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Southern Region’s
4 LAV UNITS
4-car Lavatory Units

 

Brighton Line Electrification

During 1930 the Southern Railway announced plans to electrify the first of its main lines to the coast with a scheme to convert the lines from Coulsdon (the limit of the existing suburban electrification) to Brighton and Worthing. This would also include the line from Redhill to Reigate, the ‘Quarry Line’ (avoiding Redhill) and the direct line from Brighton to Hove. The cost of the scheme was estimated at £2,700,000, of which £2,000,000 came from the Government following the abolition of Railway Passenger Duty on the condition it was used for improvement works and to alleviate unemployment.

The plans embraced the electrification of 162½ track miles, installation of cabling and eighteen electrical substations, resignalling of the lines from Coulsdon via the Quarry Line to Brighton with multiple aspect colour light signals, conversion of a paint shop at Brighton into a 12-road Inspection Shed (Lovers Walk depot) and the erection of a three road carriage shed at West Worthing.

The station at Haywards Heath was to be completely rebuilt and the track layout from there to Copyhold Jct. (1¼ miles north) altered to have the four tracks paired by direction. There was also other track layout alterations/simplifications at many stations, including Redhill, Three Bridges & Brighton and two new signalboxes were built; one at the north end of Redhill (‘A’ box) and the other at Brighton. On the main line many existing boxes were re-equipped to control the new signalling and twenty-two others were abolished.

In addition it was also planned to work all the electric trains with multiple unit formations and (as the retention of Pullman Cars was desired) some of the units would include Pullman cars.

Work commenced during 1931, the new signalling being installed rapidly with the first section from Coulsdon North to Three Bridges being brought into use during June 1932; the whole line to Brighton was resignalled by October 1932.

Power for the new trains was taken from the National Grid at South Croydon, Three Bridges and Fishersgate and the eighteen substations were unmanned and remotely controlled from a new control room at Three Bridges. Between each pair of substations a track-paralleling hut was also provided and the system was designed so that two substations could cover the work of three during fault conditions or maintenance work.

 

1933 Brighton Line Electric Service

The first public electric trains commenced running to Three Bridges and Reigate from 17th July 1932, whilst trial trips through to Brighton began from 2nd November 1932 ahead of the official launch on 30th December. The full electric timetable came into operation from 1st January 1933 with a lavish service compared with what had been provided previously.

The new service provided six trains per hour each way on the main line and a fifteen-minute frequency between Brighton and West Worthing. Two fast trains each hour (one to Brighton, the other to West Worthing) were provided with Pullman cars and worked by six car units with one Pullman coach (6 PUL) whilst three Brighton fasts per day each way were ‘all-Pullman’ and worked by five car units (5 BEL). The remaining trains, two each from Victoria and London Bridge to Brighton, one of each being semi-fast, the other calling at all stations south of Purley, were worked by four car units designated 4 LAV. Two of these services detached a unit at Redhill for Reigate. There were suitable enhancements to the timetable to cater for the morning and evening business periods, some of the fast trains having units with a higher proportion of first class seating (6 CITY units).

These new trains had a higher standard of accommodation than the previous suburban stock which had all passenger accommodation in full width compartments (with the exception of a few two car units used on the South London and Wimbledon - West Croydon shuttles which had side corridors). The stock for the ‘fast’ trains which had refreshment facilities was gangwayed throughout each unit so all passengers had access to the Pullman car. The stock for the semi-fast trains however was more similar to the suburban units, three of the four coaches having all accommodation in compartments, only one of the trailer coaches having a side corridor allowing access to the lavatories at each end, and none of the coaches were gangwayed.

 

4 LAV Units (1930 order)

For the newly extended electrification to Reigate and Brighton (initially to Three Bridges), the Southern Railway ordered forty 4-car units to cover the semi-fast and stopping services on the Brighton line, order No. HO 569 dated 16th May 1930. This order was later reduced to thirty three units when plans to run semi-fast trains to Worthing were amended, and these duly appeared as 4 LAV units Nos. 1921 ‑ 1953, units 1921 ‑ 1940 being delivered between July and October 1931 whilst the remainder arrived in 1932. Some of the underframes already constructed for the last seven units were used instead for three coach suburban units 1795 ‑ 1801. The 4 LAV units were renumbered to 2921 ‑ 2953 from January 1937.

