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Southern Railway’s
5 BEL PULLMAN UNITS
Nos.2051 to 2053 (3051 to 3053)
5-car Brighton Belle Units

 

To complete the fleet of express stock for the Brighton & Worthing line electrification, three five-coach all-Pullman electric units were constructed in 1932 by Metro-Cammell for use on the ‘Southern Belle’ all‑Pullman train. This train was renamed the ‘Brighton Belle’ at a ceremony at Brighton on 29th June 1934.

The three units were classified 5 BEL and had similar electrical equipment to the 6 PUL units (with which they could run in multiple when necessary) and were equipped with BTH 163 motors and Metro-Vick control equipment. They were formed of a motor brake third, a third parlour car, two kitchen first cars and another motor brake third.

Until the introduction of the 6 PAN units in 1935, the Pullman units were shown as 5 PUL in operating publications, whilst the 6-car units were 6 COR, these then being altered to 6 PUL and the Pullman units became 5 BEL. The third class cars were later reclassified as second class from 3rd June 1956.

Total seating capacity of the units was 40 first and 152 third; they were 346' 0" long and weighed 251 tons. The coaches were of all-steel construction with the vestibule doors on all vehicles being slightly inset.

All lavatories had a frosted oval window (1/4” plate glass) and there was a shallower depth window in the kitchen area with a further oval window in the panty area. All the large windows had fixed lower panes with sliding ventilators mounted above them, two fixed side panes with a central sliding one.

 

5 BEL 3053 at Ore 1 Apr 1972 Car sheds in background copyright BloodandCustard.JPG

With the car sheds in the background unit 3053 sits at Ore on 1st April 1972 ©

 

Numbering & Formation

The units were numbered 2051 to 2053 although this was altered to 3051 to 3053 from January 1937. All coaches were numbered in the Pullman ‘Schedule Number’ series, 2xx numbers being allocated to these vehicles. Third class cars only carried the final two digits of this number whilst first class cars only carried their names on the coach sides. The full car number was displayed on each vehicle end on a cast plate. When units were repainted blue/grey, the full three digits were shown on (by then) second class cars as well as the first class (Kitchen) cars.

The units were marshalled with the kitchen areas of the two kitchen firsts at the outer ends of the pair. These units, being 8' 11½" wide over bodies were subject to the same route restrictions as the 4 LAV and 6 PUL /6 CIT stock.

Post-war the motor coaches were marshalled at the opposite ends compared with the pre-war formation and Audrey & Vera transposed positions.

Unit formations (using 1960 Pullman car schedule numbers) were as follows:

 

 

Unit

MBT

TT

K

K

MBT

 

Diag. No.

15

14

16

16

15

 

3051
(Sch. no.)

Car no. 89
(289)

Car no. 86
(286)

Doris
(282)

Hazel
(279)

Car no. 88
(288)

 

3052
(Sch. no.)

Car no. 91
(291)

Car no. 87
(287)

Audrey
(280)

Vera
(284)

Car no. 90
(290)

 

3053
(Sch. no.)

Car no. 93
(293)

Car no. 85
(285)

Mona
(283)

Gwen
(281)

Car no. 92
(292)


 

Mechanical & Electrical

Units were mounted on equalising beam bogies which due to deterioration and poor riding were replaced from late 1956 with conventional leaf sprung bogies.

These dates these units were modified with the coaches having their original equalising beam bogies replaced by ones fitted with conventional leaf springs are as follows:

 

Unit

Date

 

3051

Nov‑57

 

3052

Dec-56

 

3053

Feb-59

 

With the rough riding of the Southern Region’s motor coaches presenting an ongoing problem testing was undertaken between Earlswood and Three Bridges using 5 BEL unit 3052 (from within Audrey and Car no.90 trailing end) on 15th January 1957 (with runs using 4 CEP unit 7104 as a comparator on 16th & 17th January 1957).

The 5 BEL units (along with the 6 PUL and 6 PAN units) lacked nose end power jumpers. However the power jumpers of the 4 COR /4 RES /4 BUF units could be coupled to the ‘Shed’ power socket on the offside of the cab end.

Roof mounted air horns replaced the whistles on cab ends from March 1964, all units being modified at Lancing works.

The BTH 163 motors were replaced by the EE 163 variety during the final overhauls of each unit at Eastleigh in 1968-1969, identical to those used in the 4 COR family units.

 

Motor Brake Third

The motor brake thirds consisted of a motorman's cab 5' 0¼" deep entered by inwards opening doors with a further door on the offside leading into the brakevan, a guard's brake 11' 10.3/8" wide with two outwards opening doors and an open saloon seating 48. Seating was arranged two-aside face to face with intervening tables arranged in six bays, there was a central partition dividing this into two three bay sections both 19' 6" long.

