GWR 1400 Class

The GWR 1400 Class 0-4-2Ts were introduced in 1932 as a modern replacement for the long-serving 517 Class, a design that originated with George Armstrong at Wolverhampton in the 1860s. The 517s were lightweight locomotives intended for lightly laid rural lines, and over the decades saw incremental changes including enlarged cabs, side tanks, Belpaire fireboxes, and auto trailer control gear. By the late 1920s, many were becoming life-expired, prompting the GWR to commission a new class to take their place.

Charles Collett’s solution was a sympathetic evolution of the same concept. His new design, the 4800 Class, retained the 0-4-2T wheel arrangement, 15 ft 6 in wheelbase, and 5 ft 2 in driving wheels of the final 517s, but incorporated a new boiler design, higher boiler pressure at 165 psi, 16 in × 24 in cylinders, and a distinctive Swindon-style cab and bunker. Stephenson valve gear was retained, driving slide valves, and most locomotives were fitted from new with auto trailer control gear.

The first batch, numbered 4800 to 4829, was constructed in 1932 and 1933 at Swindon under Lot 279. These were followed in 1934 and 1935 by Nos. 4830 to 4859 under Lot 288, and a final batch, 4860 to 4874, was completed in 1936 (Lot 287), bringing the total to 75 locomotives. During the same period, twenty similar locomotives were built without auto gear, classified as the 5800 Class and numbered 5800 to 5819. These engines were functionally identical but less flexible in service, and as a result were among the first to be withdrawn.

In 1946, the 4800 Class was renumbered 1400 to 1474 to release the 4800 number series for the 2884 Class 2-8-0s being experimentally converted to oil firing.

The 1400s were widely dispersed across the GWR and later BR Western Region, working local passenger trains, parcels and light goods duties. Their ability to operate auto trailers made them ideal for branch line work, particularly where no run-round facilities existed. Typical allocations included Devon, Cornwall, Gloucestershire and mid-Wales, but they also appeared further afield on occasion. Despite their modest tractive effort of 13,900 lbf and relatively small fuel and water capacity (2 tons 13 cwt of coal and 800 gallons of water), they were regarded as lively, responsive engines well suited to their role.

They could reportedly reach 80 mph under favourable conditions, faster than many of the diesel railcars intended to replace them. Nevertheless, the class was rapidly displaced by DMUs from 1955 onwards. Withdrawals began in 1956 and continued steadily. By the early 1960s, many 1400s were in storage and the last were withdrawn in May 1965.

One member of the class, No. 1401, became famous for its starring role in the 1953 Ealing comedy The Titfield Thunderbolt. Filmed on the recently closed Camerton branch in Somerset, the locomotive was used in the majority of rail scenes, while a wooden mock-up, numbered 1462 and built on a Bedford lorry chassis, was used for off-rail sequences. This film was my first exposure to the 1400 Class, and I instantly fell in love with their look: compact, elegant and unmistakably Great Western in character.

Following withdrawal, four locomotives were preserved. No. 1442, which had worked the Tiverton branch in its final years and became affectionately known as the Tivvy Bumper, was placed on a plinth at Tiverton before later being moved to a museum. No. 1420 was acquired for use on the Dart Valley Railway and has carried the local name Bulliver in preservation. No. 1466 became the first preserved example in April 1964, purchased by the Great Western Society for £750. No. 1450 has worked at several heritage railways and even operated on the national network during the 1990s on Dawlish Donkey specials.

All four locomotives survive today, in a mixture of operational and static conditions.

With their modest size, elegant proportions and strong association with GWR country branch lines, the 1400s remain a favourite among modellers and enthusiasts alike.