The units were constructed in 1931/2 at Eastleigh on standard SR 62' 0" underframes from Lancing, the bodies being steel panelling fitted to a hardwood timber framing. Body design followed the then current Maunsell style with curved bodysides flattened at the outer ends of each motor coach in the area of the guard's brake and motorman's cab, though the usual side duckets fitted to the guard's brake were replaced by an innovation of a periscope to enable the guard to see the line ahead from his seat. Roofs were slatted timber covered with canvas except above cab ends where the dome was sheet metal.

Droplights were mounted in timber frames with a sprung bar operated by a small leather tab to control the amount of opening required and there were ventilation louvres provided in the door above each droplight.

Units were close coupled within the unit with the standard suburban centre buffer and three-link chain arrangement with the usual central drawhook and side buffers provided on cab ends. The corridor trailer had a centre buffer at both ends; the non-corridor trailer had a buffer at the third class end and a rubbing plate at the first class end whilst both motor coaches had rubbing plates.

The first units were delivered by early summer of 1932 and run-in on the Guildford via Cobham line until required for the first stage of the Brighton line electrification scheme as far as Reigate /Three Bridges from 17th July 1932. One unit was damaged in an accident at Three Bridges on 28th January 1933 when a unit hit the rear of a goods train north of the station (one motor coach quite badly) but it was quickly repaired.

Each unit consisted of two motor coaches flanking two trailer composites, the first class sections being marshalled against one another in the middle of the unit and the side corridor was offside when the adjacent motor coach was leading in direction of travel. The total seating capacity of the units was therefore 70 first and 204 third, and they weighed 139 tons.

In later years, three of the first class compartments in the non-corridor trailer were downgraded to third, altering the seating in this coach to 16 first and 70 third, and the unit total to 46 first and 234 third. The units were originally equipped with MV339 motors and MV electro-magnetic control gear, but the motors were subsequently replaced by EE339 ones in the early 1950s.

The units were equipped with the Westinghouse automatic air brake and ‘1936 type’ electrical equipment making them compatible with other ‘1936 type’ units of 2 BIL, 2 HAL, 2 NOL and 3 and 4 SUB, but not the Brighton ‘Express Stock’ of 6 PUL, 6 PAN and later 4 COR, 4 RES and 4 BUF stock.

 

Motor Coaches (Diag. 2106)

The seven compartment motor coaches seated 70 third class passengers. At the outer end was the motorman's compartment, entered by an inwards opening cab door, this being 9' 1" deep due to electrical equipment, control gear being electro-magnetic as in suburban units, Beyond was the guard's brake which had a pair of outwards opening double doors on each side and was 8' 9" wide (the coach body was narrower and flatter along these sections).

The seven compartments were all 6' 3" wide and each seated 10 with armrests dividing the seating into two‑onetwo aside, all compartments having access doors on both sides. The compartment adjacent to the guard's van was designated for ladies only. Smoking was permitted in the three compartments adjacent to the Guard's compartment and in the two compartments at the opposite end of the coach.

This coach was 62' 6" long and weighed 41 tons, the SR diagram number for these vehicles being 2106.

 

Corridor Composite (Diag. 2306)

The corridor composite trailer (diagram No. 2306) had a lavatory at each end and five first class compartments each 7' 1¾ wide seating 6, and three second class compartments 6' 3" wide each seating 8, giving a total of 30 first and 24 third class seats.

The compartments were divided from the corridor by a double sliding door; a feature also found in the trailers of the 6 PUL units built concurrently for the express services. On the corridor side, the side windows were carried right up to roof line level as on contemporary Maunsell steam stock.

When new, a fixed partition divided the 1st and 3rd class sections of the corridor, these later being removed during overhauls at Lancing from 1957 (although traces of them remained) and the diagram number was amended to 2306A.

Each compartment had an access door on the non-corridor side; there being six along the corridor side, four opposite the partitions of the first class compartments, two opposite the partitions of the second class compartments, giving an uneven spacing along the bodyside with an intervening L/S/L between each door (two by the former partition).

Smoking was allowed in four of the five first class compartments and the two third class compartments at the end of the coach.

