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SOUTHERN REGION’S
Bournemouth 1966 Stock

TC & REP Units

 

Links to Contents

4 TC (401-428)

3 TC (301-304)

4 TC (429-434)

4 REP (3001-3015)

Mk 1 conversions

Into Service

Under TOPS

Reformations from 1986

Signal Repeating AWS

TC & Rep Liveries

Push-Pull Buffet Cars

Coach S3929

 

Electrification to Bournemouth

In September 1964, the Southern Region were authorised by the Minister of Transport to commence electrification work on the Bournemouth line comprising 90 route miles and 236 track miles. The £15 million scheme included electrification of the lines from Pirbright Junction (near Brookwood where the existing electrified Alton line diverged from the main line) through to Bournemouth and beyond to Branksome to give access to the new maintenance depot which was constructed on the site of the former Bournemouth West station (which was closed).

The line from Brockenhurst to Lymington was also included in this scheme. However, the lines beyond Branksome to Weymouth were not included, and this led to the unusual concept for the new stock of a form of ‘Push Pull’ working.

Twenty conventional electric four-car units to a new design with full corridor facilities but high density three & two aside seating were built for the stopping services, these being classed as 4 VEP. This history covers the fast and semi-fast stock with the history of the 4 VEP units being covered elsewhere.

The stock for the fast and semi‑fast services was ordered on 30th April 1965 and comprised of two distinct types. In order to keep costs down the majority of these vehicles were converted from existing Mark 1 loco‑hauled coaches.

It was desired to continue running through trains from Waterloo to Weymouth and so the new stock had to be capable of running forwards from electrified territory with diesel electric locos providing the traction power. This led to the design of these new trains as trailer corridor sets (classed as TC units); initially with both three and four car formations. To provide the traction power between Waterloo and Bournemouth, four car sets with a high installed power (3200hp) were built. These ‘Tractor’ units also included a restaurant car and were classed as 4 REP units.

 

3 & 4 TC Units

Altogether twenty-eight four-car trailer units (4 TC) and three three-car trailer units (3 TC) along with two spare vehicles were made up. All these vehicles were converted from Mark 1 loco‑hauled stock at York, although the first of each type were done at Eastleigh as prototypes. These units were numbered 401 ‑ 428 (4 TC) and 301 ‑ 303 (3 TC) the two odd spare vehicles carrying unit number 304, though this did not have a driving cab at both ends.

The cab end design of the TC units was very similar to those of the CIG/BIG/VEP units, though they were distinguishable by the low level ETH jumper cables below the driver’s side buffer and receptacle on the opposite side.

 

4 REP Units

Eleven 4 REP units numbered 3001 ‑ 3011 were also provided, each having two motor-coaches (built new at York) and two trailers again being converted there from loco‑hauled stock. Like the TC stock the first of each type were done at Eastleigh.

Like the TC units, the cab end design of the REP units was very similar to those of the CIG/BIG/VEP units, though they were distinguishable by the low level ETH jumper cables below the driver’s side buffer and receptacle on the opposite side.

 

Back to top

 

 

Conversion of the Mk1 Stock

With the exception of the motor coaches of the 4 REP units, all the remaining vehicles used in the ‘1966 stock’ were former loco‑hauled BR Standard Mark 1 coaches which (apart from the first of each type converted at Eastleigh as a prototype) were rebuilt for their new roles at York works during 1966 & 1967.

All these loco-hauled vehicles had been built at various dates from 1951 to 1960, some in BR works and some by contractors. With the exception of the RBs used for 3001‑3011 (which had BR 2 bogies from new) all were originally equipped with vacuum braking and steam heating and mounted on BR Mark 1 bogies.

A few further vehicles of each type were similarly rebuilt at York in 1973/4 for the additional stock requirements of that year's summer timetable.

Coaches were converted from the following types:

 

Original type

Rebuilt for

Rebuilt type

Batch

RB (Restaurant Buffet)

4 REP

Trailer Buffet (TB)

1966

RU(Restaurant Unclassified)

4 REP

Trailer Buffet (TB)

1974

TSO (Tourist Second Open)

4 & 3 TC units

Driving Trailer Seconds (DTS)

1966 & 1974

FK (First Corridor)

4 TC

Trailer Firsts (TFK)

1966 & 1974

CK (Corridor Composite)

4 REP

Trailer Brake Firsts (TBFK)

1966 & 1974

BSK (Brake Second Corridor)

4 & 3 TC units

Trailer Brake Seconds (TBSK)

1966 & 1974

 

Not all these vehicles had been previously allocated to the Southern Region, some coming from WR, LMR & ER stock these being in maroon livery. All the 1966 batch were repainted into all-over blue livery.

Apart from internal layout alterations which differed with each variant of coach, all vehicles had their internal finishes updated (roughly to the specifications of the experimental ‘XP64’ set of carriages) with grey and blue coloured laminate panelling replacing wood, improved levels of lighting (though still provided by incandescent bulbs). The revised seating moquette was in a new blue /green check pattern which became known as ‘Bournemouth Blue’ and was subsequently used in other types of SR units. First class moquette was dark grey and each seat was fitted with a headrest covered in white plastic.

Mechanically, all TC /REP trailer vehicles had their vacuum braking and steam heating removed and were remounted on new B5(S) bogies and fitted with air and EP braking. These B5(S) bogies were a heavier duty version of the B4 bogie used extensively under loco-hauled stock elsewhere on BR, with the secondary suspension modified to allow the fitment of shoegear.

The B5(S) bogies had already been fitted to the 4 CIG units (nos. 7301 to 7336) and 4 BIG units (nos. 7031 to 7048).  

The main features of the B5(S) bogies had a main frame fabricated from rolled steel section with the main joints riveted. Primary suspension was from helical steel springs either side of the axle box which is guided by cylindrical posts incorporating integral hydraulic damping. Seperate friction or hydraulic damping was added later. There was a large diameter centre casting with anti-friction linings for both rotational and fore /aft movements.

They had long vertical swing rods pivoted top and bottom on knife-edge mountings, the bolster springs each having a separate spring tray located by lateral linkages to the bolster. The vibrations of the bolster springs were hydraulically damped.

The bolster was located within the frame by bolster anchor links (traction bars) with safety hooks to ensure bogie retention to the underframe in the event of collision, derailment etc;

Each pair of 36” wheels was braked by clasp-type brake rigging operated by a single brake cylinder with integral slack adjuster. They were fitted with two 8” brake cylinders mounted on each bogie with integral slack adjusters. All bogies were fitted with trunnions for attachment of pull rods for handbrake operation, though these were only used on bogies beneath driving cabs, the handbrake applying on the innermost pair of wheels.

Heating was now electric to the SR 750 volt multiple unit arrangement. Each compartment had two 500w (at 675v) heaters, controlled by electric temperature controllers adjustable by passengers between 48°C and 86°C whilst saloons had one 500w (at 675v) heater below each seat (16kw for whole saloon) controlled by thermostats to keep the temperature between 65°C and 70°C. Control circuits worked at voltages between 45 - 110v to allow operation at 70v with other multiple-unit stock or 110v with locomotives.

Gangway connections were rebuilt and improved, resembling those of the 4 CIG units built in 1965 for the Brighton line. The vehicles were also fitted with fibreglass doors (manufactured at Eastleigh) during conversion.

All vehicles were already fitted with the drophead type of buckeye couplers at each end with retractable side buffers. Where these coaches would now be formed intermediately within a unit, the side buffers were removed and the buckeye replaced by a fixed head version, the previous arrangement being retained on what became cab ends of TC driving trailers. Drawgear used hysteresis synthetic rubber to prevent surging when trains were being propelled.

Single glazed windows were retained throughout on all vehicles converted in 1966/67 though all were replaced during conversion with the later style of glazing unit with gasket rather than mastic mounted glass and an external frame, and aluminium frames for the sliding vents. However, the 1973/74 conversions differed by having double glazed large sidelight windows; again in aluminium frames as fitted to the 4 CIG & 4 BIG units.

 

Origin of REP & TC Trailer Vehicles

The following section details the origin of all REP & TC trailer coaches. The original vehicle number is given followed by the builder. Where two locations are shewn the first was the location of underframe fabrication and the latter the location of body construction.

The date of construction is shewn followed by the vehicle's new number in the EMU series and the unit for which the vehicle was intended. Some vehicles were initially formed into units other than those intended for a short period, but this is not detail here.

The final date given is the paint date just prior to the first release from works, though the conversions took place sometime before this date.

Vehicles marked with EH after their new numbers were converted at Eastleigh works, all others being done at York works. TBFK 70807 was converted at Eastleigh as 70801 but renumbered to 70807 and a further 70801 converted at York.

 

RB (Diagram 24)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

1714

BRCW

30512

1960-61

69319 EH

3001

4-Jan-67

1715

BRCW

30512

1960-61

69320

3002

10-Feb-67

1716

BRCW

30512

1960-61

69321

3003

24-Feb-67

1717

BRCW

30512

1960-61

69322

3004

10-Mar-67

1718

BRCW

30512

1960-61

69323

3005

3-Mar-67

1719

BRCW

30512

1960-61

69324

3006

17-Mar-67

1720

BRCW

30512

1960-61

69325

3007

24-Mar-67

1721

BRCW

30512

1960-61

69326

3008

21-Apr-67

1722

BRCW

30512

1960-61

69327

3009

5-May-67

1723

BRCW

30512

1960-61

69328

3010

12-May-67

1724

BRCW

30512

1960-61

69329

3011

16-Jun-67

These vehicles were allocated Diagram Number 940, electrical code BS and design code EN4.62.0A.

 

 

RU (Diagram 23)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

1925

BRCW

30513

1959

69022

3012

Sep-74

1932

BRCW

30513

1959

69024

3013

22-Nov-74

1935

BRCW

30513

1959

69025

3014

6-Dec-74

1939

BRCW

30513

1959

69023

3015

15-Nov-74

These vehicles were allocated Diagram Number 940, electrical code BS‑1A and design code EN4.63.0A.

 

 