5800 Class 0-4-2T No. 5801 at Barmouth in July 1958, still carrying GWR lettering on the tank more than a decade after nationalisation. Identical to the 14XX class except for the absence of push-and-pull fittings, she was allocated to Machynlleth and later sub-shedded to Penmaenpool between December 1955 and August 1958, and was closely associated with the Barmouth and Dolgellau shuttles. © P.H. Wells

Modelling

  • 1401 – “Titfield” Black (GWR Wartime Black?) 1952
  • 1466 – BR Black Early Totem – Photo – Peto’s Register
  • 1470 – BR Lined Green Late Crest
  • 5801 – GWR Green “GWR”

GWR Green ND-009 1472, ND-017 1403 (No Topfeed)

  • Dapol 2S-006-001 Class 1400 0-4-2T 1410 in GWR Shirtbutton & autocoach 182 in chocolate & cream
  • Dapol 2S-006-002 Class 1400 0-4-2T 1467 in GWR green & autocoach 186 in chocolate & cream with GWR crest
  • Dapol 2S-006-003 Class 1400 0-4-2T 1456 in BR early black & autocoach W198W in carmine & cream
  • Dapol 2S-006-004 Class 1400 0-4-2T 1464 in BR early black & autocoach W191W in maroon
  • Dapol DAGM200 Class 1400 0-4-2T 4871 in GWR green
  • Dapol ND001 Class 1400 0-4-2T 1425 in GWR green
  • Dapol ND002 Class 1400 0-4-2T 1458 in BR black
  • Dapol ND003 Class 1400 0-4-2T 1466 in BR lined green
  • Dapol ND004 Class 1400 0-4-2T 1420 in GWR green with shirtbutton logo
  • Dapol ND009 Class 1400 0-4-2T 1472 in GWR green
  • Dapol ND010 Class 1400 0-4-2T 1433 in GWR shirtbutton livery
  • Dapol ND016 Class 1400 0-4-2T 1462 in BR lined green with late crest
  • Dapol ND017 Class 1400 0-4-2T 1403 in GWR green
  • Dapol ND080Set1 Train pack – Class 1400 0-4-2T 1466 in GWR green & autocoach 187 in chocolate & cream
  • Dapol ND080Set2 Train pack – Class 1400 0-4-2T 4866 in GWR green with shirtbutton & S/B autocoach 190
  • Dapol ND080Set3 Train pack – Class 1400 0-4-2T 1467 in GWR green & autocoach in chocolate & cream with GWR crest
  • Dapol ND080Set4 Train pack – Class 1400 0-4-2T 4865 in GWR shirtbutton green & autocoach in chocolate & cream with shirtbutton logo
  • Dapol ND104a Class 1400 0-4-2T 1438 with top feed in BR black with early emblem – Final run ever (Ltd Ed 250)
  • Dapol ND104b Class 1400 0-4-2T 1414 with top feed in BR black with early emblem – Final run (Ltd Ed 250)

Dapol body

2mm Scale Association (Shop 3)
23-00910mm spoked driving wheels (Mk4 type)£7.00pair
13-0637.5mm spoked bogie/tender wheels (Mk4 type)£5.50pair
13-100Acetal axle muff 3.2mm o/d (driving wheels)£4.0010 (1 req.)
23-102bAcetel gear muff 3.0mm o/d (metric gears)£1.002
13-103Acetal axle muff 2.3mm o/d (bogie wheels) £4.0010 (3 req.)
13-106Crankpin 0.5mm dia (turned brass)£1.0010 (4 req.)
13-109Crankpin cap washers – 0 6 mm bore etched nickel silver £0.7512 (4 req.)
13-112Drive bush – turned brass£1.5010 (1-2 req.)
13-113Frame bush – P/bronze£1.0010 (6 req.)
13-156PCB frame spacer 150mm long x 6.4mm wide x 1.6mm each£1.751
13-157PCB frame spacer 150mm long x 7mm wide x 1.6mm£1.751
13-364Gear-set M0.25 30:1. Skew cut brass gear 3.0mm bore. Acetal worms 1.5mm and 1.0mm bore.£5.501
13-385Spur Gear Brass M0.4 14T 3.0mm bore£2.00 
13-386Spur Gear Brass M0.4 16T 3.0mm bore£2.001
13-620GWR 14xx/48xx/58xx 0-4-2T (Dapol)£15.001
Branchlines?
1 Corless Faulhaber 8/16  
1 Motor mount bush if using Maxon or Faulhaber motor  
 
  0.3mm nickel silver rod  
  Decoder  
  Simpson Spring Wire  

Instructions – PCB frame width spacer?

