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Hastings Diesel Units class 201 6S 6L 6B

British Rail (Southern Region)
‘HASTINGS’ SIX-CAR DIESEL UNITS
6S /6L /6B

 

6S 1004 Tonbridge Up Fast on Dover to Charing Cross train Aug 1959 copyright BloodandCustard.JPG

6S unit 1004 passing along the Tonbridge Up Fast
on a Dover to Charing Cross train August 1959

© BloodandCustard

 

Replacement Stock for London to Hastings (via Tonbridge)

The Tonbridge to Hastings railway line was built with restricted clearances in its tunnels necessitating the use of Restriction 1 stock between Tonbridge – Tunbridge Wells Central – Tunbridge Wells West and Restriction 0 stock between Tunbridge Wells (Grove Junction) and Battle.

Rolling stock was wooden bodied locomotive hauled stock with Maunsell coaches providing the mainstay of services. In 1952 the Hastings Line was assessed for compliance with Restriction ‘4’ (C1 gauge) to ascertain scope and costs of works required. The conclusion of this assessment was that Restriction “0” vehicles would have to remain in service. It was decided to build four-number eight-coach trains so on 30th March 1954 Head Office orders HO 4096 (FK), HO 4097 (TO) and 4098 (BTO) were made; these to be given set numbers 934 to 937.

Further reading on these vehicles may be found in Mike King’s excellent book “An Illustrated History of Southern Coaches” (published by OPC ISBN 0-86093-570-1) which provides the proposed running numbers of these coaches as FK 7423 to 7426, TO 1507 to 1526 and BTO 3238 to 3245.

Although 1955 saw the inauguration of a modernisation scheme for Kent (including Phase 1 & 2 electrification) the Hastings line was not included. However, on 1st April 1955 the Central Services of the British Transport Commission gave approval for a scheme of twenty-three six-car diesel units (and associated works) leading to the preparation of unit diagrams by May 1955.

On 3rd May 1955 HO 4200 was issued for seven number 6-car Diesel Electric Units 57’ long / 8’ wide for the London to Hastings service and as a consequence Eastleigh requisitions 0348 and 0353 were issued. Requisition 0348 also contained material for 2 HAP units to HO 4219 and 0353 included material for 6L units to HO 4277. At this time changes were made to window and door layout of engine room changes as well as the vehicle profiles. What had been decided at this time was the building of further units on 63’ 5” underframes.

As a consequence the Head Office orders HO 4096 (FK), HO 4097 (TO) and 4098 (BTO) to create four number eight coach trains (thirty-two vehicles in total) was cancelled on 16th May 1955.

During 1955 a number of design changes were made; in particular the removal of side buffers within units and in 1956 the design of the FK coaches was altered to provide a door to each compartment instead of doors only to those compartments only opposite corridor doors only.

On 12th April 1956 HO 4277 was issued for three-number 6-car diesel electric units for Stage 1 of Hastings Line dieselisation comprising 18 vehicles. This was followed by HO 4278 issued for thirteen-number 6-car diesel electric units for Stage 3 of Hastings Line dieselisation including seven units with buffet cars.

By summer 1956 work at Eastleigh had commenced on the diesel electric sets including the first underframe, complete with engine and in 1957 the following Lot numbers were issued:

30329 for Motor Coaches 60000 to 60013

30330 for Trailer Seconds 60700 to 60706

30331 for Trailer Firsts 60500 to 60520.

 

New Diesel Stock

Twenty three 6-car diesel electric units were constructed at Eastleigh works on underframes from Ashford during 1957 and 1958 to enable the London to Hastings services via Battle to be dieselised. This route suffered from restricted clearances in several tunnels and these units were constructed with narrower than normal flat sided bodywork which was 8' 0" wide over panels, though 8' 2½" over gutters and the stepboards protruded making them 9' 0" wide at this level.

Three types of unit were built, the first seven being built on short 56' 11" underframes and classified as 6S, numbered 1001 - 1007. Then followed nine 6L units, 1011 - 1019 built on standard BR 63' 5" underframes and seven 6B units, 1031 - 1037 these included a buffet car and were also constructed on standard 63' 5" underframes.

The 6S units started to be delivered in January 1957 for testing and were planned to enter service from June, though a fire in Cannon Street signal box in April led to them entering passenger service early on 6th May 1957, quickly followed by the first three 6L units in traffic by early June.

A break in production then occurred whilst Eastleigh was building the 2H 2-car diesel electric ‘Hampshire’ units, and the remaining 6L units, followed by the 6B sets entered service from January to June 1958, thereafter the Tunbridge Wells ‑ Hastings line was operated by these units alone until May 1986.

This second batch of units differed slightly from the earlier units and did not have external lighting trunking along the roofs. All units were formed with a motor coach at each end, flanking four trailers, three second class saloon coaches and a side corridor compartment trailer first, this coach marshalled towards the centre of the unit.

In the 6B units, the centremost second class trailer was replaced by the buffet car, the final three of which were fitted out at Lancing works due to pressure of work at Eastleigh, who built the basic structure only, these being the last vehicles to be finished at this works.

 

Unit Overview

Units were gangwayed within each set, it was not possible to provide a passenger gangway past the power unit. The units were fitted with buckeye couplers throughout, those at unit ends being of the drophead variety and side buffers were provided on cab ends which could be extended for use when coupling to non‑buckeye fitted stock. A central Pullman style rubbing plate was also provided at unit ends for use with the buckeye coupler.

Each motor coach was provided with an English Electric 4SRKT engine mounted above the underframe in a purpose built engine room, and two generators were directly coupled to this engine, at the end adjacent to the cab. The larger generator was an EE824 type for traction and heating power, the smaller one attached on the end of the power unit was an EE906 auxiliary generator which supplied power for the lighting, control circuits, batteries and compressors at 90 volts. Each engine was fitted with an exhaust driven Napier MS100 turbocharger, and supplied with fuel from two 170 gallon fuel tanks mounted below the underframe between the bogies. Also mounted here were two battery boxes, that on the left hand side (with the cab leading) being the starting batteries, those opposite the lighting batteries. The engine produced 500bhp at 850rpm, and normally idled at 470rpm, with other power settings of 620rpm & 750rpm.

The units were powered by the usual EE507 motors, two of sub‑type EE507D, coupled in parallel being mounted in the bogie at the opposite end of the motor coach from the engine to even out the weight distribution. These motors were to suburban gear ratio, though the 6B units were delivered with express gears but soon altered to suburban, and were interchangeable with those of the BR type EPB units. The units were mounted on BR Mark 2A bogies fitted with roller bearing axleboxes, both those on the motor coaches both being of the motor bogie variety with a heavier frame, the bogie beneath the power unit being basically a motor bogie without motors in order to support the additional weight of the engine. These units were equipped with the Westinghouse automatic air brake and also an EP brake similar to that fitted to the 4 EPB and subsequent electric units.

The driver’s power controller however had seven notches as opposed to four on EMU stock, these controlled the engine speed, 470rpm up to notch 3, 620rpm in notches 4 & 5, 750rpm in notch 6 and full power 850rpm in notch 7, this thereby controlling the power transmitted to the traction motors. For this reason, and the fact that the units had 90 volt control systems whereas EMU units were 70 volt, meant that these units could not run in multiple with electric stock, despite having similar 27 way control jumpers. They could however run with the 2 & 3-car DEMU units, classes 2H, 3H (Hastings, Hampshire & Berkshire units) and later 3D (East Sussex units) subject to a maximum of five motor coaches in any one train.

 

Colin Watts & Andy Armitage at Cambridge.jpg

Preserved 1001 on an excursion at Cambridge Yard 5th December 2009
with Messers Watts & Armitage changing the headboards

© Doug Gannon

 

Use of Short Underframes

BR had two standard lengths of passenger-carrying coaching stock underframe; 56’11” and 63’ 5” over headstocks. The shorter 56’ 11” underframes was used for certain builds of non-gangwayed coaches, corridor full-brakes (BG) as well as non-passenger carrying vehicles such as the GUV.

There are a number of thoughts behind the decision to build the (nominal) 57’ diesel units (the 6S sets) and this possibly relates to the 1954 orders for locomotive-hauled coaches. The initial use of 56’ 11” underframe for these locomotive-hauled coaches may have been down to these being closest to the existing 57’ 11” Maunsell Restriction ‘0’ locomotive-hauled carriages (already in use on the Hastings line) for the 30th March 1954 locomotive-hauled coach HO orders 4096, HO 4097 and HO 4098.

In this respect overall train length could have been a factor in the choice of the 56’ 11” underframe length (including platform length issues at Charing Cross station) with an operational desire to maintain a standard coach length. Whilst it was possible that the introduction of lengths longer that the nominal 57’ already in use was considered (and dismissed) for loco-hauled coaches, the use of 63’ 5” may well have come following investigation into their viability during construction of the diesel fleet.

It is also possible that using use this length of 56’ 11” underframe for locomotive-hauled coaching stock may have resulted in a minimum amount of route clearance work (gauging) at a time when the Chief Civil Engineer’s Department (CCE) resources were focussed on the forthcoming Kent Coast electrification. However, significant consideration had already given around the time of nationalisation to gauging issues on the Hastings line with the CCE agreeing with the CMEE a loading gauge for the line (defined in a CME HQ drawing W. 3027) leading to the 1952 decision to continue with Restriction ‘0’. So the gauging issues on the line were probably well known which enabled a quick decision to the use of 63’ 5” underframes on subsequent builds of diesel units (6L & 6B units. Certainly the decision to build (nominal) 64’ diesels sets had been made in 1955.

The (nominal) 57’ long 6S diesel coaches probably came from sheer practicality in terms of time and cost saving. At the time the order for the diesel units was being approved many of the underframes for the thirty-two locomotive-hauled coaches (HO 4096, HO 4097 and HO 4098) had already been fabricated at Ashford. It may have been decided to use these underframes for the first of the new diesel units which required thirty trailer-coaches (as well as twelve motor-coach underframes).

Besides the cost-saving from the use of these underframes this would have meant a time-saving in the introduction of the first of the new diesel units. This was at a time when there was considerable pressure towards rapid replacement of the ageing locomotive hauled-stock on the route much of which was in poor repair and life-expired.

All this raises a number of questions. For example the decision to build 6S motor-coaches - was train length /appearance a decision behind not building all the motor-coaches on 63’ 52” underframes? Certainly the Southern Railway and Southern Region were not adverse to electric multiple units formed of different length coaches; even styles. Interestingly the carriage shed at St Leonards West Marina was built to accommodate short units (6S).

Ultimately there are a number of valid views and opinions in respect of the use of short underframes and further research is needed into this subject to enable a definitive answer to be found.

 

St Leonards West Marina Depot

A purpose built depot was constructed for the new diesel units at St Leonards (West Marina) on the landward side of the coastal line between Hastings and Eastbourne with a four road maintenance shed and a five road cleaning shed. All four roads in the maintenance shed were fully pitted, and a section of the roof at the Bexhill end of the shed, about one coach length, was raised to accommodate an overhead 25ton crane which spanned two roads, this was capable of lifting a complete power unit and generators out of units through the roof hatch of the motor coaches for engine exchanges when required.

The cleaning shed had flat roads, and could accommodate a 12 coach train on each road, but was too short so that any trains formed of 6L or 6B units had one coach partly in the open. However, two 6S units did fit inside.

Access to the depot was possible using connections to the main line between the two sheds, and there was a further access on a separate line from Bo Peep Junction, this line passing through a new carriage washing machine located behind St Leonards West Marina station and then passing alongside the fuelling point, laid out so that both ends of a 6 coach unit could be fuelled at once.

There were also facilities here to top up oil and coolant in the engines. The depot was not quite ready for the delivery of the first few units, which were outbased at Ashford (1001), Tonbridge (1002) and Bexhill West (1003 /1004) for initial driver training, but was officially opened on 5th May 1957 which coincided with the entry of the first four units into passenger service the following day. However, some access to the maintenance shed had been possible from late March 1957.

The depot received the code SLEO later altered to SL. The carriage sheds continue in use for the stabling and cleaning of SouthEastern’s class 377 electric trains from the Hastings – Tonbridge – London Services; the diesel repair shop is separately leased to St Leonards Railway Engineering Limited for the light maintenance of locomotives and Southern’s class 171 diesel multiple units as well as the preserved Hastings unit. It is therefore possible that (in terms of main line certified passenger rolling stock) this is now the oldest stock still being maintained in its original dedicated maintenance depot.

 

St Leonard's West Marina web.jpg 

Preserved unit 1001 inside the lifting end of
St Leonards depot on 1th February 2009

© BloodandCustard

 

Engine Carrier Wagons

In connection with movements of power units between St Leonards West Marina depot and Eastleigh works, four specially built engine carriers were constructed at Ashford. These were basically four wheel wagons but fitted with small tool cupboards at each end and their floors had engine mounting points so that the power unit could be securely fixed-down during transit. They were vacuum braked and sometimes moved in booked goods trains, at other times being run as special trains.

A large rounded metal cover was provided to enclose the power unit when loaded onto the wagon aring to the nickname of Singer sewing-machines..

The first was ordered to SR HO No. A 4336 (BR LOT No. 3077) and numbered DB 998050 and completed by 15‑Jun‑57. Three more were ordered subsequently, as SR HO No. A 4365 (BR LOT No. 3114) and numbered DB 998051 - 998053, these being completed by 4‑Oct‑58.

All survived until 2005 (though out of use) three at Eastleigh works and one at Stewarts Lane. DB 998052 was subsequently preserved at St Leonards depot.

 

ADB998050 web.jpg

ADB998050 at St. Leonard’s West Marina depot on 25th February 2006
© BloodandCustard

 

Unit Modifications

There were almost immediate problems with fuel injection pump seizure which became apparent during trial running of units, these had to be changed from a Bryce Berger type to new ones manufactured by CAV and this involved retuning the engines which was carried out by staff from English Electric, some engines being dealt with at Eastleigh and others at St Leonards.

The engines fitted to the ‘1957’ units were those affected, later units having engines fitted with the CAV pumps from new. Units 1003 /1004 were the first modified and these two were therefore used on the Bexhill West - Cannon Street driver training trips to maximise the mileage worked by the modified power units.

