 'play' in the control linkages could otherwise make operation difficult. This arrangement was not always possible where turntables were not convenient for turning coaches and hence up to two autocoaches could follow or lead a locomotive with cab ends away from the locomotive.[2]

Many GWR suburban services around Plymouth were formed of fixed autotrain formations of four autocoaches, two each side of the locomotive with cabs leading in each direction. When these were introduced in 1906, experiments were made to harmonise the appearance of the locomotive in the middle of the train by cutting down the side tanks and encasing the entire locomotive in a square bodyshell of the same basic design, height and width as the coaches, complete with 'windows' and the same chocolate/cream paint livery. Two 2021 Class and two 517 Class engines were modified in this way.[3][4]

Accidents and incidents

  • On 15 April 1923, carriage No. 70 formed a passenger train hauled by locomotive No. 215. The train was in a head-on collision with a freight train at Curry Rivel, Somerset due to a signalman's error. Nine people were injured.[5]
  • On 16 November 1937, an empty train in a siding at the eastern end of Ealing Broadway station (between platforms 2 and 3) was waiting to be called into the platform to form the next service to Denham when the driver started the train in thick fog without noticing either that the points were not set for the platform nor that the signals were against him, and the auto-trailer crashed into the signal box. This auto-trailer, no. 211 of Diagram A31, had been converted in August 1935 from steam rail motor no. 81 (Diagram Q1); it was repaired after the accident, and was not withdrawn until March 1959.[6][7][8][9][10]