At the inner end of the coach was a lavatory (on the same side as the motorman), with two small storage cupboards and a ventilation equipment cupboard located opposite and the entrance vestibule, again with inwards opening doors.

Built to diagram 15, these coaches were 66’ 8¾” long (69’ 5½” long over buffers) and weighed 63 tons.

 

Parlour Third

The cupboard, lavatory and vestibule arrangement was similar at each end of the parlour third vehicle with the lavatories being diagonally opposite. The passenger area was in an open saloon seating 56 with seven bays to the same arrangement as the motor coaches, a partition divided this saloon into four and three bays respectively; the longer being 26' 0" long, the shorter again 19' 6".

Built to diagram 14, these coaches were 66’ 0” long (68’ 8¾” over buffers) and weighed 39 tons.

 

Kitchen First

The kitchen first cars consisted of entrance vestibule, again with inwards opening doors, the kitchen and pantry area with a side corridor past these and two small storage cupboards on the opposite side, an open four-bay saloon seating 16 in armchair type seats arranged one on each side of a centre gangway and divided into two bays of two by a partition. There were swing doors at each end of this saloon and also at the middle partition, a single compartment seating 4 passed by a short side corridor diagonally opposite to that past the kitchen area, a lavatory on the same side as the compartment and a further entrance vestibule.

Built to diagram number 16, these coaches were 66’ 0” long (68’ 8¾” over buffers) and weighed 43 tons.

 

Interiors

Interior fittings were sumptuous with interior wooden panelling having hand-crafted marquetry and glass topped wooden tables on which stood Pullman table lamps with Crayonne celluloid shades in a tulip shape (the colour of which varied across the years).

Every car was in some way individual with differing patterns of marquetry and decorative mirrors, and colour schemes, including the carpets. Metalwork either had an oxidised-silver or satin silver finish.

Between each seat back was a bell push to summon the attendant; this providing an indication as to which seat was requiring assistance. Ceiling lights were supplemented by down-lighters on both side and end panels. Metal luggage and umbrella racks were mounted above the sliding ventilators over each window.

In the motor coaches the table lamps (type G) had an oxidised-silver finish with celluloid shades. Semi-recessed ceiling lights were supplemented by down-lighters on both side and end panels.

Car nos. 88 (unit 3051) and 91 (unit 3052) were constructed with brown, red and fawn moquette and green, red, brown and black rubber flooring.

Car nos. 89 (unit 3051) and 92 (unit 3053) were constructed with mauve, fawn and green moquette and two shades of green and black rubber flooring.

Car nos. 90 (unit 3052) and 93 (unit 3053) were constructed with brown and fawn moquette and two shades of green and black rubber flooring.

In the parlour cars internal compartment panelling used African mahogany-faced plywood. The table lamps (type G) in car nos.85 and 87 had an oxidised-silver finish; car no.86 a satin-silver finish. Semi-recessed ceiling lights were supplemented by down-lighters on both side and end panels.

Car nos. 85 (unit 3053) and 86 (unit 3051) were constructed with brown and fawn moquette and two shades of green and black rubber flooring.

Car no. 87 (unit 3052) was constructed with mauve, fawn and black moquette and two shades of green and black rubber flooring.

In the kitchen cars internal compartment panelling used Nigerian Walnut and Cuban mahogany. The table lamps (type G) in Doris, Gwen and Hazel had an oxidised-silver finish; Audrey, Mona and Vera a satin-silver finish. Ceiling lights were enclosed in peach-coloured frosted glass strips.

Audrey (schedule 280 /unit 2052) was constructed with green and mauve moquette and green trellis carpeting.

Doris (schedule 282 /unit 2051) was constructed with brown, red and fawn moquette and green ground & red and brown carpeting.

Gwen (schedule 281 /unit 2053) was constructed with blue and mauve moquette and blue trellis carpeting.

Hazel (schedule 279 /unit 2051) was constructed with green and rose moquette and green and fawn speckle carpeting.

Mona (schedule 283 /unit 2053) was constructed with green and fawn moquette and green trellis carpeting.

Vera (schedule 284 /unit 2052) was constructed with blue and fawn moquette and blue trellis carpeting.

 

5 BEL 3053 at Ore 1 Apr 1972 copyright BloodandCustard.JPG

Unit 3053 on the RCTS ‘Brighton Bell commemorative rail tour’ at Ore 1st April 1972 ©

 

Into Service

For many years the 5 BEL units covered three trains in each direction between London and Brighton were covered by, trains leaving Victoria at 11.0am, 3.0pm and 7.0pm and Brighton at 1.25pm, 5.25pm and 9.25pm, the units being berthed overnight in London, two usually at Victoria (Battersea Pier Sidings) whilst the third spare unit was kept at Streatham Hill.

