Love them or hate them, the dmu has become an integral part of today's rail network. The first tangible evidence of sweeping change (for my local spotting community) came in April of 1954 when the Ministry of Transport gave British Railways approval for the introduction of eight 2-car diesel railcar units on the local rail service between Leeds Central, Harrogate and Bradford Exchange. The response by the travelling public was unanimously favourable, though this is hardly surprising since many local trains were comprised of non-corridor passenger stock, headed by a dirty GNR Class N1 0-6-2T or Class J50 0-6-0T based at Copley Hill, neither of which could measure up to the high standard of performances set by the new diesel railcars. The dmu may well have satisfied those r ail travellers not enamoured with steam haulage, but they had no a place in the hearts of train spotters - or had they? I suppose one can be accused of looking back through rose-tinted spectacles at the halcyon days of train spotting in the Fifties, for the overall scenario must rely on the testimony of those who were there, yet contrary to popular belief, a few spotters had a sneaking fondness for the new railcars, but steadfastly refused to admit it, as betrayal of the brotherhood's allegiance to steam would have been construed as jumping ship and joining the other side.

(Above-Below) Hitching a cab ride in August 1987, the contact sheet shows a driver's view of the route between Battersby and Whitby. (Below Left) Still going strong, a 3-car Metro-Cammell set skirts the River Esk on the final leg into Whitby in May 1982. (Below Right) By the end of the 1980s, the second generation dmus had taken over almost all rural rail services in the region. The twin railbuses built by W Alexander/A Barclay were designated Class 143 and made their debut in 1985. Here a pair of 2-car units forming the 07.23 Middlesborough-Whitby run alongside the River Esk on the final leg into Whitby in June 1987. The leading set is painted in the Tyne & Wear PTE's livery of yellow and white, whereas the trailing unit is finished in the Provincial Sector's two-tone blue livery. Sadly, the good looks of the new vehicles are let down by their solid interior bulkheads behind the driver's cab which denies passengers both front and rear views over some of the most picturesque lines which the railway companies are keen to promote.  Photos © D Hey

(Below) But I'm getting ahead of myself!  We must go back to pre-BR days, when the former 'Big Four' railway companies began evaluating the efficiency of diesel railcar services on steam-hauled suburban trains and push-pull branch line stock. In 1938, the Derby Carriage & Wagon Works built a prototype 3-car articulated diesel unit, powered by 6 under-floor-mounted 125bhp Leyland diesel engines. Numbered 80000-80002 in the LMS fleet, the experimental vehicle entered service between Nottingham and London St Pancras, and Oxford and Cambridge. The LMS planned to build a production series based on the prototype, but this was cancelled at the outbreak of World war 2. This is such a shame! The vehicle had a very modern look, with a streamlined exterior, air operated sliding doors and air brakes - indeed, the LMS stock is not too far removed from the modern trains we see on our network today. The 3-car set is passing Blunham on the Oxford-Cambridge service on May 21st 1938. Photo RG Jarvis  © Midland Railway Trust Ltd

I was converted to a diesel fan by my sister when she treated me to a ride on one of the new diesel units between Leeds Central and Harrogate in August 1954. The line is heavily engineered (involving several viaducts and tunnels) therefore she splashed out on a pair of 1st-class tickets so that we could sit in the front compartment and get a driver’s view of the line ahead. Being a staunch steam fan, however, I stubbornly refused on the grounds that if we were going anywhere by train, then I preferred steam power any day of the week. But a seat behind the driver? Who could ask for anything more?

Catching the dmu at Leeds Central station, train spotting had suddenly taken on a whole new meaning. The amply-glazed unit gave an excellent all-round view, both forward and aft, and for the first time it was possible to enjoy something of the fascination of railway operation - signalling, complicated junctions and steam engines in all their glory - a view previously seen by a few privileged first-class passengers in the luxurious tail-end observation cars during the 1930s. Perhaps the new diesel multiple units could not match the standard of comfort and style to be found inside the Beaver Cars attached to the LNER's streamlined 'Coronation' express, but the unrestricted view of the road ahead was all I had imagined.