Fleet list

Fleet list[11]
YearDiagramLot no.Fleet no.LengthNotesPreserved examples
1904A[12]1055159 ft 6 in (18.14 m)
1904B[13]1055270 ft 0+3⁄4 in (21.36 m)
1905B, V, W, X, A4[13][14]10813–670 ft 0 in (21.34 m)
1905C[15][14]10877, 859 ft 6 in (18.14 m)
1905D, A11, A12[16]10909, 1070 ft 0 in (21.34 m)
1905E, F[17][14]109711–1370 ft 0 in (21.34 m)
1905G, G1, H[18][14]109714–1752 ft 0+3⁄4 in (15.87 m)
1906J, J1[19][14]110219–2459 ft 6 in (18.14 m)
1905K, K1, Y, A5[20][14]110325–2870 ft 0 in (21.34 m)
1906L[21][14][22]110829–3470 ft 0 in (21.34 m)
1906M, M1, A8[23]110818, 3554 ft 0+3⁄4 in (16.48 m)
1907N[24]112636–4159 ft 6 in (18.14 m)38 at the Telford Steam Railway
1906L[22]112742–4770 ft 0 in (21.34 m)
1907O, S[25][22]11284870 ft 0 in (21.34 m)Experimental
1907P[26]113049–5270 ft 0 in (21.34 m)
1908L[22]114153–5870 ft 0 in (21.34 m)
1908L[22]114359–7070 ft 0 in (21.34 m)
1909Q[27][22][28]116071, 7270 ft 0 in (21.34 m)
1909R[27][22][28]116173, 7470 ft 0 in (21.34 m)
1911T[29][22]119075–8070 ft 0 in (21.34 m)
1912U[29][28]119881–9270 ft 0 in (21.34 m)92 at Didcot Railway Centre, used with the steam railmotor
1913Q[28]122493–9570 ft 0 in (21.34 m)
1913R[28]122596–9870 ft 0 in (21.34 m)
1915Z—99–10459 ft 6 in (18.14 m)Rebuilt from railmotors 3–8
1917A6—105, 10657 ft 0+3⁄4 in (17.39 m)Rebuilt from railmotors 1, 2
1916–19A7—107–11259 ft 6 in (18.14 m)Rebuilt from railmotors 9–14
1919–20A9—113–12459 ft 6 in (18.14 m)Rebuilt from railmotors 17–28
1920–23A10—125, 128–13359 ft 6 in (18.14 m)Rebuilt from railmotors 29, 32, 31, 33–36
1920A13—12670 ft 0 in (21.34 m)Rebuilt from railmotor 59
1920A14—12770 ft 0 in (21.34 m)Rebuilt from railmotor 60
1923A15—136, 13770 ft 0 in (21.34 m)Rebuilt from railmotor 46, 47
1923A17—13470 ft 0 in (21.34 m)Rebuilt from railmotor 43
1923A18—13570 ft 0 in (21.34 m)Rebuilt from railmotor 44
1923A19—138–14070 ft 0 in (21.34 m)Rebuilt from railmotors 50–52
1928A23—14670 ft 0 in (21.34 m)Rebuilt from railmotor 38
1928A24—14759 ft 6 in (18.14 m)Rebuilt from railmotor 41
1928A25—14870 ft 0 in (21.34 m)Rebuilt from railmotor 45
1928A26—14970 ft 0 in (21.34 m)Rebuilt from railmotor 57
1928A29—150–15370 ft 0 in (21.34 m)Rebuilt from railmotors 61, 63, 67, 68
1928A26—154–15770 ft 0 in (21.34 m)Rebuilt from railmotor 85, 87, 89, 90
1928A26—15870 ft 0 in (21.34 m)Rebuilt from railmotor 99
1929A27[30]1394159–17059 ft 6 in (18.14 m)163 at the South Devon Railway
167 at the Chinnor & Princes Risborough Railway
169 at the West Somerset Railway
1930A28[30]1410171–18062 ft 8 in (19.10 m)174 at the Llangollen Railway
178 at the Severn Valley Railway
1930A26[30]1432181–18570 ft 0 in (21.34 m)Rebuilt from railmotors 54, 56, 84, 95, 94
1930A29[30]143218670 ft 0 in (21.34 m)Rebuilt from railmotor 62
1933A33[31]1480187–19662 ft 8 in (19.10 m)190 at the Didcot Railway Centre
1934A23[31]1511197, 19870 ft 0 in (21.34 m)Rebuilt from railmotors 39, 40
1934A26[31]1511199, 200, 20670 ft 0 in (21.34 m)Rebuilt from railmotors 53, 58, 86
1934A29[31]151120170 ft 0 in (21.34 m)Rebuilt from railmotor 69
1934A31[31]1511202–20559 ft 6 in (18.14 m)Rebuilt from railmotors 73, 74, 82, 83
1935A31[31]1521207–20959 ft 6 in (18.14 m)Rebuilt from railmotors 75, 78, 79
1936A26[31]1542210, 212–21570 ft 0 in (21.34 m)Rebuilt from railmotors 91, 93, 96–98212 restored as a steam railmotor at the Didcot Railway Centre
1936A31[31]154221159 ft 6 in (18.14 m)Rebuilt from railmotor 81
1936A29[31]1545216–21870 ft 0 in (21.34 m)Rebuilt from railmotors 64, 66, 72
1936A31[31]154221959 ft 6 in (18.14 m)Rebuilt from railmotor 76
1938A34[31]16001668–167157 ft 0 in (17.37 m)Auto-fitted Brake Thirds
1951A38[30]1736222–23464 ft 0 in (19.51 m)232 was modified as a first class saloon on the Dartmouth Steam Railway
233 was modified as a test coach by British Rail (see below)		225, 228 and 233 at the South Devon Railway
231 at the Didcot Railway Centre
232 at the Bodmin and Wenford Railway
1951A39[31]173622064 ft 0 in (19.51 m)
1951A40[31]173622164 ft 0 in (19.51 m)
1953A43[31]1766235–24464 ft 0 in (19.51 m)238 Chaffinch on the Severn Valley Railway
240 on the South Devon Railway
1953A44—245–256Rebuilt from Brake Thirds 5491/95, 4015/16/05/19, 4343, 5871, 4358, 5875, 4351/45

Auto-fitted locomotives

Several Great Western locomotive classes included examples equipped to work in autotrains at different times. These included:

Type Total auto-fitted Introduced Preserved examples Comments
455 Class 2-4-0T About 40 1869 – Some fitted with auto gear after 1905[32]
517 Class 0-4-2T 86 1868 – Some fitted with auto gear after 1905[32]
645 Class 0-6-0PT 1 1872 - No. 1522 fitted in April 1931; withdrawn November 1937[33][34]
1076 Class 0-6-0ST/PT 21 1870 – Some fitted with auto gear after 1905[32]
1854 Class 0-6-0PT 1 1890 - No. 1728 auto-fitted at some point in the 1920s; withdrawn February 1932[33][35]
2021 Class 0-6-0ST/PT 27 1897 - Some fitted with auto gear after 1905[32]
4575 Class 2-6-2T 15 1927 5572 Certain locomotives of this class fitted with auto gear in 1953[32]
4800 Class 0-4-2T 75 1932 1420, 1442, 1450, 1466 Auto-fitted version of 5800 Class later renumbered as 1400 Class[32]
5400 Class 0-6-0PT 25 1930 – All auto-fitted[32]
6400 Class 0-6-0PT 40 1932 6412, 6430, 6435 Smaller wheel version of 5400 Class, all auto-fitted[32]