TSO (Diagram 93)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

3913

Ashford /Eastleigh

30086

1954-55

76943

432

12-Jul-74

3926

Ashford /Eastleigh

30086

1954-55

76279

406

13-Jul-66

3927

Ashford /Eastleigh

30086

1954-55

76295

414

16-Sep-66

3928

Ashford /Eastleigh

30086

1954-55

76317

425

2-Dec-66

3929

Ashford /Eastleigh

30086

1954-55

76275

404

6-Jul-66

3930

Ashford /Eastleigh

30086

1954-55

76321

427

13-Jan-67

3931

Ashford /Eastleigh

30086

1954-55

76291

412

9-Sep-66

3932

Ashford /Eastleigh

30086

1954-55

76283

408

5-Aug-66

3933

Ashford /Eastleigh

30086

1954-55

76325

301

24-Mar-67

3934

Ashford /Eastleigh

30086

1954-55

76326

301

31-Mar-67

3935

Ashford /Eastleigh

30086

1954-55

76299

416

30-Sep-66

3936

Ashford /Eastleigh

30086

1954-55

76322

427

23-dec-66

3937

Ashford /Eastleigh

30086

1954-55

76332

401

30-Jun-67

3938

Ashford /Eastleigh

30086

1954-55

76297

415

23-Sep-66

3939

Ashford /Eastleigh

30086

1954-55

76319

426

16-Dec-66

3940

Ashford /Eastleigh

30086

1954-55

76323

428

13-Jan-67

3941

Ashford /Eastleigh

30086

1954-55

76313

423

18-Nov-66

3942

Ashford /Eastleigh

30086

1954-55

76293

413

30-Sep-66

3943

Ashford /Eastleigh

30086

1954-55

76314

423

19-Sep-66

3944

Ashford /Eastleigh

30086

1954-55

76300

416

30-Sep-66

3945

Ashford /Eastleigh

30086

1954-55

76296

414

16-Sep-66

3946

Ashford /Eastleigh

30086

1954-55

76292

412

2-Sep-66

3987

York

30090

1954

76944

432

12-Jul-74

3998

Ashford /Swindon

30149

3-56

76320

426

16-Dec-66

3999

Ashford /Swindon

30149

3-56

76294

413

9-Sep-66

4000

Ashford /Swindon

30149

3-56

76315

424

25-Nov-66

4001

Ashford /Swindon

30149

3-56

76311

422

11-Nov-66

4003

Ashford /Swindon

30149

3-56

76276

404

6=Jul-66

4004

Ashford /Swindon

30149

3-56

76298

415

23-Sep-66

4005

Ashford /Swindon

30149

3-56

76277

405

13-Jul-66

4006

Ashford /Swindon

30149

3-56

76309

421

4-Nov-66

4007

Ashford /Swindon

30149

3-56

76278

405

13-Jul-66

4008

Ashford /Swindon

30149

3-56

76284

408

5-Aug-66

4009

Ashford /Swindon

30149

3-56

76324

428

20-Jan-67

4014

Ashford /Swindon

30149

4-56

76280

406

13-Jul-66

4015

Ashford /Swindon

30149

4-56

76312

422

11-Nov-66

4016

Ashford /Swindon

30149

4-56

76305

419

21-Oct-66

4017

Ashford /Swindon

30149

4-56

76303

418

14-Oct-66

4018

Ashford /Swindon

30149

4-56

76327

302

28-Apr-67

4021

Ashford /Swindon

30149

5-56

76273

403

29-Jun-66

4022

Ashford /Swindon

30149

5-56

76271

402

22-Jun-66

4023

Ashford /Swindon

30149

5-56

76272

402

22-Jun-66

4024

Ashford /Swindon

30149

5-56

76274

403

29-Jun-66

4026

Ashford /Swindon

30149

5-56

76318

425

2-Dec-66

4027

Ashford /Swindon

30149

5-56

76310

421

4-Nov-66

4028

Ashford /Swindon

30149

5-56

76316

424

25-Nov-66

4029

Ashford /Swindon

30149

5-56

76289

411

26-Aug-66

4030

Ashford /Swindon

30149

6-56

76945

433

12-Jul-74

4032

Ashford /Swindon

30149

6-56

76946

433

12-Jul-74

4034

Ashford /Swindon

30149

6-56

76947

434

c.Sep-74

4041

Ashford /Swindon

30149

8-56

76307

420

28-Oct-66

4042

Ashford /Swindon

30149

8-56

76281

407

20-Jul-66

4043

Ashford /Swindon

30149

8-56

76270 *

304

7-Jul-67

4044

Ashford /Swindon

30149

8-56

76328

302

9-Jun-67

4045

Ashford /Swindon

30149

8-56

76330

303

9-Jun-67

4073

Ashford /Swindon

30149

11-56

76948

434

c.Sep-74

4373

Ashford /Swindon

30149

3-57

76329

303

9-Jun-67

4374

Ashford /Swindon

30149

3-57

76282

407

20-Jul-66

4375

Ashford /Swindon

30149

3-57

76302

417

7-Oct-66

4379

Ashford /Swindon

30149

3-57

76287

410

19-Aug-66

4380

Ashford /Swindon

30149

3-57

76285

409

12-Aug-66

4382

Ashford /Swindon

30149

3-57

76302

417

7-Oct-66

4383

Ashford /Swindon

30149

4-57

76306

419

21-Oct-66

4384

Ashford /Swindon

30149

4-57

76304

418

14-Oct-66

4386

Ashford /Swindon

30149

4-57

76286

409

12-Aug-66

4388

Ashford /Swindon

30149

4-57

76331 EH*

Spare

17-Jan-66

4390

Ashford /Swindon

30149

5-57

76308

420

28-Oct-66

4391

Ashford /Swindon

30149

5-57

76288

410

19-Aug-66

4394

Ashford /Swindon

30149

5-57

76290

411

26-Aug-66

These vehicles were allocated Diagram Number 900, electrical code FC (1966 conversions numbers 762xx) or FC‑1A (1974 conversions numbers 769xx) and design codes EE2.66.0A (1966) or EE2.66.1A (1974).

* Some BR(S) records shew 76270 ex-4383 and 76331 ex-4043.

 

 

CK (Diagram 28)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

15425

Derby

30076

1953

71156

3012

4-Oct-74

15871

Met-Cam

30222

1956

71157

3013

4-Oct-74

15876

Met-Cam

30222

1956

71158

3014

Oct-74

15882

Met-Cam

30222

1956

70801

3001

9-Dec-66

15883

Met-Cam

30222

1956

70802

3002

16-Dec-66

15884

Met-Cam

30222

1956

70803

3003

30-Dec-66

15885

Met-Cam

30222

1956

70804

3004

3-Feb-67

15888

Met-Cam

30222

1956

70805

3005

17-Feb-67

15889

Met-Cam

30222

1956

70806

3006

3-Mar-67

15890

Met-Cam

30222

1956

70807 EH*

3007

4-Apr-66

15892

Met-Cam

30222

1956

70808

3008

10-Mar-67

15893

Met-Cam

30222

1956

70809

3009

31-Mar-67

15894

Met-Cam

30222

1956

70810

3010

24-Apr-67

15895

Met-Cam

30222

1956

70811

3011

23-Jun-67

15909

Met-Cam

30222

1956

71159

3015

20-Sep-74

* EH – Eastleigh as 70801
These vehicles were allocated Diagram Number 910, electrical codes BR (1966 conversions numbers 708xx) or BR‑1A (1974 conversions numbers 711xx) and design codes EJ1.60.0A (1966) or EJ1.60.1B (1974).

 

 

FK (Diagram 116)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

13001

Swindon

30019

1951

70865

422

23-Jun-67

13002

Swindon

30019

1951

70868

425

7-Jul-67

13003

Swindon

30019

1951

70869

426

14-Jul-67

13008

Swindon

30019

1951

70863

420

28-Oct-66

13009

Swindon

30019

1951

70845

402

22-Jun-66

13010

Swindon

30019

1951

70850

407

20-Jul-66

13014

Swindon

30019

1951

70846

403

29-Jun-66

13015

Swindon

30019

1951

70857

414

16-Sep-66

13016

Swindon

30019

1951

70856

413

9-Sep-66

13017

Swindon

30019

1951

70847

404

6-Jul-66

13018

Swindon

30019

1951

70871

428

14-Jul-67

13019

Swindon

30019

1951

70855

412

2-Sep-66

13020

Swindon

30019

1951

70860

417

7-Oct-66

13021

Swindon

30019

1951

70867

424

23-Jun-67

13022

Swindon

30019

1951

70844 EH*

401

1-Dec-65

13023

Swindon

30019

1951

70851

408

5-Aug-66

13025

Swindon

30019

1951

70849

406

13-Jul-66

13028

Swindon

30019

1951

71166

433

Jun-74

13030

Swindon

30019

1951

70853

410

19-Aug-66

13032

Swindon

30019

1951

70870

427

14-Jul-67

13033

Swindon

30019

1951

70848

405

13-Jul-66

13035

Swindon

30019

1951

70852

409

30-Sep-66

13037

Swindon

30019

1951

70866

423

23-Jun-67

13038

Swindon

30019

1951

70864

421

13-May-67

13040

Swindon

30019

1951

70859

416

30-Sep-66

13053

Swindon

30019

1951

70854

411

26-Aug-66

13062

Swindon

30019

1951

71167

434

Jun-74

13063

Swindon

30019

1951

70858

415

23-Sep-66

13096

Swindon

30019

1954

70861

418

14-Oct-66

13097

Swindon

30019

1954

71163

430

26-Jun-74

13111

Swindon

30019

1954-55

71164

431

12-Jun-74

13115

Swindon

30019

1954-55

71165

432

Jun-74

13197

Swindon

30019

Nov-51

71162

429

12-Jun-74

* EH – Eastleigh
These vehicles were allocated Diagram Number 930, electrical codes BU (1966 conversions numbers 708xx) or BU‑1A (1974 conversions numbers 711xx) and design codes EH1.60.0A (1966) or EH1.60.1B (1974).

 

 

BSK (Diagram 182)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

34637

Roberts

30143

1954-55

71160

433

2-75

34640

Roberts

30143

1954-55

71161

434

1-75

34956

Met-Cam

30229

Dec-56

70841

302

12-May-67

34957

Met-Cam

30229

Dec-56

70842

303

Jul-67

34958

Met-Cam

30229

Dec-56

70815

404

6-Jul-66

34959

Met-Cam

30229

Dec-56

70816

405

13-Jul-66

34960

Met-Cam

30229

Dec-56

70817

406

13-Jul-66

34961

Met-Cam

30229

Dec-56

70818

407

20-Jul-66

34962

Met-Cam

30229

Dec-56

70819

408

5-Aug-66

34963

Met-Cam

30229

Dec-56

70820

409

12-Aug-66

34966

Met-Cam

30229

Dec-56

70833

422

11-Nov-66

34967

Met-Cam

30229

Jan-57

70832

421

4-Nov-66

34968

Met-Cam

30229

Jan-57

70813

402

22-Feb-66

34969

Met-Cam

30229

Jan-57

70814

403

29-Jun-66

34970

Met-Cam

30229

Jan-57

70823

412

2-Sep-66

34972

Met-Cam

30229

Jan-57

70834

423

18-Nov-66

34973

Met-Cam

30229

Feb-57

70835

424

25-Nov-66

34974

Met-Cam

30229

Feb-57

70836

425

2-Dec-66

34975

Met-Cam

30229

Feb-57

70837

426

6-Jan-67

34976

Met-Cam

30229

Feb-57

70830

419

21-Oct-66

34977

Met-Cam

30229

Feb-57

70831

420

28-Oct-66

34978

Met-Cam

30229

Feb-57

70839

428

20-Feb-67

34979

Met-Cam

30229

Feb-57

70838

427

12-Jan-67

34980

Met-Cam

30229

Feb-57

70826

415

22-Sep-67

34981

Met-Cam

30229

Feb-57

70829

418

14-Oct-66

34982

Met-Cam

30229

Feb-57

70840

301

24-Mar-67

34983

Met-Cam

30229

Feb-57

70843

Spare

7-Jul-67

34984

Met-Cam

30229

Feb-57

70824

413

9-Sep-66

34985

Met-Cam

30229

Mar-57

70821

410

19-Aug-66

34986

Met-Cam

30229

Mar-57

70822

411

26-Aug-66

34987

Met-Cam

30229

Mar-57

70812 EH*

401

Aug-67

34996

Met-Cam

30229

Nov-56

70825

414

16-Sep-66

34997

Met-Cam

30229

Nov-56

70827

416

30-Sep-66

34998

Met-Cam

30229

Nov-56

70828

417

7-Oct-66

* EH – Eastleigh
These vehicles were allocated Diagram Number 920, electrical codes BT (1966 conversions numbers 708xx) or BT‑1A (1974 conversions numbers 711xx) and design codes EJ2.60.0A (1966) or EJ2.60.1B (1974).

 

RB & RMB Vehicles

Though not strictly part of the multiple-unit fleet, two loco‑hauled Restaurant Buffet (RB) coaches (1758 & 1759) were modified to run in conjunction with TC units for use on charter trains where refreshment facilities were required. One of these was subsequently used for a number of years in the temporary 8 VAB unit, 8001. One of these RB coaches later reverted to conventional use.

Around 1975 both RBs were replaced by two Restaurant Miniature Buffet (RMB) coaches (1872 & 1873); these being similarly modified.

Further details of all these vehicles are given under the 4-Rep section.

 

Back to top

 

 

 

Into Service

The Bournemouth electrification scheme was due to be inaugurated on 10th June 1967, though late delivery of some of the stock led to this being postponed until 10th July 1967.

However, some of the TC units were delivered much earlier with the first train going into service loco‑hauled from 15th August 1966. This was formed of three four-car units with one unit temporarily reduced to three-cars to permit the train to fit into twelve-car platforms.

Further units entered service from October 1966 and the first 4 REP units went into traffic from 3rd April 1967.

The initial pattern of service following electrification was an hourly semi‑fast service from Waterloo to Bournemouth, with alternate trains having a through portion for Weymouth. A (basically) two-hourly fast service was also provided, these all having through portions on to Weymouth.

Trains from Waterloo had the TC unit/s leading being propelled to Bo­­­­­urnemouth by the 4 REP unit. If only one TC unit was going forward to Weymouth the train could be formed with the REP in the middle.

At Bournemouth, a BRCW type 3 ‘Crompton’ diesel loco was attached at the front of the train and hauled the front four or eight (TC) coaches to Weymouth. Following trials with D6580 nineteen locomotives were modified for this purpose.

Green liveried D6580 had been modified much earlier and used with the experimental 6 TC unit in June 1965. In its experimental form D6580 didn’t carry the compression bar and was the only type of its class to carry a small yellow warning panel. It was later fully converted into a push-pull ‘Crompton’.