The units were also found to be rather noisy from new and the exhausts were fitted with ‘straight through’ silencers starting in the autumn of 1959. The train heating was only really effective when the engine speed was above 620rpm and units were fitted from new with a switch which could be operated by the driver to speed-up the engine to this speed when the train was stationary. However, experience during the first winter of 1957 /1958 led to a modification which, when the heating thermostat was closed and the master controller closed automatically speeded-up the engine to ‘notch 4’ position, though without the traction motors being connected. This overcame complaints that units became cold during prolonged periods of slow running or coasting; there was a time delay relay in the circuit to allow engine speed to drop back to 470rpm before traction power could be applied again.

As built, units had horizontal shutters on the outside of the radiator aperture on the offside of the motor coaches, the opening could be varied, but these were replaced by wire mesh grilles during 1961 to simplify maintenance and avoid the odd occasion when they did not work correctly causing engines to overheat.

Problems with poor riding and bogie frame cracking were the more serious encountered, similar to those found on the BR type 2 EPB and 2 HAP and the Hampshire units led to the bogies of all being modified at Ashford works from August 1958, being fitted with additional dampers, new sidespring hanger brackets and BTR vibro-dampers at the bottom of the sidespring hangers and various other modifications to improve them, being redesignated Mark 4 at the end of this programme.

Few other modifications were needed as the design was very sound, some brushgear was removed on the auxiliary generator to minimise commutator glazing. Buckeye release chains intermediately within the unit (rarely used) passed through a short section of tubing attached to the underframe, these caused very occasional snagging which could (and very rarely did) cause inadvertent uncoupling, so the tubing guides were removed, though traces of the cut-off brackets remained for the life of the vehicles.

A water radiator was installed in guard’s brakevans during the early 1960s supplied with hot water from the engine cooling system. Much later in the units’ lives, the doorway from the brakevan into the engine room was panelled over to reduce noise in the brakevan, a loudaphone then having to be installed here as the guard no longer had access to the one provided in the adjacent cab.

From c.Nov‑59 until Jan‑60 units were taken into works one at a time for modifications to heating and engine control systems. During this time the 3.21pm Tunbridge Wells Central to Hastings train reverted to steam stock.

During their first C1 overhauls at Eastleigh from 1964, the wood veneer panelling of the passenger saloons had Formica panels stuck over them (two vehicles from 1003 missed out on this programme retaining wood veneer panelling until withdrawal, possibly as this unit was given a C1 overhaul at Lancing in December 1962) and the units were fitted with air horns in place of whistles (unit 1037 being the first so fitted during a repaint at Lancing in May 1962).

6S units given first ‘C1’ overhauls as follows (‘paint dates’ quoted):

1001    14-Dec-65

1002    22-Aug-64

1003    28-Dec-62

1004    c.Apr-64

1005    28-Apr-65

1006    17-Aug-65

1007    5-May-66.

Unit 1003 was done at Lancing, the others at Eastleigh.

Major body overhauls were transferred to Eastleigh works following the closure of Lancing carriage works.

 

Southern Region ‘Track & Vehicle’ tests

One Hastings unit (which?) used for ‘Track & Vehicle’ tests past a measuring point at Horley in May 1957. Other trains used in these comparative tests were:

Suburban formation of 2 EPB units

COR/BUF/COR formation

Merchant Navy locomotive and hauled stock

Diesel locomotive 10203 and hauled stock

Electric locomotive 20003 and hauled stock.

 

Vehicle Details

Details of vehicles ordered for the Hastings Diesels were as follows with number range, units allocated, LOT numbers, building date, diagram number and Southern Region electrical codes (allocated about 1963) and a subsequent national BR design code.

 

Vehicle Nos.

Unit Nos.

LOT No.

Date built

Vehicle type

Diag. No.

SR Code

BR Code

60000 - 60013

1001 - 1007

30329

1956 /57

MBS

650

MA

DB2.01.0A

 

60014 - 60019

1013

30395

1957

MBS

651

MA-1A

DB2.02.0A

60020 - 60031

1014 - 1019

30391

1957 /58

MBS

651

MA-1A

DB2.02.0A

60032 - 60045

1031 - 1037

30391

1958

MBS

651

MA-1A

DB2.02.0B

60500 - 60520

1001 - 1007

30331

1956 /57

TSO

670

SB

DH2.01.0A

60521 - 60529

1011 - 1013

30397

1957

TSO

671

SB

DH2.02.0A

60530 - 60547

1014 - 1019

30394

1957 /58

TSO

671

SB

DH2.02.0A

60548 - 60561

1031 - 1037

30394

1958

TSO

671

SB

DH2.02.0B

60700 - 60706

1001 - 1007

30330

1956 /57

TFK

660

SA

DH1.01.0A

60707 - 60709

1011 - 1013

30396

1957

TFK

661

SA-1A

DH1.02.0A

60710 - 60715

1014 - 1019

30392

1957 /58

TFK

661

SA-1A

DH1.02.0A

60716 - 60722

1031 - 1037

30392

1958

TFK

661

SA-1A

DH1.02.0B

60750 - 60756

1031 - 1037

30393

1958

TB

678#

SC

DN4.01.0A

# These buffet cars new as diagram 18 in BR catering series, but all amended to 678 in SR multiple unit series from 2‑Sep‑61.


1011 Tonbridge.JPG

Unit 1011 on a down service at Tonbridge.
© www.BloodandCustard

 

Into Service

Following new units being released from Eastleigh works they usually ran trials in the area before moving to the Eastern Section. Initial short trial runs took units to Fareham, Andover or Alton, with longer trips to Bournemouth or Weymouth (sometimes via Ringwood). For more details see later appendix.

These units when outshopped were the first (along with the Euston ‑ Watford electric units) to carry the new style circular BR carriage crest.

From 6th May 1957, emergency timetable for Cannon Street fire, first passenger trains worked were:-

6.58am Hastings - Cannon Street & 10.25am Charing Cross - Hastings.

7.26am Hastings - Cannon Street & 5.18pm Cannon Street - Hastings.

1.10pm Hastings - Tonbridge & 6.3pm Cannon Street - Hastings.

Only units 1001 to 1006 were available at the commencement of this working, though 1007 & 1011 to 1013 all ready for service by mid-June and all were needed from 17th June 1957 when further trains were turned over to diesel operation.

Stage 1 of the diesel timetable commenced from 17th June 1957 (the final phase of the dieselisation scheme being from 9‑Jun‑58) with the initial mixed steam /diesel service using units 1001 - 1007 & 1011 - 1013 continued into 1958. Diesel units worked into Victoria during the diversions in December 1957 in the aftermath of the St Johns collision, whilst on Sundays in January 1958 a programme of engineering work saw Sevenoaks tunnel closed and diesel units ran via Redhill with a few trains taking the Crowhurst Spur and running via Oxted.

Further steam trains were turned-over to diesel operation from 8th April 1958 when units up to 1018 were available for traffic.

The Hastings units provided the whole service between London and Hastings via Battle from 9th June 1958 with the full diesel timetable introduced using all the units (including the buffet units) and the commencement of buffet workings, until the line was electrified in 1986. The full diesel timetable from this time provided an hourly service from Charing Cross calling at Waterloo, Sevenoaks, Tonbridge and Tunbridge Wells where the train divided, the front unit running fast to Crowhurst and then all stations to Hastings, the rear unit following from Tunbridge Wells calling at all stations to Hastings.

Trains with advertised refreshment facilities all had one 6B unit in the formation, these usually working the fast portion below Tunbridge Wells, but they were also diagrammed on the slow portions of some trains.

Other peak period trains ran to Cannon Street, most being formed of two 6L units to maximise seating capacity. There were variations early in the day and during the evenings not all trains split at Tunbridge Wells. 6S diagrams kept these units off most of the peak period trains due to their lower seating capacity.

There were a few trips diagrammed on the Ashford ‑ Hastings line from the start and from June 1957 a through train each way operated from Hastings to Cannon Street via Ashford, the unit attaching to another which had come via Battle at Tonbridge.

Also from June 1958 the units were used more extensively at weekends on the lines affected by the Kent Coast electrification scheme to assist with train operation disrupted by the associated engineering works. Two 12-car sets (one 2x6L and one 2x6S) being used, the 12L running Folkestone Central - Charing Cross, then a return trip to Deal and back from Charing Cross to Folkestone Central, whilst the 12S formation worked from Folkestone Central to Charing Cross, then Charing Cross to Canterbury West & New Romney splitting at Ashford, both units working back to Ashford and attaching and continuing to Charing Cross, then back to Folkestone Central. Both these trains ran ECS from St Leonards to /from Folkestone Central to position the stock.

During the winter of 1958/9 repairs to Sevenoaks Tunnel and other electrification work saw many weekend Hastings line trains diverted via either Oxted or Redhill. Units continued to use the Redhill route for diversions throughout their lives, and were regularly diverted between Sevenoaks and Chislehurst via Otford & Swanley.

From 5th January 1959 most weekend trains on the Hastings line were reduced to six cars only with no splitting at Tunbridge Wells, this released further units for operation on the Kent Coast lines. From 12th April 1959 a unit was diagrammed on Sunday to form the 2.10pm Tonbridge to Brighton and 3.55pm return.

 

Reduction in Buffet Cars

Some economies on the Hastings line were introduced in January 1964 with buffet facilities withdrawn from all weekend trains and the range of meals much reduced with all cooked items removed from the menus. The cars were now only manned by a single attendant and the number of trains with buffet facilities also reduced, there now only being four 6B unit diagrams.

This resulted in two 6B units (1031 /1032) losing their buffet cars at this time, resulting in 1032 running with former 6S trailers for many years. These two units were reclassified as 6L despite 1032 being non-standard.

The buffet cars were withdrawn and stored at Micheldever and two trailers removed from 6S 1007 to make-up the shortfall in 1032. Unit 1007 then ran as a 4S unit mostly on the Ashford ‑ Hastings line (though with a midday trip to Tunbridge Wells returning with the school train to Hastings).

 

Reformation for the 3R Units

Three 6S units (1002 /1003 /1004) were disbanded in the autumn of 1964 to provide coaches to form the 3R units for the Reading to Tonbridge line, this resulted in several trailers becoming spare, two TSOs being used to restore 1007 to 6S once again, whilst one TSO and three TFKs were stored spare at Micheldever.

 

Hither Green Derailment

All four trailers of unit 1007 were withdrawn following serious damage in the Hither Green accident in November 1967 and were replaced by coaches spare from the formation of the 3R units in late 1964, these having been stored spare at Micheldever in the meantime. Two TFK vehicles were downgraded to TSK and used initially in 1007 where the reduced seating capacity proved unsatisfactory and they then went into 1032 making it further non-standard and usually used on 6S diagrams as a result.

 

Liveries

Units were introduced in green livery with green ends. They started gaining small yellow warning panels on cab ends from January 1964. Unit 1018 was subject to trials with yellow warning panels; the full width and height of the cab end’s flat section being painted yellow c.Jan‑62.

 

Unit

Green yellow warning panel

Green full yellow end

Blue yellow warning panel

Blue full yellow end

Blue /Grey full yellow end

Notes

1001

14-Dec-65

No

No

No

8-Jan-69

 

1002

22-Aug-65

Disbanded

 

 

 

Disb.

1002

-

-

-

-

*14-May-79

Reformed

1003

1-May-68

Disbanded

 

 

 

Disb.

1004

Apr-64

Disbanded

 

 

 

Disb.

1004

-

-

-

-

*6-Oct-80

Reformed

1005

28-Apr-65

No

No

No

25-Mar-69

 

1006

17-Aug-65

No

No

No

30-Aug-68

 

1007

5-May-66

No

No

No

25-Apr-68

 

1011

No record

Jul‑87#1

No

9-Feb-67

29-Dec-69

 

1012

14-Mar-66

No

No

No

17-Dec-68

 

1013

7-Nov-66

No

No

No

15-Oct-69

 

1014

21-Jun-65

No

No

No

22-Sep-69

 

1015

20-Feb-65

No

No

No

17-Oct-67

1st blue /grey

1016

No record

No

15-Oct-66

No

18-Aug-69

 

1017

4-Feb-66

No

No

No

28-Jun-68

 

1018

Jan-62#2

No

No

17-May-67

27-Jun-69

 

1019

6-Oct-65

No

No

No

20-Sep-68

 

1031

22-Jun-66

No

No

No

14-Feb-69

 

1032

13-Oct-64

No

No

No

28-May-68

 

1033

No record

No

24-Aug-66

No

17-Jun-69

 

1034

7-Dec-64

No

No

No

13-May-69

 

1035

20-Jan-64

No

No

No

11-Nov-68

 

1036

14-Mar-64

No

No

31-Mar-67

25-Nov-69

 

1037

15-Jun-64

19-Jun-67

No

No

11-Feb-70

Last green#3

Notes:

 

*

Prior to the first entry shows the livery carried when the unit was renumbered.

#1

Unit painted green Jul‑87 as 203001 (ex.1011).

#2

Unit subject to trials with yellow warning panels; the full width and height of the cab end’s flat section being painted yellow c.Jan‑62.

#3

Last ‘original’ BR green unit - excluding unit 203001 (ex.1011) painted green Jul-87.

 

6S units were first ‘varnished’ at Lancing during 1959 as follows:

1001 - Oct‑59

1002 - Nov‑59

1003 - Aug‑59

1004 - Oct‑59

1005 - Sep‑59

1006 - Jul‑59

1007 - Sep‑59.

 

6L units also varnished at Lancing:

1017 - Feb‑60

1018 - Mar‑60.

 

Units began to be repainted into blue livery from August 1966, unit 1033 being the first (and also unit 1016) having small yellow panels similar to the green units, with unit numbers in white. Units 1011, 1018 & 1036 were also painted blue, these having full yellow ends. However, unit 1037 gained full yellow ends whilst still in green livery.

All other units went directly from green with yellow panels to blue/grey with full yellow ends.

 

Operating away from the Hastings Line

6S units were diagrammed on some Oxted line trains from June 1962 pending delivery of all the 3D ‘Oxted’ units, the last of these being ready by the end of the year, and were used again on this line in the latter part of 1964 covering a shortage of electrically heated loco‑hauled stock, units also working between Tonbridge and Brighton via Uckfield at this time.

A 6S unit gained a regular early morning working between Tonbridge and Redhill in 1968, this later being altered to work between Tonbridge and Eridge from 1971.

Units (usually 6S) were loaned from time to time to work on the Oxted lines at times of shortage of 3-car units, whilst 6B units were often used on race specials between Victoria and Lingfield, working up from Ore to Victoria in place of an electric train.