Copper Tungsten (à la Tim Watson)

“As an example, the 14xx chassis kit uses a 30:1 worm and then a 14:16 step down. This gives a total reduction of about 34:1 which I think is a shade on the low side, bearing in mind the 10mm diameter drivers.

On the same centres as the 14:16 combo, a 12:18 gear pair would fit and with a 30:1 gear, this gives a 45:1 reduction, which I personally would prefer. This is what I’m putting into my 14xx chassis, albeit old stock Imperial 64DP which I have in my gloat box. My 14xx is becoming a bit like “Trigger’s Broom”, having changed the chassis and body at least once and it’s not even finished yet. I started the project in 1983…”

Mark Fielder

Gear Ratio = Motor RPM x Wheel Dia. (mm) x 0.018 / Prototype Speed (mph)

16500 x 10 x 0.018 / 60? = 49.5! Thus 30:1 and 12:18 = 45:1

Frames

  • Frame Assembly Jig
  • Balance weights

Couplings

Stay alive capacitors – http://nigelcliffe.blogspot.co.uk/2013/07/stay-alive-capacitors-in-2mm-scale.html

http://nigelcliffe.blogspot.co.uk/2009/03/2mm-04-progress-and-more-ct-decoder.html

Body

  • Moulded handrails
  • Lamp irons
  • Lamps
  • Splashers (how oversize are they?)
  • Boiler top seam
  • Topfeed?
  • Coupling hooks
  • Auto gear?
  • ATC?
  • Whistle shield
  • Safety valve bonnet
  • Tank lifting rings
  • Tank filler lids?
  • Boilder / smokebox handrails
  • Smokebox “dart”
  • Vacuum pipes
  • Under boiler motor hiding thing – Dapol Boiler dia. 8.15mm
  • Splashers – are they oversized?
  • Numberplates including Smokebox number
  • Coal
  • Driver / Fireman
  • Glazing

Transport Treasury

LN98 5813 (RF) St Phillips Marsh shed 3/6/56

Colour-Rail BRW1646

More Information

  • Green-Hughes, Evan. “GWR ’14XX’ 0-4-2T.” Hornby Magazine, no. 150, December 2019, pp. 70–73.
  • Kirmond, Peter. “N-Gauge RTR to 2mm Finescale – Fast.” Model Railway Journal, no. 230, pp. 82-87.
  • Peto, Bill. Peto’s Register of Great Western Railway Locomotives. Volume Three: 14XX and 58XX 0-4-2Ts. Irwell Press, 1998.
  • Rice, Iain. “R-T-R to Finescale – Fast.” Model Railway Journal, no. 1, 1985, pp.21-28
  • Rice, Iain. “48xx.” Model Railway Journal, no. 2, p. 57.
  • Russell, J. H. A Pictorial Record of Great Western Engines. Volume Two: Churchward, Collett & Hawksworth Locomotives. Oxford Publishing Company, 1975, pp. 203–206.
  • Townsend, Peter. “The Dapol 1400.”The 2mm Magazine, April 2005, pp. 29-31.

—

  • “48xx Auto Engines – Part 1.” Great Western Journal, no. 22.
  • “48xx Auto Engines – Part 2.” Great Western Journal, no. 23.
  • “14xx R.” Great Western Journal, no. 44.
  • [Photograph reference.] Great Western Journal, no. 6 [? – clarify issue number].