This trailer was 62' 0" long and weighed 29 tons.

 

Non-corridor Composite (Dia. 2305)

The non-corridor trailer (diagram no. 2305) consisted of five first and four third class compartments giving a total seating capacity of 40 first and 40 third class passengers; seating in first class being four-aside, that in third being five-aside, again arranged as two-one-two divided by the armrests. First class compartments were 7' 2¾" wide whilst the thirds were 6' 3" wide.

Smoking was allowed in the three first class compartments at one end of the coach and two thirds at the other.

This trailer was 62' 0" long and weighed 28 tons.   

 

Route Restrictions

The units were ‘Restriction 4’ in SR route availability parlance (as was all subsequent built SR EMU stock) and were 256' 11" long overall. These units, along with the contemporary main line corridor and Pullman stock built for the Brighton line electrification were wider than the suburban stock built hitherto,;being 8' 9" wide over bodywork. The existing suburban stock was mostly about 8' 0¾" wide over bodywork, though there were slight variations between batches.

Many units were slightly wider over the guard's lookout duckets (9' 0" wide over stepboards) but units to these basic dimensions were virtually unrestricted over the whole of the suburban area electrified network. The new stock built to ‘Main Line’ dimensions were initially cleared to work over all the main line routes electrified in 1933 and 1935.

They were not permitted to run between Gipsy Hill and Crystal Palace (Low Level) and were authorised over various routes to Peckham Rye depot (direct from Battersea Park, from Balham via Tulse Hill and from Victoria to Tulse Hill via Herne Hill).

The 4 LAVe units were also cleared between London Bridge and Charing Cross (direct), between Selhurst and Norwood Jct. and (to give access to the depot at Slades Green) were cleared to run empty from London Bridge to Slades Green via Bexleyheath or via Sidcup and Dartford although roofboards (where fitted) had to be removed if the Sidcup route was used.

Following clearance improvement in Crystal Palace tunnel the units were later cleared to run this way from July 1938.

 

4 LAV ‘Bulleid 1939’ Units (1938 order)

Two further 4 LAV units were ordered in 1938 as additional stock. They were identical in internal layout to the earlier sets, but the external appearance was changed, and closely resembled the 2 HAL units also being built at this time. Each compartment was 1/8" wider as the partitions were 7/8" thick as opposed to 1" thick in the original sets. They were equipped with EE339 motors and electro-pneumatic control gear from new, and were heavier than the older sets at just over 146 tons. (Motors 43 tons 11cwt, Corridor Third 30 tons and Compartment. Third 29 tons).

Ordered to H.O. 1057 dated 28th November 1938 these units were numbered 2954 and 2955, being delivered in February and May 1940 in a new, lighter rather ‘brownish’ green livery (the original units all being in SR dark green).

 

Maintenance

The 4 LAV units were based at Lovers Walk depot at Brighton for routine maintenance, the bulk of their workings being on the Brighton line to both Victoria and London Bridge. However, there were a few diagrams along the coastal lines to Hastings and Littlehampton (also from Three Bridges to Horsham) whilst a pair of units worked at late evening service from London Bridge to Dartford (returning early the following day); this being to assist with transfer of units to and from Slade Green depot where bogie and electrical overhauls were carried out.

Most major bodywork attention was dealt with at Lancing works and the units also visited Peckham Rye Shops, later Selhurst Repair Shop from time to time for unscheduled repairs. Eastleigh took over following the closure of Lancing works.

 

Livery

From January 1939 all units started appearing in green livery; this being a plainer version of their first livery with block figures on doors for class markings rather than lettering (unit 2953 being the first so treated).

After 1941 overhauled units were painted into the lighter ‘malachite’ green and this changed again from 1956/57 to a slightly darker ‘Southern Region’ green.

Third Class was reclassified as Second Class from June 1956 and following this the vehicles were reclassified, the Motor Brake Thirds (MBT) becoming Motor Brake Seconds (MBS) etc.

Units gained yellow warning panels on cab ends from about 1964 and two-tone warning horns replaced their whistles from about this time also, unit 2928 being the first so fitted in July 1963. Yellow cantrail markings for first class were also a later livery alteration.