On Saturdays all trains were booked for 10 BEL formations except for the 7.0pm down and 9.25pm up.

On Sundays four trains were run as the Brighton Belle: early in 1935 on weekdays the 11.0am down and 5.25pm up were both booked for 10 BEL, remaining trains being a single unit, with the second unit laying over in Lovers Walk depot during the day for routine maintenance.

Trains normally used Platform 17 at Victoria which had ‘Brighton Belle’ signage at the ticket barrier.

Train formations varied between 5 and 10 coaches depending on bookings and were quite flexible, whilst there were Pullman crews based at both Brighton and Victoria.

 

War Years & Cessation of Use

In September 1939 all Pullmans were locked or withdrawn from use. However, on 1st January 1940 some were restored until 22nd May 1942 when all Pullmans were again taken out of use (except those on war service) until 1st May 1946.

In early 1940 one 5 BEL unit was running usually attached to a 6 PUL unit. But on 9th October 1940 unit 3052 was badly damaged in an air raid at Victoria at 10.45pm with Car no.90 (motor coach), Audrey and Vera being particularly affected; the interior of the two Kitchen cars being virtually destroyed. Units 3051 and 3053 were placed into store some eighteen months later.

The rest of the war saw unit 3052 stored in damaged condition at Crystal Palace (High Level) before the damaged cars were moved to Lancing works 19th September 1945.  Lancing works released Vera on 27th September 1945, Car no.90 on 2nd October 1945 and Audrey on 12th October 1945 to be returned to the builders (Metro-Cammell) for repairs on 1st May 1946. Two of these cars returned to Lancing works for slight work; Car no.90 on 2nd January 1947 (released 24th January 1947) and Audrey 15th on January 1947 (released 17th February 1947). Vera may have returned directly to Preston Park. With new and repaired bodywork unit 3052 returned to service on 6th October 1947 in time for resumption of the full Brighton Belle service.

 

Resumption of Service

Prior to resumption of the full Brighton Belle service on 6th October 1947 a limited service ran from May 1946 units ran with 5 BEL units running with a 4 COR or 6 PUL unit when required.

Unit 3051 was hauled to Preston Park from storage (possibly from West Worthing as a unit was noted stored there in October 1944?) on 17th May 1946 for preparation for service and ran as a 6-car for a while in 1946, with parlour car 286 replaced by kitchen firsts Mona and Gwen (both ex 3053), but reverted to normal use by October 46. In this form unit seated 80 first and 96 second, was 413' 2" long and weighed 298 tons.

Unit 3053, freshly repainted, was noted at Lovers Walk on 26th September 1946 being prepared for service, returning to normal use in November 1946. Further ad hoc formations were reported during July 1947 with unit 3051 again running as a 6-car unit (exact formation unknown) on 7th July but soon reverted to normal, whilst in the same month unit 3053 was working with another 5-car express unit, presumably a 6 PUL unit with the Pullman car removed.

Around this time the third class seating in units 3051 and 3053 were equipped with hinged armrests; unit 3052 did not appear to be so altered (possibly related to post-war repairs).

 

5 BEL 3052 at Clapham Junction c1963 copyright.JPG

Unit 3052 south of Clapham Junction post-August 1961 ©

 

Unit Overhauls

Body overhauls on the units took place at the Preston Park workshops of the Pullman Car Company, and units 3051 and 3052 were refurbished there in 1955, with 3053 done in 1956. This workshop closed in 1963 and thereafter work was done at Eastleigh.

In 1960 the treadplates were modified at Lancing works with unit no.3051 arriving 25th April 1960 (released 28th April 1960), unit no.3052 arriving 5th May 1960 (released 10th May 1960) and unit no.3053 arriving 14th October 1960 (released 19th October 1960).

Before the war the units spend around ten days each winter being varnished at Lancing works. Post-war this appeared to have been undertaken at Preston Park with those records currently lost:

 

 

Unit

Arrived

Released

 

2051

1-Feb-34

10-Feb-34

 

2051

10-Jan-35

19-Jan-35

 

2051

17-Oct-35

26-Oct-35

 

2051

5-Dec-36

15-Dec-36

 

3051

9-Dec-37

18-Dec-37

 

3051

15-Feb-39

24-Feb-39

 

2052

15-Jan-34

24-Jan-34

 

2052

28-Dec-34

7-Jan-35

 

2052

8-Oct-35

17-Oct-35

 

2052

21-Nov-36

1-Dec-36

 

3052*

6-Nov-37

16-Nov-37

 

2053

19-Feb-34

28-Feb-34

 

2053

30-Nov-34

10-Dec-34

 

2053

31-Oct-35

9-Nov-35

 

2053

29-Dec-36

7-Jan-37

 

3053

20-Nov-37

30-Nov-37

 

3053

30-Jan-39

8-Feb-39

 

* Unit 3052 was not varnished at Lancing works in 1939

 

Unit 3051 was at Eastleigh from 19th June 1966 until 18th April 1966, 3052 from 3rd June 1966 until 22nd June 1966 and 3053 from 2nd December 1966 until 11th January 1967. All three units gained a yellow warning panel on the cab ends during these overhauls, obliterating the Pullman crest previously carried there.