The push-pull ‘Cromptons’ were classified as Class 33/1 when TOPS computer system numbers were allocated to loco classes.

These push-pull ‘Cromptons’ propelled the TC sets from Weymouth to Bournemouth, controlled from the leading cab of the TC unit. At Bournemouth the TC unit (or units) were attached to the rear of a waiting 4 REP unit and the ‘Crompton’ detached. The 4 REP then hauled the train forwards from Bournemouth to Waterloo.

 

Loco-Haulage of TC Units

A number of peak hour trains were loco‑hauled with either Class 33 ‘Crompton’ diesel locos or electro-diesel locos of two types known colloquially as the ‘Little EDs’ (TOPS class 73) and the ‘Big EDs’ (TOPS class 74).

The ‘Little EDs’ were BR(S) types JA and JB designated as TOPS class 73. The 1962-built JAs were numbered E6001 to E6006 and the technically different 1965-built JBs were numbered E6007 to E6049. Externally there are visual differences between Jas and JBs. Both variants provided 1600hp on electric and 600hp on diesel. The JAs originally appeared in green livery; the JBs in blue.

The ‘Big EDs’ were BR(S) type HB designated as TOPS class 74. Numbered E6101 ‑ E6110 these provided 2552hp on electric and 650hp on diesel. They were converted specifically for the Bournemouth scheme at Crewe in 1967/8 from the type HA E5001 ‑ E5024 electric locomotives (TOPS class 71) provided in 1960 for the Kent Coast electrification.

These loco‑hauled trains often included one of the 3 TC sets to keep them within platform limits, though the 3 TCs also worked with the 4 REP units as well.

Back to top

 

 

TC & REP Liveries

All the stock delivered for the Bournemouth electrification scheme was painted in the then current all over blue livery, with a matt paint finish. The cab ends of units were also blue with small yellow warning panels on the gangway doors and white unit numbers.

This paint scheme did not wear well and within three years all units had been repainted into the blue /grey scheme with full yellow ends.

 

Liveries 3 TC Units 301 - 304

Unit no.

Blue /Grey

Reformed

Date

Notes

301

c.May-70

429

28-Jun-74

 

302

29-May-69

430

4-Jul-74

 

303

28-Aug-69

431

28-Jun-74

 

304

Disbanded

 

 

Temporary unit formed Aug-67
and disbanded Oct-67.

Units introduced in all-blue with small yellow panels.

 

Liveries 4 TC Units 401 - 434

Unit no.

Blue /Grey

Renumbered

Date

Notes

401

c.May-68

8001

Jul-86

 

402

15-Oct-68

8002

Jun-86

 

403

24-Sep-68

8003

Nov-86

 

404

17-Jun-68

8004

Oct-86

 

405

30-Jul-68

Wdn

 

 

406

Dec-68

8006

Jun-86

 

407

21-Jan-68

8007

Nov-86

 

408

8-Nov-68

8008

Oct-86

 

409

4-Sep-69

8009

Oct-86

 

410

20-Aug-69

8010

Aug-86

 

411

11-Dec-68

8011

Oct-86

 

412

23-Oct-69

8012

Jun-86

 

413

18-Mar-69

8013

May-86

 

414

26-Nov-69

8014

Sep-86

 

415

25-Jun-70

8015

Oct-86

 

416

c.May-69

8016

Jun-86

 

417

24-Sep-69

8017

Oct-86

 

418

Dec-68

8018

Oct-86

 

419

14-Jul-70

8019

Aug-86

 

420

c.Sep-70

8020

Sep-86

 

421

6-May-70

8021

Oct-86

 

422

c.29-Oct-70

8022

Jun-86

 

423

21-May-69

8023

Jun-86

 

424

23-Nov-70

8024

May-86

Last all-over blue unit.

425

23-Jul-69

8025

Sep-86

 

426

8-Jan-70

8026

Sep-86

 

427

9-Jun-69

8027

Jun-86

 

428

8-Aug-70

8028

Jun-86

 

429

* Jun-74

8029

Oct-86

* As introduced

430

* Jul-74

8030

Sep-86

* As introduced

431

* Jun-74

8031

Oct-86

* As introduced

432

(see 3 TC)

8032

Jun-86

 

433

(see 3 TC)

8033

Sep-86

 

434

(see 3 TC)

8034

Sep-86

 

Units nos. 401 – 428 introduced in all-blue with small yellow panels.

Units nos. 429 – 434 introduced in blue /grey with full yellow ends.

 

 

Liveries 4 TC Units 8001 - 8033

Unit no.

Became TCB

Date

NSE

Notes

8001

 

 

21-Oct-88 (2)

Withdrawn 1-Jul-91 & reinstated from 20‑1‑92 as 3 TC

8002

2802

8-Dec-86

 

4 TCB Disbanded in blue /grey

8003

2805

5-Jun-87

 

4 TCB Disbanded in blue /grey

8004

2808 *

1-Sep-88

26-Apr-88 (1)

2808 disbanded 30‑Jan‑89

8004

 

 

Jan-89 (1)

Reinstated from 30-Jan-89

8006

 

 

May-88 (1)

 

8008

2801

2-Dec-86

 

4 TCB Disbanded in blue /grey

8009

2803

29-Nov-86

 

4 TCB Disbanded in blue /grey

8010

 

 

28-Oct-88 (2)

Renumbered 410 Oct-91

8011

2804

2-Feb-87

 

4 TCB Disbanded in blue /grey

8012

 

 

c.Aug-88 (1)

 

8013

2806

4-Jun-87

 

4 TCB Disbanded in blue /grey

8015

 

 

2-Sep-88 (2)

 

8017

 

 

7-Jul-88 (2)

Renumbered 417 Oct-91

8018

 

 

29-Jun-88 (2)

 

8023

 

 

22-Dec-88(2)

 

8027

 

 

16-Nov-88 (2)

 

8028

 

 

10-Mar-89 (2)

 

8031

2809 *

Dec-88 #

 

 

8033

2807

7-Jun-87

 

4 TCB Disbanded in blue /grey

NSE (1) - Network SouthEast (First version, lighter blue, angled upsweeps).

NSE (2) - Network SouthEast (Later version, darker blue, curved upsweeps).

* 5 TCB

# Scheduled 10-Oct-88 but delayed until Dec-88

 

 

Liveries 4 REP Units 3001 - 3015

Unit no.

Blue /Grey

Renumbered

Date

Notes

3001

1-Jan-69

2001

Jun-86

 

3002

1-Apr-69

2002

May-86

 

3003

By Feb-69

2003

Sep-86

 

3004

28-Feb-69

2004

Jun-86

 

3005

2-Feb-70

2005

Aug-86

 

3006

By Feb-70

2006

Jun-86

 

3007

28-Ap-70

2007

Jun-86

 

3008

Mar-70

Wdn

 

Last all-over blue unit.

3009

Oct-69

2009

Jun-86

 

3010

c.May-70

2010

Sep-86

 

3011

Dec-69

2011

Sep-86

 

3012

* Sep-74

2012

May-86

* As introduced

3013

* Sep-74

2013

Jun-86

* As introduced

3014

* Oct-74

2014

Apr-86

* As introduced

3015

* Dec-74

2015

Apr-86

* As introduced

Units nos. 3001 – 3011 introduced in all-blue with small yellow panels.

Units nos. 3012 – 3015 introduced in blue /grey with full yellow ends.

 

 

Liveries 4 TCT Units 8101 - 8106

Unit no.

Formed

Notes

8101

16-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8102

12-Jan-88

Blue /grey with full yellow ends. Unit disbanded.

8103

8-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8104

3-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8105

7-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8106

31-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

These units were formed from stock in blue /grey with full yellow ends.

 

 

Liveries 4 REP Units 2901 - 2906

Unit no.

Formed

Notes

2901

17-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2902

17-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2903

5-Mar-88

Blue /grey with full yellow ends. Unit disbanded.

2904

16-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2905

29-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2906

5-Mar-88

Blue /grey with full yellow ends. Unit disbanded.

These units were formed from stock in blue /grey with full yellow ends.

 

 

Liveries 4 REP Units 2001, 2003 & 2007

Unit no.

Formed

Notes

2001

16-May-88

Blue /grey with full yellow ends.
Renumbered & overhauled as 1901.

2003

12-Apr-88

Blue /grey with full yellow ends.
Unit withdrawn.

2007

6-May-88

Blue /grey with full yellow ends.
Renumbered & overhauled as 1902.

These units were formed from stock in blue /grey with full yellow ends.

 

 

Liveries 5 TCB Units 2804 - 2809

Unit no.

Formed

Notes

2901

11-May-88

Blue /grey with full yellow ends. Unit disbanded.

2902

16-Apr-88

Blue /grey with full yellow ends. Unit disbanded.

2903

16-May-88

Blue /grey with full yellow ends. Unit disbanded.

2904

22-Apr-88

Blue /grey with full yellow ends. Unit disbanded.

2905

1-Sep-88

NSE (2) livery except TB which was blue /grey. Unit disbanded.

2906

30-Jan-89

Blue /grey with full yellow ends. Unit disbanded.

Except unit 2905 these units were formed from stock in blue /grey with full yellow ends.

NSE (2) - Network SouthEast (Later version, darker blue, curved upsweeps).

 

 

Livery 5 TCT Unit 8101

Unit no.

Formed

Notes

8101

2-May-88

Blue /grey with full yellow ends. Unit withdrawn.

Unit was formed from stock in blue /grey with full yellow ends.

 

 

Liveries 5 TCB Units 2804 - 2809

Unit no.

Formed

Notes

8102

27-Apr-88

Blue /grey with full yellow ends. Unit withdrawn.

8104

27-Apr-88

Blue /grey with full yellow ends. Unit withdrawn.

Units were formed from stock in blue /grey with full yellow ends.

 

 

Livery 5 TC Unit 8110

Unit no.

Formed

Notes

8110

23-Jun-90

NSE (2) livery. Unit disbanded.

NSE (2) - Network SouthEast (Later version, darker blue, curved upsweeps).

 

 

Liveries 4 REP Units 1901 & 1902

Unit no.

Formed

Notes

1901

9-Dec-88

2001 renumbered and overhauled into NSE (2) livery 9-Dec-88.
Unit disbanded.

1902

20-Mar-89

2007 renumbered and overhauled into NSE (2) livery 20-Mar-89.
Unit disbanded.

These units were formed from stock in NSE (2) livery.
NSE (2) - Network SouthEast (Later version, darker blue, curved upsweeps).

 

 

Liveries 6 REP Units 1903 - 1906

Unit no.

Formed

Notes

1903

11-Apr-90

NSE (2) livery. Unit disbanded.

1904

19-Apr-90

NSE (2) livery. Unit disbanded.

1905

6-May-90

NSE (2) livery. Unit disbanded.

1906

2-May-90

NSE (2) livery. Unit disbanded.

NSE (2) - Network SouthEast (Later version, darker blue, curved upsweeps).

 

 

Liveries 6 REP Units 1901 - 1904

Unit no.

Formed

Notes

1903

25-Mar-91

NSE (2) livery. Centre motor-coach. Unit withdrawn.

1904

14-Sep-90

NSE (2) livery. Centre motor

1905

15-Jan-91

NSE (2) livery. Centre motor

1906

Sep-91

NSE (2) livery. Centre motor

NSE (2) - Network SouthEast (Later version, darker blue, curved upsweeps).

 

 

Livery 8-VAB Unit 8001

Unit no.

All-blue full yellow ends

Blue/grey

Notes

8001

6-Apr-68

Feb-72

Unit disbanded.

Unit was formed from new VEP stock in all-blue livery with full yellow ends

 

Back to top

 

 

Under TOPS

Under the 1972 BR TOPS classification system in these TC and REP units were allocated class numbers; the 3 TC units becoming Class 442/1, the 4 TC units Class 442/2 and the 4 REP units Class 441.

These were revised in 1975, the TC fleet (all now 4-car units) becoming Class 491 and the 4 REP units Class 432.

 

Increased Traffic & the 8 VAB Unit

The Bournemouth electrification scheme worked well although the Class 74 electro-diesels were troublesome. Traffic increased to the extent that it was desirable for the fast service to be increased in frequency to hourly and many trains beyond Bournemouth to be formed with two TC units.