Units 2921 /2931 and 2950 gained full yellow ends (those on 2950 wrapping round onto the bodysides back to the leading edge of the driver's door) but no units were repainted into BR blue livery.

 

In Service

These units remained in service on the Brighton line for 35 years, rarely straying onto other routes, though at times of disruption as in the snows of early 1964 when unit 2951 worked between Waterloo and Alton they could occasionally be found elsewhere.

The bulk of the 4 LAV units were withdrawn by June 1968 although six units (2923 /2924 /2928 /2939/ 2949/ 2950) lasted into 1969, the last workings believed to have been during week ending 22nd February 1969 with all officially withdrawn on 5th April 1969.

Unit 2949 spent a few days working on the SWD in July 1968; certainly reaching Reading.

Most units remained in their original formations until withdrawal, though a few were reformed as a result of accident damage.

4 VEP units 7721 ‑ 7755 were ordered to replace the 4 LAV units although owing to the formation of the 8 VAB unit, six 4 LAV units were retained in service into 1969; these finally being replaced by 4 VEP units 7756 ‑ 7759 from the next batch delivered.

The motor coaches of the ‘1939’ units were retained in departmental service on their withdrawal. Only the two ‘1939’ units were allocated electrical codes.

Withdrawn units were stored for a short while, often at Blackheath and Plumstead and electrical equipment was stripped at Slade Green prior to sale for disposal.

 

Unit Formations

Unit formations were as follows with the completion date shown below the unit number, delivery to SR date and coach type (letter code) being shown below the number:

 

Unit

MBT

TCK

TC

MBS

Wdn

Scrap

Diag. No.
Code

2106
None

2306A
None

2305
None

2106
None

 

 

2921

10501

12002

11501

10502

13-Jan-68

Mar-68 N

2922

10503

12004

11502

10504

1-Jun-68

Dec-68 S

2923

10505

12013

11517

10506

5-Apr-69

Jul-69 N

2924

10507

12005

11506

10508

5-Apr-69

Jul-69 N

2925

10510

12003

11510

10509

18-May-68

Oct-68 S

2926

10511
10764
1
10541

12001
10359 2

11509

10512

9-Mar-68

May-69 K

2927

10513

12006

11504

10514

24-Feb-68

Apr-68 N

2928

10515

12012

11508

10516

5-Apr-69

Aug-69 A

2929

10517
10536
10517

12007

11503

10518

13-Jan-68

Sep-68 A

2930

10519
12842 3

12008

11518

10520

24-Feb-68

Sep-68 N

2931

10521

12020

11520

10522

24-Feb-68

May-68 N

2932

10523
10939 4

12010

11507

10524
10940 5

13-Jan-68

May-68 N

2933

10525

12016

11516

10526

15-Jun-68

Nov-68 S

2934

10527

12011

11514

10528

13-Jan-68

May-68 N

2935

10529

12014

11513

10530

13-Jan-68

Oct-68 K

2936

10531

12019

11515

10532

9-Mar-68

Nov-68 A

2937

10533

12009

11519

10534

1-Jun-68

Dec-68 S

2938

10535
10574
6
10535

12017

11511

10536
10517
10536

13-Jan-68

May-68 N

2939

10537

12015

11505

10538

5-Apr-69

Jul-69 A

2940

10539

12018

11512

10540

24-Feb-68

Apr-68 N

2941

10542

12021

11521

10541
10764 7
12156 8

24-Oct-67

May-68 N

2942

10544

12022

11522

10543

9-Mar-68

May-68 N

2943

10546

12023

11523

10545
10671 9

18-May-68

Oct-68 S

2944

10547

12024

11524

10548

18-May-68

Oct-68 S

2945

10550

12025

11525

10549

13-Jan-68

Oct-68 K

2946

10551

12026

11526

10552

9-Mar-68

Oct-68 K

2947

10554

12027

11527

10553

18-May-68

Oct-68 S

2948

10556

12028

11528

10555

20-Apr-68

Nov-68 S

2949

10558

12029

11529

10557

5-Apr-69

Aug-69 R

2950

10560

12030

11530

10559

5-Apr-69

Aug-69 R

2951

10562

12031

11531

10561

18-5-68

11-68 S

2952

10563

12032

11532

10564

9-Mar-68

Sep-68 A

2953

10566

12033

11533

10565

13-Jan-68

Mar-68 N

 

