[{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","@id":"https:\/\/wiki.edu.vn\/en\/gwr-autocoach-wikipedia\/#BlogPosting","mainEntityOfPage":"https:\/\/wiki.edu.vn\/en\/gwr-autocoach-wikipedia\/","headline":"GWR Autocoach &#8211; Wikipedia","name":"GWR Autocoach &#8211; Wikipedia","description":"before-content-x4 From Wikipedia, the free encyclopedia after-content-x4 A type of coach used on the Great Western Railway The GWR Autocoach","datePublished":"2022-12-27","dateModified":"2022-12-27","author":{"@type":"Person","@id":"https:\/\/wiki.edu.vn\/en\/author\/lordneo\/#Person","name":"lordneo","url":"https:\/\/wiki.edu.vn\/en\/author\/lordneo\/","image":{"@type":"ImageObject","@id":"https:\/\/secure.gravatar.com\/avatar\/cd810e53c1408c38cc766bc14e7ce26a?s=96&d=mm&r=g","url":"https:\/\/secure.gravatar.com\/avatar\/cd810e53c1408c38cc766bc14e7ce26a?s=96&d=mm&r=g","height":96,"width":96}},"publisher":{"@type":"Organization","name":"Enzyklop\u00e4die","logo":{"@type":"ImageObject","@id":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","url":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","width":600,"height":60}},"image":{"@type":"ImageObject","@id":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/6\/6d\/GWR_coach_A38_231_retractable_steps.jpg\/170px-GWR_coach_A38_231_retractable_steps.jpg","url":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/6\/6d\/GWR_coach_A38_231_retractable_steps.jpg\/170px-GWR_coach_A38_231_retractable_steps.jpg","height":"227","width":"170"},"url":"https:\/\/wiki.edu.vn\/en\/gwr-autocoach-wikipedia\/","wordCount":6064,"articleBody":"     (adsbygoogle = window.adsbygoogle || []).push({});before-content-x4From Wikipedia, the free encyclopedia       (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4A type of coach used on the Great Western RailwayThe 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.       (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4When one or more autocoaches are connected to a suitably equipped steam locomotive, the combination is known as an auto-train, 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\u2013pull trains.Table of Contents       (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4Design features[edit]In operation[edit]Accidents and incidents[edit]Fleet list[edit]Auto-fitted locomotives[edit]References[edit]Further reading[edit]External links[edit]Design features[edit]  A locomotive fitted with additional control equipment is used to power the autotrain. When running &#8216;autocoach first&#8217;, 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&#8217;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]The lever above the cab window moves a vertical rod&#8230;&#8230;which rotates the long rod beneath the coach&#8230;&#8230;to turn the flat bar at the back of the coach&#8230;&#8230;that engages with the socket on the locomotive to operate the regulator.In operation[edit]  If more than one autocoach was used, the locomotive would usually be marshalled between the coaches, as &#8216;play&#8217; 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 &#8216;windows&#8217; 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[edit]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&#8217;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[edit]Fleet listYearDiagramLot noFleet noLengthNotesPreserved examples1904A[12]1055159\u00a0ft 6\u00a0in (18.14\u00a0m)1904B[13]1055270\u00a0ft 0+3\u20444\u00a0in (21.36\u00a0m)1905B, V, W, X, A4[13][14]10813\u2013670\u00a0ft 0\u00a0in (21.34\u00a0m)1905C[15][14]10877, 859\u00a0ft 6\u00a0in (18.14\u00a0m)1905D, A11, A12[16]10909, 1070\u00a0ft 0\u00a0in (21.34\u00a0m)1905E, F[17][14]109711\u20131370\u00a0ft 0\u00a0in (21.34\u00a0m)1905G, G1, H[18][14]109714\u20131752\u00a0ft 0+3\u20444\u00a0in (15.87\u00a0m)1906J, J1[19][14]110219\u20132459\u00a0ft 6\u00a0in (18.14\u00a0m)1905K, K1, Y, A5[20][14]110325\u20132870\u00a0ft 0\u00a0in (21.34\u00a0m)1906L[21][14][22]110829\u20133470\u00a0ft 0\u00a0in (21.34\u00a0m)1906M, M1, A8[23]110818, 3554\u00a0ft 0+3\u20444\u00a0in (16.48\u00a0m)1907N[24]112636\u20134159\u00a0ft 6\u00a0in (18.14\u00a0m)38 at the Telford Steam Railway1906L[22]112742\u20134770\u00a0ft 0\u00a0in (21.34\u00a0m)1907O, S[25][22]11284870\u00a0ft 0\u00a0in (21.34\u00a0m)Experimental1907P[26]113049\u20135270\u00a0ft 0\u00a0in (21.34\u00a0m)1908L[22]114153\u20135870\u00a0ft 0\u00a0in (21.34\u00a0m)1908L[22]114359\u20137070\u00a0ft 0\u00a0in (21.34\u00a0m)1909Q[27][22][28]116071, 7270\u00a0ft 0\u00a0in (21.34\u00a0m)1909R[27][22][28]116173, 7470\u00a0ft 0\u00a0in (21.34\u00a0m)1911T[29][22]119075\u20138070\u00a0ft 0\u00a0in (21.34\u00a0m)1912U[29][28]119881\u20139270\u00a0ft 0\u00a0in (21.34\u00a0m)92 at Didcot Railway Centre, used with the steam railmotor1913Q[28]122493\u20139570\u00a0ft 0\u00a0in (21.34\u00a0m)1913R[28]122596\u20139870\u00a0ft 0\u00a0in (21.34\u00a0m)1915Z\u201499\u201310459\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotors 3\u201381917A6\u2014105, 10657\u00a0ft 0+3\u20444\u00a0in (17.39\u00a0m)Rebuilt from railmotors 1, 21916\u201319A7\u2014107\u201311259\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotors 9\u2013141919\u201320A9\u2014113\u201312459\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotors 17\u2013281920\u201323A10\u2014125, 128\u201313359\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotors 29, 32, 31, 33\u2013361920A13\u201412670\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 591920A14\u201412770\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 601923A15\u2014136, 13770\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 46, 471923A17\u201413470\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 431923A18\u201413570\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 441923A19\u2014138\u201314070\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotors 50\u2013521928A23\u201414670\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 381928A24\u201414759\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotor 411928A25\u201414870\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 451928A26\u201414970\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 571928A29\u2014150\u201315370\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotors 61, 63, 67, 681928A26\u2014154\u201315770\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 85, 87, 89, 901928A26\u201415870\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 991929A27[30]1394159\u201317059\u00a0ft 6\u00a0in (18.14\u00a0m)163 at the South Devon Railway167 at the Chinnor &#038; Princes Risborough Railway169 at the West Somerset Railway1930A28[30]1410171\u201318062\u00a0ft 8\u00a0in (19.10\u00a0m)174 at the Llangollen Railway178 at the Severn Valley Railway1930A26[30]1432181\u201318570\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotors 54, 56, 84, 95, 941930A29[30]143218670\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 621933A33[31]1480187\u201319662\u00a0ft 8\u00a0in (19.10\u00a0m)190 at the Didcot Railway Centre1934A23[31]1511197, 19870\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotors 39, 401934A26[31]1511199, 200, 20670\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotors 53, 58, 861934A29[31]151120170\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotor 691934A31[31]1511202\u201320559\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotors 73, 74, 82, 831935A31[31]1521207\u201320959\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotors 75, 78, 791936A26[31]1542210, 212\u201321570\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotors 91, 93, 96\u201398212 restored as a steam railmotor at the Didcot Railway Centre1936A31[31]154221159\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotor 811936A29[31]1545216\u201321870\u00a0ft 0\u00a0in (21.34\u00a0m)Rebuilt from railmotors 64, 66, 721936A31[31]154221959\u00a0ft 6\u00a0in (18.14\u00a0m)Rebuilt from railmotor 761938A34[31]16001668\u2013167157\u00a0ft 0\u00a0in (17.37\u00a0m)Auto-fitted Brake Thirds1951A38[30]1736222\u201323464\u00a0ft 0\u00a0in (19.51\u00a0m)232 was modified as a first class saloon on the Dartmouth Steam