Changes

|image = D9551_20170527D9551_20230622.jpg|caption = D9551 in May 2017(June 2023)

|years3 = 2017|events3 = Entered passenger service|length = 34ft 7in

D9551 is ==BR Class 14==In 1957 BR's Western Region expressed the requirement for a 'Type 1' 800hp shunter for shunting, short-distance freight trains and working movements between local yards, branch line and light main line use. Design work began under CME RA Smeddle for a locomotive based on the German V80, a centre cab B-B locomotive, but this was put on hold following a decision to increase the power to 1,000hp and add steam heat. This idea was abandoned<ref group="note">The upgraded locomotive would have been too similar in specification to the Type 2 D6300 already on order from NBL.</ref> and the plan for the 'Type 1' was revisited in March 1960, this time based on the German V60 0-6-0. In mid-1961 quotes for the power unit were obtained from Maybach, MAN and Paxman. In September 1961 the decision was announced of Paxman 6YJX engines (providing 650hp) together with a North British transmission (Voith L217) and final drive. Other options considered by Smeddle but not adopted included an 0-8-0 layout, a Diesel -Electric 0-6-0 and a bogie version similar to the [[Clayton Class 17 Bo-Bo D8568|Class 17 Clayton]]<ref>[[Bibliography#Other References|Hydraulic Legends]] (2018)]] pp. 69-70.</ref> It was already becoming clear that the type of work for which the class 14 650hp was intended was disappearing. The BTC authorised production in May 1962, only to cancel it the following day. Some months later production of 26 locomotives was approved, later increased to 56. The first, D9500, was outshopped in June 1964. The last, D9555, was outshopped in October 1965 and was both the last diesel hydraulic locomotive. 56 of these locomotives were built by BR’s for BR and the last Swindon Works between 1964 -built locomotive intended for UK use.<ref>[[Bibliography#Other References|Hydraulic Legends]] (2018)]] pp. 70-71.</ref> The type proved to have less than satisfactory performance and reliability, particularly with the Paxman engines which suffered issues with the cylinder heads, bearings and heat exchangers. Old Oak Common was unable to handle the resulting chaos and 1965the entire class was sent to Bristol Bath Road. Locomotives In early 1966, only a few months after the last example was completed, BR instructed the West Region to prepare for the withdrawal of the class and by the end of 1966 many had been stored. They were given offered to the nickname “Teddy Bears”, after a comment by Swindon Works foreman George Cole "We've built Southern and London Midland Regions who turned down the Great Bearoffer, now we're going but eventually 23 were transferred to build a Teddy Bear!"the Eastern Region for use at Hull Docks which were in the course of modernisation.<refgroup="note">The Railway magazine, December 2006Eastern Region also initially turned down the Class 14s but were pressured into accepting them by the BR management.</ref> Their planned use was This too proved short-distance freight trains lived, with traffic declining at the Docks, and the Class 14s were taken out of service there in April 1968. The last examples were withdrawn by BR in April 1969 after a working movements between local yards, but a lack life of less than five years. This early withdrawal meant the locomotives were never renumbered under [[TOPS codes|TOPS]].<ref>[[Bibliography#Other References|Hydraulic Legends]] (2018)]] pp. 71-72.</ref> Many of such work led to the entire class being sold to locomotives found a second home in industry or scrapped , where they replaced steam shunters. Users included the National Coal Board who acquired 19 for use in the north-east, and British Steel who acquired 23 for use in Lincolnshire and Northamptonshire. Others were acquired by the end of 1970Associated Portland Cement, BP and Gulf Oil, while several examples were also exported to Belgium and Spain. The last recorded industrial use was in 1987.<ref>[[Bibliography#Other References|Hydraulic Legends]] (2018)]] pp. 72-73. </ref> 19 of the class have survived into preservation.<ref>[https://en.wikipedia.org/wiki/British_Rail_Class_14 BR Class 14 on Wikipedia] (retrieved 18 June 2018)</ref>.

D9551 was one of the final batch of Class 14s produced. It entered BR service in September 1965 at Cardiff Canton, later moving to Swansea Landore. Following a move In January 1967 it was stored at [[Worcester]] shed,<ref name=SVR187>SVR News 187, ''Severn Valley Railway Class 14 Diesel Group'', Duncan Ballard</ref> before becoming one of the 23 to be reallocated to the Eastern Region, moving to Hull Dairycoates shed in January 1967, D9551 . It was withdrawn from BR service in there on 1 April 1968 after less than 2 years 7 months BR service.<ref>[http://www.brdatabase.info/locoqry.php?action=locodata&type=D&id=9551&loco=9551 BRDatabase website]</ref>

The locomotive was By 2013 the SVR had acquired from Deeside by examples of the other Western Region diesel hydraulic classes (classes [[BR Class 35 D7029 |35]], [[BR Class 42 D821 Greyhound |42]] and [[Western Locomotive Association |52]]). It had also seen two other [[Diesel Locomotives visiting the SVR for galas |visiting Class 14s at Diesel Galas]], D9516 in 1988 and more recently D9520 in 2011. A group (originally styled the ''Severn Valley Railway Class 14 Diesel Group'' and later the [[SVR Class 14 Company Limited]], arriving ) carried out a search for a suitable example. D9551 was inspected at Deeside on 2 September 2013 and subsequently acquired from its private owner. It arrived at Bridgnorth on 25 November 2013, quickly gaining the nickname 'Angus' after its previous home.<ref name=SVR187/> The locomotive was overhauled at Bridgnorth. The engine was started for the first time since arrival at the SVR on 22 August 2015.<ref>SVR News 185192</ref> Following arrival, an overhaul of ‘Angus’ took place at Bridgnorth. On 30 April 2016, D9551 underwent its first test run on the SVR between Bridgnorth and Kidderminster, assisted by [[BR Class 50 50049 Defiance|50049]]. A loaded test run took place on 26 October 2016, after which the locomotive was classified as servicable,<ref>[http://www.svr.co.uk/MeetTheLoco.aspx?id=90 SVR diesel locomotive status] retrieved 6 November 2016</ref>, although further work and testing took place before its debut at the 2017 [[Diesel galas|Spring Diesel Festival ]], hauling passengers for the first time on 18 May 2017.<ref>SVR News 198</ref> <gallery mode=packed heights=200px style="text-align:left">D9551_20170527.jpg |D9551 in May 2017.</gallery>

Until <gallery mode=packed heights=200px style="text-align:left">D9551_20180714.jpg | D9551 at Bewdley, July 2018 D9551_20180725.jpg | D9551 at Bridgnorth, July 2018 </gallery> D9551 underwent an overhaul in 2020 including the turbo charger, connecting rods, and attention to many other items. Successful test runs took place on Monday 17 August 2020, with the locomotive "''…as expected, considerably stronger than previously''."<ref>SVR News 211</ref> During 2022 the 'coal crisis' saw the increased use of small diesels on midweek services, with D9551 and [[BR Class 20 20048|on-hire Class 20 20048]] seeing regular use.<ref>SVR News 218</ref>  From entry into SVR service until 2023 , D9551 carried a the non-original 'golden ochre' liveryseen above, originally an experimental livery carried by [[BR Class 52 D1015 Western Champion]]. In August 2022 it was photographed carrying its BSC number 50. In 2023 it was repainted in BR green. <gallery mode=packed heights=200px style="text-align:left">D9551_20230629.jpg |D9551 at Highley, June 2023</gallery>

*[[Diesel Locomotives]] ==Notes==<references group="note"/>

*[https://en.wikipedia.org/wiki/British_Rail_Class_14 BR Class 14 on Wikipedia]