Routine maintenance took place at Brighton (Lovers Walk) and Streatham Hill depots; overhauls were carried out at Lancing works (mechanical) and Preston Park Pullman Shops (bodywork).

The unit record card for unit no.3053 shews ‘ATC fitted’ on 12th September 1957 although there is no explanation for this.

 

Incidents

Unit 3052 was damaged by fire at Brighton on 29th September 1938 after arrival of 7.0pm ex Victoria; Car no.90 (motor coach) and Audrey being damaged by a fire in the vestibule between the coaches.

Following a fire on 14th June 1950 (Car no.91 of unit 3052 on the 3.30pm Victoria to Brighton service approaching Horley) modifications were recommended to the air intake valve on the air-conditioning units. However, it is not known when these modifications were completed (or even if all cars were modified).

On 20th June 1955 unit 3051 was involved in a shunting incident with 6 PUL (unit no?) at Preston Park causing minor damage to car no.86.

In 1957 the air-conditioning unit of Car no.90 (unit 3052) developed an electrical fault at Victoria which led to a serious fire in the passenger saloon. As a consequence all of the 5 BEL vehicles underwent modification.

On 16th February 1959 unit 3053 arrived at Lancing works with damage to Car no.92 (what & where?) being released on 19th March 1959.

At 5pm on 14th October 1960 the body of a female medical student was found locked in one of the lavatories of car no.86. As a consequence unit no.3051 was taken out of service leading to a short formation of the 5.25pm to Victoria. A verdict of suicide was recorded.

Due to a failed 5 BEL unit (which?) throughout April 1963 the 5.25pm Brighton to Victoria service was coupled to a 6 PUL unit.

Kitchen first 279 of unit no.3051 was slightly damaged by fire in Brighton station 15th September 1969, this coach arrived at Eastleigh 1th October 1969 for C4 repair and was released 28th November 1969, the unit returning to traffic as 5 BEL in January 1970 having run temporarily as a four-car until repairs were completed.

On 15th September 1970 there was a serious incident at 9.15am, Brighton when an electrical fault on the compressor under car no.S288S (unit no.3051) permitted line voltage to S288S and the adjacent S279S leading to a fire in the passenger saloon and coupe of S279S; fortunately without injury. However, in extinguishing the fire much damage was done to S279S by the fire brigade. Initially a decision was made to rewire all 5 BEL units as it was envisaged that they would remain in service until 1977. However, with increasing cost and unreliability this decision was reversed with a view to early withdrawal in 1972.

 

Eastbourne Pullman Limited

A summer-Sundays all-Pullman service to Eastbourne (Eastbourne Pullman Limited) was reintroduced from 6th June 1948 leaving Victoria at 10.40am (altered to 10.10hrs from 1954) returning at 5.45pm (coupled to a 6 PUL unit) before running empty back to Lovers Walk. Using the ‘spare unit’ for this service lead to difficulties if another unit failed and so with declining patronage the service was withdrawn on 15th September 1957.

 

Brighton Belle

The units remained at work on the Brighton Belle service until their withdrawal on 30th April 1972.

In 1962 the British Transport Commission (BTC) purchased the remaining shares on the Pullman Car Company Ltd and on 1st January 1963 the BTC became the British Railways Board with Pullmans being in effect part of British Transport Hotels & Catering.

On 18th August 1963 faster running was trialled with a trip undertaken in 51½ minutes but the resulting ride was considered to be unacceptably rough for passengers.

Diagrams were altered from 9th September 1963 with the units now being based at the Brighton end, berthing overnight in Lovers Walk depot although the spare unit was still sometimes kept at Streatham Hill.

Additional trips were added from Brighton at 9.40am and from Victoria at 11.00pm This train also called at Haywards Heath and was available in the platform at Victoria from 10.00pm for supper; units now working eight trips per day.

 

5 BEL 3051 & 3053 Victoria - Dover Marine AEI special 7 Nov 1960 copyright.JPG

Units 3051 & 3053 on the AEI special Victoria - Dover Marine
approaching Clapham station on 7th November 1960 ©

 

Special Workings

Units were used from time to time on specials (including Royal specials) on and off the Brighton line as well as running with 6 PUL, 4 RES or 4 BUF units at times of stock shortages.