At weekends spare units were regularly used on special and excursion trains, these sometimes taking units off the Southern Region, with trips as far afield as Spalding, Swansea and Plymouth known to have operated. Hastings units were also diagrammed to work the Saturday train between Brighton and Exeter St Davids from May 1972, this working being formed of a 6B in winter months with a 6L/6B formation used in the summer period. It lasted until the May 1977 timetable.

 

1012 at Axminster.JPG

Saturdays-only Brighton – Exeter Service 1976
Unit 1012 at Axminster©

Hastings Line Service Changes

Further timetable cuts from 7th November 1965 on the main Hastings line saw the end of the splitting of trains at Tunbridge Wells (however this continued in the peak hours) and many off peak trains were now formed of a single unit throughout to London calling at all stations on the Hastings line itself.

This timetable level remained in force for many years with only detail changes including the closure of the halt at Mountfield on 6th October 1969.

By 1977 with no immediate plans for electrification of the Hastings line it was felt some improvement to the timetable was due and a new pattern was introduced from 2nd May 1977. Early, peak‑hour and late trains were largely unaffected but between the peaks and all day on Saturdays two trains per hour were run from Hastings through to Charing Cross, a slow service calling at Waterloo, Orpington, Sevenoaks, Tonbridge and all stations to Hastings, leaving Charing Cross at xx.45 and Hastings at xx.44 and took about 105 minutes. A new fast service was introduced leaving Charing Cross at xx.15 and Hastings at xx.25. These trains called only at Waterloo, Tonbridge, Tunbridge Wells, Battle and St Leonards Warrior Square and took about 90 minutes for the journey. The increased unit requirements for this service led to a reduction in the amount of use the units saw on special traffic duties.

 

Disbandment of the 3R Units

The 3R units were disbanded during 1979 and two of the three units disbanded in 1964 were reformed and two spare motor coaches were then available to substitute for defective ones in other units. One compartment of the trailer firsts in 6S units, and two in 6L & 6B units were downgraded to second from early 1980.

 

Withdrawal of Buffet Cars

All buffet facilities were withdrawn from May 1980 due to the condition of the buffet cars, which were progressively removed from the 6B units and scrapped, these units then running as 5-car sets classified as 5L. The fast trains introduced in May 1977 were mostly withdrawn again during some economy cuts in January 1981.

 

1034 (5 car) & DMU at Tonbridge.JPG

Five-car ex.6B No 1034 (now 5L) & DMMU at Tonbridge
© www.BloodandCustard

 

 

May 1986 – Electrification of the Hastings Line

A modernisation scheme for the Tonbridge - Hastings line was announced in October 1983 involving electrification and resignalling the line, the tracks through the restricted width tunnel bores at Somerhill, Strawberry Hill and Wadhurst being singled (Mountfield Tunnel had already had this treatment during 1975 in connection with structural defects in the tunnel).

This plan was costed at just under £24 million and relied upon the use of existing electric multiple unit stock to operate the line upon completion. With electrification impending, some Hastings vehicles in poor condition started to be withdrawn during the 1980's leading to hybrid formations of long /short vehicles in one unit, the making up of the 5L units to 6L. A few coaches were used in 3-car diesel units to replace accident damaged vehicles.

The full electric timetable was planned to be introduced from 6th May 1986 and the whole fleet of 6-car sets were withdrawn in April & May 1986, mostly for disposal, but as 1001 /1002 /1011 /1012 & 1013 did not have blue asbestos insulation, some coaches from these sets saw further service (both passenger and departmental) with a number of others were sold for preservation.

The units were always based at St Leonards depot whilst in use on the Hastings line, but following electrification, and the closure of this depot during 1987, the few vehicles remaining in traffic were then based at Selhurst depot.

Main works attention was usually at Eastleigh, though Lancing was used prior to its closure in 1963, and a few units were overhauled at Swindon from time to time, bogie and running gear overhauls were done at Chart Leacon and some unclassified repairs were undertaken at Selhurst.

All units containing blue asbestos insulation had their cabs stripped of this at Strawberry Hill during the mid 1970's. Following withdrawal of the bulk of the fleet in May 1986, most vehicles were stored, often for quite long periods, and various components were recovered prior to disposal for scrapping.

The Mark 4 bogies were exchanged with Mark 3D ones from 2 EPB units and many engine parts removed for further use in 3-car units or sold to Northern Ireland and Pakistan railways who owned units with similar power units. As a result, coaches were sent for scrapping not formed as complete units.

Duff 203001 London Bridge 2.jpg

203 001 at London Bridge

© Colin Duff

 


6S Units 1001 to 1007

These units were built on the ‘short’ 56' 11" underframes and each vehicle of the unit was 58' 0" long over bodywork, giving a total unit length of 358' 9¼".

Overall unit weight was 226 tons 4 cwt and seating capacity was 42 first and 200 second. Lot Numbers for these units were as follows: MBS 30329, TSO 30330, TFK 30331, these being ordered 13‑12‑56 (probably under authority of HOO No. 4277).

Motor Brake Second (MBS)

Motor coaches weighed 54 tons 12 cwt, 31 tons being carried by the leading bogie beneath the cab (axle load 15 tons 10 cwt) and 23 tons 12 cwt on the motor bogie at the rear (axle load 11 tons 16 cwt). The motor coach consisted of the driver's cab (usually entered from behind via the engine room) but with an emergency exit door fitted on the offside.

Behind was the engine room with inwards opening doors each side just behind the cab; there was also another outwards opening door on the offside for access. The engine was mounted centrally in this area, the generators being attached to the cab end of the engine. At the other end the engine was linked to a radiator compartment which was slightly offset to the offside; a gangway being provided past this on the nearside with access into the guard's brakevan. A large exterior air intake grille, covered by movable shutters was provided on the offside by the radiator compartment.

Next came the guard’s compartment; the access door to the engine room offset to the nearside. Both sides were provided with a double door, one opening inwards for normal use and another outwards for use when loading bulky luggage and parcels. The guard's brake was 8' 11½" wide.

Access to the passenger area was by another offset sliding door (this time to the offside) leading into a full width passenger entrance vestibule. A further sliding door allowed access to the three-bay passenger saloon. Seating was two-by-two each side of the central aisle. However, due to the restricted width of these vehicles the sliding door was slightly off centre and only one seat provided on the right hand side of it as you entered the saloon. This arrangement applied also in all the second class trailer coaches.

Each seating bay was provided with a large sidelight window with two sliding ventilator windows located above them. Aluminium luggage racks ran the length of the saloon at cantrail height and below them above each seating unit. Also above the seats at saloon ends were reading lamps; each controlled individually by a switch below them (provided the train lighting was switched on by the guard). At the inner end of the coach was a further passenger entrance vestibule. This saloon seated 22 and the engine and guard’s brake occupied just over half the length of the coach.

Trailer Second (TS)

Each trailer second weighed 29 tons and consisted of at one end two lavatories situated one each side of a short central gangway which opened out into an entrance vestibule. A sliding door led into a three bay saloon, identical in layout to that in the motor coaches and seating 22. A central vestibule divided this from another saloon of four bays seating 30 and there was another entrance vestibule at the end of the vehicle which seated 52 overall. Each unit had three of these trailers, two marshalled against one motor coach with the third against the other - always with the lavatory end towards the respective motor coach.

Trailer First (TF)

The trailer first weighed 30 tons and had a lavatory compartment at each end and seven first class compartments each seating six, with a full length side corridor. Each compartment had an exterior door on the compartment side of the coach, whilst there were four along the length of the side corridor opposite the first/third/fifth/seventh compartments. Each doorway had ¼ light windows on each side, whilst along the corridor side there were standard large sidelights with sliding ventilators, one between each doorway. This coach therefore seated 42 first, and was marshalled towards the centre of the unit, with one trailer second one side, two the other and the corridor was nearside when this coach was the third vehicle in direction of travel.

Into Service

All 6S units entered service in all over green livery and later acquired small yellow warning panels on cab ends from about 1964. The second class seats were trimmed with a red coloured ‘repp’ material with a pattern known as ‘sprig & octopus’ by enthusiasts of the time, all units except 1003 were retrimmed with the more widespread ‘trojan’ grey with coloured square dot moquette during their first major body overhauls (1003 was done at Lancing and retained the earlier style until it was disbanded to form the 3R units). Vehicles were also allocated electrical codes from about 1963. All were repainted directly into blue /grey livery with full yellow ends during 1968/9, and retained this scheme until withdrawal.

Units 1002/3/4 were disbanded during November 1964 to allow the formation of the six 3R units 1201 ‑ 1206 in January 1965 and unit 1007 ran as a 4-car with two trailer seconds removed from January to November 1964, these coaches being used to replace two withdrawn buffet cars in 6B units.

Unit 1007 reverted to 6S from November 1964 utilising two trailer seconds made spare following the formation of the 3R units, but all four trailers of this unit were written off in the Hither Green derailment in November 1967 and a series of complex reforms took place with 6L & 6B units, at the end of which 1007 was a standard 6S once again.

Units were allocated class number 201 in the BR TOPS computerised numbering system, though none ever received six‑figure numbers reflecting this. The 3R units were disbanded during 1979 and units 1002 & 1004 reconstituted though not in exactly their original formations.

Due to the losses mentioned earlier, unit 1003 was formed only of two motor coaches, these acting as spare vehicles for the whole 6-car fleet. From January 1980, one compartment in the trailer first was downgraded to second, the compartment to the left hand end when viewing this coach from the corridor side and this coach now seated 36 first and 6 second, unit totals now being 36 first and 206 second. The SR Code was unaltered, but the BR Code was revised to DH3.03.0A.

Note:      Unit formations shown below and alterations to them only reflect longer term alterations recorded officially. These units were subject to numerous short term substitutions of individual vehicles, usually motor coaches and buffet cars and these were short term and not recorded, and no renumbering of any vehicles took place. Units temporarily formed with other motor coaches often worked diagrams which turned the train and when reformed with the correct coaches these were often at the opposite end relative to their trailers. Sets of trailers had fairly fixed formations and as the control jumpers were not duplicated on these coaches, had to be formed in the correct sequence. Motor coach jumpers were duplicated on each side, and these could and did run back‑toback when required, usually to and from workshop attention. This applied equally to all the units in the fleet.


Unit formations were as follows, 1002 /1003 /1004 being shown twice with original and 1979 formations. ‘Paint dates’ are shown below unit number.

Unit

MBS

TSO

TFK

TSO

TSO

MBS

Notes

Diag. No.

650

670

660

670

670

650

 

Code

MA

SB

SA

SB

SB

MA

 

1001
17-Jan-57

60000

60501

60700

60500

60502

60001

 

1002
5-Feb-57

60003

60503

60701

60504

60505

60002

(new)

1002

60003

60504

60701

60505

60503

60002

(1979)

1003
18-Feb-57

60005

60508

60702

60507

60506

60004

(new)

1003

60005

60004

(1979)

1003

60005

60535 1

60711 2

60533 3

60534 4

60004

(4-86)

1004
4-3-57

60006

60510

60703

60511

60509

60007

(new)

1004

60006
60007

60554 5
60510

60718 6

60555 7
60506
60702
8
60554 9 60549 10 60546 11

60510
60509
60506

60007
60006

(1980)

1005
15-3-57

60009

60512

60704

60513

60514

60008

 

1006
30-3-57

 

60010

60517

60705

60516

60515

60011

 

1007
12-4-57

60013
60012
60013
60012

60518
60520
60511

60706
60703

60520
60507
60539
12
60702 15
60518

60519
60508
60541
13
60701 16
60519

60012
60013
60026
14
60013

 

Notes

 

1

Long frame TSO, diagram 671, code SB-1A.

9

Long frame TSO, diagram 671, code SB-1A.

2

Long frame TCK, diagram 661, code SA-1A.

10

Long frame TSO, diagram 671, code SB-1A.

3

Long frame TSO, diagram 671, code SB-1A.

11

Long frame TSO, diagram 671, code SB-1A.

4

Long frame TSO, diagram 671, code SB-1A.

12

Long frame TSO, diagram 671, code SB-1A.

5

Long frame TSO, diagram 671, code SB-1A.

13

Long frame TSO, diagram 671, code SB-1A.

6

Long frame TFK, diagram 661, code SA-1A.

14

Long frame MBS, diagram 651, code MA-1A.

7

Long frame TSO, diagram 671, code SB-1A.

15

Downgraded TFK now TSK, diagram 660 (modified), code SD.

8

Downgraded TFK now TSK, diagram 660 (modified), code SD.

16

Downgraded TFK now TSK, diagram 660 (modified), code SD.

 

Individual Unit Notes (6S)

 

Unit

Notes

1001

From 18th February 1957, 1001 based at Ashford for all stations trips to Tunbridge Wells via Hastings.

MBS coaches 60000 & 60001 running ecs back‑toback damaged in derailment at Appledore 14‑Mar‑80.

3R units 1205 & 1206 temporarily disbanded and MBSs 60006 & 60007 replaced 60000 /60001 until Jul‑80 when own MBSs repaired. During this period, unit displayed 1205 at one end, 1206 at the other and one MBS was in all-blue livery.

Unit withdrawn 12‑May‑86 (last working 23.12 Tonbridge to Hastings) and stored at Ore. MBS 60000 used on adhesion tests in Salisbury area during the autumn that year, moving from St Leonards depot to Salisbury 20‑Oct‑86 and returned from Eastleigh to St Leonards 7‑Feb‑87 and back to Ore for store 25‑Feb‑87.

Unit moved from Ore to Chart Leacon for bogie recovery 6‑Feb‑89, then returned to Ore, only the two motor bogies were recovered by BR. Whole unit sold for preservation 10‑Mar‑89.

 

1002

From 20th February 1957, 1002 based at Tonbridge for crew training.

Unit disbanded Nov‑64 at Chart Leacon and 60002 & 60503 to 3R 1201, 60505 to 3R 1203 and 60504 & 60003 to 3R 1202.

TFK 60701 moved to Eastleigh 4‑Jan‑65 and on to Micheldever 23‑Apr‑65 and stored spare there until 2‑Jan‑68 when taken to Eastleigh for overhaul and downgraded to TSK seating 42 second thence initially formed into 6L 1017 from 5‑Jul‑68.

Unit 1002 reinstated from 14‑May‑79, initially as 5-car only with 60002 & 60503 (ex 3R 1201), 60701 reconverted to TFK ex TSK (ex 1032) and 60504 & 60003 (ex 3R 1202), retaining 600hp engines.

Unit made up to 6S from Oct‑79 by addition of 60505 (ex 3R 1203) and back to original formation.