As there was insufficient stock for this increased frequency a temporary measure came from the formation of the unique 8 VAB electric unit. This was formed of VEP vehicles with a buffet car inserted; it also used three motor-coaches instead of two to improve performance to match the 4 REP operated services. However, the 8 VAB unit could not work beyond Bournemouth.

 

Second Build of TC & REP Units

A further quantity of 4 REP and 4 TC units were ordered on 30th October 1972 for delivery in time for the 1974 Summer timetable. Again, most vehicles were converted from loco‑hauled coaches, though the 4 REP motor-coaches were newly built; these being the very last coaches constructed to the basic Mark 1 bodystyle.

At this time sufficient coaches were converted to enable all the 3 TC sets to be made up to four cars, and one of the two spare cars were included in a further set and a further two complete sets were also formed (these now being 429 – 434 with 301 ‑ 303 being renumbered as 429 ‑ 431).

Four further 4 REP units were also formed (numbered 3012 – 3015) these differing from the earlier sets as the layout of the buffet cars was different; these vehicles being converted from Restaurant Unclassified (RU) coaches whilst those in the earlier sets being former Restaurant Buffet (RB) vehicles.

All vehicles were all delivered new in blue/grey livery.

Once again delivery was late, and a 12 car ICBC formation (units 7377 + 7053 + 7378) was loaned to Bournemouth depot from May 1974 until the new vehicles were in service.

This enhanced fleet of units then worked the principal services on the London – Bournemouth ‑ Weymouth route almost exclusively until the mid 1980's though 4 CIG units appeared occasionally at times of stock shortage and 4 VEP units continued to work the slower services between London and Bournemouth.

 

Maintenance

Due to crew traction knowledge restrictions, the 4 REP units were rarely seen elsewhere, though they made regular trips to Chart Leacon (near Ashford Kent) for wheel and bogie changes. Major overhauls on these units took place at Eastleigh works, though they always remained allocated to Bournemouth depot where most routine maintenance was carried out. Very occasional trips to Selhurst depot were made for unscheduled repairs.

 

TC Workings

The TC units later had a number of workings between Basingstoke and Salisbury, including one each way where the TC & locomotive combination attached at Basingstoke to an 8 VEP electric train which had worked up from Bournemouth or Eastleigh, the flexibility of this stock enabling the loco to be controlled from the leading 4 VEP unit, and vice versa in the evening when the loco was leading. On rare occasions the locomotive ended up being marshalled between the TC and VEP units.

TC units were able to be hauled by non push-pull fitted locos with the Blue Star coupling code, the loco being able to provide a supply to heat them. However without high-level jumper cables the locomotive could not be controlled from the TC set and would have to run round at each end of the journey.

TC stock could also work in multiple with other conventional electric units from the ‘1951 type’ onwards, though as such units did not have low level power jumpers, they could not supply heat and light to the TC stock. Because of this restriction, such workings were unusual and only rarely with passengers aboard.

TC units were also diagrammed for a time on Sundays with Class 33/1 locomotives between Portsmouth and Reading, and later in their lives worked as far as Exeter, sometimes hauled by Class 50 locomotives (which were not capable of push-pull mode).

 

REP Workings

4 REP units could in theory work in multiple with any post ‘1951 type’ electric units. However, with their high power consumption (the conductor rail index of a 4 REP was 14; the line limit usually 16) meant that if more than a single 2 car unit (2 EPB or 2 HAP) was coupled in multiple, then some of the motors on the train would have to be isolated to avoid overloading the substations. As a result, multiple working with other powered units was unusual.

There were certainly occasions when a 4 REP ran in multiple with one of the De-Icing units on a late evening Bournemouth to Basingstoke train during the De-Icing season.

The REP units stayed faithful to the Waterloo ‑ Bournemouth route, though following the electrification of the Eastleigh to Portsmouth line surviving units had some regular workings over this route.

Weekend engineering work saw units working from Waterloo to Havant prior to being loco‑hauled to Southampton, this prior to the electrification of this route in 1988 when they could then work through under their own power.

Loco‑hauled diversions also operated regularly from Basingstoke to Eastleigh /Southampton via Andover and Romsey; all these diversionary routes being especially shoe‑cleared for these operations.

 

Demise & Withdrawal

By the mid 1980's the TC & REP units were beginning to show their age and (unlike the 4 CEP & 4 CIG fleets) no facelift programme had been carried out on any ‘1966 stock’ units.

Eventually a scheme to electrify the route from Branksome to Weymouth was authorised on 28th January 1986 and part of this £43.5 million plan included £37 million for new rolling stock to replace the 4 REP & 4 TC stock.

Twenty-four new five-car units (designated 5 WES) were to be constructed based on the BR Mark 3 coach design and these units would utilise the motors and some power equipment recovered from 4 REP motorcoaches. As a consequence certain 4 REP motorcoaches were progressively withdrawn from traffic for component recovery (from late 1986) and this led to a complex series of unit reformations involving some units reduced to three cars with one motorcoach replaced with a Class 73 electro-diesel locomotive, others where 4 TC units were augmented to five cars by inclusion of a buffet car from disbanded 4 REP units, classed as 5 TCB units, and some where a 4 TC was modified with a buffet trolley fitted into a stripped-out first class compartment, classed as 4 TCT units.

Other 4 TC units ran with only three cars at this time. Some of these reforms were for quite short periods only as plans were changed. With the commencement of full electric services to Weymouth, most TC units were withdrawn, one or two seeing further departmental service. A few survived in traffic into 1992, but all but two, which were retained for special charter train work and restored as near as possible to their ‘as new’ 1967 condition, were then withdrawn.

 

6 REP Units

At the end of the 5 WES programme five 4 REP motor-coaches were left over (one having been lost to collision damage) and these were later formed into 6 REP units using a mix of REP and TC vehicles. Initially the motor coach was marshalled at one end but later this vehicle was marshalled intermediately with the cab blanked-off.

Despite the amount of work undertaken in connection with these modifications, the 6 REP units only had short lives, as crew traction knowledge problems and their being non‑standard led to them all being withdrawn late in 1991.

 

Back to top

 


Class 438 (4 TC)
Units 401 ‑ 428

Each 4 TC unit comprised a Driving Trailer Second (DTS) at each end (converted from former TSO vehicles) a Trailer Brake Second (TBSK - converted from former BSK vehicles) and a Trailer First (TFK - converted from former FK vehicles). Apart from the general modifications to all vehicles mentioned previously, each type had different levels of alterations to the interior layouts during conversion.

Overall length of each unit was 265' 7", they weighed 132 tons and seated 42 first and 160 second. Units were marshalled with the luggage area of the TBSK at the centre of the unit and the corridors in the TFK and TBSK were on the opposite sides, and units were classified as Class 491 under the BR TOPS classification system, though they had been Class 442/2 initially from 1972 until 1975.

Driving Trailer Second

Allocated diagram number 900, the DTS vehicles were extensively rebuilt at the former toilet end with both the former toilet compartments stripped out and a completely new cab end fitted. The cabs were identical in style to the ‘1963 stock’ design fitted to 4 CIG units and also being fitted to new 4 VEP units being built at this time. A standard cab interior was fitted with driver’s controls; these being similar to the ‘1963 stock’ design although they were equipped with an ‘engine start‘ button instead of an ‘auxiliary button’.

The existing entrance vestibule immediately inboard of the former toilet area became the cab entrance vestibule, and inwards opening doors replaced the outward opening ones. Standard cab-side sliding ventilators replaced the toilet windows.

As a consequence of the loss of the cab entrance vestibule to passengers, a doorway was cut each side of the first seating bay, with ¼ light windows installed each side of the new doorway.

The layout of the remainder of the coach was unchanged. From the cab end it comprised the driving cab and its entrance vestibule, a four-bay saloon (the outermost bay fitted with entrance doors), a centre entrance vestibule, a further four-bay saloon and a further entrance vestibule. A sliding door divided the cab vestibule from the passenger area. A further sliding door at the opposite end of the coach divided it from the inner-end entrance vestibule. The entrance vestibule at the centre of the coach had partitions glazed with wooden frames but was not equipped with sliding doors.

The driving coaches (DTS) seated 64 second, weighed 32 tons and were 64' 6" long over bodywork. The under-floor battery boxes on these vehicles were removed during conversion. Lot numbers were 30764 (1966) and 30857 (1974).

Trailer First Corridor

Allocated diagram number 930, the TFK vehicles had the least alterations internally from their former loco‑hauled condition. At either end of the coach was a full width entrance vestibule with doors each side. Inboard of both these vestibules was a lavatory. A full length side corridor ran down one side of the coach alongside seven first class compartments each seating six.

On the corridor side there was one further entrance door situated opposite the partition between the third and fourth compartments to the right hand side when viewing the coach from the corridor side. Once again battery boxes were removed from the underframes during conversion.

These vehicles seated 42 first and weighed 33 tons and were again 64' 6" long. Lot numbers were 30766 (1966) and 30855 (1974).

Trailer Brake Second Corridor

Allocated diagram number 920, the TBSK vehicles were also basically unaltered in internal layout from their loco‑hauled condition. Each consisted of a full width entrance vestibule with doors each side and a lavatory inboard of this. A full length side corridor ran the length of the coach alongside four second-class compartments, each of which seated eight.

A further full-width entrance vestibule (with doors each side) separated the passenger area from the guard's compartment which was located on the same side as the passenger compartments and separated from the corridor by a sliding door.

An inwards opening door gave access on the compartment side, with a further one on the corridor side opposite which blocked the corridor when opened. Beyond this the corridor ran past a luggage area, divided from it by a wire cage screen, the area being 22' 8" long. Two pairs of sliding wire mesh screen doors were incorporated in the screen to give access and there were two pairs of outwards opening doors on both sides of the coach. The corridor kinked round at the vehicle end to give access to the gangway through to the adjacent TFK.

These vehicles were fitted with new battery boxes to supply emergency lighting to the whole unit and also had a motor generator (MG) set to supply lighting current to the whole set and a standard EMU Westinghouse DH25 compressor for the air braking supply. Power for the MG and compressor was supplied via the units' 750 volt heating jumpers from the 4 REP unit or locomotive working the train.

Standard EMU style starting bell switches were fitted by the guard's inwards opening doors and a loudaphone communications system in the guard's compartment gave speech communication with both cabs (or cabs elsewhere if the unit was working in multiple with others).

This coach seated 32 second and weighed 35 tons and was 64' 6" long. Lot numbers were 30765 (1966) and 30856 (1974).

Delivery

Units were delivered at approximately one per week from June 1966 until January 1967, though the TFK coaches for the last eight arrived from May 1967 until July 1967.

When first formed some units were in temporary formation and others had their TFK's missing and ran initially as 3 TC. The last eight units were delivered without their TFK's, six running as 3 TC and two temporarily including TB & TBFK 4 REP trailers and classified as 4 TB units to get buffet vehicles into traffic earlier.

Beyond this units ran in basically unchanged formations until the complex reformations which commenced during 1986, though a few were reformed prior to this date, usually involving the ‘spare’ DTS vehicle.

All units were repainted into blue/grey livery fairly quickly as the all over blue did not wear well, 401 being blue/grey by late May 1968 the last all blue unit (424) being done in February 1971.

Units were reclassified as Class 438 during May 1986 and renumbered into a new series 8001 ‑ 8028 over the next few months.

Those units formed during 1974/5 were identical to those formed in 1966/7 and were numbered on from the first series as 429 ‑ 434, these later becoming 8029 ‑ 8034.

Unit formations were as follows, the date below the unit number being that when the unit was first released to traffic. The former loco‑hauled number of each vehicle is shown in brackets below the coach number. Vehicles marked with a * were the prototype conversions at Eastleigh.

 

Formation Units 401 - 428

Unit

DTS

TFK

TBSK

DTS

New No.