References

  1. ↑ Lewis, John (1991). Great Western Auto Trailers - Part One: Pre-Grouping Vehicles. Didcot: Wild Swan. pp. 11–13. ISBN 0-906867-99-1.
  2. ↑ Kingdom, Anthony R; Lang, Mike (2004). The Newton Abbot to Moretonhampstead Railway. ARK Publications (Railways). pp. 32, 43, 62. ISBN 1-873029-09-8.
  3. ↑ Beck, Keith; Copsey, John (1990). The Great Western in South Devon. Didcot: Wild Swan Publications. pp. 184–186. ISBN 0-906867-90-8.
  4. ↑ Lewis 1991, pp. 34–35
  5. ↑ Vaughan, Adrian (1989). Obstruction Danger. Wellingborough: Patrick Stephens Limited. pp. 29–32. ISBN 1-85260-055-1.
  6. ↑ Trevena, Arthur (1980). Trains in Trouble. Vol. 1. Redruth: Atlantic Books. p. 41. ISBN 0-906899-01-X.
  7. ↑ Lewis 1991, pp. 197–200
  8. ↑ Lewis, John (1995). Great Western Auto Trailers - Part Two: Post-Grouping and Absorbed Vehicles. Didcot: Wild Swan. p. 312. ISBN 1-874103-25-9.
  9. ↑ Mitchell, Victor E.; Smith, Keith (April 2000). Ealing to Slough. Western Main Lines. Midhurst: Middleton Press. map IV, figs. 9, 10. ISBN 1-901706-42-7.
  10. ↑ "Accident at Ealing Broadway on 16th November 1937". The Railways Archive. Retrieved 29 October 2014.
  11. ↑ Harris 1966, pp. 131–156.
  12. ↑ Lewis 1991, pp. 51–52
  13. 1 2 Lewis 1991, pp. 53–64
  14. 1 2 3 4 5 6 7 Harris, Michael (1966). Great Western Coaches: 1890–1954. Newton Abbot: David and Charles. p. 146.
  15. ↑ Lewis 1991, pp. 111–114
  16. ↑ Lewis 1991, pp. 65–66
  17. ↑ Lewis 1991, pp. 67–70
  18. ↑ Lewis 1991, pp. 124–126
  19. ↑ Lewis 1991, pp. 115–118
  20. ↑ Lewis 1991, pp. 71–72
  21. ↑ Lewis 1991, pp. 75–87
  22. 1 2 3 4 5 6 7 8 Harris 1966, p. 147
  23. ↑ Lewis 1991, pp. 127–128
  24. ↑ Lewis 1991, pp. 119–122
  25. ↑ Lewis 1991, pp. 87–91
  26. ↑ Lewis 1991, pp. 91–92
  27. 1 2 Lewis 1991, pp. 93–110
  28. 1 2 3 4 5 Harris 1966, p. 148
  29. 1 2 Lewis 1991, pp. 97–64
  30. 1 2 3 4 5 Harris 1966, pp. 151–152
  31. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Harris 1966, pp. 153–156
  32. 1 2 3 4 5 6 7 8 Veal, Colin; Goodman, John (1981). Auto-Trains and Steam Rail Motors of the Great Western. Didcot: Great Western Society. ISBN 0-902956-06-X.
  33. 1 2 Maidment, David (2019). Great Western Panniers. Pen & Sword Books Limited. ISBN 978-1-52673-451-8.
  34. ↑ le Fleming, H. M. (April 1958). White, D. E. (ed.). The Locomotives of the Great Western Railway, part five: Six-coupled Tank Engines. RCTS. pp. E37, E39. ISBN 0-901115-35-5. OCLC 500544510.
  35. ↑ le Fleming 1958, pp. E64, E66.

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