 

 

 

 

 

 

Bulleid ‘1939 type’ units

Unit

MBT

TCK

TC

MBS

Wdn

Scrap

Diag. No.
Code

2106
CD

2306A
DH

2305
DJ

2106
CD

 

 

2954

10497

11999

11534

10498

May-68

See notes

2955

10500

12000

11535

10499

15-Jun-68

See notes

 

 

 

 

 

 

 

 

Notes

 

Key letter codes for scrap dealers

#1

2 HAL MBT diagram 2116.

A

Armytage Ltd, Sheepbridge.

#2

4 SUB TS diagram 2013.

C

G. Cohen, Kettering.

#3

2 HAL DTC diagram 2702.

K

A. King & Son Ltd, Wymondham.

#4

4 SUB MBS diagram 2119.

L

Lancing Works.

#5

4 SUB MBS diagram 2119.

N

J. Cashmore Ltd, Newport.

#6

2 BIL MBT diagram 2115.

R

P Wood at Slag Reduction, Ickles.

#7

2 HAL MBS diagram 2116

S

Steel Breaking & Dismantling, Chesterfield.

#8

2 BIL DTC diagram 2701.

W

T. W. Ward Ltd, Beighton.

#9

2 BIL MBS diagram 2115.

 

 

 

 

Individual Unit Notes

Unit

Notes

2921

TC 12002 modified to diagram 2306A 26‑Apr‑58.

After stripping unit believed stored at Micheldever and moved for scrapping 15‑Mar‑68 from there, trailers 12002 + 11501 formed into 2953 (as 6-car), arriving 18‑Mar‑68 and MBSs 10501 + 10502 arriving 18‑May‑68.

2922

After stripping unit stored at Blackheath and moved for scrapping 7‑Dec‑68 from there.

2923

Unit out of use awaiting damage repairs May‑59, (details unknown).

TC 12013 modified to diagram 2306A 14‑Jun‑58.

Following withdrawal unit stored initially at Lancing prior to stripping at Slade Green, moving there 17‑May‑69. After stripping at Slade Green unit moved to Polegate for storage 7‑Jun‑69, moved for scrapping 12‑Jul‑69.

2924

TC 12005 modified to diagram 2306A 15‑Nov‑58.

Unit fitted with shoebeams on inner bogies of both MBS vehicles in mid‑1962 in connection with shoe wear tests, though later reverted to normal.

After stripping at Slade Green unit moved to Polegate for storage 7‑Jun‑69, moved for scrapping 12‑Jul‑69.

2925

After stripping unit stored (where?) until moved to Sherborne for filming Oct‑68 and on for scrapping 22‑Oct‑68 from there.

2926

Unit damaged in collision with 1770 at South Croydon 24‑Oct‑47 and MBT 10511 wrecked and withdrawn 25‑Oct‑47. Replaced at Lancing from 14‑Feb‑48 by ‘1939 type’ 2 HAL MBT 10764 (ex 2646) after damage repairs, unit now weighing 142 tons.

TC 12001 modified to diagram 2306A 1‑May‑57.

Unit in further converging collision with 2 HAL 2609 at Brighton 19‑Sep‑61 and TCK 12001 badly damaged and withdrawn 11‑Nov‑61; to Newhaven for scrapping 13‑Dec‑61. Remaining three cars of 2926 stored at Hassocks pending sidescrape repairs. TCK 12001 then replaced by 10 Compt. wooden roofed augmentation trailer 10359 (ex 4338). This coach seated 120 second and weighed 28 tons. As a result the seating in the non‑corridor composite was altered back to the original arrangement of 5 first and 4 second class compartments.

2926 now therefore seated 40 first and 300 second, weighed 141 tons and had no lavatory facilities, being sometimes known as ‘the 4 NOL’ unit. It returned to traffic in this form in Oct-62 after repairs at Lancing works with the first class compartments of TC 11509 marked with a yellow cantrail band, the first unit other than the CEP, BEP and HAP classes to be so marked.

