BR’s Last Steam Push-Pull Trains: Pt 2

As a schoolboy, Philip Horton embarked on a mission to ride and photograph as many of BR’s last steam-hauled push-pull trains as possible. Part one looked at the Western and Southern regions, and this final chapter covers the London Midland Region.

Philip Horton returns with more schoolboy recollections and photographs of the last steam-worked push-pull trains, this month looking at the London Midland Region.

LIKE the Southern Region, the London Midland inherited a range of push-pull engines and trailers from its many pre-Grouping companies. Examples included several ex-Midland Railways ‘1P’ 0-4-4s along with ex-LNWR and L&Y ‘2P’ 2-4-2 tanks.

When Stanier became chief mechanical engineer (CME) of the LMS in 1932 his first design was a Class ‘2P’ 0-4-4 (numbered in BR days 41900 to 41909), an updated version of the old Midland tank engines. Two of the engines – Nos. 41905 and 41906 – were based at Buxton for use on the push-pull trains to Miller’s Dale, but these, along with all but one of the class, were withdrawn in December 1959. The exception was No. 41900, based at Bromsgrove (from 1958 a WR shed), but after a period in store it was withdrawn in March 1962. Ironically, two of the ex-Midland tanks – No. 58085 and 58086 – also survived until 1959. No. 58085 was active on push-pull trains between Rolleston and Southwell, Nottinghamshire, until June 1959, when the line closed, while No. 58086 lingered in store at Bath (Green Park) until 1960. For many years the engine was based at the ex-S&D shed at

Highbridge and worked push-pull trains between Glastonbury and Wells (Priory Road). The line was closed in October 1951 by BR(SR).

Other ex-LMS engines fitted for push-pull operation included 30 ‘3F’ 0-6-0 ‘Jinty’ tanks and several Fowler Class 2 2-6-2 tanks. Several of the ‘Jinties’ were based on ex-LMS lines in South Wales, until displaced when the WR took over.

Design standardised

In 1946, new LMS CME H G Ivatt introduced his Class 2 2-6-2 tanks, numbered from

41200, 40 of which were push-pull fitted. After Nationalisation the design was chosen by Robert Riddles as one of his ‘Standard’ steam engines. Twenty of these, numbered from 84000, were built at Crewe from 1953, all of them push-pull fitted. Ten more were built at Darlington during 1957 for the Southern Region, but all moved to the London Midland (LM) in September 1961. A large number of two-car push-pull sets were built by the LMS/BR(LM). A design was standardised at Wolverton and Derby involving the building of a driving compartment into the brake end of a standard 57ft non-corridor coach. This was either done as the vehicles were being built or by converting existing coaches. BR also

carried out a number of such conversions during the 1950s.

Noteworthy features of the driving ends were the distinctive metal shades above all three windows and the white letters: ‘Pl & Ps’, standing for ‘Pull-Push’, below the nearside driver’s window. From there the driver was able to control the engine’s regulator remotely via the vacuum cylinder on the left side of the engine’s smoke box, but this was used only in an emergency. Instructions were otherwise passed to the fireman by code.

In the early-1950s their duties included the branch from Harrow & Wealdstone to Stanmore, closed as early as September 1950, and the lines from Bedford (Midland Road) to both Hitchin and Northampton, while in the north push-pull services included those from Oldham (Glodwick Street) to Delph (the ‘Delph Donkey’), which closed May 1955, and from Keighley to Haworth, now operated as the Keighley & Worth Valley Railway.

During summers in the 1950s, a special pushpull train – the ‘Welsh Dragon’ – ran between

Rhyl and Llandudno. It was the only officially named push-pull train and its title was retained into the 1960s after DMUs took over.

I came across my first LM-operated push-pull train by chance at the beginning of 1964. I had been visiting the lines of the former Cambrian Railways, then under threat of closure, and found myself at Oswestry.

Gobowen auto-train

In August 1962, I had visited the then Western Region shed there and recorded ‘14XX‘ and ‘54XX’ tanks, Nos. 1458 and 5421. At the station, I saw No. 1438 ready to work an autotrain to Gobowen, the junction for the Chester to Shrewsbury mainline. When I returned to Oswestry on January 4, 1964, I found Nos. 1438 and 5421 in a line of other withdrawn engines outside the shed.

Oswestry was now an LM shed and, like the Western in the south, the region had quickly replaced much of its predecessor’s equipment

“A large number of two-car push-pull sets were built by the LMS/BR(LM). A design was standardised at Wolverton and Derby involving the building of a driving compartment into the brake end of a standard 57ft non-corridor coach.”

with its own. At the station I found BR Standard ‘2MT’ tank No. 84004 and two LM push-pull coaches waiting to leave with the 2.58pm for Gobowen. No. 84004 had arrived at Oswestry in April 1963 along with sister engine No. 84000. Both were transferred to Croes Newydd shed, Wrexham, in January 1965, when DMUs took over the Gobowen trains, but were withdrawn that October. Oswestry station closed on November 7, 1966.