Unit withdrawn 12‑5‑86 (last working 22.45 Charing Cross to Hastings 11‑May‑86) and stored at Ore. Both MBSs to St Leonards depot for engine recovery by 31‑May‑86.

Coaches 60002, 60504 & 60003 all reinstated and converted to departmental use during Autumn 1986 as ‘Sandite’ unit 066 (unofficially later numbered 1066) being renumbered ADB977376, ADB977379 & ADB977377 respectively.

TSO 60504 moved from Ore to Selhurst depot 11‑Jul‑86 for the Sandite conversion. Both MBSs had replacement engines taken from withdrawn 1032 and moved to Selhurst 22‑Sep‑86. Trailers 60503, 60505 & 60701 were later moved to Chart Leacon for bogie recovery, then to Sevenoaks, moving from there to Vic Berry, Leicester for scrapping 30‑Oct‑89.

Due to poor condition, unit 1066 withdrawn at end of 1992 Sandite season, ADB977379 to Strawberry Hill for stripping of parts to convert 60660 (ex 205101) to a Sandite vehicle. ADB977376 & ADB977377 to Eastleigh BRML for stripping 13‑Jul‑93. Both vehicles to Gwent Demolition, Margam for scrapping 31‑Mar‑94, and cut up w/e 5‑Nov‑94. ADB977379 stored at Selhurst until moved to Mayer Parry, Snailwell for scrapping Jul‑98.

 

1003

From 11th March 1957, 1003 & 1004 were based at Bexhill West. Ran daily (SX) trip to Cannon Street departing at 10.25am, arriving 12.17pm, returning at 1.32pm and arriving back at 3.24pm. These trains stopped at all stations to Sevenoaks, then fast to London. Following the Cannon Street signalbox fire, these trips were altered to run to /from Holborn Viaduct from 15th April 1957.

Unit disbanded Nov‑64 at Chart Leacon and 60005 & 60506 to 3R 1204, 60004 to 3R 1203, 60507 & 60508 to 4S 1007 to return this unit to 6S.

TFK 60702 moved to Eastleigh 4‑Jan‑65 and on to Micheldever 23‑Apr‑65 and stored spare there  until 2‑Jun‑68 when taken to Eastleigh for overhaul and downgraded to TSK seating 42 second and initially formed into 6L 1032 from 31‑May‑68.

Following disbanding of 3R units 1203 & 1204, a ‘new’ 1003 formed from Oct‑79 consisting only of MBSs 60004 & 60005. These two coaches used (usually as a pair) around the trailers of other units with defective MBSs.

For the last weeks prior to electrification, unit 1003 made up to a 6-car using trailers 60535, 60711, 60533 & 60534 (ex disbanded 6L 1015), this formation lasting only from 7‑Apr‑86 until unit withdrawn 27‑Apr‑86 (last run 17.00 Cannon Street to Hastings 25‑Apr‑86).

Five coaches, 60004, 60534, 60533, 60711 & 60535 moved to Tonbridge for store 27‑Apr‑86, all later being taken to Chart Leacon for bogie recovery prior to being moved to Mayer Newman, Snailwell 30‑Jun‑87 arriving 2‑Jul‑87. The coaches were burnt as follows: 60533 15‑Jul‑87, 60534 16‑Jul‑87, 60711 17‑Jul‑87, 60535 21‑Jul‑87 and 60004 22‑Oct‑87.

MBS 60005 retained at St Leonards for engine recovery, stored in Hastings Goods Yard and returned to depot for stripping 17‑May-86. It then returned at Hastings Goods Yard 13‑Aug‑86 until August 1987 prior to moving to Ore, then to Chart Leacon for bogie recovery 14‑Apr‑88, then taken to Tonbridge early in July, to Paddock Wood 13‑Jul‑88 and on to Sevenoaks for store shortly afterwards. Moved for scrapping 11‑Oct‑88 but delayed en route and forward from Harlow Mill to Mayer Newman, Snailwell 14‑Jun‑89 where the coach was burnt 5‑Jun‑90.

 

1004

From 11th March 1957, 1003 & 1004 were based at Bexhill West. Ran daily (SX) trip to Cannon Street departing at 10.25am, arriving 12.17pm, returning at 1.32pm and arriving back at 3.24pm. These trains stopped at all stations to Sevenoaks, then fast to London. Following the Cannon Street signalbox fire, these trips were altered to run to /from Holborn Viaduct from 15th April 1957.

Motor coaches 60006 (1004) & 60008 (1005) noted running back-to-back at Brighton 13‑Aug‑57 returning to St Leonards, (possibly after a visit to Lancing works?).

Unit disbanded Nov‑64 at Wimbledon Park and 60006 & 60509 to 3R 1205, 60007 & 60510 to 3R 1206, 60511 & 60703 both stored at Micheldever until moved to Eastleigh 2‑Jan‑68 for overhaul and both to 1007 from 10‑May‑68.

Planned to reinstate 1004 as 6S from 6‑Oct‑80 using 60006 & 60509 (ex 1205), 60506 & 60702 (ex 1032) and 60510 & 60007 (ex 1206) but due to various vehicles away in works unit actually formed with ‘long’ trailers 60554 & 60555 (ex 1032) and 60718 (ex disbanded 1033) temporarily until 60506 and 60510 released from works in Feb‑81.

‘Long’ TCK 60718 became permanent so unit had a non‑standard length of 363' 3¼" and seated 36 first and 212 second.

Unit to Eastleigh for overhaul Oct‑82 but TSO 60509 condemned due to poor condition 14‑May‑83 and unit released as 5-car 12‑Mar‑83, the withdrawn coach then being replaced temporarily with downgraded TSK 60702 (ex disbanded 3R 1206) and unit now seated 36 first and 202 second.

Withdrawn 60509 returned to St Leonards 9‑Jul‑83 (in overhauled 1018) and stripped for spares before returning to Eastleigh for further stripping and storage. It moved from Eastleigh to Mayer Newman, Snailwell for scrapping 30‑Sep‑86 arriving 7‑Oct‑86 and was burnt 17‑Oct‑86.

TSK 60702 was itself condemned in Feb‑84 and moved to Mountfield for store, going forward to Mayer Newman, Snailwell for scrapping 11‑Nov‑85, arriving 28‑Nov‑85 from Temple Mills and coach was burnt that day.

Replaced in 1004 temporarily by ‘long’ TSO 60554 (ex 1032) Feb‑84 to Apr‑84, then 60549 (ex 1031) Apr‑84 to Jan‑85 and permanent replacement was 60546 (ex withdrawn 1019). Unit now seated 36 first and 220 second.

Unit disbanded 27‑Mar‑86 (last working 19.45 Charing Cross to Hastings 26‑Mar‑86). 60007 to 6L 1016, 60510 & 60546 to 4L 1036, made-up to 6L, 60006, 60506 & 60718 all withdrawn and taken to Mountfield for store by 17‑Apr‑86. All moved to Chart Leacon for bogie recovery 27‑Nov‑87 and were then taken to Sevenoaks for store 11‑Jan‑88.

These three vehicles then hauled to Mayer Newman, Snailwell for scrapping 11‑Mar‑88, arriving 14‑Mar‑88. They were burnt as follows: 60006 13‑Apr‑88, 60718 16‑Mar‑88 and 60506 17‑Mar‑88. MBS 60007 stored at Ore (with remainder of unit 1016) from 12‑May‑86 until moved to Chart Leacon for bogie recovery 2‑Apr‑87. Coach then moved to Tonbridge for store and taken to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and burnt 3‑Nov‑87.

 

1005

Motor coaches 60006 (1004) & 60008 (1005) noted running back-to-back at Brighton 13‑Aug‑57 returning to St Leonards, (possibly after a visit to Lancing works?).

MBS 60008 & TFK 60704 both displayed at a rolling stock exhibition at Battersea Wharf between 28th and 30th June 1958, remaining 4 coaches stored at Stewarts Lane.

Unit ran during October /November 1974 with 60003 (ex 3R 1202) replacing 60009, later 60044 (ex 6B 1037). Unit believed last used 14‑Apr‑86 (20.45 Charing Cross to Hastings) and withdrawn 27‑Apr‑86. Trailers all stored in Hastings Goods Yard from 18‑Apr‑86 and MBSs to St Leonards for standby spares then moved to Hastings Goods Yard 10‑May‑86.

Both MBS vehicles returned to St Leonards depot for further stripping 9‑Sep‑86 including fuel tanks.

All four trailers moved to Ore for further storage in first week of Dec-86. Trailers 60512, 60704 & 60514 moved Chart Leacon for bogie recovery (date?), 60513 being left behind with a brake defect. These three then moved to Tonbridge for store before moving to Mayer Newman, Snailwell 2‑Oct‑87, arriving there 16‑Nov‑87. They were burnt as follows: 60514 & 60704 both 25‑Nov‑87 and 60512 26‑Nov‑87.

MBS 60009 taken from Ore 15‑Feb‑89 to Mayer Newman, Snailwell for scrapping, arriving there 22‑Feb‑89 and burnt 2‑May‑89. TSO 60513 moved from Ore to Chart Leacon for bogie recovery (date?) then taken to Sevenoaks for store and moved for scrapping to V. Berry, Leicester 30‑Oct‑89. Shell of MBS 60008 moved by road ex St Leonards depot to V. Berry, Leicester for scrapping about Jul-89.

 

1006

Unit withdrawn 27-Apr‑86 (last working 18.00 Cannon Street to Hastings 25‑Apr‑86) and moved to Paddock Wood for store 27‑Apr‑86. Taken to Wadhurst for further storage 24‑Nov‑86, then to Chart Leacon for bogie recovery by 5‑May‑87.

Both MBS vehicles moved from Chart Leacon to Mayer Newman, Snailwell for scrapping 30‑Jun‑87 arriving there 2‑Jul‑87. 60011 was burnt 20‑Oct‑87 and 60010 23‑Oct‑87. All four trailers from Chart Leacon to Tonbridge and moved to Mayer Newman, Snailwell for scrapping 26‑Jun‑87 but train halted at Battersea Yard with defects, going forward 8‑Jul‑87 and arriving 20‑Jul‑87. Coaches burnt as follows: 60517 22‑Jul‑87, 60705 23‑Jul‑87, 60515 11‑Aug‑87 and 60516 12‑Aug‑87.

 

1007

TFK 60706 & TSK (probably 60518) used for train heating tests on Brighton line marshalled between 2 EPB units 5717 & 5718 from 7th to 10th May 1957.

Unit collision damaged at Ashford 23‑Sep‑62 (details unknown).

Unit in converging collision with 1011 in St Leonards depot 27‑Dec‑62 and TSO 60520 and TFK 60706 both damaged. TSO 60518 and MBS 60013 both then temporarily exchanged with damaged 60521 and 60015 (ex 1011) from 31‑Dec‑62 and unit for repairs at Lancing. Unit reduced to 4S from 5‑Feb‑64 and TSOs 60518 & 60519 to 6L 1032. Restored to 6S from Nov‑64 using TSOs 60507 & 60508 (ex disbanded 1003).

Unit involved in Hither Green derailment 5‑Nov‑67 and all four trailers 60508, 60507, 60706 & 60520 wrecked and withdrawn from 31‑Dec‑67, being scrapped at Hither Green PAD about Jan‑69. Damaged MBS 60013 moved from Hither Green to Eastleigh for C3 overhaul and repairs (with 3-cars of 1017) 16‑Dec‑67 arriving there 18‑Dec‑67.

Unit out of use until reinstated in May‑68 with 60013 (1007) + 60511 (1004) + 60703 (1004) + 60539 (1017) + 60541 (1017) + 60026 (1017), a hybrid unit with three ‘long’ coaches.

This unit outshopped 10‑May‑68 in blue/grey livery with ‘paint dates’ as follows: 60013 17‑Apr‑68, 60511 17‑Jan‑68, 60703 1‑May‑68, 60539 12‑Jan‑68, 60541 12‑Jan‑68 and 60026 5‑Apr‑68.

Unit further reformed at St Leonards in Aug‑68 when the three 6L vehicles returned to 1017, replaced by own MBS 60012 (ex 1017) and two former TFKs, now downgraded to TSK seating 42 second, 60701 (ex 1002) dated 8‑May‑68 and 60702 (ex 1003) dated 2‑May‑68. In this form unit now seated 42 first and 180 second, but this low capacity proved unsatisfactory and 60701 & 60702 exchanged with 60518 & 60519 (ex 1032) in Oct‑69, these vehicles having originally been in 1007 when new. Formation now 60012 + 60511 + 60703 + 60518 + 60519 + 60013 and unit back to standard 6S formation.

Unit out of use during October & November 1976 and MBS 60013 formed in 6B 1037, 60012 in 6B 1035 at this time.

Unit withdrawn 27‑Apr‑86 (last working 18.00 Cannon Street to Hastings 25‑Apr‑86) and moved to Paddock Wood for store 27‑Apr‑86. Taken to Wadhurst for further storage 24‑Nov‑86, then to Chart Leacon for bogie recovery by 5‑May‑87. Five coaches from Chart Leacon to Tonbridge and moved to Mayer Newman, Snailwell for scrapping 26‑Jun‑87 but train halted at Battersea Yard with defects, going forward 8‑Jul‑87 and arriving 20‑Jul‑87. Coaches burnt as follows: 60519 21‑Jul‑87, 60511 22‑Jul‑87, 60703 20‑Aug‑87, 60518 25‑Aug‑87 and 60013 22‑Oct‑87. MBS 60012 also moved to Tonbridge for store, and taken to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and burnt 15‑Oct‑87.

 

6B 1036 leaving Tonbridge.JPG

6B unit 1036 leaving Tonbridge for Charing Cross
© BloodandCustard


6L Units 1011 to 1019

The 6L units' principal difference from the 6S units was their construction on 63' 5" underframes, leading to all vehicles being 64' 6" long over bodywork. All vehicles therefore had one additional seating bay compared with those on ‘short’ frames, motor coaches having a 4 bay saloon, trailer seconds two 4 bay saloons and trailer firsts one extra compartment at eight.

As a result, motor coaches seated 30, trailer seconds 60 and trailer firsts 48, giving a unit total of 48 first and 240 second. Each vehicle weighed one ton more than their short framed counterparts, motor coaches 55 tons 12 cwt, trailer seconds 30 tons and trailer firsts 31 tons giving a unit total of 232 tons 4 cwt, and units were 397' 9¼" long.

