M56182 (ADB977554)

M56182 is the only surviving Class 104 Driving Trailer Composite Lavatory (DTCL). It was introduced in 1958 as part of a batch of 15 two car sets for British Railways. Ten sets were for the London Midland Region (which was also supplied with 56 3-car sets), the remaining five heading for the Eastern Region (also supplied with 26 4-car sets). M56182 entered service with Driving Motor Brake Second M50539, which was unfortunately later scrapped. M56182 weighs 24.5 tons and seats 12 first class and 54 second class passengers in three saloons. Two passenger “vestibules” separate the saloons with passengers exiting the vehicle through four exterior doors. Additional doors are located in the drivers cab. A toilet is included at the back of the rear saloon. The vehicle is a unique Class 104 in that it has a driving cab fitted but no Leyland 680 diesel engines or transmissions. Standard control systems enable M56182 to operate in multiple with other DMUs that carry the “Blue Square” coupling code, the most common of the multiple working types.

M56182 entered service in the North West in April 1958, which at that time was receiving a number of new DMU sets that were being delivered as a result of the 1955 “Modernisation Plan”. The Class 104 2-car sets proved versatile replacements for previously steam hauled secondary & branch line services in the area, and M56182 would have worked many of the routes around Manchester, particularly the Manchester-Buxton line, which was to have an association with the Class for years to come. Stoke-on-Trent, Derby, Crewe, Birmingham and Manchester suburban route would also have been covered.

Around 1960, the short lived light green livery that M50517 was delivered in was replaced by the more conventional BR green that was to last much longer. M50517 continued to work around the North West routes it was designed for throughout the 1960’s & 1970’s. During this time, British Railways’ policy resulted in the vehicle losing its lined green livery in favour of all over blue. This was also the start of the BR’s DMU refurbishment program. Although Class 104’s were never selected for proper investment and full refurbishment (unlike other more common classes such as 101 & 108) most vehicles went through a major overhaul, which included the removal of the original asbestos insulation and front end changes which were to change the character of the vehicle, the two character headcode box under the centre window being plated over. The introduction of the TOPS classification system in the 1970’s also resulted in M56182 being renumbered M54182, so that the vehicle’s number did not clash with Class 56 Diesel Locomotive 56182.

The early 1980’s were to see M54182 transferred away from its North West home south to the London area, where it was operating the lines that had not been electrified. Working a poor area of the BR network during a time of underinvestment, added to the fact the vehicle was now over twenty years old, took its toll and reliability of all the units left much to be desired. The vehicle was moved around several times paired with many different vehicles as maintenance dictated. M54182 (based at Bletchley) was even noted working with DMBS M53437 from Cricklewood depot, a pairing which could one day be recreated, as M53437 is also now preserved at the CVR. M54182 was noted as working around London between 1981 & 1986. However as first generation DMUs were being replaced by modern sprinter units only power cars were being selected to run to the end. M56182, being a trailer, would be slowing services down so it was taken back to the North West in 1987 where it was dumped at Buxton, having operated its last passenger train. 53539, M56182’s original partner, was also in London and survived until the very end of Class 104 operations in 1992 as a Network SouthEast refurbished DMBS. Unfortunately it was unable to be saved to form an original formation. It was stripped bare at Margam in 1995 for the preserved vehicles, many parts (now in M50455 & M50517) still having 53539 stamped on them!

With the privatisation of British Rail, the unit passed to Railfreight Coal sector, where an unsuccessful attempt to purchase it was made by Kevin Dowd and Rob Simpson, the owners of the only 12 class 104s in preservation, all the others (except M56182) having been cut up by this time. The unit then passed to Transrail, who again refused to sell it, until in May 1997 a sale was eventually agreed with Railtrack. The unit was, by now, stored at the side of Buxton TMD, and in May 1998 some painting & weather sealing of the unit was done for a proposed move to Barrow Hill roundhouse. This fell through, and the unit remained stored along with several internal user vehicles. Following complaints from local residents about the unit being used as a static discotheque by the local youngsters, the saloon doors were chained up and the one with the broken droplight that was being used for entry was boarded up. Late May 1999 saw Rob and Kevin apply some blue paint to disguise the graffiti, and by 2000, preparations were being made to move the last 104 off the national rail network.

The week before the move saw various people rushing about to try to get some 104/110 lifting lugs (loaned by Graham Thornton) test fitted and certified. On a typical Buxton (rainy) day, the unit's interior was cleared of rubbish. Three bin bags were filled with lager cans, bottles, audio tapes, a sleeping bag, and a pair of ladies (?) tights. We took care with the clearing out, as we suspected there might be used needles present, but in the event none were found. On the outside, the lifting lug holes were cleaned out ready for the brackets and pins, and the windows were protected with plastic to prevent any more breakages. The unit had been shunted in front of the shed doors and in less than a week two of the large saloon windows had been smashed. Sunday June 4th was the day of the move, with a total possession of the station area, the Crewe breakdown train hauled by 66073, and 08599 provided from Peak Forest. The two internal user tanks went first and by mid-morning the two ex-LMS coaches (ADM 395480 and ADM395919) had been craned onto low loaders for the journey to Booth's scrap yard at Rotherham. This then left the snowplough (ADB965222) which was dumped at the back of the station staff car park, and then M56182 was ready to be lifted. Round about this time, the nose of one of the lifting lugs was found to be slightly bent and would not fit the unit properly, so a decision to sling the coach with its bogies was taken. At this point a loud bang was heard as a piece of protective packing fell out from the bodyside, as the crane took the strain. The unit was then lifted about ten feet into the air, swung round, and there it stayed for almost two hours, gently swinging in the breeze until the low loader from Engineering Services arrived, just before

Having arrived at Kingsley & Froghall, the vehicle was off loaded with instructions as to which way round it should face, and later tripped to Oakamoor (via Consall, with some other stock) for storage. M56182 became the sixth class 104 vehicle on the CVR and joined the restoration "queue". With the restoration of M50455 & M50517 still four years away from completion, restoration of this vehicle was not a practical idea at the time. Eight years of storage followed with the vehicle being sheeted up around 2005/2006 to protect it from some of the elements. It was briefly unsheeted to be displayed in "as withdrawn" condition for the 2007 Scenic Railcar Weekend before being sheeted up again until August 2008 where it was selected for a special return to service.

After running at the gala, and with no suitable place for display, ADB977554 has returned to Oakamoor for storage. It will remain there until selected for restoration, but we hope it could make further appearances at future galas.

The vehicle is currently stored at Oakamoor Sand Sidings. However its good condition (compared with the others!) makes it a likely choice for a return to service when time/volunteers allow. In the short term after restoration it would be formed with a powered DMBS vehicle to form a second operational set, vestibule walls and seats etc. having been salvaged from (scrapped) 53470 for this eventuality, and when finished, will be the only BRCW 2-car power/trailer set in preservation. Longer term, the intention is for M56182 to run with M50455.