Date

Diag. No.
Code

900
FC

930
BU

920
BT

900
FC

 

 

401
c.Oct-67

76331 *
(4338)
76270
72302

76270

70844 *
(13022)

70812*
(34987)

76332
(3937)

8001

Jul-86

402
13-Aug-66

76272
(4023)

70845
(13008)

70813
(34968)

76271
(4022)

8002

Jun-86

403
13-Aug-66

76273
(4021)

70846
(13010)

70814
(34969)

76274
(4024)
76331
76274

8003

Nov-86

404
12-Aug-66

76275
(3929)

(3 TC)
-
70847
(13016)

70815
(34958)
70820
70815

76276
(4003)

8004

Oct-86

405
12-Aug-66

76278
(4007)
76283
76278

70848
(13033)

70816
(34959)

76277
(4005)

No

No

406
(17-Aug-66)

76280
(4014)

70849
(13025)

70817
(34960)

76279
(3926)
76331
76279

8006

Jun-86

407
2-Sep-66

76281
(4042)

70850
(13009)

70818
(34961)

76282
(4374)

8007

Dec-86

408
(25-Aug-66)

76284
(4008)

70847
(13016)
70851
(13023)

70819
(34962)

76283
(3932)
76278
76302

76283

8008

Oct-86

408
25-Aug-66

76284
(4008)

70847
(13016)
70851
(13023)

70819
(34962)

76283
(3932)
76278
76302

76283

8008

Oct-86

409
(14-Sep-66)

76286
(4386)

70852
(13035)

70820
(34963)
70815
70820

76285
(4380)

8009

Oct-86

410
(22-Sep-66)

76288
(4391)

70853
(13030)

70821
(34985)

76287
(4379)

8010

Aug-86

411
(29-Sep-66)

76290
(4394)

70854
(13053)

70822
(34986)

76289
(4029)

8011

Oct-86

412
(29-Sep-66)

76292
(3946)

70855
(13018)

70823
(34970)

76291
(3931)
76331
76291

8012

Jun-86

413
(12-Oct-66)

76293
(3942)

70856
(13015)

70824
(34984)

76294
(3999)

8013

May-86

414
(12-Oct-66)

76295
(3927)

70857
(13014)

70825
(34996)

76296
(3945)

8014

Sep-86

415
(2-Nov-66)

76297
(3938)

70858
(13063)

70826
(34980)

76298
(4004)

8015

Oct-86

416
(25-Oct-86)

76299
(3935)

70859
(13040)

70827
(34997)

76300
(3944)

8016

Jun-86

417
(9-Nov-66)

76302
(4382)
76331
76302
76331
76302
76331
76302
76331

76302

70860
(13019)

70828
(34998)

76301
(4375)

8017

Oct-86

418
(2-Nov-66)

76303
(4017)

70861
(13096)

70829
(34981)

76304
(4384)

8018

Oct-86

419
(26-Nov-66)

76306
(4383)

70862
(13020)

70830
(34976)

76305
(4016)

8019

Aug-86

420
(26-Nov-66)

76307
(4014)

70863
(13003)

70831
(34977)

76308
(4390)

8020

Sep-86

421
(5-Dec-66)

76309
(4006)

(3 TC)
-
70844*
(13022)
70864
(13038)

70832
(34967)

76310
(4027)

8021

Oct-86

422
(5-Dec-66)
(4 TB)

(4 TC)

76312
(4015)

3 TC
-
69323
(1718)
70865
(13000)

70833
(34966)
70805
(15888)
70833
(34966)

76311
(4001)

8022

May-86

423
(5-Dec-66)
(4 TB)

(4 TC)

76313
(3941)

3 TC
-
69322
(1717)
70866
(13037)

70834
(34972)
70808
(15892)
70834
(34972)

76314
(3943)

8023

Jun-86

424
(1-Mar-67)

76316
(4028)

(3 TC)
-
70867
(13021)

70835
(34973)

76315
(4000)

8024

May-86

425
(31-Jan-67)

76317

(3 TC)
-
70868
(13001)

70836
(34974)

76318
(4026)

8025

May-86

426
(13-Feb-67)

76319
(3939)

(3 TC)
-
70869
(13002)

70837
(34975)

76320
(3998)

8026

May-86

427
(25-Feb-67)

76321
(3930)

(3 TC)
-
70870
(13032)

70838
(34979)

76322
(3926)

8027

Jun-86

428
(3-Mar-67)

76324
(4009)

(3 TC)
-
70871
(13017)

70839
(34978)

76323
(3940)

8028

Jun-86

Vehicles marked with a * were the prototype conversions at Eastleigh.

 

 

Individual Unit Notes 401 - 428

401

Unit entered service about Oct‑67 out of sequence with ‘own’ vehicles DTS 76331 (completed Jan‑66 as Eastleigh prototype) and ex ‘spare’, TFK 70844 (completed Dec‑65 as Eastleigh prototype) and used in 421 since Dec‑66 and spare from Jul‑67, TBSK 70812 (also an Eastleigh prototype) and DTS 76332 (completed York 30‑Jun‑67).

Subsequently (about May 1968) DTS 76331 to spare and replaced by 76270 (ex spare, numbered ‘304‘) when the unit was painted blue/grey.

DTC 76270 replaced by 76302 (ex spare) from Nov‑81 until about Jun‑82 and 76270 spare during this period.

Unit ran as 3 TC from 2-Feb-84 to 8-Feb-84.

402

-

403

DTS 76274 temporarily replaced with spare 76331 for about a period from Jul /Aug-70 (reason unknown), 76331 returning spare to Bournemouth depot 5‑Oct‑70.

404

Unit ran initially as 3 TC with TFK 70847 temporarily used in unit 408, to provide an 11 coach train for loco‑hauled operation from Aug-66.

TBSK 70815 defective and temporarily exchanged with 70820 (ex 409) from 26‑Jan‑84 to late Feb-84.

405

DTS 76277 & TBSK 70816 both damaged in collision with 408 at Bournemouth depot 9‑Oct‑77. DTC 76278 temporarily exchanged with 76283 (ex 408) until 24‑Oct‑77 when reverted.

Unit damaged by fire at Southampton 4‑Apr‑84 with TBSK 70848 and TFK 70816 badly damaged and stored out of use until withdrawn 13‑May‑85.

Disposal of 70816 & 70848 uncertain, probably scrapped at Stewarts Lane during 1987. Both DTSs taken from Fratton to Derby 22‑Jan‑86 and converted to departmental stock being renumbered: 76277 to ADB977335 & 76278 to ADB977336.

Used as support coaches for the High Speed Track Recording Train and 977335 stripped and fitted with a generator at Cardiff Cathays Nov‑87 and 977336 converted at Derby as a ‘Blue Star’ (coupling code for locomotives) driving trailer.

977336 later to Cardiff Cathays for further conversion but this not carried out and sent to M. C. Metals, Glasgow for scrapping 25‑6‑93 and cut‑up 10‑Aug‑93.

977335 remained in use gaining a red upper/grey lower livery and later being painted into Railtrack two-tone green & blue livery. Coach stored during mid 2003 and moved to Meldon Quarry for storage 14‑Nov‑03. Coach for sale in August 2005, remaining stored at Meldon.

406

DTS 76279 damaged (where?) and at Eastleigh for repair Jan‑72, temporarily replaced by spare 76331 early in 1972. Repaired 76279 moved Eastleigh to Stewarts Lane 10‑Nov-72 then used for RSD tests for a while, reverted back Apr‑73.

407

-

408

Unit ran initially with TBSK 70847 temporarily displaced ex-404 running as 3 TC.

DTS 76283 damaged in collision with 405 at Bournemouth Depot 9‑Oct‑77 and temporarily exchanged with 76278 (ex 405) until reverted 24‑Oct‑77 when 76283 to spare whilst repaired and replaced by 76302 (ex-spare from 417) from 25‑Oct‑77 until Nov‑77.

409

Unit out of service with defects and TBSK 70820 temporarily exchanged with defective 70815 (ex 404) from 26‑Jan‑84 until late Feb-84.

410

-

411

DTS 76289 damaged in collision with D6550 at Salisbury 4‑Nov‑71 but repaired.

412

DTS 76291 temporarily exchanged with 76331 (ex spare) c.Mar‑71 (reason unknown).

413

-

414

On 25-Mar-75 the Weymouth boat empties were being propelled into Clapham Yard when the first vehicle (a bogie mail van) jumped the points and took the next two mail vans off the road.  All three snaked across the lines, colliding with S76295 of 4TC 414.  Much “matchwood” was strewn around the yard and the TC suffered a broken front window in the driver’s cab and two wheels of the front bogie were lifted off the rails.  Two bogies from the first and second vans became completely detached.

Unit badly damaged after striking CCE crane ADB965184 near Hilsea 25‑Feb‑79, DTS 76296 side badly scored, TFK 70857 side torn out and TBSK 70825 ½ side torn out. Unit stored at Plumstead prior to repair at Slade Green and all coaches repaired by early 1981, but DTS repaired first and both DTSs formed with trailers TB 69328 & TBFK 70810 (both ex 4 REP 3010) from 16‑Jul‑80 to 20‑Aug‑80 for Royal Special duty 7‑Aug‑80.

Further reformed 20‑Aug‑80 with trailers TB 69023 & TBFK 71157 (both ex 4 REP 3013) as 4 REP standby due to shortage of fit 4 REP units. Used briefly in traffic 28‑Aug‑80 to 1‑Sep‑80 as 4 TC cover, both 4 REP trailers removed 4‑Sep‑80 and unit temporarily disbanded.

Unit reinstated in normal formation 18‑Dec‑80 after damage repairs completed on 70857 & 70825.

415

DTS 76297 damaged in collision with 3H 1131 at Portsmouth & Southsea 27‑Nov‑71 but repaired.

416

TBSK 70827 & DTS 76300 both used with Class 47 loco and test coach ‘Mars’ on high speed shoegear tests between Woking and Basingstoke from 20‑Jul‑76 to 23‑Jul‑76.

Unit reformed Jul‑79 and TBSK 70827 & TFK 70859 both replaced temporarily by 4 REP trailers, TB 69326 & TBFK 70808 (both ex 3008) until Aug‑79; this for use on Royal Specials on 2‑Aug‑79 & 8‑Aug‑79.

417

DTS 76302 to spare and replaced by 76331 (ex spare) 12‑Aug‑73 until 14‑Mar‑74 when reverted back and DTS 76331 to Stewarts Lane 21‑Mar‑74. It returned to Bournemouth 15‑Aug‑74 and again exchanged with 76302 from 16‑Aug‑74 and 76302 then became the spare DTS. 76331 to ‘spare’ again from Dec‑75 and replaced by 76302 moved from Eastleigh 23‑Dec‑75. Seating in 76331 modified with Mark II style seating units and fluorescent lighting amending design code to EE2.66.2B.

DTS 76302 to damaged 430 Feb‑77 and replaced by 76331, though this coach to spare and 76302 back in unit Jul‑77. However 76331 back in 417 in Sep‑77 and 76302 spare once more.

DTS 76331 again exchanged with spare DTS 76302 Dec‑84 until Apr‑86 when this formation made permanent and 76331 once again the spare DTS.

418

-

419

-

420

-

421

Unit delivered as 3 TC 5‑Dec‑66 and ran as such until made up to 4 TC by inclusion of TFK 70844 May‑67.

This vehicle replaced by TFK 70864 7‑Jul‑67 and 70844 reformed into unit 401.

Unit damaged by fire at Eastleigh 1‑Apr‑80; DTS 76309 damaged and TFK 70864 ½ gutted but both vehicles repaired at Slade Green and released 15‑May‑81.

422

Unit delivered as 3 TC 5‑Dec‑66 and ran as such from Dec‑66 until Apr‑67 when TBSK 70833 to spare and replaced by TBFK 70805 and TB 69323 and unit made up to a temporary 4 TB unit. In this formation unit seated 128 second, 24 first and 23 buffet.

TB 69323 reformed into 4 REP 3005 by 5‑Jun‑67, also possibly TBFK 70805 though unit 3005 reported as mis-formed until Nov‑67 and unit reverted to 3 TC with TBSK 70833 again.

Made up to 4 TC by inclusion of TFK 70865 from 7‑Jul‑67.

(Unit running as 3 TC again on Railtour 22‑Sep‑67 with a TBFK in formation).

423

Unit delivered as 3 TC 25‑Feb‑67 and ran as such until May‑67 when TBSK 70834 to spare and replaced by TBFK 70808 and TB 69322 and unit made up to a temporary 4 TB unit. In this formation unit seated 128 second, 24 first and 23 buffet.

TBFK 70808 to 4 REP 3008 & TB 69322 to 4 REP 3004 by 11‑Jun‑67 and replaced again by TBSK 70834 and unit reverted to 3 TC.

Made up to 4 TC 7‑Jul‑67 by inclusion of TFK 70866.

424

Unit delivered as 3 TC 1‑Mar‑67 and ran as such until made up to 4 TC by inclusion of TFK 70867 28‑Jul‑67.

Was the last SR main line unit running in plain blue livery until c.Nov‑70.