Axle loads on motor coaches were 15 tons 15 cwt (leading bogie) and 12 tons 1 cwt (motor bogie). Trailer firsts had the additional compartment at the centre of the coach with the corridor side doorways now opposite the first /third /sixth /eighth compartments and two large sidelight windows between the two doorways towards the centre of the coach.

Units were numbered 1011 ‑ 1019, the first three being built with the 6S units in 1957, the remainder during 1958.

The 1957 units differed slightly in having roof‑mounted lighting conduits, these being concealed within on the later units, though with no change to design codes. These 1957 units were also built without blue asbestos insulation. Lot numbers for these units was as follows:

MBS 30395 (1957) & 30391 (1958),

TSO 30397 (1957) & 30394 (1958),

TFK 30396 (1957) & 30392 (1958),

These being ordered along with the 6S units on 13‑12‑56 under authority of HOO (Head Office Order) 4278 (for the ‘1958’ units) (probable that the ‘1957’ units were to HOO 4277?).

They were also trimmed with ‘sprig & octopus’ red ‘repp’ material in second class when new. Units 1014 upwards were new with ‘trojan’ moquette seating in second class.

 

Unit 1014 was the first ‘Hastings’ unit with the yellow cantrail marking to denote the first class accommodation from November 1962, and 1012 was believed to be the first with the new interior panelling, outshopped from Lancing works 11‑6‑63.

6B units 1031 & 1032 lost their buffet cars in January 1964 and 1031 was reformed to standard 6L formation, 1032 had a non‑standard formation through several reforms until 1981, but both were reclassified as 6L from January 1964. Their vehicles were allocated standard 6L design codes, not those of the 6B units.

At times of shortage of 6B units, 1031 reverted to 6B for various periods as it had a standard formation and remained in the 6B number series. These units became Class 202 under the BR class designation scheme. Like the 6S units, the TFKs were altered to TCKs from early 1980, two compartments being downgraded to second, this coach now seating 36 first and 12 second giving a unit total of 36 first and 252 second. The SR Code was unaltered, but the BR Code was revised to DH3.04.0A.

Units entered traffic in all‑over green livery and gained small yellow warning panels from January 1964 on. Unit 1016 was repainted all‑over blue with blue cab ends and small yellow panels in October 1966, and units 1011 & 1018 were blue with full yellow ends from February and May 1967 respectively, whilst the remainder went from green straight to blue/grey with full yellow ends.

Apart from unit 1019 withdrawn during 1984 due to poor condition, units remained in service until the electrification of the Hastings line in May 1986 (when all but one were withdrawn) unit 1011 being reduced to 4L by removal of a TSO and the TCK and used on the Ashford ‑ Hastings line. However, unit 1013 was reinstated for further service on the Oxted line from July 1986 and renumbered 202001, this unit later also being reduced to 4-cars, this time losing two TSOs and retaining the TCK and was further renumbered 203101.

Unit 1011 was repainted green during its final C3 overhaul at Eastleigh and became 203001 at this time. Following withdrawal it became a departmental Sandite unit numbered 067 (unofficially 1067) and was repainted into Network SouthEast livery. This unit was only a 3-car, the remaining trailer being used with former 3D coaches as a further Sandite unit 068.

Unit formations were as follows, ‘paint dates’ being shown below unit number, though units 1015 upwards have the ‘week ending’ release date from Eastleigh works shown here.

 

Unit

MBS

TSO

TFK

TSO

TSO

MBS

Notes

Diag. No.

651

671

661

671

671

651

 

Code

MA-1A

SB-1A

SA-1A

SB-1A

SB-1A

MA-1A

 

1011
11-May-57

60015
60013
1
60015

60521
60518
2
60521

60707

60523

60522

60014

 

203001

60153

60523

60522

60152

 

1012
18-May-57

60017

60526

60708
60720
60708

60525

60524

60016

 

1013
31-May-57

60019

60529

60709

60527

60528

60018

 

1014
31-Dec-57

60021
60031

60532

60710

60530

60531

60020

 

1015
18-Jan-58

60023

60535

60711

60533

60534

60022

 

1016
8-Feb-58

60024
60007 3

60536

60712

60537

60538

60025

 

1017
15-Feb-58

60027

60540

60713

60539
-
60701
4
60539

60541
60518
5
60541
60509
6

60026
60012
7
60026

 

1018
1-Mar-58

60029

60544

60714

60543

60541
60542

60028

 

1019
15-Mar-58

60030

60546

60715

60545

60547

60031
60039
60037
60031

 

Notes

 

1

Short frame MBS, diagram 650, code MA.

5

Short frame TSO, diagram 670, code SB.

2

Short frame TSO, diagram 670, code SB.

6

Short frame TSO, diagram 670, code SB.

3

Short frame MBS, diagram 650, code MA.

7

Short frame MBS, diagram 650, code MA.

4

Downgraded short frame TFK now TSK, diagram 660 (Modified), code SA.

 

 

                  

 

Individual Unit Notes (6L)

 

Unit

Notes

1011

Unit in converging collision with 1007 in St Leonards depot 27‑Dec‑62 and MBS 60015 and TSO 60521 both damaged and temporarily exchanged with 60013 and 60518 (ex 1007) from 31‑Dec‑62, reducing seating capacity to 48F and 224S, length to 384’ and weight to 230 tons, 4cwt for duration of this change.

Unit reduced to 4L from 12‑May‑86 by removal of TSO 60521 and TCK 60707, these vehicles stored at Ore, though later returned to St Leonards depot and moved to Eastleigh for stripping 2‑May‑90. Both scrapped by V. Berry, Leicester Aug‑90, moving from Eastleigh 27‑Jul‑90.

Unit 1011 now classified as Class 203, seating 180 standard. Unit marshalled with both trailer coaches with toilet end towards MBS 60014 which therefore supplied heating and lighting current for three of the four vehicles in the unit, which was renumbered 203001 from Jan-87.

Repainted into original green livery during C3 overhaul at Eastleigh Jul‑87 but with full yellow ends; uprated 600bhp engines fitted at this time to standardise with 3-car units.

Unit fitted with AWS at Chart Leacon during Aug‑87; the first and only Hastings unit to be so equipped whilst in regular mainline operation.

MBS 60014 named ‘St Leonards’ in a ceremony at Hastings 11‑Sep‑87. Motor coaches 60014 /60015 renumbered as 60152 /60153 respectively 27‑Jun‑89 to clear number range for new Class 60 locomotives.

Unit withdrawn 14‑May‑90 and converted to ‘Sandite’ unit 1067 at Ilford. Both trailers converted but 1067 only a 3-car unit with one trailer, remaining vehicle being formed between two coaches of former ‘Oxted’ 3-car units as ‘Sandite’ unit 068. All vehicles renumbered into departmental series, 60152 as ADB977698, 60522 as ADB977696 (this coach formed in 068), 60523 as ADB977697 and 60153 as ADB977699, and unit entered service Sep‑90.

Both trailers condemned due to poor condition at end of 1992 Sandite season and stored at Eastleigh works. Both MBSs to Eastleigh for C3 overhaul 13‑Jul‑93. Used again with trailer ADB977870 converted ex TS 60660 from 3H (M) 205101 for 1993 Sandite season and to Eastleigh for overhaul 23‑Feb‑94. However, both MBSs condemned due to poor condition and held at Eastleigh for component recovery prior to disposal. Both MBS vehicles scrapped by contractors A Cartright at Eastleigh Aug‑96, ADB 977697 moved to Gwent Demolition, Margam for scrapping (formed between the MBSs of unit 1066) 31‑Mar‑94 and believed cut‑up w/e 5‑Nov‑94. ADB 977696 remained stored at Eastleigh works until scrapped there by contractors Nicholas Steel Oct‑05.

 

1012

Unit ran with TFK 60720 (ex 6B 1035) replacing 60708 in works Apr‑79 to Jun‑79.

Unit withdrawn 12‑May‑86 (last working 23.12 Tonbridge to Hastings) and stored at Ore. MBS 60017 used on adhesion tests in Salisbury area during the autumn that year, moving from St Leonards depot to Salisbury 20‑Oct‑86 and returned from Eastleigh to St Leonards 7‑Feb‑87 for stripping.

MBS 60016 reinstated as standby for ‘Sandite’ units 1066 & 1067 and moved to Selhurst for repairs 17‑Sep‑87, but used briefly in traffic (still numbered 1012) replacing 60019 in 202001 (ex 1013) between 5‑Nov‑87 & 11‑Nov‑87. Proposed to convert TSO 60525 to a rail‑cleaning coach dubbed ‘The Swedish Scrubber’ and coach to be sent to Sweden for conversion, but a GUV van eventually sent instead and 60525 not renumbered into departmental series, though it was moved to Strawberry Hill for assessment and later stored at Stewarts Lane.

After stripping at St Leonards MBS 60017 moved to Chart Leacon for bogie recovery, later moving to Paddock Wood for store 24‑Aug‑88. It was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88 and forward to Snailwell 26‑Apr‑89. It was burnt 15‑May‑89. Trailers 60524, 60526 & 60708 moved from Ore to St Leonards, 60524 & 60526 then going to Eastleigh for stripping 2‑May‑90. Both scrapped by V. Berry, Leicester Aug‑90, moving from Eastleigh 27‑Jul‑90. TSO 60525 was sent for disposal from Stewarts Lane to Gwent Demolition, Margam 6‑Feb‑92. MBS 60016 & TCK 60708 both sold for preservation at St Leonards.

 

1013

Unit withdrawn 11‑May‑86 (last working 19.45 Charing Cross to Hastings) and stored at Ore, but re‑instated to service from 23‑Jun‑86. Unit renumbered 202001 from Jul-86 as sole remaining 6L unit and transferred to Selhurst depot from 5‑Oct‑87 following closure of St Leonards depot, but officially stored from 7‑Oct‑87.

MBS 60019 defective and unit back to traffic from 2‑Nov‑87 with this coach temporarily replaced by 60045 (ex withdrawn 207009) but after a small fire in the guard’s van 4‑Nov‑87, 60045 replaced by 60016 (ex withdrawn 1012 and a Sandite spare) 5‑11‑87 to 11‑11‑87 when 60019 repaired and unit back to original formation.

Unit reformed as 4L from 18‑Dec‑87 by removal of TSOs 60528 & 60529, these vehicles stored at Norwood yard, reclassified as class 203/1 and renumbered 203101. Unit now seated 36 first and 132 second.

Unit withdrawn 18‑Apr‑88 and reformed as 6L again with 60528 & 60529 ex store and moved to Ore. Unit later moved to St Leonards depot, though the MBSs returned to Ore 24‑Oct‑88 and were sent to Chart Leacon for bogie recovery shortly afterwards, before returning to St Leonards depot. Whole unit sold for preservation 10‑Mar‑89.

 

1014

Unit in sidelong collision with 4 EPB 5169 at Borough Market Jct. 28‑Jan‑60 and MBS 60021 & TSO 60532 damaged but repaired.

MBS 60021 withdrawn Jan‑85 due to poor condition and replaced by 60031 (ex withdrawn 1019). Disposal of 60021 was protracted, after stripping at St Leonards coach moved to Mountfield sidings 24‑Sep‑85. It was taken to Temple Mills as part of a scrap train 11‑Nov‑85 in error and returned to Sevenoaks 18‑Nov‑85, then to St Leonards depot 2‑Dec‑85 and sent to Mountfield again 11‑Feb‑86 where it remained until taken to Chart Leacon for bogie recovery 27‑Nov‑87. Coach then to Sevenoaks for store 11‑1‑88, departing there 11‑3‑88 for Mayer Newman, Snailwell for scrapping, arriving there 14‑Mar‑88 and coach burnt 15‑Apr‑88.

Unit 1014 withdrawn 27‑Apr‑86 (last working believed 19.45 Charing Cross to Hastings 23‑Apr‑86) and hauled to Sevenoaks for store 25‑Apr‑86. Moved to Chart Leacon for bogie recovery c11‑7‑87 then to Tonbridge for store. Moved to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and coaches burnt as follows: 60532 17‑Sep‑87, 60710 18‑Sep‑87, 60530 22‑Sep‑87, 60531 23‑Sep‑87, 60031 19‑Oct‑87 and 60020 28‑Oct‑87.

 

1015

All coaches except MBS 60022 derailed on buckled track between High Brooms and Tonbridge 8‑Jun‑62 and to Lancing? For repairs.

Unit in collision with 1017 at Grove Park 2‑Mar‑66 and MBS 60023 damaged. MBS 60022 and TSO 60535 both exchanged with damaged 60027 & 60540 (ex 1017) and unit to Eastleigh 7‑Mar‑66 for repair. Released 6‑May‑66 and both units reformed back to normal at St Leonards shortly after.

Unit disbanded c.25‑Jan‑86 (officially from 7‑Apr‑86) and all four trailers 60535, 60711, 60533 & 60534 to 1003. MBS 60022 to 3H 1107 Apr‑86. MBS 60023 stripped at St Leonards and stored at Mountfield from 11‑Feb‑86. Coach taken to Chart Leacon for bogie recovery 27‑Nov‑87, then to Sevenoaks for store 11‑Jan‑88. Moved to Mayer Newman, Snailwell for scrapping 11‑Mar‑88 arriving there 14‑Mar‑88 and burnt 14‑Apr‑88.

 

1016

MBS 60024 withdrawn c.8‑May‑86 and stored in Hastings yard until moved to Ore Dec‑86 and on to St Leonards depot for stripping 20‑Dec‑86. Moved to Chart Leacon for bogie recovery c.Jul‑87 then to Tonbridge for store.

Hauled to Mayer Newman, Snailwell for scrapping 2‑Oct‑87 arriving 16‑Nov‑87 and burnt 15‑Dec‑87. Replaced by 60007 (ex disbanded 1004) from 8‑May‑86. Unit withdrawn 12‑May‑86 and stored at Ore, though MBS 60025 to St Leonards for stripping during Dec‑86 and returned to Ore, unit moved to Chart Leacon for bogie recovery 2‑Apr‑87.

All five coaches from Chart Leacon to Tonbridge and moved to Mayer Newman, Snailwell for scrapping 26‑Jun‑87 but train halted at Battersea Yard with defects, going forward 8‑Jul‑87 and arriving 20‑Jul‑87. Coaches burnt as follows: 60538 12‑Aug‑87, 60537 13‑Aug‑87, 60712 14‑Aug‑87, 60536 18‑Aug‑87 and 60025 14‑Oct‑87.

 

1017

Unit in collision with 1035 at Tunbridge Wells Central 22‑Dec‑58 and MBS 60026 cab damaged, repaired at Eastleigh and released 8‑Jun‑59.