Examples of Royal workings include unit 3053 from London to Brighton conveying the Queen consort of the United Kingdom and the British Dominions (in Mona) on 26th March 1948 (attached to the rear of a 6 PUL on the 2.0pm from Victoria, returning as part of a 10 BEL formation on the 5 25pm from Brighton. On 20th July 1951 Princess Elizabeth was conveyed in Audrey (unit no.3052) from Waterloo to Portsmouth and Southsea (LL).

The Coronation Review of the Fleet at Portsmouth in 1953 saw unit 3052 used, on 15th June 1953 working a 12.50pm Waterloo to Portsmouth, then at 6.30pm Portsmouth to Windsor & Eton, returning empty to Fratton to work a 9.35am Portsmouth to Windsor on 16th June 1953 (the unit then returning to home territory empty from Windsor to Streatham Hill). The following day 3052 conveyed Queen Elizabeth II (and Prince Phillip) from Portsmouth to Windsor & Eton.

Unit 3052 was again used between Waterloo and Portsmouth on 14th April 1954 and a further time on 14th October 1954 conveying the Queen Mother (formerly Queen consort of the United Kingdom and the British Dominions), Princess Margaret, Princess Anne, Prince Charles and the Duke of Gloucester in Audrey.

In 1959 unit 3052 was used for a Pullman Car Company Ltd staff outing from London (which terminus?) to Portsmouth.

Units 3051 & 3053 were used for a special for AEI from Victoria to Dover Marine on 7th November 1960 and unit 3053 was used for repeat of this working on 25th May 1961.

Occasional other special workings were also undertaken such as a unit being employed on a special from Blackfriars to Eastbourne for Unilever on 29th November 1956, there was a repeat working of this train on 19th April 1961 using unit 3051 with Car no.88 leading.

Engineering works during 30th /31st January 1960 led to the Brighton Belle operating out of London Bridge.

Between 28th March 1964 and 18th April 1964 a 5 BEL set was hired by a Mr Lionel Burleigh to operate the ‘Regency Bell’ to Brighton departing Victoria at 7.30pm; arriving back around 2.00am the next morning.

Unit 3052 conveyed the Queen to Brighton again on 13th November 1964. It is believed that the positions of Audrey & Vera were reversed to their pre-war arrangement prior to this trip as Queen Elizabeth II expressed a wish to travel in Vera and (was therefore needed in the centre of the formation).

Engineering works on 19th April 1969 led to the Brighton Belle operating out of London Bridge.

Following its hire of 3053 between Gatwick Airport and Brighton in October 1966, on 9th November 1969 Decca Radar Ltd hired 3052 and 3053 for another conference at Brighton; the first run being a 10.40am from Gatwick Airport (arr Brighton 11. 25am) thence ecs to Victoria for a 15.00pm departure (arriving Brighton 16.25pm) with services diverted by Lewes due to Sunday engineering work.

Engineering works on 15th November 1969 led to the Brighton Belle operating out of London Bridge.

A 5 BEL unit worked a special from Charing Cross to Brighton on 15th November 1969; there was another working from Victoria to Borough Green on 18th July 1970.

On 14th August 1970 unit 3052 worked a special from Victoria to Glynde (back from Lewes) for Glyndebourne Opera passengers.

1st April 1972 saw the RCTS ‘Brighton Belle commemorative rail tour’.

Following the three scheduled return trips on 30th April 1972 there was two additional trips; the £7.50 ‘Cheese and Wine Special from Brighton (18:50hrs) to Victoria (19:51hrs) thence a £10 ‘Champagne Special’ from Victoria (22:30hrs) to Brighton (23:52hrs). During the day the Southern Electric Group had their ‘Southern Belle’ railtour with 3051 running Brighton – Littlehampton – Bognor Regis – Christ’s Hospital – Three Bridges – Lewes – Newhaven Harbour – Brighton.

Finally on 9th May 1972 there was a ‘musical’ excursion with unit 3051.

 

Pullman Umber /Cream Livery

The 5 BEL units initially carried the designation ‘Car No. XX Third Class’. However, during the refurbishment of each unit (commencing at the end of 1949) this was altered to just ‘Car No. XX’; this change being completed by 1951.

Around 1958 changes occurred in respect of the size of the car letter /numbering along the position of the Pullman crests. In 1959 Pullman decided to change the design of its crest with the first 5 BEL unit receiving the new crest late during a general overhaul at Preston Park in 1961; at the same time as the crests the units received a silver roof although this rapidly became very dirty. That unit no. 3053 did not receive the later style of Pullman crest may have been related to the 1963-closure of the Pullman Car works at Preston Park.