Above all else, it struck me how scary it was sitting at the front of a dmu without the protection of a steam boiler to cushion you in the event of a collision. As we swept through the murky depths of Bramhope Tunnel, we recoiled in our seats like disjointed test dummies, then after the obligatory stop at Arthington the dmu was galloping across the lofty height of Arthington Viaduct with its grandstand view of the Wharfe River and the rocky outcrop of Armscliffe Crag in the distance. What a ride! My first trip in a diesel railcar left a lasting impression.

(Above) The true forerunners of the first-generation diesel railcar fleet were the 'Derby Lightweights' (a nickname coined by the use of a light alloy and steel in their construction at the Derby Carriage & Wagon Works). The first BTC order was placed for eight 2-car sets for the West Riding service followed by an order for thirteen 2-car sets for West Cumberland. The West Riding sets No’s 79000-79007 motor brake seconds and 79500-79507 motor composites were powered by two Leyland six-cylinder engines. The units made their debut on the service beween Leeds Central-Harrogate and Bradford Exchange in April 1954. A distinctive feature of the new railcars was their large front driving windows which gave excellent visibility for drivers - and passengers too, for that matter. Photo © BR Derby Carriage Works

But not everyone in the steam spotting fraternity was impressed – a dmu in any shape and form served only to arouse their indignation. By the spring of 1955 the first railcars on the West Riding service were celebrating their first year in traffic, whilst the second batch (introduced on the Carlisle-Silloth service in November 1954) began operations on the Workington-Keswick-Penrith line, ousting in the process all of west Cumberland's steam-hauled local services. By the end of the year, the dmus had transformed the scene in Lincolnshire, working to Lincoln, New Holland, Skegness and Boston. They appeared in East Anglia working from Norwich to Ipswich, Yarmouth, Cromer, Sheringham and Lowestoft, and to Kings Lynn. On Teesside, new 4-car sets were introduced from Newcastle to Middlesbourough and Carlisle, and in the Midlands from Birmingham to Sutton Coalfield and Lichfield. This was followed by local services in North Wales, Lancashire and Derbyshire...by the end of the Fifties the diesel multiple units had spread like wildfire! 

(Right-Below) Operating a batch of dmus on a rail network predominated by steam brought with it several problems. By its very nature, diesels require a clean working environment, therefore suitable premises had to be found for the stabling and maintenance of sets. The first vehicles for the West Riding services were allocated to the former GNR steam shed (Hammerton Street) in Bradford, and the West Cumberland pool was maintained at Carlisle Upperby carriage sheds and at Workington’s steam shed 11B, where five tracks were partitioned off specifically for the purpose. (Right) A 2-car set stops at Penrudduck on 20th July 1955. (Below) Sporting front-end 'V' chevrons, or 'speed whiskers' as they became known, Nos M79639 and M79009 are seen at Carlisle M&C sidings on 10th September 1960. Note the bars on the drop light windows for working over the Maryport & Carlisle section which had limited clearance. Photos HK Boulter and DP Rowland. As a matter of interest, I've posted a couple of photos (real oldies!) of the Maryport & Carlisle Railway on the excellent Cumbria Railways website, including one shot that looks suspiciously like this very same spot...  

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above-Below) The thirteen ‘Derby Lightweights’ destined for the West Cumberland service were powered by two BUT AEC 6-cylinder engines driving through a fluid flywheel and 4-speed epicycle box as used on the former GWR railways. One of the most scenic lines to found anywhere in Britain was the Cockermouth, Keswick and Penrith line. It was dieselised in February 1955, consisting of 8 trains daily in each direction. A 2-car unit awaits departure from Keswick on 17th July 1955. (Below) The 11.10 Carlisle-Penrith-Keswick-Workington pauses at Cockermouth on September 8th 1959. Photos © HK Boulter and IS Carr 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) On the first day of the Buxton-Millers Dale diesel service, a 2-car set enters Buxton Midland station on October 14th 1956. The former LNWR terminus can be seen in the background, separated only by a roadway from the former Midland Railway station. Despite the fierce rivalry between the two companies the builders collaborated in building identical station facades, each incorporating a semi-circular window bearing the name of the owning company engraved in the stonework. Following closure of the MR station in 1968, the imposing facade was mindlessly reduced to rubble. Since then, fortune has dealt another blow to the area when Peak Rail abandoned the MR site and moved its operations to Matlock and Darley Dale - giving a direct link to the rail network. Photo © ER Morten          