Unit varnished Feb‑60.

Unit in collision with 1015 at Grove Park 2‑Mar‑66 and MBS 60027 and TSO 60540 both damaged and exchanged with 60022 & 60535 (both ex 1015) by 6‑Mar‑66 and unit ran in traffic misformed until own coaches back from Eastleigh c.6‑May‑66.

Unit completely derailed and damaged in Hither Green accident 5‑Nov‑67. Three worst damaged coaches, 60026 + 60541 + 60539 (also MBS 60013 ex 1007) moved from Hither Green to Eastleigh 16‑Dec‑67 for repair arriving there 18‑Dec‑67, these then being overhauled as ‘1007’.

Unit 1017 out of use until late December when reformed as 5-car as 60027 + 60540 + 60713 (all ex 1017) + 60518 (ex 1032) + 60012 (ex 1007) and unit seated 48 first and 164 second with two short frame vehicles, released still in green livery having been repaired at Chart Leacon. This unit ran until sent to Eastleigh for C3 overhaul 12‑Jan‑68 and made up to 6-car again when released 23‑Jul‑68 using downgraded TSK 60701 (ex store from 1002 with ‘paint date‘ 8‑May‑68), this coach seating 42 second and unit total now 48 first and 206 second and unit outshopped in blue /grey. Unit then reformed back to original formation at St Leonards from Aug‑68.

Unit believed slightly damaged in a collision at Chart Leacon 25‑Mar‑70 (details unknown).

TSO 60541 damaged in derailment at Appledore 14‑Mar‑80 whilst marshalled with MBS vehicles of 1001& 1033 en route to Chart Leacon for repairs.

Unit 1017 reformed with ‘short’ TSO 60509 (ex disbanded 3R 1205) Apr‑80 to Jun‑80 whilst 60541 repaired at Slade Green and released 21‑Jun‑80.

Unit withdrawn 11‑May‑86 (last working 13.45 Charing Cross to Hastings) and stored at Ore.

Unit moved to Chart Leacon for bogie recovery 21‑Apr‑88, then to Tonbridge for store in early July, MBS 60027 to Sevenoaks and other five coaches to Paddock Wood 13‑Jul‑88. MBS 60027 hauled to Mayer Newman, Snailwell for scrapping 10‑Oct‑88, arriving 17‑Oct‑88 and burnt 1‑Nov‑88. Remaining coaches moved from Paddock Wood to Sevenoaks and forward to Harlow Mill 11‑Oct‑88, thence to Mayer Newman, Snailwell for scrapping 14‑Jun‑89. Coaches burnt as follows: 60539 & 60541 both on 16‑Jan‑90, 60540 17‑Jan‑90, 60713 18‑Jan‑90 and 60026 22‑Jun‑90.

 

1018

Unit derailed on catch points near Somerhill Tunnel 14‑Sep‑58 with minor damage.

Unit varnished Mar‑60.

Unit in collision with 4 EPB 5225 outside Cannon Street 20‑Mar‑61 and all trailers badly damaged, 60543 & 60714 being overturned. Damaged trailers moved to Blackheath (some on temporary bogies) until sent to Micheldever pending repairs at Eastleigh. Unit out of use until repairs at Eastleigh completed 18‑Sep‑61, though both MBS vehicles were quickly used as spares on other units as required.

Unit subject to trials with yellow warning panels and full width of flat section of cab ends painted yellow c.Jan‑62.

Unit withdrawn 12‑May‑86 (last working 19.45 Charing Cross to Hastings) and stored at Ore. MBS vehicles 60028 & 60029 both used briefly for departmental work in Aug-86 with High Speed Track Recording coach returning to Hastings yard 14‑Aug‑86, moved to Selhurst 16‑Aug‑86 and deputised in Sandite unit 1066 (though not renumbered). Both returned to Hastings yard for store by 22‑Sep‑86.

All four trailers moved from Ore to Temple Mills 2‑Dec‑86 and on to Mayer Newman, Snailwell for scrapping 18‑Dec‑86, coaches burnt as follows: 60542 & 60543 both 26‑Jan‑87, 60544 28‑Jan‑87 and 60714 29‑Jan-87. Both MBS vehicles to St Leonards for stripping 15‑Aug‑87. MBS 60028 to Chart Leacon for bogie recovery (date?) then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt 23‑Dec‑87.

After stripping at St Leonards MBS 60029 moved to Chart Leacon for bogie recovery, later moving to Paddock Wood for store 24‑Aug‑88. It was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88 and forward to Snailwell 26‑Apr‑89. It was burnt 11‑May‑89.

 

1019

Unit in collision with buffers in St Leonards West Marina depot 13‑Jun‑63 and MBS 60031 gangway damaged. Both MBSs 60030 & 60031 sent to Eastleigh for repair (arriving 21‑Jun‑63 /released 3‑Jul‑63) and unit then reformed back to normal at St Leonards.

MBS 60031 temporarily replaced by 60039 (ex 1034) during Aug‑70 (1034 out of use at this time) and also replaced by 60037 (ex 3R 1206) Apr‑83 to Aug‑83 (1206 also out of use at this time).

Unit sent to Eastleigh for overhaul about Aug-84 but deemed to be beyond economical repair so unit withdrawn from Oct—84;  returned to St Leonards for component recovery and reforming with other units with vehicles in worse condition. MBS 60031 to 1014, TSO 60546 to 6S 1004 from Jan‑85.

Remaining coaches stored at Ore until moved to Mountfield 15‑oct‑85. Forward to Temple Mills 11‑Nov‑85 and on to Mayer Newman, Snailwell for scrapping 28‑Nov‑85, 60715 being burnt that day and 60545 & 60547 the following day.

MBS 60030 stripped at St Leonards and sent to Mountfield for store 14‑Sep‑85. It was taken to Chart Leacon for bogie recovery 17‑Jul‑87 then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt 15‑Jan‑88.

203001

See 1011

202001

See 1013

 

 

Duff 203001 London Bridge 1.jpg

203 001 at London Bridge
© Colin Duff

 


6B Units 1031 to 1037

The final seven 6-car ‘Hastings’ units entered service from mid‑1958 and were the 6B units (numbered 1031 – 1037) all being ready for the introduction of the full diesel timetable from 9th June 1958. These units, built on long underframes had five vehicles identical to those in the 6L sets, the remaining vehicle being the trailer buffet which was marshalled towards the centre of the unit adjacent to the trailer first. This coach was to the standard 6L length of 64' 6" and weighed 35 tons and had seating for 21 passengers in unclassified seats (all loose chairs).

The final three of these vehicles had their bodyshells fitted out at Lancing works due to pressure of work at Eastleigh. The three un-numbered shells arrived at Lancing on 19th February 1958, 28th February 1958 and 11th March 1958. All three were ready as coaches 60754 – 60756 and released from the works on 23rd May 1958 back to Eastleigh.

When new, the buffet cars were to diagram 18 in the BR ‘catering’ series, but all were amended to 678 officially from 2ns September 1961 in the SR multiple unit series of diagrams.

At each end, the coach was entered from the adjacent vehicle through a pair of in-swinging gangway doors into a passenger saloon, that towards the centre of the unit adjacent to the trailer first having three bays, that at the opposite end having only one bay. Seating in both these saloons was in loose chairs at tables mounted below the windows, the larger saloon having seating one & two aside each side of the gangway seating 18, the smaller saloon had only two tables, one each side with seating one & one across the gangway and seated only four. This gave a larger circulating area at the bar end of the buffet area and there was a central column‑mounted table in this saloon for drinkers.

The kitchen /bar area was in the centre of the coach with the bar end and servery towards the small saloon. Cooking was by propane gas and there were electrically powered fridges, bottle coolers and a boiler. The gas bottles were stored below underframe level with access from within the car and the coach also had its own battery box to supply the fridge when the engines were shut down. A 120 gallon tank below the underframe supplied water to the sinks and staff lavatory. There were no external access doors for passenger use, but there were three on each side of the coach for staff access, each side having one pair of double opening doors at the centre of the vehicle for loading of stores etc. Three extractor fans were fitted in the coach roof.

The 6B units therefore seated 48 first, 180 second and 21 unclassified buffet seats. Weighing 236 tons 12 cwt these were the same length as the 6L units at 397' 9¼".

Lot Numbers for these units was as follows: MBS 30391, TSO 30394, TFK 30392, TB 30393, these again being ordered on 13th December 1956 as part of the authority under HOO 4278. The units were delivered fitted with express gear ratio motors. However, this proved unsatisfactory and suburban gear ratio was soon substituted, bringing them into line with the 6S & 6L units.

Prior to delivery, some vehicles were stored at Micheldever awaiting completion of the buffet cars and as a result, the trailers were not formed into units in numerical sequence. Also at this time, a programme to uprate the engines fitted in the 2H ‘Hampshire’ units to 600bhp, involving the replacement of the Napier MS100 turbocharger with the MS200 type and modification to the fuel delivery system was being carried out at Eastleigh. In order to minimise the time these units were out of service, engines in the stored 6B (and some 6L) motor coaches had their new engines modified and these were then exchanged with 500bhp engines from 2H units, prior to delivery from Eastleigh to St Leonards.

There were also minor detail differences between these vehicles and the earlier batches; the window arrangement being changed with the glass rubber mounted instead of the earlier mastic arrangement. Initially the buffet cars were manned by two attendants. However, but a reduction in the level of catering on Hastings line trains from January 1964 saw this reduced to one attendant and at this time two of the coaches were removed from units 1031 & 1032 and stored.

Unit 1031 was reformed as a standard 6L, but 1032 operated for many years with a non‑standard formation including short frame trailers. However both were reclassified as 6L from January 1964. The two surplus buffet cars were initially stored at Micheldever on accommodation bogies, later returning to St Leonards late in 1964 for stripping of spare parts, before returning to Micheldever. Neither ever ran in traffic again and both were subsequently rebuilt for departmental use; 60750 in 1974 and 60755 in 1969.

Units entered service in all‑over green livery and received small yellow warning panels on cab ends from about 1964. Unit 1037 was outshopped from overhaul at Lancing in May 1962 and was the first to run with roof mounted air horns and also had the red UIC cantrail stripe along the buffet car, but not the yellow UIC band along the TFK. Unit 1033 was repainted all‑over blue with blue ends and small yellow panel in August 1966, whilst 1036 was painted all‑over blue with full yellow ends in March 1967 and 1037 received full yellow ends whilst still in green livery during a revarnish about June 1968. All units eventually were painted blue /grey with full yellow ends, the last green one being 1037 painted in February 1970. The BR class designation was Class 203.

Unit 1031 was the unit selected to run with a buffet car in the event of a 6B unit being out of service for any length of time with defects, running as 6B from June 1970 to January 1971 covering 1034 damaged in a derailment, and from January 1979 to June 1979 covering 1034 then 1035 away for protracted overhauls at Swindon works, the displaced TSO vehicle being used in 3R units at this time. As with the 6L units, two compartments in the TFK were downgraded to second early in 1980, seating totals now being 36 first, 192 second and 21 buffet. The SR Code was unaltered but the BR Code was revised to DH3.04.0A.

Due to problems maintaining the buffet cars to meet current health requirements, all catering facilities were withdrawn from Hastings line trains from 12th May 1980, though the buffet cars remained in the units for most of 1980; these eventually being removed and the units reclassified as 5L (still Class 203). The displaced buffet cars were all officially withdrawn from 5th January 1981. They now seated 36 first and 192 second, and were 322' 6" long. The BR design codes were revised to those of the 6L units.

One motor coach of 1033 was written off in a derailment at Appledore in March 1980, and the unit was disbanded in October 1980. Unit 1036 was reduced to 4L in September 1985 to work Tonbridge to Tunbridge Wells Central shuttles, the surplus trailer going into unit 1035 to restore this unit to 6L. Unit 1037 was disbanded in November 1985 and one trailer from this unit used to make up the only remaining 5L unit (no. 1034) to 6L again. All units were withdrawn during April & May 1986 and stored prior to disposal for scrapping. Unit formations were as follows, ‘week ending’ dates of release from Eastleigh works being shown below the unit number, though those for the buffet cars were later (see footnotes).

Unit

MBS

TSO

TFK

TB

TSO

MBS

Notes

Diag. No.

651

671

661

678

671

651

 

Code

MA-1A

SB-1A

SA-1A

SC

SB-1A

MA-1A

 

1031
22-3-58 1

60033

60548

60716
60722

60551 2
60754
60753
60754
60752
60551 3

60549
60547
60549

60032

 

1032
12-4-58 4

60034
60035

60551
60519 5
60701 6
60506 7
60555

60717

60750
60518 8
60702 9
60518 10
60751
60552 11

60552
60554

60035
60034

 

1033
19-4-58 12

60036
60026

60554

60718

60751
60702 13

60555

60037

 

1034
3-5-58 14

60039

60550

60719

60754
60560 15

60557

60038

 

1035
10-5-58 16

60040

60556

60720

60752
60559 17

60553

60041
60045
60012
18
60041

 

1036
17-5-58 19

60043

60559
60510 20

60721

60756
60546 21

60558

60042

 

1037
31-5-58 22

60044
60013
23
60044

60561

60722

60753

60560

60045
60041
60045

 

Notes:

1

Buffet car dated 24-May-58.

13

Downgraded short frame TFK now TSK, diagram 660 (modified), code SD.

2

TSO vehicle, diagram 671, code SB-1A.

14

Buffet car dated 24-May-58, TSO 60550 dated 22-Mar-58.

3

TSO vehicle, diagram 671, code SB-1A.

15

TSO vehicle, diagram 671, code SB-1A.

4

Buffet car dated 10-May-58.

16

Various release dates, 3 coaches 10-May-58, TSO 60553 12-Apr-58, TSO 60556 19-Apr-58 and buffet 31-May-58.

5

Short frame TSO, diagram 670, code SB.

17

TSO vehicle, diagram 671, code SB‑1A.

6

Downgraded short frame TFK now TSK, diagram 660 (modified), code SA.

18

Short frame MBS, diagram 650, code MA.

7

Short frame TSO, diagram 670, code SB.

19

Various release dates, 3 coaches 17-May-58, TSO 60558 3-May-58, TSO 60559 10-May-58 and buffet 24-May-58.

8

Short frame TSO, diagram 670, code SB.

20

Short frame TSO, diagram 670, code SB.

9

Downgraded short frame TFK now TSK, diagram 660 (modified), code SA.