Upon visiting Eastleigh works in 1966 all three units gained a yellow warning panel on the cab ends during these overhauls, obliterating the Pullman crest previously carried there.

 

 

Unit

Late crest

Yellow panel

 

3051

Apr-62

15-Apr-66

 

3052

Aug-61

20-Apr-66

 

3053

No

6-Jan-67

 

 

BR Corporate Blue /Grey Livery

The 5 BEL units carried Pullman Umber & Cream livery for most of their lives with quite ornate lining out with two yellow bands picking out the panelling, although on final overhaul at Eastleigh in 1968 /1969 they appeared in the blue /grey livery even though they had been repainted in July 1965 (3051), August 1965 (3052) and March 1966 (3053).

Whilst at Eastleigh the units received full yellow ends along with cab-to-guard ‘loudaphones’, slightly modified cab controls (making them similar to 4 COR units). Units 3051 and 3053 had roller blind route indictors fitted; unit 3053 retained stencil type route indicators being altered to the roller blind type about May 1969.

Internally third class seats were reupholstered in ‘Bournemouth Blue’ green /blue check pattern moquette with plain blue head and armrests (first class seats were done in a charcoal grey) whilst mustard coloured carpets were provided and orange bodyside curtains and green sunblinds. However, the traditional wooden marquetry panels survived.

In blue /grey livery, a simple style of lining-out was provided within the blue area below the windows (also along the cantrail band above then with a single white line) with inwards radius ¼ circles at each corner. The full 2xx digit coach numbers were shown at each end of the bodysides, along with ‘Brighton Belle’ centrally placed on the bodysides in block capitals.

The first run of 3052 in blue /grey livery was on 23rd December 1968 on the 09:25hrs from Brighton coupled to another unit in the original colours. Unit 3052 differed from 3051 and 3053 in having white cab-door droplights.

In 1972 the three 5 BEL units were allocated the BR TOPS Class No. 403 although this was never carried on the stock.

The final overhaul dates for the three units at Eastleigh (including into blue/grey livery) was as follows:

 

 

Unit

Arrived

Released

 

3051

13‑Jan‑69

28‑Feb‑69

 

3052

7‑Oct‑68

18‑Dec‑68

 

3053

3‑Apr‑69

30‑May‑69

 

 

Withdrawal & Disposal

Following its last schedule trips on 30th April 1972 and withdrawal of the ‘Brighton Belle’, unit 3051 ran a final charter special on 9th May 1972 and a final trip to Victoria for de-storing on 10th May 1972. Units 3052 and 3053 ran a similar de-storing trip on 3rd May 1972 with all three units being split‑up at Lovers Walk pending sale by auction and disposal.

Five of the motor coaches (all except 289) were moved from Lovers Walk to Selhurst 2nd June 1972 for some electrical stripping, returning to Lovers Walk 6th June 1972. Following the units’ withdrawal, all the vehicles were sold for preservation although not as complete units.

Disposal of the 5 BEL cars was as follows (status as of June 2016):

 

 

 

Schedule (Name /No.)

Unit

Details

 

279
(Hazel)

3051

Black Bull Inn, Moulton, North Yorkshire. Arrived at Darlington 26th July 1972 consigned to Mr Padgendam, Whessoe Sidings, Darlington for £10,000. After restoration (as Hazel) into Umber & Cream livery by Arndega Ltd of Darlington; coach was forwarded by road from there.

Coach sold to the 5 BEL Trust on 2nd August 2012 and moved by road to Barrow Hill 5th September 2012 for restoration and mainline use in the restored 5 BEL unit.

 

280
(Audrey)

3052

Moved from Brighton to Ashford Steam Centre overnight 19th /20th June 1972; its owner being Mr David Lowther (a master at Eton College, Windsor). Later moved to Steamtown, Carnforth for restoration and used in the ‘Rocket 150‘celebrations in May 1980.

Sold to VSOE and restored to main line standards at Carnforth during 1981.

Coach was used in the inaugural VSOE train in May 1982 Fitted with B5 bogies at Selhurst November 1990.

 

281
(Gwen)

3053

Coach still at Brighton January 1974 having been sold to Mr P. C. Palumbo at Ascot in November 1972.

Sold to Mr Derek. N. Clay (MD of Wild Angus Ltd of Manchester).

Sold to Whitbread Breweries Ltd for a restaurant at the ‘Horseless Carriage Inn’ (Chingford) thence on loan to the Colne Valley Railway late in 1982.

Sold again and now with VSOE from 1988 when moved to Stewarts Lane and stored. Placed in traffic after restoration from March 1999.