(Below) The Manchester (London Road) - Buxton diesel multiple unit service commenced on October 8th 1956, displacing the almost exclusive preserve of the Fowler 2-6-4T’s based at Buxton steam shed. Here, No 42367 awaits departure from Buxton LNWR on 18th August 1951. The new dmus had to wait until 1957 before diesel facilities were constructed at Buxton, consisting of a main depot building with two tracks each 240ft long. In the second of ER Morten’s photos, the destination blind shows Manchester London Road, as a 4-car set (now sporting a front-end chevron and white roof ends) heads past the proposed site on October 8th 1956.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Below) The success of the Derby Lightweights saw the beginning of a new era for Britain’s railways when finance was given to build a fleet of modern diesel railcars to replace uneconomical steam locomotive workings throughout the network. The BTC envisaged 3 types of railcar would be required to cover the various passenger services then to be found during the 1950’s: branch line, local and suburban services and Inter-City services. Sadly, line closures were to outpace their introduction and the original plan for 4,600 vehicles was drastically cut to 3,810. The fifty 2-car sets constructed at BR Derby Works in 1956 represented the first vehicles in the Modernisation Plan. Numbered 50001-50049 DMBS and 56001-56049 DTL(L) in the dmu fleet, they were a lot heavier than the original Derby Lightweights, made up of a steel construction as opposed to the more expensive lighter-bodied vehicles. Here, a 4-car set forms an 'up' train near Peak Forest Junction on April 17th 1960. The amply-glazed dmu gave passengers an excellent all-round view of the scenery, which was particularly spectacular on the MR route. In the background is the aptly-named Great Rocks Dale. Photo © ER Morten  

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) In January 1959, all local trains between Leeds and Bradford to Ilkley and Skipton were dieselised, but despite the economies the new dmu service brought, closures could not be prevented. In 1965, seven intermediate stations were closed on the Aire Valley route between Leeds City and Bradford Forster Square, including Newlay & Horsforth, which this Class 108 2-car set has just departed from on the Leeds City-Ilkley service in September 1960.  Photo © D Hey

(Below) The Motor Brake Second single units built at BR Derby Works - numbered M79900-1 in the fleet - were introduced on the Buckingham to Banbury line, and Bletchley service on 13th August 1956. Here, single car No 79900 waits departure at Buckingham, which was an interchange point between steam and diesel on local branch line services. Photo © EA Wood

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) A 4-car 'Derby Lightweight' set departs from Betws-y-coed on a Llandudno-Blaenau Ffestiniog service. By this time, a ‘V’ chevron and white cab roof front ends have been added in an attempt to provide a visual warning for permanent way staff. Note the camping coach in the siding, much in demand for visitors to this beautiful part of the Conway Valley in North Wales. Photo © T Hancock

 

 

 

 

 

 

 

 

 

 

 

(Below) A four-car set forming a Newcastle-Middlesborough train approaches Monkwearmouth station in August 1958. The bodyside displays the original BR insignia consisting of a British lion embracing a flanged wheel.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) With the distinctive visibility flash on their front ends, three sets of Metro-Cammells are seen at Darlington diesel depot on May 13th 1962. The addition of the ‘V’ warning flash has completely altered the front-end appearance, yet the Metro-Cammell style is quite unmistakable with the distinctive raked back fronts and the centre band of lining running between the bright aluminium windows on the bodyside. Later to become TOPS Class 101/102, the fleet was an amalgam of several batches of basically similar railcars ordered over a four year period. The modification included the provision of a roller blind route headcode panel beneath the cab windows. and on later batches a 4-panel type at roof level. The Metro-Cammells are joined by one of Cravens dmus with its distinctive two large front windows and destination blind fitted neatly at cantrail level. Both photos © IS Carr 