Soon after my visit to Oswestry, I read in a railway journal that the only surviving LM pushpull services were those between St Helens (Shaw Street) and St Helens Junction, from Wolverton to Newport Pagnell, Horwich to Chorley and from Stamford (Lincs) to Seaton (Rutland). I planned to pay a visit to each, although it transpired the list was not comprehensive.

‘Freedom of Wales’

service from there to Seaton (Rutland).

As I waited on the platform at Stamford, Standard Class 2 2-6-2 tank No. 84008 arrived with the 12.38pm from Seaton, a train that ran only on Mondays, Fridays and Saturdays, as did the return service at 1.28pm. No. 84008 and its two push-pull coaches then drew back out of the station and shunted into the bay platform on the south side of the station (now filled in).

We were soon away and, after the stop at Luffenham, I saw the driver take the staff for the single line to Seaton from the signalman at Luffenham Junction. This stretch of line was once part of the double-tracked LNWR mainline from Rugby to Peterborough, but was bypassed when the direct route via Wansford opened in 1879.

“None of the London Midland push-pull tanks were preserved, although one of the Standard Class 2 2-6-0s – No. 78059 – which carried the same boiler, is currently being converted into a Class 2 tank by the Bluebell Railway. It will be numbered 84030.”

Emergency halt

Just after the junction our train came to an emergency halt, and looking back I saw a door had flown open. Fortunately, no one fell out, but I understood from the exchange between driver and fireman that the latter had spotted the open door and stopped the train, much to the driver’s surprise!

Approaching Seaton the train joined the Peterborough to Rugby line and then drew into the station’s bay platform. This had once also been used by trains from Uppingham, but its passenger service was withdrawn in June 1960. From Seaton I caught the next DMU to Rugby (Midland) and later travelled south from Rugby (Central) to Marylebone behind ‘Black Five’ No. 44835. Both services to and through

Seaton were withdrawn in June 1966.

My final steam push-pull journey was from Horwich to Chorley and back on August 16, 1965. On that day I had travelled to Horwich with a friend on my motor-scooter.

I had discovered from the timetable that in the afternoon there were just two, potentially push-pull, trains from Horwich to Chorley.

I also noticed there were no return workings, presumably because the trains ran for the benefit of the workers from the nearby Horwich railway works, who would be ending their shift.

My plan had been to put the scooter onto the 4.57pm train and take it off at Chorley, but when I explained the situation to the stationmaster he said he had a better idea, but would have to speak to the driver about it.

Standard Class 2 2-6-2 tank No. 84025, of Bolton shed, soon arrived light engine and coupled up to two push-pull coaches, which had been standing in the goods yard.

The engine had an interesting lineage, being built at Darlington during 1957 it initially went to the SR but was transferred to the LM in September 1961. In November 1965 it became one of 10 engines selected for possible transfer to Eastleigh to be adapted for use on the Isle of Wight. With one exception this transfer never took place and all 10 engines were withdrawn that December.

To return to Horwich, before No. 84025 could draw its train into the station it had to wait for the departure of the 4.54pm to Bolton (Trinity Street), headed by Stanier Class 4 2-6-4 tank No. 42484.

Badly stained

True to his word the stationmaster spoke to the driver, who agreed we could travel with him on the engine, leaving the scooter at Horwich. The stationmaster then sold us two return tickets, even though there was no return train that day! The first ticket had obviously been in the rack for some time as it was badly stained.

Both ‘Special Cheap Day’ tickets were still labelled ‘Third Class’, which had been abolished by BR in June 1956! These tickets could not normally be used as no trains were officially available. When printed the price of the journey was 1s 2d (6p).

After arrival at Chorley the train was scheduled to leave from the same platform to propel its empty train back to Horwich. The driver thought we would look less suspicious if we joined him in the driving cab. Here, we enjoyed an unrepeatable journey back to Horwich. On arrival we thanked both driver and stationmaster before setting off back to my friend’s home at Nantwich.

The Stamford to Seaton trains, which remained steam-hauled until October 1965, are usually quoted as the last steam push-pull trains in the country.

One train that ran much later was the LCGB’s ‘Push and Pull Farewell Rail Tour’ on Saturday, February 12, 1966. The train proved to be so popular that another was run a week earlier on February 5.

Circuitous

Both trains were hauled by Ivatt ‘2MT’ tank No. 41286, with two push-pull coaches. Each started at Earlestown on the Manchester (Victoria) to Liverpool (Lime Street) main line, and followed a circuitous route which included Warrington (Bank Quay), Middlewich, Sandbach, Knutsford, Altrincham, Warrington (Arpley) and Widnes South, before returning to Earlestown via St Helens Junction and Sutton Oak. Stops were made en route for photographers. A very suitable way to end a long-standing practice on Britain’s railways.

None of the London Midland push-pull tanks were preserved, although one of the Standard ‘2MT’ 2-6-0s – No. 78059 – which carried the same boiler, is currently being converted into a Class 2 tank by the Bluebell Railway. It will be numbered 84030.

Ironically, just as the last steam-worked push-pull trains ended, the working method was being re-invented for the Weymouth portion of the new EMU worked trains from Waterloo to Bournemouth. The service began in July

1967, with the Weymouth coaches hauled from Bournemouth to Weymouth, and pushed back by specially fitted Class 33 diesel-electrics.