21

TSO vehicle, diagram 671, code SB-1A.

 

10

Short frame TSO, diagram 670, code SB.

22

Various release dates, 3 coaches 31-May-58, TSO 60560 10-May-58, TSO 60561 30-May-58 and buffet 7-Jun-58.

11

TSO vehicle, diagram 671, code SB-1A.

23

Short frame MBS, diagram 650, code MA.

12

Buffet car dated 17-May-58.

 

 

 

 

Class 203 (6B) No 1036 at Tonbridge as 5-car.JPG

Five-car ex.6B No 1036 (now 5L) at Tonbridge
© www.BloodandCustard

 


Individual Unit Notes (6B)

Unit

Notes

1031

TB 60755 removed from unit 5‑Feb‑64 and stored at Micheldever and replaced by TSO 60551 (ex.1032). Unit now reclassified as 6L to standard formation. Stored 60755 moved to Eastleigh for some repair work early 1968 and returned to Micheldever 12‑Feb‑68.

60755 moved back to Eastleigh early in 1969 then moved to Stewarts Lane 14‑Feb‑69 where it was rebuilt as an Inspection Saloon and renumbered TDB 975025 (released 1‑Nov‑69). It was officially withdrawn as a traffic vehicle 9‑Aug‑69.

Unit 1031 reverted temporarily to 6B from Jun‑70 to Jan‑71 with TB 60754 (ex damaged 1034) and TSO 60551 spare. Also ran as 6B from Oct‑74 to Dec‑74 with TB 60753 (ex 1037) and 60551 spare again. Again ran as 6B from Jul‑78 to Apr‑79 with TB 60754 (ex 1034) and Apr‑79 to Jun‑79 with 60752 (ex 1035), the remainder of both these units being away at works for protracted C1 overhauls. TSO 60551 used in 3R units 1202 then 1204 during this period.

Unit reduced to 5L from Apr‑84 to Jan‑85 and TSO 60549 to 6S 1004 at this time.

TCK 60716 withdrawn due to poor condition 11‑85 and moved to Mountfield for store 11‑2‑86. Coach taken to Chart Leacon for bogie recovery 27‑Nov‑87, then to Sevenoaks for store 11‑Jan‑88. Moved to Mayer Newman, Snailwell for scrapping 11‑Mar‑88 arriving there 14‑Mar‑88 and burnt 17‑Mar‑88. Replaced by 60722 (ex disbanded 1037).

Unit withdrawn 25‑Apr‑86 (last working believed to be 18.45 Charing Cross to Hastings 21‑Apr‑86) and moved to Sevenoaks for store the next day. MBS 60033 returned to Hastings yard 16‑Aug‑86 then to St Leonards for stripping.

Five coaches at Sevenoaks moved to Chart Leacon for bogie recovery c.11‑Jul‑87 then to Tonbridge for store. Moved to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and coaches burnt as follows: 60549 23‑Sep‑87, 60551 24‑Sep‑87, 60548 & 60722 both 25‑Sep‑87 and 60032 20‑Nov‑87.

After stripping at St Leonards MBS 60033 taken to Ore for store 23‑Oct‑86. It moved to Chart Leacon for bogie recovery (date?), later moving to Paddock Wood for store 24‑Aug‑88. It was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88 and forward to Snailwell 26‑Apr‑89. It was burnt 17‑May‑89.

Inspection Saloon TBD 975025 sold by NSE during 1996 to VSOE Ltd, though coach not used by them and resold to Railtrack /Network Rail c.2002 and back to Derby RTC for use as an inspection saloon once again. Coach later painted into Southern green livery and named ‘Caroline’.

 

1032

Units 1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58.

Unit reformed 5‑Feb‑64 and TB 60750 stored at Micheldever, though it moved to Eastleigh for a while early in 1968, returning to Micheldever 12‑Feb‑68. Condemned Dec‑73 and sent to Derby Feb‑74 and converted into an APT tilt‑test vehicle (known as Laboratory 4) named ‘Hastings’ and renumbered RDB 975386 in Oct-74.

Also from 5‑Feb‑64 TSO 60551 to 1031, these two then replaced by 'short' TSOs 60518 & 60519 (both ex 1007) and unit reclassified as 6L though non‑standard seating capacity of 42 first and 224 second.

Unit reduced to 5L from Dec‑67 and TSO 60518 to 1017, now seating 42 first and 172 second. Unit to Eastleigh as 5-car 10‑May‑68 for C3 overhaul and back to 6-car there by inclusion of downgraded 'short' TSK 60702 (ex store from 1003) seating 42 second, unit now seating 42 first and 214 second. Unit released 31‑May‑68 now in blue/grey livery.

TSK 60702 to 6S 1007 from Aug‑68 and replaced by 'short' TSO 60518 again (ex 1017) and unit back to 224 second class seats. Both 'short' TSOs 60518 & 60519 exchanged with downgraded 42 seat TSKs 60701 & 60702 (ex 1007) Oct‑69 and unit now seated 42 first and 204 second.

Unit mounted buffer stops at Charing Cross 11‑Jan‑79 and out of use whilst damaged 60035 & 60701 repaired. Unit ran temporarily in Jan‑79 with 60002 & 60503 (both ex 3R 1201) but then out of use and TSK 60701 removed for reconversion to TFK for ‘new’ 1002 and replaced by ‘short’ TSO 60506 (ex 3R 1204). Unit back to traffic Jun‑79 seating 214 second.

Unit temporarily reverted to 6B from Aug‑80 to Oct‑80 with TB 60751 (ex damaged 1033) replacing TSK 60702, this vehicle in works being converted to TCK for ‘new’ 3R 1206 (though buffet car not in use as such and withdrawn c.28‑Oct‑80) so unit reverted to 5-car again.

Planned to further reform unit from 6‑Oct‑80 and ‘short’ TSK 60702 to ‘new’ 3R 1206, ‘short’ TSO 60506 to ‘new’ 6S 1004, being replaced by TSOs 60554 & 60555 (both ex disbanded 1033); this reform actually took place Jan‑81 and unit at last to standard 6L formation, now seating 36 first and 252 second.

Unit temporarily reduced to 5L in February and March 1984, TSO 60554 going into 6S 1004.

Unit reduced to 4L Jul‑85 by removal of 60552 & 60555 for shuttle service between Tonbridge & Tunbridge Wells during electrification work but reverted to 6L again from Aug‑85.

Unit withdrawn 12‑May‑86 (last working 22.45 Charing Cross to Hastings 11‑May‑86) and stored at Ore. Both MBSs 60034 & 60035 taken to St Leonards depot for engine recovery 13‑Aug‑86 and returned to Ore 23‑Oct‑86. Five coaches later moved to Chart Leacon for bogie recovery (date?), then to Tonbridge for store. These five then to Sevenoaks and hauled to Mayer Newman, Snailwell for scrapping 10‑Oct‑88, arriving there 17‑Oct‑88 and burnt as follows: 60555 17‑Oct‑88, 60554 & 60552 both on 18‑Oct‑88, 60717 19‑Oct‑88 and 60035 1‑Nov‑88.

MBS 60034 remained at Ore until hauled to Mayer Newman, Snailwell for scrapping 15‑Feb‑89, arriving there 22‑Feb‑89 and burnt 8‑May‑89.

RDB 975386 withdrawn Jul‑89 and sold for preservation to Hastings Diesels at St Leonards in 1991 for possible conversion as a buffet car once again. Coach not suitable for restoration to main line standards and sold in March 2003 to the ’Hastings 60750 group’ and moved by road to ‘The Pump House Steam & Transport Museum’ at Walthamstow 3‑Apr‑03. It was intended to partly restore the coach and use it as a tea-room. However the coach was sold again on 22‑Apr‑11 to the ‘APT-E Support and Conservation Group’ and moved again (by road) 22‑Sep‑11 to Coventry Railway Museum where further restoration is planned.

 

1033

Units 1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58.

Both MBSs 60036 & 60037, with MBSs of 1001 & TSO 60541 of 1017 derailed at Appledore 14‑3‑80 whilst en route from St Leonards to Chart Leacon for workshop attention, and 60036 overturned and severely damaged and condemned 19‑4‑80, being scrapped at Chart Leacon 3‑82.

Unit temporarily reformed with MBSs 60026 & 60027 (both ex 1017) during March 1980, these being replaced by spare MBSs 60003 & 60004 (1003) from 27‑Mar‑80. TB 60751 transferred to 1032 from Aug‑80, being replaced in theory by TSK 60702 (ex 1032) though this vehicle in works.

Unit disbanded from 6‑Oct‑80. MBS 60037 to ‘new’ 3R 1206, TSOs 60554 & 60555 both to 1032, TFK 60718 to 6S 1004 and TB 60751 stored from c.28‑Oct‑80 until withdrawn 6‑Oct‑81. Coach moved for store to Basingstoke, then to Mayer Newman, Snailwell for scrapping 4‑Aug‑82, and burnt 14‑Oct‑82.

 

1034

Units 1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58.

MBS 60038 repainted early 1960 (possible accident damage?).

MBS 60038 derailed at Godstone 10‑Jun‑70 demolishing a P.W. Hut and unit disbanded until Jan‑71 whilst 60038 repaired at Slade Green, moving from Godstone 1‑Aug‑70. MBS 60039 used in both 1013 & 1019 during Aug-70 and TB 60754 transferred to 6L 1031 (running as 6B) until unit reinstated from Jan‑71, other vehicles spare at this time.

Unit to Eastleigh 15‑May‑78 for C1 overhaul and not released until 13‑Mar‑79, though TB 60754 ready from 7‑Jul‑78 and used again in 1031 as 6B.

TB 60754 removed from unit Nov‑80 during overhaul at Eastleigh, stored until withdrawn 6‑Oct‑81 and unit reduced to 5L. 60754 later moved to Basingstoke then to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 13‑Oct‑82.

Unit made up to 6L from Nov‑85 with TSO 60560 (ex disbanded 1037).

Unit withdrawn 27‑Apr‑86 (last working believed 15.45 Charing Cross to Hastings 25‑Apr‑86), and stored in Hastings yard until 10‑Nov‑86 when moved to Ore. TFK 60719 removed from unit with defect and remaining five coaches taken from Ore to Mayer Newman, Snailwell for scrapping 2‑Dec‑86 (arriving 18‑Dec‑86) but both MBSs returned to SR for stripping. Trailers burnt as follows: 60550 23‑Jan‑87, 60557 30‑Jan‑87 and 60560 2‑Feb‑87.

TFK 60719 to Chart Leacon for bogie recovery (date?) then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt 3‑Dec‑87.

MBS vehicles 60038 & 60039 returned to Hastings yard from Snailwell by 19‑Jan‑87 to St Leonards for engine stripping by 25‑Feb‑87 and returned to Hastings yard Apr‑87, later moving to Ore. Both moved to Chart Leacon for bogie recovery 21‑Apr‑88, then to Tonbridge for store in early July, thence to Paddock Wood 13‑Jul‑88. Both coaches moved from Paddock Wood to Sevenoaks and forward to Harlow Mill 11‑Oct‑88, thence to Mayer Newman, Snailwell for scrapping 14‑Jun‑89. Coaches burnt as follows: 60039 4‑Jun‑90 and 60038 11‑Jun‑90.

 

1035

Units 1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58.

Unit in collision with 1017 at Tunbridge Wells Central 22‑Dec‑58; MBS 60040 badly damaged and required new cab at Eastleigh works.

Unit in collision with 1037 at St Leonards depot 25‑May‑75 and TS 60553 damaged. MBS 60041 temporarily exchanged with damaged 60045 (ex 1037) May‑75 to Jun‑75.

MBS 60041 damaged by fire at St Leonards Warrior Square 29‑Jun‑76 and temporarily replaced with 60012 (ex 6S 1007) whilst 60041 repaired at Selhurst, reverting back Jan‑77. In the meantime, remaining 5 coaches of unit sent to Eastleigh 19‑Jul‑76 for C3 overhaul, released 27‑Aug‑76 and ran again with 60012 until 60041 repaired; this coach itself visiting Eastleigh between 29‑Nov‑76 and 6‑Jan‑77 for C3 overhaul after release from Selhurst.

Unit to Swindon for overhaul Apr‑79 and not back to traffic until Aug‑79. TB 60752 used in 1031 (as 6B) Apr‑79 to Jun‑79.

Unit reduced to 5L from Oct‑80 and TB 60752 stored at Basingstoke until withdrawn 6‑Oct‑81 and moved to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 15‑Oct‑82.

Unit made up to 6L from Sep‑85 with TSO 60559 (ex 1036).

Unit withdrawn 12‑May‑86 (last working 18.45 Charing Cross to Hastings) and stored at Ore.

Both MBS coaches 60040 & 60041 to St Leonards for stripping Sep‑87. After stripping at St Leonards both MBS vehicles moved to Chart Leacon for bogie recovery, later moving to Paddock Wood for store 24‑Aug‑88. They was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88, forward to Snailwell 26‑Apr‑89 and both burnt 12‑May‑89. Trailers 60553 + 60720 + 60556 + 60559 remained stored at Ore and 60553 & 60720 damaged by fire 29‑Apr‑89 and disposed of by road to V. Berry, Leicester 6‑Jul‑89. 60556 & 60559 moved from Ore to Chart Leacon for bogie recovery (date?) then taken to Sevenoaks for store and moved for scrapping to V. Berry, Leicester 30‑Oct‑89.

 

1036

Unit reduced to 5L from c.4‑Nov‑80 and TB 60756 stored at Basingstoke until withdrawn 6‑Oct‑81 moved to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 16‑Oct‑82.

Unit further reduced to 4L from Sep‑85 for Tonbridge to Tunbridge Wells shuttles during electrification works and TSO 60559 to 1035.

Unit made up to 6L again early Apr-86 with TSOs 60510 (short) & 60546 (ex disbanded 1004), but withdrawn from 27‑Apr‑86 and five coaches, 60042, 60546, 60721, 60558 & 60510 moved to Tonbridge for store 27‑Apr‑86, all later being taken to Chart Leacon for bogie recovery prior to being moved to Mayer Newman, Snailwell 30‑Jun‑87 (arriving 2‑Jul‑87). The coaches were burnt as follows: 60721 3‑Jul‑87, 60558 6‑Jul‑87, 60546 13‑Jul‑87, 60510 14‑Jul‑87 and 60042 21‑Oct‑87.

MBS 60043 stored at Hastings yard from May‑86 until moved to Ore in early December then stripped at St Leonards depot Jul‑87. MBS 60043 to Chart Leacon for bogie recovery (date?) then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt ??‑Dec‑87.