(Below) The Middleton-in-Teesdale branch was once dominated by NER Class A8 tanks before the introduction of Birmingham Railway Carriage & Wagon Co 3-car dmus (later TOPS Class 104) in 1960. A 3-car set awaits departure from the terminus on the Barnard Castle and Darlington service in June 1960. The Middleton-in-Teesdale branch diverged from the Penrith-Darlington line that ran via Kirby Stephen and Stainmore Summit across the Pennines.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) Another Birmingham Railway Carriage & Wagon Co 3-car set is seen at Prestbury with a train for Macclesfield Central on August 6th 1960. Photo © ER MortenMorten                            

(Below) By the early Sixties the dmu programme was well advanced, but it would take a few years before the new stock was introduced in the Cumberland area. On August 14th 1963, intrepid railway photographer, Ian S Carr returned to the Lake District to update his collection with a shot of two early 'Derby Lightweights' standing side-by-side at Bassenthwaite Lake station, situated on the very shores of the lake (the main station building also functioned as a rural post office). The diesel units now carry a small rectangular warning panel and the yellow diamond coupling code symbol has been added above the buffer beams. The two platforms at Bassenthwaite Lake provided a passing loop for the single line section west of Keswick, but this fell victim to the Beeching axe on April 16th 1966, and the Penrith-Keswick line became a dead-end branch. In some cases, the Minister of Transport showed some leniency to curb the excesses of the Beeching Plan by approving only partial closure of a line, but it wasn't until the 1970s that we saw a more tolerant attitude towards socially useful lines. By then it was too late, because once the Genie was let out of the bottle, it could not be forced back in, as there was no machinery in place to reverse a closure notice which had already been approved by the Minister of Transport. So in spite of the savings from singling the line (and the replacement of the elderly 1955 units with modern Class 108 dmus in 1969) the reprieve for Keswick residents was short-lived and the Penrith-Keswick section finally gave way to closure on March 6th 1972. Photo © IS Carr 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) The basic premise of diesel multiple unit (dmu) operation is that the engines of several

railcars can be coupled together to meet varying traffic needs, therefore the power available becomes proportional to the length of the train. However, as the new diesel programme progressed, different types of transmission were introduced and many of the first-generation dmus became incompatable and unable to work in multiple with each other. As a result, the control systems were colour-coded so that jumper leads could not be connected in error. In all, five transmission codes were introduced: Red Triangle, Yellow Diamond, White Circle, Orange Star, and Blue Square – the latter being the most common category covering 3,206 vehicles out of the fleet of 3,810 dmus. With the Blue Square symbol visible above the two buffers, a mixed combination of Derby and Metro-Cammell twin sets, make up a Harrogate-Leeds train near Wortley Junction. Photo © D Hey

(Below) Fast forward twenty-odd years, and we see a similar combination of both Derby and Metro-Cammell units emerging from Thackley Tunnel on the Skipton-Leeds service in July 1981. By this time, the first generation dmus (built to designs conceived during the 1950s) were well past their best, yet they continued to put in sterling service. In 1975 BR introduced a refurbishing programme, including repainting, improved heating and ventilation, soundproofing and general improvements to the interior. The treatment may well have been tangible proof of the worthiness of the old stock, yet it served to underline the need for more modern vehicles. In 1984, BR embarked on a programme of almost total replacement of its existing fleet, with the introduction of the second-generation dmus, including the new Class 14X 'Pacer' and Class 15X 'Sprinter' types. Photo ©  D Hey

