| GWR railcars | |
|---|---|
 AEC railcar No. 27 at Tenbury Wells station in 1949 | |
| In service | 1934–1962 |
| Manufacturer | Park Royal Gloucester RCW Swindon Works |
| Replaced | Steam locomotives and carriages |
| Constructed | 1934–1942 |
| Entered service | 1934 |
| Scrapped | 1954–1962 |
| Number built | 38 cars |
| Number preserved | 3 cars |
| Number scrapped | 35 cars |
| Successor | British Rail Class 121 British Rail Class 122 |
| Fleet numbers | 1–38 |
| Capacity | 44–70 seats |
| Operators | Great Western Railway British Railways |
| Lines served | Western Region |
| Specifications | |
| Maximum speed | 63 mph (101 km/h) to 80 mph (130 km/h) |
| HVAC | steam heating |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm)standard gauge |
In 1933, theGreat Western Railway introduced the first of what was to become a successful series ofdieselrailcars, which survived in regular use into the 1960s, when they were replaced with the newBritish Rail "first generation" typediesel multiple units.
The original design featured streamlined bodywork, which was very much the fashion at the time. The rounded lines of the first examples built led to their nickname: "flying banana". The preserved W4W is an example of the original, rounded body shape. Later "razor edge" examples, such as No. 27 (pictured), had much more angular (and practical) bodywork, yet the nickname persisted for these too.
The interiors of railcars No. 1 to No. 18 were heated by using waste heat from the engine cooling water. This system proved unreliable in service due to issues with the thermostatic valves employed. Later vehicles from No. 19 onward abandoned this system due to its unreliability and because their revised specification demanded that they be able to haul steam-heated rolling stock.[1]
These later vehicles, No. 19 onwards, were equipped withsteam heating systems which were capable of heating both the vehicle's interior and that of any additional trailed vehicles, via a steam supply to the standard steam heating equipment. Steam was produced by a fully automatic Vapor Clarkson steam generator manufactured byGresham and Craven Ltd under licence from the Vapor car co. The generator was of thewater tube withcounterflow arrangement type, and could supply up to 300 lb of steam per hour, at 45 lb per square inch. The quantity of steam supplied could be varied by the driver to suit the demand required by a solo railcar, or plus one, or plus two, trailer vehicles. The fuel was the same diesel as was used by the railcar's engines, drawn from a separate 45-gallon tank. The water supply for the heating system was a single 100-gallon tank.[1]
Railcars No. 1 to No. 18 were powered by a high-speed diesel engine manufactured byA.E.C, producing a maximum brake power output of 130 hp (97 kW). The engine was of thestraight 6 configuration, with abore of 115 mm diameter and astroke of 142 mm. This gave a totaldisplacement of 8.85 litres. The maximum operating speed was 1,800 rpm.[1]
Railcars No. 19 onwards were powered by a modified version of the previous engine. This engine was equipped with direct injection and the bore diameter was enlarged to 120 mm, the stroke remaining at 142 mm. This engine produced a lower brake power output of 105 hp at 1,650 rpm.[1]
An unusual feature was the externalcardan shaft drive from the gearbox on the rear of a horizontally mounted engine to road-vehicle style reduction boxes outboard of the two axles on one bogie. Later units had two such engine-and-drive combinations placed on opposite sides. Railcars 19–20 were fitted with a separate high-low ratio gearbox on the final drive side of the gearbox, which allowed a top speed of about 60–70 mph (97–113 km/h) in high and about 40–45 mph (64–72 km/h) in low. Railcar W20W retains this in preservation.
The brake system on railcars No. 2, 3 and 4 was unconventional. Instead of the usualvacuum-actuatedtread brakes used on most British rolling stock of the period, an automotive-style system was adopted, utilising vacuum-hydraulically actuated drum brakes. A vacuum brake cylinder and hydraulic master cylinder set was mounted on each bogie. From the master cylinder, hydraulic fluid passed through hoses to the operating cylinders. The operating cylinders actuated cam mechanisms within thebrake drums to apply the internally expandingbrake shoes to the inside circumference of the drums. The 20 inch internal diameter cast steel brake drums were bolted to the inside face of one wheel per axle.