425

Unit delivered as 3 TC 31‑Jan‑67 and ran as such until made up to 4 TC by inclusion of TFK 70868 28‑Jul‑67.

Unit to Slade Green 28‑Apr‑81 for damage repair (details unknown). Returned to Bournemouth 19‑May‑81.

426

Unit delivered as 3 TC 13‑Feb‑67 and ran as such until made up to 4 TC about Oct‑67 by inclusion of TFK 70869 which had been running in temporary unit 304 previously.

TBSK 70837 ran from 15‑Sep‑74 in 4 REP 3012 and unit out of use as 3 car.

Used to convey TBFK 71159 from Selhurst to Bournemouth Oct‑74, this vehicle for unit 3015, but formed into 3012 initially in exchange for ‘own’ 70837 and unit back to traffic 26‑Oct‑74.

427

Unit delivered as 3 TC 25‑Feb‑67 and ran as such until made up to 4 TC by inclusion of TFK 70870 28‑Jul‑67.

428

Unit delivered as 3 TC 3‑Mar‑67 and ran as such until made up to 4 TC by inclusion of TFK 70871 28‑Jul‑67.

Unit damaged in collision with fallen trees near Fleet 9‑Dec‑82 and DTS 76323 & TBSK 70839 derailed and required replacement bogies. Unit out of use until 13‑Jan‑83.

Unknown

One 4 TC unit had TBSK damaged by derailed parcels van at Waterloo 5‑Dec‑69.

 

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Class 438 (3 TC)
Units 301 ‑ 304

Three complete units of the 1967 order were delivered as three-car units numbered 301 ‑ 303, along with the spare DTS & TBSK vehicles which carried the number 304 on the cab end of the DTS vehicle. These units were mainly for use on loco-operated trains to reduce the train length to eleven vehicles and keep the formation within platform limits.

All vehicles were identical to those in the four car units and the 3 TC units seated 160 second and were 199' 2½" long and weighed 99 tons.

Separate Lot numbers were not allocated to these vehicles, these being the same as for the 4 TC units as DTS 30764 & TBSK 30765. All were repainted blue /grey by mid-1970, the last in all over blue (unit 301) being done in May 1970.

All three (301 to 303) were augmented with a newly converted TFK vehicle during the summer of 1974 and reclassified as 4 TC and numbered 429 ‑ 431. Their BR TOPS class number was 442/1.

Numbered in the 3 TC series, unit 304 was a temporary unit formed during August 1967 due to late delivery of some vehicles of unit 401 (formed of 76270 + 70843 + 70869 + 76331). The first three vehicles all delivered together from York and 76331 spare (since about January 1966) awaiting completion of 76332.

Unit 304 was disbanded after October 1967 and 76270 & 70843 went to spare, 70869 to 426 and 76331 to 401. Spare 70843 painted blue /grey 29th January 1969 and stored at Micheldever by December 1969.

Unit formations were as follows, the date below the unit number being that when the unit was first released to traffic. The former loco‑hauled number of each vehicle is shown in brackets below the coach number.

 

Formation of Units 301 – 304

Unit

DTS

TBSK

DTS

New No.

Date

Notes

Diag. No.
Code

900
FC

920
BT

900
FC

 

 

 

301
(3-May-67)

76325
(3933)

70840
(34982)

76326
(3934)

429

28-Jun-74

 

302
1-Jul-67

76327
(4018)

70841
(34956)

76328
(4044)

430

4-Jul-74

 

303
31-Jul-67

76329
(4373)

70842
(34957)

76330
(4045)

431

28-Jun-74

 

“304”
c.Aug-67

76270
(4043)
76331

70843
(34983)

 

 

 

 

 

 

Individual Unit Notes 301 - 304

301

One DTS of unit derailed at Waterloo 11‑Jul‑68, only minor damage.

TBSK 70840 used in 4 REP 3007 Aug‑71 to Sep‑71 and unit out of use for this period.

302

One DTS (which?) temporarily replaced by spare 76331 11‑May‑73 to 26‑may‑73 (reason unknown).

303

Unit slightly damaged in ‘runaway’ buffer stop collision at Bournemouth depot 27‑Mar‑72.

304

A temporary unit numbered 304 was formed during Aug‑67, due to late delivery of some vehicles of unit 401 (formed of 76270 + 70843 + 70869 + 76331). The first three vehicles all delivered together from York and 76331 spare (since about Jan‑66) awaiting completion of 76332.

Unit disbanded after Oct‑67 and 76270 & 70843 to spare, 70869 to 426 and 76331 to 401. Spare 70843 painted blue/grey 29‑Jan‑69 and stored at Micheldever by Dec‑69.

 

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Class 438 (4 TC)
Units 429 ‑ 434

These units were formed during 1974 & 1975 as additional stock for the enhanced timetables from summer 1974 and were identical to the earlier sets. The first three were formed from the 3 TC units 301 ‑ 303 with the addition of a newly converted TFK, the remaining three having all vehicles newly converted at York, with the exception of the TBSK vehicle in 432 which was the former spare coach provided in 1967. The spare DTS vehicle was not included in these units and remained as spare.

Lot numbers for the newly converted vehicles were allocated as follows: DTS 30857, TBSK 30855 & TFK 30856. The DTS & TFK vehicles of units 432 – 434 (newly delivered from York) were formed up as 3 TC units at Strawberry Hill 29‑Oct‑74; the TBSK vehicles all being added later prior to release of the units for traffic at Selhurst.

These units were commissioned at Selhurst running test trips to Haywards Heath or Brighton with either 4 EPB units at each end or the unusual working of a 4 REP unit or EDL locomotive on this route. The DTS vehicles for units 432 ‑ 434 lacked the ‘Series Only’ switches fitted in the cabs of the earlier built DTSs.

Former TLVs 68203 & 68204 were used as match vehicles for deliveries from York. Some delivery details are known:

19-Jun-74  

TFKs 71162 + 71164 (along with RMB 1872) arrived Strawberry Hill.

2-Jul-74

TFKs 71163 + 71165 + 71166 + 71167 arrived Strawberry Hill.

26-Jul-74

DTSs 76943 + 76944 + 76945 + 76946 York to Ferme Park.

7-Sep-74

DTSs 76947 + 76948 had arrived at Strawberry Hill.

 

Units 433 and 434 were formed-up as 3 cars at Strawberry Hill by 8-12-74 awaiting arrival of their TBSKs.

12-Dec-74

TBSKs 71160 + 71161 Finsbury Park to Strawberry Hill.

 

Unit formations were as follows, the date below the unit number being that when the unit was first released to traffic. The former loco‑hauled number of each vehicle is shown in brackets below the coach number.

 

Formation of Units 429 - 428

Unit

DTS

TFK

TBSK

DTS

New No.

Date

Diag. No.
Code

900
FC

930
BU-1A

920
BT

900
FC

 

 

429
(28-Jun-74)

76326
(ex 301)

71162
(13179)

70840
(ex 301)

76325
(ex 301)

8029

Oct-86

430
(4-Jul-74)

76328
(ex 302)
76302
76328

71163
(13097)

70841
(ex 302)

76327
(ex 302)

8030

Sep-86

431

76330
(ex 303)

71164
(13111)

70842
(ex 303)

76329
(ex 303)

8031

Oct-86

Diag. No.
Code

900
FC-1A

930
BU-1A

920
BT

900
FC-1A

 

 

432
(21-2-75)

76943
(3913)

71165
(13115)

70843
(ex spare)

76944
(3987)

8032

Jun-86

Diag. No.
Code

900
FC-1A

930
BU-1A

920
BT

900
FC-1A

 

 

433
(2-Feb-75)

76945
(4030)

71166
(13028)

71160
(34637)

76946
(4032)

8033

Sep-86

434
(18-Jan-75)

76947
(4034)

71167
(13062)

71161
(34640)

76948
(4073)

8034

9-86

 

 

Individual Unit Notes 430 - 434

430

DTS 76328 damaged Feb‑77 and temporarily replaced by 76302 (ex 417) until reverted Jul‑77.

Unit part of failed train propelled into engineers siding at Surbiton 9‑Nov‑83 and in collision with buffer stops. DTS 76328 derailed, damaged and temporarily replaced by 76302 (ex spare). Reverted to original formation 9‑Mar‑84.

431

-

432

-

433

Unit reformed with both trailers of 4 REP 3015 Jul‑81 as Royal standby, reverted 1‑Aug‑81.

434

Unit formed initially 9‑Nov‑74 with TBFK 71157 though not in traffic, this coach to 4 REP 3013 from Dec‑74 and replaced by TBSK 71161 2‑Jan‑75 prior to release to traffic.

 

 

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Class 432 (4 REP)
Units 3001 ‑ 3015

Each 4 REP unit consisted of a Driving Motor Second (DMS) at each end, flanking a Trailer Brake First (TBFK) and a Trailer Buffet (TB). Both the trailer vehicles had been converted from former loco‑hauled vehicles at York (one of each type were done at Eastleigh as prototypes) to the same standards as those of the TC vehicles.

Overall the 4 REP units were 265' 5¼" long and weighed 173 tons and seated 24 first, 128 second and 23 buffet. The units had the standard EP and Westinghouse automatic air brake and 27 way control cables, and had low level power jumpers operating at line voltage to supply the heating, MG and compressor supply to the TC units working with the unit.

The Mk6 motor bogies developed for the Southern Region’s electro-diesels were used for the REP motorcoaches. The basic differences from the B5(S) being the centre pivot only dealt with traction and braking forces with the body weight being transferred to the bolster by hemispherical anti-friction faced components running on manganese steel rubbing plates on the bolster which also provided rotational damping; the use of one brake cylinder with a separate slack adjuster to brake each wheel and finally the bogie frame was all welded from plate and had box section frames.

The hemispherical anti-friction faced components were fitted to the underframe of the coach and located into cups that sat on top of the bolster. These cups were colloquially known as elephant’s feet and created a grinding noise when the bogies curved. This noise was caused by the reluctance of the elephant’s feet to slide on top of the bolster and could be cured by the application of graphite powder.

The wheelsets of the type-JB electro-diesels (later class 73/1 & 73/2) were interchangeable with those fitted to the REP units. Because of the REP’s lower axle weight wheelsets with thinner tyres could be fitted (compared to a type-JB) resulting in a smaller rolling diameter. As a consequence wheelsets removed from a type-JB going overhaul at Selhurst might (after turning in a wheel lathe) be too small for reuse in a type-JB. Accordingly they would be sent to Chart Leacon (Ashford) for use in a REP unit undergoing overhaul. In return Chart Leacon would send Selhurst wheelsets as near as possible to full-size (40”) in exchange for use in a type-JB. General overhauls of the bogies were programmed to be carried out at 100,000 mile frequencies.

Compared to the electro-diesels the REP Mk6 motor bogies were assembled with different springs, collector shoegear and were not equipped with sanding gear or steps.

English Electric type EE546 traction motors rated at 400hp were used; these being carried on roller bearing suspension assemblies. The Bournemouth line 4 VEP stock also used the Mk6 motor bogie albeit with EE507 250hp motors.

Into Service

Test running began during March 1967, unit 3003 being in use by 18th March 1967. These units were rostered to work high mileages with a General Overhaul (GO) of running gear scheduled every 60,000 miles reached at approximately 20 - 25 weekly intervals when units were worked to Chart Leacon (near Ashford) for bogie exchanges and electrical equipment checks.

Liveries

All units were repainted into Blue/Grey livery during their first C3 overhauls at Eastleigh, the first being 3001 in December 1968, the last (no. 3008) in about June 1970.

1971 BR(S) Signal Repeating AWS Trials

In 1971 experiments with signal repeating AWS were carried out between Surbiton and Raynes Park and in the New Forest, but only the odd numbered motor-coaches were equipped as these were normally at the London end of the units. The equipment was removed in late 1977/early 1978.

Whilst so modified, the electrical codes for these coaches were amended to AJ‑1A.

The SRAWS equipment was only fitted on the Up line; hence only the odd numbered coaches being fitted as these were usually at the London end of the unit. Cabs so fitted also lost their ‘Series Only’ switches when modified and these were not replaced when the SRAWS equipment was removed.

In terms of the signalling although SRAWS shewed considerable promise it didn’t find favour with the British Rail Board as it was a product of Derby.