 

282
(Doris)

3051

CIL Storefitters, Finsbury Park (sold to MD Mr Sam Morris) moving from Brighton 17th August 1972. Coach moved to Derby for repainting during 1975 and returned to the former MacFisheries siding at Finsbury Park c.June 1975 as a corporate entertainment room.

Moved by road to Sheffield Park 9th April 2006 for restoration for use behind steam locomotives.

Coach sold to the 5 BEL Trust c.February 2011 and moved to Barrow Hill c.May 2013 for restoration and mainline use in the restored 5 BEL unit.

 

283
(Mona)

3053

Moved from Brighton to Slough 7th July 1972 thence to Eastly House, Thorpe, Surrey; the owner being a Mr L. Morgan (MD of Pryamid Design (Shopfitters) Ltd.

Sold to Mr Derek. N. Clay (MD of Wild Angus Ltd of Manchester) and sited alongside the Railway Hotel; later to become the ‘Brighton Belle Inn’, Winsford, Cheshire from c.April 1974.

Sold to VSOE April 1998 and to Stewarts Lane where coach remains stored awaiting restoration.

 

284
(Vera)

3052

Private owner Mrs Deborah Turner at Westleton, Suffolk.

Sold to VSOE c.September 1985 and moved to Stewarts Lane for restoration. This was completed by 1988 when coach entered service with VSOE.

Body overhaul at RFS Kilnhurst and B5 bogies fitted at Chart Leacon August 1990.

 

285
(Car No.85)

3053

Sold to Allied Breweries and moved to Manningtree, leaving Brighton 29th June 1972 via Temple Mills. Allied Breweries purchased six Belle cars for £36,000 (sch. nos.285, 286, 287, 291, 292 & 293).

Sold and moved to the Nags Head, Mickleover, Derbyshire.

Noted at Birmingham Vauxhall 27th April 1975 then donated to the Severn Valley Railway in 1993.

Sold to VSOE April 1998 and to Stewarts Lane. Coach up for auction from 18th July 2008, later sold to the 5 BEL Trust and moved to temporary store at Southall prior to going to Rampart, Derby for restoration and mainline use in the restored 5 BEL unit (which was underway by July 2011).

 

286
(Car No.86)

3051

Sold to Allied Breweries and moved to Manningtree, leaving Brighton 29th June 1972 via Temple Mills. Was noted in sidings at Birmingham Vauxhall (April 1975) thence York (18th May 1975).

Later moved to Steamtown, Carnforth. Sold to VSOE Ltd. And now in store at Stewarts Lane.

 

287
(Car No.87)

3052

Sold to Allied Breweries and moved to Manningtree, leaving Brighton 29th June 1972 via Temple Mills.

Moved to the North Norfolk Railway at Sheringham 16th March 1975 and used in traffic.

Long term loan to Keith & Dufftown Railway 6th June 2002.

Sold to the 5 BEL Trust, to be moved to Rampart, Derby for during 2011 for restoration and mainline use in the restored 5 BEL unit.

Stored temporarily at Southall from March 2011 after move from Dufftown.

 

288
(Car No.88)

3051

Moved from Norwood Yard to Temple Mills 14th October 1972 and on to Clacton 27th October 1972. Moved to Chappel & Wakes Colne 5th July 1975 (now owned by Truman Brewers).

Subsequently moved to the Swanage Railway, Dorset (on loan from the Stour Valley Railway) where it was fitted with vacuum brakes and used on ‘wine & dine‘ trains.

Sold VSOE in August 1988 and moved to Stewarts Lane c.June 1990.

Sold to the 5 BEL Trust in 2009 having moved to Rampart at Derby in October 2008 for restoration and mainline use in the restored 5 BEL unit.

Coach moved by road to /from York in June 2012 to attend the Railfest exhibition between 2nd and 10th June 2012.

Car temporarily carried the name ‘Diamond Jubilee’ whilst on display there and also unit number 3050 with a small yellow panel on the cab end beneath the Pullman crest.

 

289
(Car No.89)

3051

Little Mill Inn, Rowarth, Derbyshire. Sold to Mr Derek. N. Clay (MD of Wild Angus Ltd of Manchester) and moved from Brighton 14th June 1972 to Stockport, continuing by road from there 23rd June 1972. Converted into three en suite bedrooms (including external alterations) and emblazoned ‘Derbyshire Belle Motel’.

 

290
(Car No.90)

3052

Car moved to Wolverton railway works on 26th November 1972 and still there 17th July 1973 before purchase by Railway Transport Hotels Ltd. By 1980 the car was moved to the Nene Valley Railway.

Moved to Steamtown, Carnforth where coach later damaged by fire during restoration (19th July 1991).

Moved to the East Lancs Railway at Bury. Coach received further damage by repeated vandalism /arson attacks and beyond repair.

Disposed of for scrap, being cut‑up at Bury during 1995.