The vacuum necessary for brake operation was created by three rotaryexhausters, two being driven directly from the engines (one by each engine). The third exhauster was chain-driven by the final drive shaft. This arrangement allowed vacuum to be maintained during coasting, when the engines would be shut down. The system operated at a vacuum of 22 to 24inches of mercury, stored in four reservoirs on the chassis. Another unusual aspect to this system was that vacuum was increased in the vacuum brake cylinder to apply the brakes,[1] this being contrary to normal British railway practice, in which the vacuum is reduced to apply the brakes.[2]
The prototype unit, No. 1, made its first run on 1 December 1933 betweenLondon Paddington andReading with a large number of press representatives. Three days later this unit entered public service betweenSlough,Windsor andDidcot.[3]
.jpg)
Soon after this, the GWR ordered the next three production units, Nos. 2 to 4, which were built with two engines (instead of one) which allowed them to reach a maximum speed of 80 mph (130 km/h), and included a buffet. These units were delivered in July 1934 and entered service on 15 July 1934 betweenBirmingham Snow Hill andCardiff General. This was the first long-distance diesel express service in Britain, and covered the 117.5 miles (189.1 km) miles between Birmingham and Cardiff in 2 hours 20 minutes. This was intended as a businessman's service; fares were charged at the normal rate, although bookings were limited by the 44 seats of the railcar.[3]
The next three units, Nos. 5 to 7, entered service in July 1935 and had 70 seats. They were used on services betweenLondon, Oxford and Hereford. The next batches of railcars numbered 8 to 34 were of various designs and entered service in batches between 1936 and 1941. Two of these (17 and 34) were designed for expressparcels services rather than passenger services.[4][5]
The earlier units operated as single railcars. The final four, numbered 35 to 38, were twin coupled units with the driving cabs at the outer ends of the set, and were the forerunners of today'sdiesel multiple units. These had the capacity for 104 passengers, and a standard corridor coach could be installed between the two cars to increase the seating capacity to 184. These were introduced in November 1941 and worked the Birmingham-Cardiff service.[5]
 | This sectionneeds additional citations forverification. Please helpimprove this article byadding citations to reliable sources in this section. Unsourced material may be challenged and removed.(December 2024) (Learn how and when to remove this message) |
| Number Range | Introduced | Builder | Engine | Weight (long tons) | Seats | Withdrawn | Notes |
|---|---|---|---|---|---|---|---|
| 1 | 1934 | Park Royal | 1AEC of 130 hp (97 kW) | 24 long tons (24.4 t; 26.9 short tons) | 69 | 1955 | Prototype railcar |
| 2–4 | 1934 | 2 AEC of 130 hp (97 kW) | 26.2 long tons (26.6 t; 29.3 short tons) | 44 | 1954–1958 | Buffet fitted | |
| 5–7 | 1935 | Gloucester RCW | 25.3 long tons (25.7 t; 28.3 short tons) | 70 | 1957–59 | Standard single car | |
| 8–9, 13–16 | 1936 | 29.5 long tons (30.0 t; 33.0 short tons) | 70 | 1957–60 | 9 withdrawn in 1946 after fire | ||
| 10–12 | 1936 | 29.9 long tons (30.4 t; 33.5 short tons) | 63 | 1956–57 | Lavatory fitted | ||
| 17 | 1936 | 28.85 long tons (29.31 t; 32.31 short tons) | None | 1959 | Parcels car, capacity 10 long tons (10.2 t; 11.2 short tons) | ||
| 18 | 1937 | 33.6 long tons (34.1 t; 37.6 short tons) | 49 | 1957 | Prototype, with buffers & draw gear for hauling vans | ||
| 19–33 | 1940–41 | GWR, Swindon | 2 AEC of 105 hp (78 kW) | 35.65 long tons (36.22 t; 39.93 short tons) | 48 | 1960–62 | 33 rebuilt in 1954 to replace 37 |
| 34 | 1941 | 34.9 long tons (35.5 t; 39.1 short tons) | None | 1960 | Parcels car, capacity 10 long tons (10.2 t; 11.2 short tons) | ||
| 35–38 | 1941–42 | 36.7 long tons (37.3 t; 41.1 short tons) + 37.6 long tons (38.2 t; 42.1 short tons) | 60 + 44 | 1957, 1962 | Power twins with buffet and lavatory 35+36 and 37+38 37 withdrawn in 1949 after fire and replaced by 33 |
Five of the 38 railcars were destroyed by fires:[6]
Three of the GWR railcars have survived into preservation:
| Vehicle no. | Builder | Year built | Location | Comments | Photograph |
|---|---|---|---|---|---|
| W4W | Park Royal | 1934 | National Railway Museum, York[7] | Static display |  |
| W20W | GWR Swindon | 1940 | Kent & East Sussex Railway | Under restoration at Tenterden since 1983 |  |
| W22W | GWR Swindon | 1940 | Didcot Railway Centre | Operational | .jpg) |
Hornby Railways manufacture a model of the 1940-style railcar inOO gauge, using tooling acquired in their takeover ofLima.[8] In late 2017, Dapol released an OO model of the streamlined 1936 Gloucester RCW railcars in a variety of liveries and numbers.Heljan manufacture a model of the 1940-style railcar in OO gauge, using new tooling, that includes internal lighting and front and rear lighting.[9]
Graham Farish produced an N-gauge model (with various numbers, e.g. 19, 22, and 20), both before and after their takeover byBachmann.
| Main routes |  | |
|---|---|---|
| Related companies | ||
| Locomotives | ||
| Works and depots | ||
| Train services | ||
| Rolling stock | ||
| People | ||
| Canals | ||
| Other | ||