 

1037

Unit in collision with 1035 at St Leonards depot 25‑May‑75 and MBS 60045 damaged and temporarily exchanged with 60041 (ex 1035) May‑75 & Jun‑75. MBS 60044 similarly exchanged with 'short' MBS 60013 (ex 6S 1007) Oct‑76 to Nov‑76.

Unit reduced to 5L from Jan‑81 and TB 60753 stored at Basingstoke until withdrawn 6‑Oct‑81; moved to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 17‑Oct‑82.

Unit disbanded 18‑Nov‑85. MBS 60044 to 3D 1319, TSO 60560 to 5L 1034 (made-up to 6L), TCK 60722 to 1031, MBS 60045 to 3D 1309 from Dec‑85, TSO 60561 spare and stored in Hastings yard until used in 3H 1107 from Apr‑86 (along with 60044 ex 3D 1319 and spare from 25‑Mar‑86).

 

 

 

Initial Test Running of Hastings units

The following lists are some of the known test runs made by Hastings units following their construction at Eastleigh works, and also some of the crew training and other test trips made on the Eastern Section prior to their introduction to service.

 

 

Unit 1001

 

 

17-Jan-57

Eastleigh - Fareham (4 trips).

 

18-Jan-57

Eastleigh to Basingstoke (2 trips) + Basingstoke - Andover trip.

 

20-Jan-57

Eastleigh to Basingstoke (2 trips).

 

21-Jan-57

Eastleigh - Weymouth (via Basingstoke).

 

23-Jan-57

Eastleigh - Basingstoke.

 

25-Jan-57

Eastleigh - Southampton Terminus - Alton - Eastleigh - Andover Jct - Eastleigh.

 

29-Jan-57

Eastleigh - Southampton Terminus - Eastleigh (fuel pump trouble).

 

30-Jan-57

Eastleigh - Southampton Central - Portsmouth - Southampton Central - Eastleigh.

 

6-Feb-57

Eastleigh - Basingstoke - Wimbledon - East Putney - Clapham Jct - Bickley - Swanley - Maidstone East - Ashford.

 

From 18-Feb-57

Training trips Ashford to Tunbridge Wells Central Goods via Hastings calling at all stations.

 

 

 

 

Unit 1002

 

 

7-Feb-57

Eastleigh - Fareham.

 

8-Feb-57

Eastleigh - Ringwood - Bournemouth West.

 

19-Feb-57

Eastleigh - Tonbridge (via East Putney).

 

 

 

 

Unit 1003

 

 

25-Feb-57

Waterloo - Bournemouth West (demonstration trip for General Manager), failed at Bournemouth with overheated motor bearing and back to Eastleigh.

 

27-Feb-57

Eastleigh - Bexhill West (via East Putney).

 

 

 

 

Unit 1004

 

 

12-Mar-57

Eastleigh - Bexhill West (via East Putney).

 

 

 

 

Unit 1005

 

 

15-Mar-57

Eastleigh - Fareham (4 trips).

 

18-Mar-57

Eastleigh - Basingstoke (2 trips).

 

 

Unit then used for crew training for Hampshire Diesel Scheme. Several daily trips Eastleigh - Romsey then onto Andover line to either Stockbridge or Fullerton.

 

27-May-57

Eastleigh - St Leonards depot (returned to works?)

 

6-Apr-57

Eastleigh - St Leonards depot (via Brighton). (re-delivery?)

 

 

 

 

Unit 1006

 

 

W/E 13-Apr-57

Test runs to Fareham and Basingstoke.

 

6-May-57

Into traffic.

 

 

 

 

Unit 1007

 

 

c.4-May-57

Delivered Eastleigh - St Leonards depot (via Brighton). Trailers 60706 & 60518 detached at Brighton for test runs on Brighton line between 2 EPB units 5717 /5718 and 1007 on to St Leonards as 4-car unit. Returned to Brighton 10-May-57 to collect those trailers.

 

 

 

 

Unit 1011

 

 

W/E 11-May-57

Test runs to Fareham and Basingstoke.

 

14-May-57

Delivered Eastleigh - Bexhill West.

 

 

 

 

Unit 1014

 

 

14-Jan-58

Eastleigh - Fareham.

 

15-Jan-58

Eastleigh - Basingstoke.

 

First week in February 1958

Unit in traffic.

 

 

 

 

Unit 1015

 

 

First week in February 1958

Unit in traffic.

 

 

 

 

Unit 1016

 

 

W/E 22-Feb-58

Trials with unit 1114 (first Hampshire with uprated 600hp engine).

 

By 27-Feb-58

Unit in traffic.

 

 

 

 

Unit 1017

 

 

Mid-March 1958

In traffic.

 

 

 

 

Unit 1018

 

 

By 12-Apr-58

In traffic.

 

 

 

 

Unit 1019

 

 

17-Apr-58

Into traffic.

 

 

 

 

Unit 1031

 

 

c.Apr-58

Completed without buffet car.

 

 

 

 

Unit 1032

 

 

14-May-58

Test run to Weymouth.

            

 

Special Workings

 

Photographs of unit 1014 on the Southern Electric Group
(SEG) Devonian DEMU railtour 30th March 1983

 

Duff 1014 Yeovil Junction.jpg

Photo stop at Yeovil Junction
© Colin Duff

 

 

Duff 1014 Meldon Quarry.jpg

Enthusiasts disembark at Meldon Quarry
© Colin Duff

 

Duff 1014 Waterloo.jpg

Arrival back at Waterloo
© Colin Duff

 


The following special workings of Hastings units are known to have taken place, though there were certainly many others which were not recorded.

 

Date

Units

Journey

Notes

5-Nov-60

1002 & 1013

Brighton - Eastbourne shuttles

Lewes flooding emergency

20-May-62

1001 & 1005

East Croydon - ? (via Oxted)   

Ramblers Excursion

5-Dec-64

Two 12car

Gillingham - Luton

Football Special

30-Jan-65

Two units

Norwood Jct – Southampton

(Ran 06.43 Eastbourne - London Bridge via Cuckoo line to position stock).

Football Special

3-Apr-65

1016

Hastings - Wembley Stadium

(Unit ECS to /from Marylebone for servicing)

Football Special

20-Oct-68

1034

Brighton - Victoria & vv.

Engineering Diversions

16-Nov-68

Two units

Sturry - Swindon

Football Special

7-Dec-68

1034

Dartford - Kettering

Football Special

11-Jun-69

????

Eastbourne - Minster

Conference Special

12-Jun-69

1017 & 1015

Southampton Docks - Pevensey      

QE2 educational Special

13-Sep-69

????

Ramsgate? - Wembley       

Speedway Special

15-Oct-69

1007 & 1016

Southampton Docks - ?

QE2 excursion

8-Nov-69

1005

London area lines

LCGB Railtour

21-Mar-70

1033 & 2H

Southfleet /Grain Branch /Merton Abbey

RCTS Railtour

25-Jul-70

Two 6Bs

Waterloo - Weymouth       

10.57 service train.

26-Jul-70

Two 6Bs

Weymouth - Folkestone

Troop Special

16-Aug-70

1013

Brighton - Salisbury

Excursion

30-Aug-70

1033 & 1035

East Croydon - Weston-super-Mare

Mystery Excursion

12-Sep-70

1007

London Terminals       

RCTS Railtour

19-Sep-70

1033 & 1037

Rye - Salisbury

Excursion

22-May-71

1035 & 1037

Eastbourne - Westbury

Excursion

19-Jun-71

Two units

Hastings - Leighton Buzzard

Excursion

26-Jun-71

One unit

Gillingham - Leighton Buzzard

Excursion

3-Jul-71

1034 & 1037

Bexhill - Westbury

Excursion

10-Jul-71

Two units

Eastbourne - Clacton

Mystery Excursion

25-Jul-71

1012 & 1016

Bletchley - Hastings

Excursion

7-Aug-71

Two 6Bs

Hastings - Westbury

Excursion

28-Aug-71

1036 & 1037

Eastbourne - Lowestoft

Excursion

18-Sep-71

1033 & 1036

Bexhill - Westbury

Excursion

19-Sep-71

Two 6Bs

East Croydon - Westbury

Excursion

20-Nov-71

1033 & 1035

Bexhill - Bristol

Excursion

1-Jan-72

1019

Hampshire lines /Swanage

Purbeck Piper’ Railtour

1-Apr-72

Two units

Hastings - Bournemouth

Two Football Specials

8-Apr-72

?

Bexhill - Worcester

Mystery Excursion

29-Apr-72

1036 & 1037

Hastings - Spalding

Bulbfields Special

25-Jun-72

1035 & 1037

Hastings – Norwich /Diss

Excursion

2-Jul-72

1035 & 1036

Hastings – Norwich /Diss

Repeat Excursion

30-Jul-72

1034 & 1037

Hastings – Bath /Bristol

Excursion

5-Aug-72

1034 & 1036

Hastings – Bath /Bristol

Repeat Excursion

16-Sep-72

Two 6Bs

Eastbourne - Westbury

Excursion

23-Sep-72

1034 & 1036

Hastings - Weymouth

Special

30-Sep-72

Two units

Hastings - Weymouth

Repeat Special

7-Oct-72

1036 & 1037

Hastings - Exeter

Excursion

21-Oct-72

1012 & 1018

Bexhill - Bletchley

Special

4-Nov-72

1033 & 1037

Hastings - Clacton

Special

30-Dec-72

1034 & 1036

Hastings - Wembley Hill

Exhibition Special

20-Jan-73

1019

Dover - Bedford

Football Special

20-Jan-73

1035 & 1036

Hastings - Paignton

Holiday Preview Special

3-Feb-73

Two 6B units

Hastings - Weymouth

Special

10-Feb-73

1033 & 1037

Hastings - Wembley

Extra

17-Feb-73

Two 6B units

Hastings - Weston-super-Mare

Holiday Preview Special

8-Apr-73

1018

Victoria - Wateringbury

Ramblers Excursion

14-Apr-73

1033 & 1037

Hastings - Evesham

Excursion

2-Jun-73

1034 & 1035

? - Cardiff

?

12-May-73

1033 & 1036

Hastings - Spalding

Bulbfields Special

16-Jun-73

1033 & 1036

Hastings - Spalding

Bulbfields Special

29-Jul-73

1034 & 1037

Hastings - Bristol

Special

5-Aug-73

1037

? - Windsor

?

19-Aug-73

1033 & 1034

Hastings ?Diss        /Norwich

Excursion

26-Aug-73

Two units

Hastings - Hampton Court

Excursion

8-Sep-73

1035

Brighton - Melton Mowbray /Leicester

Excursion

20-Oct-73

1035 & 1037

Hastings - Westbury

Excursion

30-Mar-74

1037

Bricklayers Arms /Tilmanstone Coll.

RCTS Railtour

13-Apr-74

1036 & 1037

? - Bristol

Excursion

27-Apr-74

1033 & 1035

Bognor - Spalding

Bulbfields Special

c.6-74

?

? - Worcester

?

23-Jun-74

1034 & 1035

SR – Diss /Norwich?

Special

27-Jul-74

1037

Wareham - Hastings

Excursion

28-Sep-74

1033 & 1036

Hastings - Derby

Mystery Excursion

5-Oct-74

1033 & 1035

Hastings - Paignton

Excursion

26-Oct-74

1034 & 1036

Gravesend - Oxford

Pleasure Seeker Excursion

10-May-75

1033 & 1036

Hastings - Spalding

Bulbfields Special

14-Jun-75

1037

SR - Norwich?

Pleasure Seeker Excursion

19-Jul-75

1034 & 1036

Hastings - Weymouth

Excursion

27-Jul-75

1034 & 1036

Hastings - Norwich

Excursion

8-Nov-75

1035 & 1037

Hastings - Bristol

Excursion

10-Apr-76

1018

? – Richborough /Dover Ferry

BLS Railtour

1-May-76

1034

Ardingly

‘Sunny South Express’ Railtour

8-May-76

1036 & 1037

Hastings - Spalding

Bulbfields Special

31-Jul-76

1034

Tilmanstone Colliery

’Sunny South Express’ Railtour

16-Oct-77

1035

Hastings - Lowestoft

Excursion

12-Dec-80

1011

Charing Cross - Grain

Railtour

5-Jun-82

1012

Kent lines

Invicta Invader’ Railtour

19-Mar-83

1017 & 1032

Watford JctLudgershall /Weymouth

Railtour

30-Mar-83

1014

Waterloo – Yeovil - Meldon

SEG Devonian DEMU railtour.

30-Apr-83

1014

London - Heathfield (Devon)

Railtour

17-Sep-83

1031

Oxted lines

BLS Railtour

14-Jan-84

1031

Watford Jct - Broad Street

Railtour

11-Feb-84

1031

Thames & Graveney

Railtour

13-Oct-84

1032

Eastbourne - Kidderminster     

Railtour

5-Jan-85

1017 & 1032

Watford Jct - Aberdare

Cymru DemuRailtour

19-Jan-85

1015

? to Dungeness

Railtour

20-Apr-85

1006 & 1304

Watford Jct - Dungeness

‘Dungeness Dynamo’ Railtour

27-Apr-85

1031

Hastings - Penge West

Girl Guides 75th anniversary spl.

8-Jun-85

1017 & 1032

Bracknell - Weymouth

Charter

20-Jul-85

1013

London – Alresford /Southampton

‘Hampshire Hog’ Railtour

5-Oct-85

1035

Luton & Liverpool St.

BLS ‘London Jcts No.2’ Railtour.

12-Oct-85

1017

Watford Jct - Severn Beach

‘Somerset & Avon’ Railtour.

21-Dec-85

1032

Plymouth /Gunnislake

Gunnislake Goliath’ Railtour

25-Jan-86

1016

London suburban lines

‘Capital Carousel’ Railtour.

8-Mar-86

1005 & 1007

London - Whatley Quarry

BLS ‘Bedlam Belle’ Railtour

12-Apr-86

1032, 1011 &
1001 (MBS only)

Victoria - Carlisle

‘Long Thin Drag’ Railtour

11-May-86

1002 & 1032

Hastings - London area

‘Hastings DEMU Farewell’ tour

 

 

6-car Hastings Units in Model Form

In 4mm MTK used to produce aluminium & white metal kits of the 6-car Hastings units. DC Kits produces a kit of both the 6S & 6L units. However, whilst still listed it is understood obtaining these kits can be problematic.

 

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

 

 

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