Changes

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 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 built for BR and the last Swindon-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 the entire class was sent to Bristol Bath Road. 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 offered to the Southern and London Midland Regions who turned down the offer, but eventually 23 were transferred to the Eastern Region for use at Hull Docks which were in the course of modernisation.<ref group="note">The Eastern Region also initially turned down the Class 14s but were pressured into accepting them by the BR management.</ref> This too proved short-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 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 the locomotives found a second home in industry, 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 Associated 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>