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above-Below) Introduced in 1960, the Birmingham Railway & Carriage Co (TOPS Class 110) dmus were built for the steeply graded Calder Valley line across the Pennines. The 3-car sets were powered by two 6-cylinder engines in order to gain the additional horsepower necessary to maintain the tight point-to-point schedules. By January 1962, the Leeds-Bradford-Manchester route was served by an hourly service with some trains running throughout between Harrogate and Liverpool. Sporting its original livery with 'speed whiskers' on the front end, a Harrogate-Liverpool 3-car unit crosses Kirkstall Viaduct, Leeds on 27 July 1961. A prominent feature of the BRCW dmus was their 4-panel route indicator boxes moulded as an integral part of the glass fibre roof canopy. Here the destination blind displays Manchester, as a 3-car unit (now adorned with white roof and rectangular yellow warning panel) passes the same spot in July 1962. (Below) A 6-car set for Liverpool Exchange emerges from Bramhope Tunnel in June 1962. All: © D Hey

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) Off the beaten track! A 3-car Calder Valley set passes Beeston Junction heading towards Leeds in August 1963. The weed-ridden track on either side of the main line was once the start the fly-over junction for the Batley branch which closed in 1951.  Photo © D Hey

(Below) The Swindon-built Trans-Pennine (TOPS Class 124) InterCity units were a stylish addition to the BR fleet. The service began on January 2nd 1961 between Hull and Liverpool, with 6 trains each way daily via the Standedge route. Their power/weight ratio made possible substantial acceleration of the Trans-Pennine service, though this Hull-bound set will struggle to keep to time having been held at signals due to snow clearing operations during the artic winter in January 1963. Photo © JR Carter.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) The introduction of the Inter-City Trans-Pennine units (the 'Intercity' name was hyphenated in those days) between Hull and Liverpool gave the Trans-Pennine route a new lease of life. The Swindon-built 6-car sets (including a griddle car) had four power cars fitted with Leyland Albion 230hp engines, which provided a formidable 1,840 horse power for the steeply-graded route across the Pennines. The fleet was relatively trouble free, except for a period during 1964 when a number of failures occurred on the powered vehicles. As a consequence, several units lost their driving motor composites which were substituted by a twin dmu set, or a single Metro-Cammell gangwayed to the rest of the train. Here, the 3-45pm Leeds-Liverpool is made up of a mishmash of 7 cars, and is seen climbing the 1 in 52 gradient from the flyover junction at Farnley, Leeds on 29 August 1964. Photo © M Mitchell                  

(Below) The 6-car Trans-Pennine units were allocated to Neville Hill brand new, but spent the remainder of the working lives at Hull Botanic Gardens. A total running time of 163 minutes was introduced on the 127.7 mile route between Hull and Liverpool - an average speed of 47mph, including stops at Brough, Selby, Leeds, Huddersfield, Manchester and Earlstown Junction. The cross-country service was switched to the steeply-graded Heckmondwike-loop line between Leeds and Huddersfield, which involved a climb of 3½ miles at 1in 70 through Gildersome Tunnel. Here, the 12.10pm Hull-Liverpool climbs to the summit at Birstall on 16 July 1963. Photo © M Mitchell

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) In 1979, the Trans-Pennine service was restructured with hourly trains composed of air braked-electrically heated Mk2 coaching stock, and the elderly Class 124s were relegated to the south Trans-Pennine route from Hull to Manchester via Doncaster and Sheffield. A distinctive feature of the Trans-Pennine sets was the use of a glass-reinforced plastic for the wrap round windows on their driving car ends, seen here as a westbound Class 124 slows for the Selby stop in July 1981.

(Below) In their final years the Trans-Pennine units were made up of original vehicles, later designated Class 124, together with Class 123s drafted from the WR. Mixed formations were regularly used, however the provision of gangway connections on Swindon’s Class 123s gave them an altogether untidy appearance to the front ends. Framed by an aged semaphore, a 4-car set approaches Gilberdyke on August 1st 1983. Following rationalisation of the quadrified track between Melton and Gilberdyke, the slow line signals were removed and the subsequent imbalance on posts required considerable auxiliary guy-wire supports. Photos © D Hey

