1450 with an autocoach, at Bampton, 1963.

'Auto trains' were a familiar sight on branch lines and short-distance secondary services throughout the GWR system, including Cheltenham-Honeybourne trains.

Their special feature is that the train can be driven from either the locomotive when the locomotive is leading, or from a driving compartment at the front of the coach, or auto trailer, when the locomotive is propelling. Thus the formation can spend the day without the need for running round at the end of each trip, saving a lot of time. To achieve this, apart from the usual coupling, vacuum hose and steam heat pipe there are connections for the regulator, whistle and electrical connection for the ATC signal warning system. In the driving compartment of the coach are a regulator control connected to the locomotive's regulator via a system of rods and bars, the whistle chain, ATC warning bell and a vacuum brake.

However, when driving in this position, the driver could not restore vacuum or operate the reverser, relying on the fireman, who remains on the locomotive at all times, to perform these functions and keep an eye on the lubricator as well as his usual duties. Up to four coaches could be connected in this manner - with the locomotive sandwiched between them.

When 1450 and 5542 visit during May / June, together with the auto trailer, we expect to work the combination in this manner - although we will have a driver at each end of the train to ensure effective operation and maximum safety. Locomotives which were auto fitted included 14xx 0-4-2T, 4575 2-6-2T and 54xx 0-6-0PT.

The Great Western was not the only railway to operate in this manner. More commonly known as 'push-pull' working, all regions operated such services to a greater or lesser extent. Locomotive classes on the other 'big four' companies with some or all individuals so fitted included:

• Southern: D3, H, M7, O2, P, R and R1.
• London Midland & Scottish: 2P and 2MT.
• London & North Eastern: F3, G5, C12, C13, C15 and N5