Railway233 was modified as a test coach by British Rail (see below)225, 228 and 233 at the South Devon Railway231 at the Didcot Railway Centre232 at the Bodmin and Wenford Railway1951A39[31]173622064\u00a0ft 0\u00a0in (19.51\u00a0m)1951A40[31]173622164\u00a0ft 0\u00a0in (19.51\u00a0m)1953A43[31]1766235\u201324464\u00a0ft 0\u00a0in (19.51\u00a0m)238 Chaffinch on the Severn Valley Railway240 on the South Devon Railway1953A44\u2014245\u2013256Rebuilt from Brake Thirds 5491\/95, 4015\/16\/05\/19, 4343, 5871, 4358, 5875, 4351\/45Auto-fitted locomotives[edit]Several locomotive classes included examples equipped to work in autotrains at different times. These included:TypeLocomotives fittedIntroducedPreserved examplesComments455 Class 2-4-0T40About 401869\u2013Some fitted with auto gear after 1905[32]517 Class 0-4-2T861868\u2013Some fitted with auto gear after 1905[32]1076 Class 0-6-0ST\/PT211870\u2013Some fitted with auto gear after 1905[32]2021 Class 0-6-0ST\/PT271897\u2013Some fitted with auto gear after 1905[32]4575 Class 2-6-2T1519275526, 5541, 5542, 5572[citation needed]A few fitted with auto gear in 1953[32]4800 Class 0-4-2T7519321420, 1442, 1450, 1466Auto-fitted version of 5800 Class later renumbered as 1400 Class[32]5400 Class 0-6-0PT251930\u2013All auto-fitted[32]6400 Class 0-6-0PT4019326412, 6430, 6435Smaller wheel version of 5400 Class, all auto-fitted[32]References[edit]^ Lewis, John (1991). Great Western Auto Trailers &#8211; Part One: Pre-Grouping Vehicles. Didcot: Wild Swan. pp.\u00a011\u201313. ISBN\u00a00-906867-99-1.^ Kingdom, Anthony R; Lang, Mike (2004). The Newton Abbot to Moretonhampstead Railway. ARK Publications (Railways). pp.\u00a032, 43, 62, etc. ISBN\u00a01-873029-09-8.^ Beck, Keith; Copsey, John (1990). The Great Western in South Devon. Didcot: Wild Swan Publications. pp.\u00a0184\u2013186. ISBN\u00a00-906867-90-8.^ Lewis 1991, pp.\u00a034\u201335^ Vaughan, Adrian (1989). Obstruction Danger. Wellingborough: Patrick Stephens Limited. pp.\u00a029\u201332. ISBN\u00a01-85260-055-1.^ Trevena, Arthur (1980). Trains in Trouble. Vol.\u00a01. Redruth: Atlantic Books. p.\u00a041. ISBN\u00a00-906899-01-X.^ Lewis 1991, pp.\u00a0197\u2013200^ Lewis, John (1995). Great Western Auto Trailers &#8211; Part Two: Post-Grouping and Absorbed Vehicles. Didcot: Wild Swan. p.\u00a0312. ISBN\u00a01-874103-25-9.^ Mitchell, Victor E.; Smith, Keith (April 2000). Ealing to Slough. Western Main Lines. Midhurst: Middleton Press. map IV, figs. 9, 10. ISBN\u00a01-901706-42-7.^ &#8220;Accident at Ealing Broadway on 16th November 1937&#8221;. The Railways Archive. Retrieved 29 October 2014.^ Lewis 1991, pp.\u00a051\u201352^ a b Lewis 1991, pp.\u00a053\u201364^ a b c d e f g Harris, Michael (1966). Great Western Coaches: 1890\u20131954. Newton Abbot: David and Charles. p.\u00a0146.^ Lewis 1991, pp.\u00a0111\u2013114^ Lewis 1991, pp.\u00a065\u201366^ Lewis 1991, pp.\u00a067\u201370^ Lewis 1991, pp.\u00a0124\u2013126^ Lewis 1991, pp.\u00a0115\u2013118^ Lewis 1991, pp.\u00a071\u201372^ Lewis 1991, pp.\u00a075\u201387^ a b c d e f g h Harris 1966, p.\u00a0147^ Lewis 1991, pp.\u00a0127\u2013128^ Lewis 1991, pp.\u00a0119\u2013122^ Lewis 1991, pp.\u00a087\u201391^ Lewis 1991, pp.\u00a091\u201392^ a b Lewis 1991, pp.\u00a093\u2013110^ a b c d e Harris 1966, p.\u00a0148^ a b Lewis 1991, pp.\u00a097\u201364^ a b c d e Harris 1966, pp.\u00a0151\u2013152^ a b c d e f g h i j k l m n Harris 1966, pp.\u00a0153\u2013156^ a b c d e f g h Veal, Colin; Goodman, John (1981). Auto-Trains and Steam Rail Motors of the Great Western. Didcot: Great Western Society. ISBN\u00a00-902956-06-X.Further reading[edit]External links[edit]     (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4"},{"@context":"http:\/\/schema.org\/","@type":"BreadcrumbList","itemListElement":[{"@type":"ListItem","position":1,"item":{"@id":"https:\/\/wiki.edu.vn\/en\/#breadcrumbitem","name":"Enzyklop\u00e4die"}},{"@type":"ListItem","position":2,"item":{"@id":"https:\/\/wiki.edu.vn\/en\/gwr-autocoach-wikipedia\/#breadcrumbitem","name":"GWR Autocoach &#8211; Wikipedia"}}]}]