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) In 1981, the decline of the Settle-Carlisle line as a major rail artery culminated with the rerouting of the scheduled Nottingham-Glasgow expresses via the Hope valley line leaving only a modicum of freight, together with two daily passenger services in each direction between Leeds and Carlisle. This clearly revealed BR’s intentions to close the line, though it wasn’t until 1983 that the rumour was confirmed. The inadequacies of the service attracted unfavourable attention, and BR introduced the elderly Trans-Pennine sets to provide a fast connecting service from West Yorkshire to west Scotland via the WCML at Lancaster. Here, the 10.35 Leeds-Morecambe accelerates from Settle junction in August 1983. Alas, in less than a year, having plied the arduous cross-country routes across the Pennines for a quarter of a century, the entire fleet was withdrawn in May 1984 and none have been preserved. Photos © D Hey

(Below) As for the changeover to WR dmu services? With the rank and file of steam classes in rapid decline, it became increasingly difficult for the operating department to find a suitable steam locomotive with a power classification relative to its train formation; either being too heavy or too light for the purpose. The diesel multiple units offered a practical solution to this problem as the engines of several railcars could be coupled together to meet varying traffic needs, therefore the power available became proportional to the length of the train. In the case of the Swindon-built Class 126s, however, pragmatism - rather than aesthetics - was the main item on the agenda, for the 70mph Inter-city units were not the best looking vehicles. Powered by two AEC 150hp engines, the 3-car sets had two front ends - a full-width cab and a half-cab incorporating a central gangway connection which allowed through access within a 6-car set. Prior to commencing service in Scotland, the first six 3-car sets were introduced on the WR’s Birmingham-Cardiff-Swansea service in June 1957, the usual formation being comprised of six cars with the two gangwayed trailers coupled together in the centre of the train. Sporting a ’V’ chevron on the front-end, a 3-car set arrives at Gloucester. Photo © EA Wood collection.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Above) Despite the economies the new dmus brought, many branch line closures could not be prevented. This included the former LSW’s Sidmouth branch on the Devon coast which was dieselised in November 1963, but succumbed to the Beeching axe in March 1967. Here a pair of Derby Class 108 dmus occupy the single platform - the one on the left retains its 2-character train description panel beneath the driving cab windows and a small destination panel in the cab roof, whilst the newer vehicle from 1960 onwards (right) has been modified with a 4-panel route indicator box moulded as an integral part of the roof canopy and the destination panel relocated aboye the central cab window. Here the 4-character train description blind displays 2C55, as a 2-car unit - sporting a white cab roof - awaits departure in May 1964. Photo © EA Wood collection. 

(Below) Following the introduction of the Hendon-Glasgow 'Condor' freight service and the commencement of the Midland Pullman on July 4th 1960, the blue riband for the fastest freight and passenger train went to the London Midland Region's Central Line. As it turned out, the Midland Pullman was not far removed from the HST consisting of two six-coach sets with streamlined power cars, two kitchen cars and two parlour cars, providing 132 1st class seats. Surprisingly, the traditional umber and cream livery of previous Pullman stock was not adopted. Instead, the new Pullman was painted in a striking Nanking blue and white livery with the fine fuedal Pullman coat of arms applied to the nose ends. The luxury trains were air-conditioned, sound proofed and thermally insulated, with double glazed windows and wall-to-wall carpeting in the traditional Pullman style of open saloons, which included airline-style seats and fixed tables. The prestigious Midland Pullman service left Manchester Central at 8.50 and completed the 190 miles to St Pancras in 194 minutes, including a stop at Cheadle Heath. On the first day of service the 'up' train passes Great Rocks Junction on July 4th 1960. Photo  © ER Morten

 

  

(Above) Following completion of WCML electrification, an entirely new passenger service came into operation between Manchester Picadilly and Euston - the fastest train taking only 2hrs 35 minutes for the 189 miles at an average speed of 73mph. By March 1967 the Midland Pullman was rendered surplus to requirments and the two 6-car sets joined the Western Region's three 8-car sets for use on the Paddington-Bristol and Paddington-Wolverhampton routes. With the sun-visor fully extended, the 'up' train makes a fine sight sweeping through Millers Dale station in August 1961. Photo © ER Morten.