BR(S) Signal Repeating AWS Removal

The BR(S) SRAWS was removed from the odd numbered DMS vehicles of units 3001 - 3011 and replaced by standard AWS equipment as follows:

 

Unit

Date

Unit

Date

Unit

Date

Unit

Date

3001

17-Nov-77

3002

22-Oct-77

3003

8-Dec-77

3004

Jan-78

3005

5-Apr-78

3006

15-Aug-77

3007

15-Sep-77

3008

Feb-78

3009

11-Apr-78

3010

Aug-77

3011

Nov-77

 

 

 

 

Traction Motor Problems

In snowy conditions the 4 REP units suffered from traction motor problems and at times of poor weather conditions trains were often formed with the 4 REP unit in the centre to try to minimise this problem. In an attempt to cure this problem one motor-coach of unit 3004 was fitted experimentally with semi-enclosed traction motors for a while in 1980/81.

Asbestos

Three units had a full asbestos strip (C1A) overhaul at Eastleigh (nos. 3001, 3003 and 3007) during 1984/5, but no further units were done.

 

First Batch (1966) of Units Nos. 3001 - 3011

The first batch of units were numbered 3001 ‑ 3011 and were designated initially in 1972 under the BR TOPS classification system as Class 441, this was amended in 1975 to Class 430, and was later being altered again to 432.

Restaurant Buffet (1966 units)

The buffet cars (former RB) had their buffet areas rebuilt and the former pantry area was replaced by a counter area and the bar at the end of the counter reshaped. All cooking equipment was converted from liquid gas operation to electricity, this coach carrying an EE753 motor generator set to provide current at 200 volts /18kw for this equipment and the fridges.

The coach was marshalled with the kitchen area against the adjacent motor-coach and entering from this end consisted of a short centre gangway with a toilet compartment either side, followed by the staff entrance to the kitchen itself. A side gangway led past the kitchen, counter and bar area, there being a double opening access door on each side of the coach for loading stores, with a further pair of these doors opposite the counter area.

A full width vestibule with outwards opening doors for emergency use only divided this end of the coach from the seating area which was a four bay open saloon with loose seating arranged at tables. The passenger gangway was off centre, the tables on the Kitchen side of this gangway having four chairs, two & two aside; those opposite only having two chairs arranged singly each side.

The table at the end of the coach on the wider side of the gangway only had a single seat against the coach end to allow space for the sliding door into the gangway to the TBFK and this saloon therefore seated 23 passengers. There was an emergency door on each side at this end of the coach, but there were no normal public access doors on this vehicle, all access being gained via the corridor connections.

Each buffet car was named, this name being carried on a 'Pub Style' sign displayed in the bar area. Each supplied cooked meals which were served in the nearest saloon of the adjacent motor-coach, the seating area within the vehicle being used by buffet and bar customers.

The DMS marshalled adjacent to the buffet was normally fitted with removable tables in the 32-seat saloon at the inner end for the service of full meals from the buffet kitchen. It was normal practise for the 4 REP units to be formed with the buffet car third in the formation (towards Waterloo) and the tabled DMS fourth, though they occasionally ran ‘wrong way round’ after disruption.

This vehicle weighed 34 tons. Lot number was 30763.

Restaurant Unclassified (1974 units)

The later buffet cars were converted from former RU coaches, though these vehicles also seated 23 and weighed the same as the earlier conversions. However, the internal arrangement and window spacing of these vehicles was slightly different.

Lot number was 30858.

Trailer Brake First Corridor

The TBFK vehicles were converted from former Corridor Composite (CK) vehicles, these having originally consisted of a full length side corridor alongside four first and three second class compartments. A toilet was situated at each end inboard of the entrance vestibules and a further full width entrance vestibule separated the first and second-class compartments, giving three access doors on the compartment side of the coach and four doors along the corridor side. The four corridor-side doors were located at each end and opposite the third first-class compartment and the centremost second class compartment.

The conversion of these vehicles involved stripping out the interior from the centre entrance vestibule to the end of the vehicle where the second-class compartments and toilet had been located. These were replaced by a new guard's compartment situated adjacent to the centre passenger vestibule.

This guard’s compartment had an inward opening door on each side for access and was equipped with starting bells and loudaphone communication with the driving cabs of the train.

The remainder of the coach was taken up with a luggage area 21' 2½" long, separated from the side corridor by wire mesh screens. These screens had two pairs of double-opening sliding-doors within them and there were two pairs of outwards-opening doors on each side of the vehicle to give access to the luggage area.

The TBFK was marshalled with the luggage area towards the centre of the unit against the seating area of the buffet vehicle. This coach weighed 35 tons and seated 24 first. Lot numbers were 30762 (1966) and 30854 (1974).

The coach was fitted with a EE704H motor generator to provide current at 70 volts for the control circuits on the whole unit, this vehicle also having the battery box with the emergency lighting batteries (for the whole unit) and was fitted with one DH25 compressor for the air braking system.

Driving Motor Second

The DMS vehicles at each end of the 4 REP units were newly built at York for the Bournemouth electrification. The internal layout of the coaches was identical to those of the DTS vehicles in the TC units and these coaches seated 64 second. However the seating units differed, being similar to those fitted into the later batches of 4 CIG units rather than the earlier style of Mark 1 loco‑hauled vehicle seats.

The coaches were mounted on Mark 6 motor-bogies, each bogie having two EE546 motors, originally rated at 400hp. These motors were also being used in contemporary Class 73 Electro-Diesel locomotives and the AM10 electric units built for services out of Euston. The continuous rating of these motors was later reduced to 365 hp as they did not have the benefit of traction motor blowers for cooling as did the Class 73 locomotives.

Motors were coupled in permanent parallel pairs and power circuits were duplicated so that half the traction motors could be isolated if necessary. Each motor-bogie was fitted with a shoe-height beam and two pick-up shoes (one for each power circuit) were mounted on each side of the bogie.

Camshaft control was fitted, with separate camshafts for the resistance and weak field notches. Between the bogies were the starting resistances, linebreaker boxes and a Westinghouse DH25 air compressor, which (along with the one also fitted on the TBFK) gave a total of three compressors on each REP unit.

These DMS vehicles weighed 52 tons. Lot numbers were 30761 (1966) and 30862 (1974).

Motor-coaches of all units were fitted with ‘Series Only’ switches when new, though these were removed from some cabs later in connection with other modifications.

The DMS marshalled adjacent to the buffet was normally fitted with removable tables in the 32 seat saloon at the inner end for the service of full meals from the buffet kitchen.

 

Second Batch (1974) of Units 3012 - 3015

Four further units were ordered for the enhanced timetables from Summer 1974, these being similar to the earlier units, with motor coaches again built new at York; these being the very last coaches to be constructed to the BR Mark 1 body design. Once again the trailers were converted from loco‑hauled stock.

The principle difference between the batches was that the later buffet cars were converted from former RU coaches, though these vehicles also seated 23 and weighed the same as the earlier conversions. However, the internal arrangement and window spacing of these vehicles was slightly different. The buffet cars of units 3012 ‑ 3015 were fitted with public payphones about 1980, though none of the first eleven were done.

All vehicles of these four units were also fitted with double glazing. Lot numbers for these vehicles were DMS 30862, TBFK 30854 & TB 30858.

These additional units were numbered 3012 ‑ 3015 and unit 3015 was delivered with an experimental double brake block system on the motor coaches to improve braking performance, though this feature was later removed.

Due to late delivery of various coaches for this batch of units, all four entered service mis-formed and were involved in a complex series of vehicle swapping to gain correct formations, these are not shown in the unit formations lists as only of a short term nature.

 

4 REP Unit Formations

Unit formations were as follows, with the date below the unit number being that on which the unit was first released to traffic, the former loco‑hauled vehicle number of the trailer coaches is shown in brackets beneath the coach number, along with the buffet car name. Vehicles for these units were delivered out of sequence and many units entered service in temporary formations as a result. The two Eastleigh prototype trailer conversions are shown with * after the coach number.

 

Class 432 (4 REP)
Formation of Units 3001 – 3015

Unit

DMS

TB

TBFK

DMS

New No.

Date

Diag. No.
Code

890
AJ

940
BS

910
BR

890
AJ

 

 

3001
(3-Apr-67)

62155
62142

69319 *
(1714)
The Kingston

70801
(15882)

62141

2001

Jun-86

3002
(3-Apr-67)

62144

69321
69320
(1715)
The Waterloo

70802
(15883)

62143

2002

May-86

3003
(3-Apr-67)

62146

69320
69321
(1716)
The Farnborough

70803
(15884)

62145
62149

62145

2003

Sep-86

3004
(5-May-67)

62154
62148

69325
69322
(1717
The Solent

70809
70804
(15885)

62147
62162

62147

2004

Jun-86

3005
(5-Jun-67)

62150
62152
62150

69323
(1718)
The Hampton Court

70805
(15888)

62149
62145

62149

2005

Aug-86

3006
(19-May-67)

62152
62479 1
62152
62150

62152

69324
(1719)
The Bournemouth

70806
(15889)

62153
62151

2006

Jun-86

3007
(19-Jun-67)

62154

69325
(1720)
The Winchester

70807 *
(15890)
70840 2
70807

62153
62477
62153

2007

Jun-86

3008
(27-May-67)

62156

69326
(1721)
The Sandown
68319

70810
70808
(15892)

62142
62155

No

No

3009
(19-Jun-67)

62158

69327
(1722)
The Wimbledon

70809
(15893)

62157

2009

Jun-86

3010
(3-Jul-67)

62160

69328
(1723)
The Vauxhall

70810
(15894)

62159

2010

Sep-86

3011
(20-Jul-67)

62162
62147

62162

69329
(1724)
The Beaulieu

70811
(15895)

62161

2011

Sep-86

1974 units - see unit notes for details of initial temporary formations

Diag. No.
Code

890
AJ-2A

940
BS-1A

910
BR-1A

890
AJ-2A

 

 

3012
(16-Sep-74)

62476

69022
(1925)
The Brooklands

71156
(15425)

62477
62153
3
62477

2012

May-86

3013
(16-Oct-74)

62478

69023
(1939)
The Avon

71157
(15871)

62479

2013

May-86

3014
(28-Nov-74)

62480

69024
(1932)
The New Forest

71158
(15876)

62481

2014

Apr-86

3015
(16-Dec-74)

62482

69025
(1935)
The Stour

71159
(15909)

62483

2015

Apr-86

[1] DMS Code AJ‑2A.
2 TBSK vehicle, Diagram 920, Code BT.
3 DMS Code AJ.

 

 

Individual Unit Notes 3001 - 3015

3001

Unit entered service 3‑Apr‑67 formed with DMS 62155, this vehicle exchanged with ‘own’ DMS 62142 (ex 3008) 19‑Nov‑67. Ran briefly with one DMS (which?) ex 3009 Jan‑79 (snow damage). Unit asbestos stripped at Eastleigh 12‑Dec‑84 to 17‑May‑85.

3002

Unit entered service 3‑Apr‑67 formed with TB 69321, this vehicle exchanged with ‘own’ 69320 (ex 3003) by 22‑May‑67. Unit modified with high compression springs on motor-bogies at Eastleigh Oct‑85.

3003

Unit available for test running from 18‑Mar‑67 and entered service 3‑Apr‑67 formed with TB 69320, this vehicle exchanged with ‘own’ 69321 (ex 3002) by 22‑May‑67. DMS 62145 briefly exchanged with 62149 (ex 3005) Jan‑79 (snow damage). Unit asbestos stripped at Eastleigh 17‑May‑84 to 7‑Jan‑85.

3004

Unit to traffic 5‑May‑67 formed with DMS 62154 & TB 69325 (both 3007) & TBFK 70809 (3009). ‘Own’ TBSK 70804 spare, & TB 69322 ran initially in temporary 4 TB unit 423 from 29‑May‑67. 62154 & 69325 to 3007 by 19‑Jun‑67 and TB 69322 released ex 423 by 11‑Jun‑67, but unit reported mis-formed until Nov-67 (not sure which vehicles involved).

DMS 62147 defective and temporarily exchanged with 62162 (ex 3011) in Nov‑71. DMS 62147 & TBSK 70804 damaged after unit ‘ran away’ at Bournemouth depot 5‑Mar‑76 and collided with buffer stops and unit to Slade Green for repairs. DMS 62148 & TB 69322 returned 6‑Apr‑76, DMS 62147 & TBFK 70804 returned 15‑Apr‑76. DMS 62148 used for short periods in units 3007 /3009.