Former 2 HAL MBS 10764 removed from unit 24‑Oct‑67, withdrawn 30‑Dec‑67 and later converted to De‑Icing motor DS70269 Jul‑68 for unit 002 at Stewarts Lane. Replaced by 4 LAV MBS 10541 (ex 2941); unit now weighing 138 tons.

Unit withdrawn 9‑Mar‑68 and TS 10359 to Eastleigh 28‑Oct‑68 for C3 overhaul, released 18‑Apr‑69 formed into unit 4369. Remaining three coaches of 2926 stored at Micheldever although MBS 10512 not condemned until 15‑Feb‑69. Unit moved for scrapping 15‑Apr‑69 from Basingstoke formed as 5-car with 4 SUB trailers 10126 (ex 4282) and 12352 (ex 4379) inserted.

2927

After stripping unit moved direct from Slade Green for scrapping 30‑Mar‑68, arriving 1‑Apr‑68.

2928

MBT 10515 exchanged with 10545 (ex 2943) Mar‑53 to Jul‑53.

Following withdrawal unit stored initially at Lancing works prior to stripping at Slade Green, moving there 10‑May‑69. After stripping unit stored at Stewarts Lane until moved to Polegate 17‑Jun‑69 and moved for scrapping 12‑Jul‑69 from there. Arrived in yard 28‑Jul‑69 and cut-up as follows: TC 11508 8‑Aug‑69, MBS 10516 13‑Aug‑69, TCK 12012 18‑Aug‑69 and MBS 10515 22‑Aug‑69.

2929

MBS 10517 damaged at Reigate c.Sep‑57 (collision with 2938?) and temporarily exchanged with 10536 (ex 2938) until c.Sep‑58.

Unit derailed arriving at Victoria 28‑Aug‑63 and in collision with 6 PAN 3024 and MBS 10518 and TC 11503 both damaged; the actual derailment in progress being photographed by railway employee H.G.Hentley and published in the Bratford Barton book ‘Southern Electrics’. Unit to Micheldever 20‑Sep‑63, thence to Eastleigh for repair 30‑Sep‑63 and released 1‑Nov‑63.

After stripping unit stored at Blackheath and moved for scrapping 17‑Aug‑68 from there, arrived in yard 14‑Sep‑68.

2930

MBS 10519 damaged (at Lovers Walk?) and unit withdrawn 24‑Feb‑68 and replaced by damaged 2 HAL DTC 12842 (ex 2688). Unit for stripping at Slade Green then stored at Blackheath and moved for scrapping 31‑Aug‑68, arriving 4‑Sep‑68. MBS 10519 believed scrapped at Lovers Walk by 25‑May‑68.

2931

After stripping unit stored at Barnham and moved for scrapping 27‑Apr‑68 from there, possibly via Micheldever to attach 2932, arriving 6‑May‑68.

2932

Unit damaged at New Cross Gate in 1957 (details unknown).

MBSs 10523 and 10524 both replaced in May‑67 by two 8 Compt ‘all‑steel’ 4 SUB MBSs 10939 and 10940 (ex 4377). These coaches each seated 96 and weighed 43 tons and the unit total was now 46 first and 286 second with an overall weight of 143 tons. The original MBSs were stored, and when 2932 withdrawn 13‑Jan‑68, the 4 SUB vehicles returned to 4377.

After stripping unit stored at Micheldever and moved for scrapping from there, arriving 6‑May‑68.

2933

Unit damaged by V1 explosion near Windmill Bridge Jct. 23‑Jun‑44 but repaired.

TC 12016 modified to diagram 2306A 31‑May‑58.

MBS 10525 fire damaged at Three Bridges 20‑Mar‑62 and repaired at Lancing, temporarily replaced by 10563 (ex 2952 O/O/U) between 13‑Apr‑62 and 1‑May‑62.

Minor damage to MBS 10526 when unit took two roads at Coulsdon North 18‑Nov‑62, lifted at Selhurst.

After stripping unit stored at briefly at Slade Green and moved for scrapping 23‑Nov‑68 from there.

2934

After stripping unit believed stored at Micheldever and moved for scrapping 17‑May‑68 from there, arriving 20‑May‑68.

2935

MBT 10530 damaged by enemy action at Brighton (Lovers Walk) 25‑May‑43 but repaired.