Since then the practice has become commonplace on Britain’s railways.

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TREVOR OWEN/COLOURRAIL The LCGB’s ‘The Push and Pull Farewell Rail Tour’ ran on two consecutive Saturdays, February 5 and 12, 1966. Both trains started from Warrington (Bank Quay) and visited Middlewich, Sandbach, Knutsford, Altrincham, Warrington (Arpley) and Widnes South, before returning to Earlestown via St Helens Junction and Sutton Oak. Against the town’s industrial backdrop, Ivatt ‘2MT’ tank No. 41286 and its two push-pull coaches is seen with the train at Warrington (Bank Quay) Low Level on February 5 passing the remains of Slutchers Lane signalbox.

JOHN PRICE A large number of two-carriage trailers were produced by the LMS/BR(LM) for push-pull working. This involved building a driving compartment into the brake of a standard 57ft non-corridor coach. Here, the 3.50pm to Amlwch, comprising such a set, stands in Bangor station on August 21, 1964, with Ivatt ‘2MT’ No. 41226 at the rear. Note the distinctive metal shades above all three windows of trailer No. M24437M, also the white letters ‘Pl & Ps’, standing for ‘Pull-Push’ below the nearside window. The set was among the last to be built at Wolverton, in 1949.

ALL PICTURES BY AUTHOR UNLESS STATED. The BR Standard Class 2 2-6-2 ‘84XXX’ tanks built from 1953 were based on the earlier Ivatt 2-6-2 tanks. Forty of the Ivatt and all 30 of the Standard engines were push-pull fitted. No. 84025, seen at Chorley on August 16, 1965, was originally an SR engine, but was transferred to the LMR in September 1961. The apparatus on the left side of the smoke box is the vacuum cylinder, which allowed the driver to control the engine’s regulator remotely in an emergency. Instructions were otherwise passed to the fireman by code.

When the LMR took over Western region lines in the Midlands and central Wales at the beginning of 1963, it moved quickly to replace the former GWR engines. An example was at Oswestry, where two Standard ‘2MT’ tanks – Nos. 84000 and 84004 – and LMR push-pull sets, replaced the former GWR auto-tanks and coaches. Here, No. 84004 waits to leave Oswestry with the 2.58pm for Gobowen on January 4, 1964.

JOHN PRICE Right: In winter, trains between Gaerwen and Amlwch were worked by Derby ‘Lightweight’ DMUs. In summer, when the units were used on other services, including the ‘Welsh Dragon’ between Rhyl and Llandudno, a steam push-pull service resumed. Here, Ivatt ‘2MT’ 2-6-2T No. 41226 waits to depart from Amlwch with the 5.10am to Gaerwen on August 21, 1964. No. 41226 was withdrawn in September 1964, while the branch lost its passenger service that December.

Right: Ivatt ‘2MT’ 2-6-2 tank No. 41222 of Bletchley shed stands in Newport Pagnell station after arrival with the 12.25pm from Wolverton on June 27, 1964. The branch line closed from September 7 that year, but No. 41222 was transferred away and survived until December 1966.

In 1964, a number of trains from Amlwch ran through to Bangor and back. One of them, the 10.38am from Amlwch, leaves Menai Bridge station, returning to Bangor behind BR ‘2MT’ 2-6-2T No. 84003 on August 27, 1964. JOHN PRICE

Bolton-based Standard Class 2 2-6-2 tank No. 84025 stands at Horwich station with the 4.57pm for Chorley on August 16, 1965. The train then returned to Horwich empty stock, before making a further run to Chorley at 5.47pm. These trains were run for workers from the nearby ex-L&Y railway Works.

Above: BR ‘2MT’ No. 84025 is seen again after arrival at Chorley with the 4.57pm from Horwich on August 16, 1965. A friend of the author is chatting to the driver after they had both alighted from the footplate. The Horwich service was withdrawn from September 27 that year, while No. 84025 was withdrawn in December 1965. Inset: A photo taken from the driving cab of the push-pull set while returning empty stock to Horwich; the train is approaching Blackrod Halt. The halt was situated just before the junction for Horwich, off the Manchester (Victoria) to Preston line. The station had a £1million refurbishment in 2012.

Right: Standard ‘2MT’ No. 84008 waits in the platform at Seaton (Rutland) after arrival with the 1.28pm from Stamford on March 29, 1965. To the left are the tracks of the Peterborough (East) to Rugby (Midland) line. Services to both Rugby and Stamford were withdrawn from June 6, 1966.

Standard Class 2 No. 84008 waits in Stamford station with the 12.58pm from Seaton on March 29, 1965. Note again the white letters ‘Pl & Ps’, to the left of the trailer’s oil lamp. Several of the Class were based at Wellingborough shed to work the trains, but the last three were transferred to Leicester (Midland) in September 1964. All were withdrawn 13 months later when steam operations ended.

Above: En route for Seaton, the driver of the 1.28pm from Stamford receives the token from the signalman at Luffenham Junction. From this junction the line to Seaton was single track. It had once been part of the ex-LNWR mainline from Rugby to Peterborough, but was bypassed in 1879.