 

291
(Car No.91)

3052

Sold to Allied Breweries and moved to Mistley, leaving Brighton 24th July 1972 via Temple Mills. Moved to Manningtree c.August 1972. Moved to the North Norfolk Railway at Sheringham 16th March 1975. It was used in traffic and modified with a disabled access area during 1986.

Long term loan to Keith & Dufftown Railway 6th June 2002 but back to North Norfolk October 2008.

Sold to the 5 BEL Trust (date?) and                 moved to Rampart at Derby late September 2009 for restoration and mainline use in the restored 5 BEL unit.

 

292
(Car No.92)

3053

Sold to Allied Breweries and moved to Mistley, leaving Brighton 24th July 1972 via Temple Mills. Moved to Manningtree cAugust 1972.

Sold to Brighton Belle Society and moved to the Brighton Museum of Transport at Preston Park September 1977.

With insufficient funds and following repeated vandalism sold to VSOE in 1992 and moved to Stewarts Lane June 1999. Taken to VSOE Pullman workshops in Ostend, Belgium 20th April 2005 for restoration, this lasting well into 2006. Coach later returned to Stewarts Lane for further work to be carried out.

 

293
(Car No.93)

3053

Sold to Allied Breweries and moved to Mistley, leaving Brighton 24th July 1972 via Temple Mills. Moved to Manningtree c.August 1972.

Sold to Brighton Museum of Transport at Preston Park September 1977, then to Mr Martin Allen before being re-sold back to Brighton Museum.

Sold to VSOE in 1992 and to Stewarts Lane June 1999. Taken to VSOE Pullman workshops in Ostend, Belgium for restoration late 2005, but returned to Stewarts Lane for further work to be carried out.

 

 

VSOE

Some cars were actually purchased by Sea Containers Services Ltd although all now belong to VSOE (Belmond Management Ltd now trading as Belmond British Pullman instead of VSOE). All the VSOE cars may well run again on the Network Rail system, both Audrey & Vera are already part of the British ‘Orient Express’ train and Gwen's overhaul was completed early in 1998 at Stewarts Lane and Adtranz, Derby for similar use, re-entering traffic in March 1999.

Both of the MBSs may be converted to run as a form of driving trailer, 288 having been stored at Stewarts Lane for a number of years was later sold to the 5 BEL Trust, but 292 and 293 underwent some conversion and restoration at the VSOE Pullman workshops in Ostend, Belgium before being returned to Stewarts Lane.

 

Brighton Belle Trust

The Brighton Belle Trust was formed during 2009 with plans to gather together five coaches to recreate a 5 BEL unit which would be restored, to modern safety standards, for use on the main line.

Two MBS coaches, 288 & 291 were the first to be bought and moved to Rampart at Derby for restoration during summer 2009. Later the Trust also acquired parlour seconds 285 and 287 with 287 moving to Derby for restoration and 285 stored awaiting space there.

The Trust finally negotiated the sale of parlour first Doris from the Bluebell Railway to complete the five- coach train, this coach remained at the Bluebell into 2011 again awaiting capacity at Derby for restoration work.

Car 88 was displayed on an Alleley’s Lorry outside the Brighton Centre from Friday 18th February 2011 until Monday 21st February 2011 having moved from the Bluebell Railway at Sheffield Park; the coach having been there since 19th July 2010 when it was delivered to Sheffield Park. It was moved to Horsted Keynes and coupled with Doris (Car 82) and used for a Charter Special to Kingscote on 5th September 2011 (hauled by B473 ‘Birch Grove’ as this locomotive had air braking). The coach then remained on display at Horsted Keynes in Platform 1 coupled to Doris until the move to Brighton. Doris later moved to Barrow Hill (May 2013?).

 

5 BEL units in model form

In 4mm (00) Wrenn brought out models of the Belle motor coaches (unit 3052) in both umber /cream and blue /grey liveries to run with their existing range of former Hornby-Dublo Pullman cars (Audrey and Vera were produced along with appropriate blue /grey Parlour and Kitchen cars). Although these models had numerous inaccuracies they were very sought after commanding high prices until the Hornby range appeared.

Hornby brought out 4mm (00) models of unit 2051 in 1934 umber /cream livery, unit 3052 in 1961-1966 umber /cream livery (with late crests) and unit 3053 in 1969-1972 blue /grey livery. Whilst these units are coupled (mechanically & electrically) within each set Hornby did not provide the facility for coupling two units together.

Under the name of Arnold™ Hornby also brought out 2mm (N) models in unit 2051 in 1934 umber /cream livery and 3053 in 1969-1972 blue /grey livery.

 

Thanks go to author John Atkinson with editorial and additional contributions from C. Watts

 

 

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