After stripping unit stored at Blackheath and moved for scrapping 21‑Oct‑68 from there.

2936

Unit fitted with experimental ‘beamless’ shoegear for a while early in 1964.

After stripping unit stored at Blackheath and moved for scrapping 17‑Aug‑68 from there. Unit became defective en route and detached at Bedford pending repairs, still there 19‑Oct‑68 but moved forward shortly afterwards and arrived in yard 1‑Nov‑68.

2937

After stripping unit stored at Blackheath and moved for scrapping 7‑Dec‑68 from there.

2938

MBS 10535 temporarily replaced by 2 BIL MBT 10574 (ex 2007) for a period in 1944, (possibly due to war damage) and in this form unit seated 70 first and 190 third and weighed 141 tons.

Unit damaged at Reigate c.Sep‑57 (collision with 2929?) and MBS 10536 temporarily exchanged with damaged 10517 (ex 2929) until c.Sep‑58.

TC 12017 modified to diagram 2306A 7‑Feb‑59.

Unit slightly damaged in collision at New Cross Gate 9‑Sep‑67 and withdrawn 13‑Jan‑68. After stripping unit believed stored at Micheldever and moved for scrapping 1‑May‑68 from there, arriving 3‑May‑68.

2939

Following withdrawal unit stored initially at Lancing prior to stripping at Slade Green, moving there 17‑May‑69. After stripping unit stored at Gatwick moving to Polegate c.5‑Jul‑69 and moved for scrapping 12‑Jul‑69 from there. Arrived in yard 16‑Jul‑69 and cut-up as follows: MBS 10538 26‑Jul‑69, TC 11505 31‑Jul‑69, MBS 10537 2‑Aug‑69 and TCK 12015 5‑Aug‑69.

2940

After stripping unit moved direct from Slade Green for scrapping 30‑Mar‑68, arriving 1‑Apr‑68.

2941

MBS 10541 to unit 2926 24‑Oct‑67. Remainder of 2941 out of use and sent to Hither Green for rerailing exercises [along with MBS 10764 (ex 2926)].

Unit officially withdrawn 13‑Jan‑68 and missing MBS replaced by damaged 2 BIL DTC 12156 (ex 2123) and after stripping unit stored at Micheldever and moved for scrapping from there, both trailers with 2938 1‑May‑68 arriving 3‑May‑68, and 10542 and 12156 with 2934 17‑May‑68 arriving 20‑May‑68.

2942

TC 12022 modified to diagram 2306A 13‑Sep‑58.

After stripping unit stored at Barnham and moved for scrapping 27‑Apr‑68 from there.

2943

MBT 10545 exchanged with 10515 (ex 2928) Mar‑53 to Jul‑53.

MBS 10545 damaged (details unknown) Nov‑66 and unit to Micheldever, unit to Eastleigh 7‑Dec‑66 for C6 overhaul and reform on three coaches, damaged 10545 appears to have been mounted onto underframe of 2 BIL DTC 12138 (ex 2105) and sent from Eastleigh works 13‑Mar‑67 (to Micheldever?). Presume original underframe of 10545 cut‑up at Eastleigh works about Feb-67. This vehicle 10545 returned to Eastleigh 14‑Feb‑68, withdrawn 17‑Feb‑68 and broken-up 23‑Feb-68. Replaced in 2943 by 2 BIL MBS 10671 (ex 2105) and unit released 22‑Feb‑67. Unit now seated 46 first and 216 second and weighed 141 tons.

After stripping unit stored (where?) until moved to Sherborne for filming Oct‑68 and on for scrapping 22‑Oct‑68 from there.

2944

Unit damaged by V1 explosion near Windmill Bridge Jct. 23‑Jun‑44 but repaired.

Unit slightly damaged in collision with 6 PAN 3027 at New Cross Gate c.25‑Sep‑60.

After stripping unit stored at Blackheath and moved for scrapping 26‑Oct‑68 from there.

2945

After stripping unit stored at Blackheath and moved for scrapping 21‑Oct‑68 from there.

2946

Unit fitted with experimental ‘beamless’ shoegear for a while early in 1964.

After stripping unit stored at Blackheath and moved for scrapping 21‑Oct‑68 from there.

2947

Unit damaged by enemy action (date and location unknown) and repaired about 1946.

Unit damaged by fire (possibly at Reigate) c.Oct‑60 and stored at Hassocks from 4‑Nov‑60 pending repairs at Lancing.

MBS 10553 damaged when unit in propelling collision with 2090 in Eastbourne sidings 10‑Jan‑65, to Micheldever for store then repaired at Lancing?

After stripping unit stored at Blackheath and moved for scrapping 26‑Oct‑68 from there.

2948

TC 12028 modified to diagram 2306A 1‑Mar‑58. After stripping unit stored at briefly at Slade Green and moved for scrapping 23‑Nov‑68 from there.

2949

Two coaches roof damaged by enemy machine gun fire near Gatwick 11‑Nov‑40 but repaired.

TC 12029 modified to diagram 2306A 17‑May‑58.

Following withdrawal unit initially stored at Lancing prior to stripping at Slade Green, moving there 10‑May‑69. After stripping unit stored at Stewarts Lane until moved to Polegate 17‑Jun‑69, moving for scrapping 13‑Aug‑69 from there.

2950

Unit damaged by enemy action (location unknown, probably New Cross Gate) Jul‑44. One MBT (which?) part of side blown-out, repaired at Lancing.

After stripping unit moved from Slade Green to Polegate for storage 7‑May‑69 and moved for scrapping 13‑Aug‑69 from there.

2951

TC 12031 modified to diagram 2306A 15‑Mar‑58. After stripping unit stored at briefly at Slade Green and moved for scrapping 23‑Nov‑68 from there.

2952

TC 12032 modified to diagram 2306A 29‑Mar‑58.

Unit damaged in collision with 2033 at Horsham 4‑Feb‑62 and all coaches to Lancing for repair Jun‑62, released 28‑Sep‑62. MBS 10563 temporarily exchanged with damaged 10525 (ex 2933) between 13‑Apr‑62 and 1‑May‑62 prior to repairs to the Horsham mishap.

Unit fitted with experimental shoegear for a while early in 1964, this being similar to the retractable type found on LT ‘R’ stock.

After stripping unit stored at Blackheath and moved for scrapping 17‑Aug‑68 from there, arrived in yard 16‑Sep‑68.

2953

TC 12033 modified to diagram 2306A 22‑Feb‑58.

Unit slightly damaged (details unknown) about Aug-65 and to Eastleigh for repair and overhaul between 13‑Sep‑65 and 1‑Oct‑65.

After stripping unit believed stored at Micheldever and moved for scrapping 15‑Mar‑68 from there formed as 6-car with trailers 12002 + 11501 (ex 2921) added; arriving 18‑Mar‑68.

2954

Unit damaged by enemy action (location unknown, probably New Cross Gate) Jul‑44.

Unit withdrawn May‑68. Both motor coaches to Stewarts Lane for conversion to departmental use. Trailers 11999 and 11534 both stored at Micheldever and held for possible conversion as part of an Instruction Train and later for possible trailers to make‑up the two Stores units to four coaches. However neither of these projects were carried out and they were both sent for scrapping to G. Cohen, Kettering Mar‑75. MBS 10498 converted to De‑Icing motor DS70271 and to unit 002 18‑Oct‑68, 10497 becoming DS70270 for unit 003 8‑Feb‑69.

2955

Unit in depot collision with 3023 at Lovers Walk 13‑Nov‑63 and MBS 10500 damaged and repaired at Lancing.

Unit withdrawn 15‑Jun‑68. Both motor coaches to Stewarts Lane for conversion to departmental use. Trailers 12000 and 11535 both stored at Micheldever and held for possible conversion as part of an Instruction Train and later for possible trailers to make‑up the two Stores units to four coaches. However neither of these projects were carried out and they were both sent for scrapping to T. W. Ward Ltd, Briton Ferry, moving 4‑Jul‑72. MBS 10499 converted to De‑Icing motor DS70272 8‑Feb-69 and to unit 003. MBS 10500 also converted to De‑Icing motor DS70273 17‑Sep‑69 and to unit 001.

               

 

Thanks go to author John Atkinson with additional information and editorial by C. Watts

 

 

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