3005

Both trailers TB 69323 & TBFK 70805 ran initially in temporary 4 TB unit 422 from Apr‑67 until DMS vehicles of 3005 completed 5‑Jun‑67. TB 69323 released ex 422 by 27‑Jul‑67, but TBFK 70805 not until later and unit reported mis-formed until Nov-67(not sure which vehicles involved).

Unit ran as 3 car without TB 69323 removed for ‘frying pan mods’ from 23‑May‑72 until about Sep‑72. Whilst so formed, initially ran with RB 1758 marshalled outside one motor-coach, though this was later formed within the unit.

DMS 62149 briefly exchanged with 62145 (ex 3003) Jan‑79 (snow damage). DMS 62150 temporarily exchanged with 62152 (ex 3006) early Mar‑82 in connection with heating tests on 3005. DMS 62150 had shoegear modifications during C3 overhaul Sep‑82; other DMS also modified Jan‑86 when all motor-bogies also modified with high compression springs.

3006

Unit entered service 19‑May‑67 formed with DMS 62153 (3007), correct formation from 19‑Jun‑67.

Unit in collision with freightliner container at Wallers Ash loop 3‑Oct‑74 and DMS 62152 damaged and to Selhurst for repair. Temporarily replaced by 62479, new and intended for 3013. Unit reverted to normal formation from 16‑Oct‑74.

One DMS (62151?) temporarily exchanged with (62482?) from 3015 May‑81 and unit used for some electrical tests between Woking and Basingstoke, sometimes running coupled to a Class 73 locomotive. DMS 62152 temporarily exchanged with 62150 (ex 3005) early Mar‑82 in connection with heating tests on 3005.

3007

Unit entered service 19‑Jun‑67, DMS 62154 & TB 69325 having initially run in 3004, DMS 62153 in 3006. TBFK 70807 was the Eastleigh conversion prototype, built as 70801 and released c.Apr‑66, but renumbered 70807 prior to entering service.

Unit damaged in collision at Clapham Yard 7‑Aug‑71 and TBFK 70807 damaged. Temporarily replaced by TBSK 70840 (ex 301) from Aug‑71 until c.19-Sep‑71 when 70807 repaired and back to normal formation. During this period, unit seated 160 second and 23 buffet (no first class).

One DMS (which?) replaced for a short period in early 1976 with 62148 (ex 3004). DMS 62153 temporarily exchanged with 62477 (ex 3012) Apr‑79 in connection with heating tests on 3007. Unit asbestos stripped at Eastleigh 6‑Feb‑85 to 14‑Aug-85.

3008

Unit entered service 27‑May‑67 formed with DMS 62142 (3001) & TBFK 70810 (3010). ‘Own’ DMS 62155 running in 3001 & TBFK 70808 in 4 TB unit 423. 70808 released ex 423 by 11‑Jun‑67 and 70810 to 3010, 62142 exchanged with 62155 (ex 3001) 19‑Nov‑67. Both trailers 69326 & 70808 formed into 4 TC 416 Jul‑79 to Aug‑79 for Royal Special, unit ran with both trailers 69327 & 70809 of 3009 during this period.

Unit damaged in collision with open door on ballast train near Winchester 29‑Apr‑84. Unit disbanded 15‑May‑86 so not renumbered into 2001/8001 number series and DMS 62155 to Derby for component removal 19‑May‑86, remaining three coaches stored at Bournemouth depot.

TB 69326 exchanged with 69319 (ex 2001) 1‑Sep‑86. DMS 62155 returned from Derby to Bournemouth 2‑Aug‑86 but taken to Eastleigh 26‑Aug‑86 followed by 62156 on 17‑Oct‑86. TBFK 70808 from Bournemouth to Selhurst (with spare DTS 76331) for use with BR(S) Tribometer Test Train. TB 69319 used in 4 TCB unit 2801 from 2‑Dec‑86.

Remaining three coaches officially withdrawn from 17‑Oct‑88. Both DMSs 62155 and 62156 moved from Clapham Yard to Vic Berry, Leicester for scrapping 6‑Oct‑88. TBFK 70808 moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jun‑90 and cut‑up Aug‑90.

3009

TBFK 70809 ran initially in 3004 prior to 3009 entering service 19‑Jun‑67. One DMS (which?) replaced for a short period in early 1976 with 62148 (ex 3004). One DMS (which?) used briefly in 3001 Jan‑79 (snow damage) and unit out-of-use.

Unit again out-of-use Jul‑79 to Aug‑79 and both trailers 69327 & 70809 used in 3008, being replaced by 70859 & 70827 (both ex 416) in connection with Royal specials on 2-Aug-79 & 8‑Aug‑79.

TB 69327 damaged in collision with wagon door 17‑Jun‑83 and to Slade Green for repairs.

3010

TBFK 70810 ran initially in 3008 prior to 3010 entering service 3‑Jul‑67.

Unit slightly damaged in shunting mishap at Waterloo 5‑Dec‑69.

Both trailers 69328 & 70810 formed into 4 TC 414 16‑Jul‑80 to 20‑Aug‑80 for Royal Special and replaced by 69023 & 71157 (both ex 3013) during this period.

3011

Unit entered service 20‑Jul‑67, reportedly mis-formed until Nov-67 (along with 3004 & 3005), (not sure which vehicles involved).

DMS 62162 temporarily exchanged with defective 62147 (ex 3004) Nov‑71 and unit to Selhurst for repairs.

3012

Both DMS coaches released new from York 16‑Aug‑74 and unit initially formed up as 3 car with ‘own’ DMSs 62476 & 62477 flanking TBSK 70837 (ex 426). Marshalled with RMB 1873 on outer end and known as 4 MEP unit, later amended to 3 REP + RMB. Into traffic as such from 16‑Sep‑74, but reduced to 3 REP without 1873 from 19‑Oct‑74 to 26‑Oct‑74 due to defects on 1873.

Unit then further reformed and TBSK 70837 returned to 426 and replaced with TBFK 71159, newly converted and delivered to BR(S) 25‑Sep‑74. RMB 1873 marshalled on outer end once again. Reformed again 17‑12‑74 and RMB 1873 to 3014, TBFK 71159 to 3015 and ‘own’ trailers TB 69022 (ex 3015) & TBFK 71156 (ex 3014) both added and unit to intended formation.

DMS 62477 temporarily exchanged with 62153 (ex 3007) Apr‑79 in connection with heating tests on 3007.

3013

Both DMSs released new from York 6‑Sep‑74 and delivered to BR(S) from Ferme Park 18‑Sep‑74. DMS 62479 used prior to formation of 3013 in damaged 3006 from 5‑Oct‑74 to 16‑Oct‑74. TBFK 71158 delivered to BR(S) 25‑Sep‑74 and at Selhurst for commissioning 28‑Sep‑74.

Unit entered service as 3 REP 16‑Oct‑74 with ‘own’ DMSs 62478 & 62479 flanking TBFK 71158. TB 69023 arrived Strawberry Hill 5‑Dec‑74 and added to formation 7‑Dec‑74 with unit to traffic a four car 10‑Dec‑74, but unit further reformed 23‑Dec‑74 and TBFK 71158 exchanged with 71157 (ex 3014) and unit to intended formation.

Both trailers 69023 & 71157 formed into 3010 from 16‑Jul‑80 until 20‑Aug‑80 when both transferred to 4 TC 414 until 4‑Sep‑80, probably due to defective DMS coaches.

3014

DMS 62480 released new from York 20‑Sep‑74 and 62481 (dated 27‑Sep‑74) delivered to BR(S) along with TBFK 71156 9‑Oct‑74. TB 69025 arrived 19‑Nov‑74 and unit entered service as 4 REP 27‑Nov‑74 with ‘own’ DMSs 62480 & 62481 also TB 69025 and TBFK 71156.

Unit reformed 17‑Dec‑74 and TB 69025 to 3015, TBFK 71156 to 3012 and replaced by TBFK 71157 (ex 3015) and RMB 1873 marshalled on one end (ex 3012). Further reformed 23‑Dec‑74 and TBFK 71157 exchanged with 71158 (ex 3013).

RMB 1873 removed from unit 4‑Jan‑75 and ‘own’ TB 69024 (which had been delivered 12‑Dec‑74) was inserted 6‑Jan‑75 and unit to intended formation.

3015

Both DMS coaches released new from York 1‑Nov‑74 and arrived Selhurst 19‑Nov‑74, the final two Mark 1 vehicles ever built. TB 69022 arrived at Clapham Yard from Ferme Park 28‑Nov‑74.

Unit entered service as 4 REP Dec‑74 with ‘own’ DMSs 62482 & 62483 also TB 69022 and TBFK 71157 which had arrived earlier 9-Oct‑74. Reformed 17‑Dec‑74 and TB 69022 to 3012 and replaced by 69025 (ex 3014). TBFK 71157 to 3013 and replaced by 71159 (ex 3012) and unit to intended formation.

TB 69025 damaged by fire at Bournemouth depot 2‑May‑79 but repaired by 30‑May‑79. One DMS (62482?) temporarily exchanged with (62151?) from 3006 May‑81 and 3006 used for some electrical testing at this time.

Both trailers 69025 & 71159 exchanged with TFK 71166 & TBSK 71160 (both ex 433) Jul‑81 in connection with Royal standby duties for unit 433. Unit 3015 used occasionally in service with no buffet facilities during this period seating 42 first and 160 second, reverted to normal formation from 1‑Aug‑81.

 

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Push-Pull Buffet Cars
Nos. 1758, 1759, 1872 & 1873

Two further vehicles were modified for use with the new Bournemouth line stock in 1967, these being RBs 1758 & 1759. These had been built by Pressed Steel in 1961 (Lot no. 30636) to diagram 24 and both were mounted on Commonwealth bogies and fitted with air braking and dual heating.

These coaches weighed 38 tons and seated 23 in loose chairs, their internal arrangement being similar to those of the TB vehicles in the 4 REP units. Further modification to enable them to run with EMU stock involved equipping them with 27 way control jumpers and modification of the heating to work at 750 volts rather than the loco‑hauled standard 1000 volt system.

These modifications were done at Selhurst, 1758 in October 1967 and 1759 in April 1968. Both these vehicles retained their liquid gas cooking. However, 1758 was not equipped with EP braking, though it could work in trains where other vehicles had this operative; the standard Westinghouse automatic air brake was operative.

1759 was used in the temporary 8 VAB unit 8001, this unit being formed during April 1968 and disbanded 15th January 1975 when 1759 was withdrawn for disposal. 1759 had slightly different modifications to 1758 due to the differences in the VEP vehicles supplying power to the coach. It also had the side buffers removed and may have had the buckeye couplers altered to the fixed head variety as it was used intermediately within unit 8001. It was also fitted with EP braking.

These alterations meant that 1759 was not readily convertible back to a loco‑hauled vehicle which resulted in its withdrawal early in 1975 and it was stored at Eastleigh Airport Sidings, later moving to Micheldever. The coach sent to Kings at Snailwell for scrapping 14th June 1977.

1758 was not allocated to a specific unit but was used as required, mainly marshalled between TC units for loco operated charter trains, though it was used from time to time on the Bournemouth line covering for shortages of 4 REP units. For example in May 1972 it covered for the buffet vehicle in unit 3005. 1758 had the unofficial buffet name of ‘Wells Fargo’.

It was also used for Royal specials from time to time, examples being use with E6024 & 4 TC 419 from Windsor to Southampton Western Docks 10th July 1970 and E6049 & 4 TC 423 from Aldershot to Southampton Docks 9th August 1971. 1758 was released from this use during 1974 when two further coaches, RMBs 1872 & 1873 were similarly modified to replace 1758 & 1759. Accordingly 1758 reverted to loco‑hauled operation, being transferred to the LMR from 17th August 1974.

RMBs 1872 & 1873 replaced 1758 & 1759, these vehicles having been constructed at Wolverton in 1962 (Lot No. 30702) to diagram 99 and were again mounted on Commonwealth bogies. They were fitted with dual heating and air braking, also liquid gas cooking. Each weighed 35 tons and seated 44 in fixed seating.

The internal layout comprised a short central gangway between two lavatories, a full width entrance vestibule with doors each side. A sliding door divided this vestibule from a four-bay passenger saloon with had seating two & two aside the central gangway, all seats at tables. The bay towards the centre of the coach was replaced by a storage cupboard on the buffet counter side of the coach.

A further full-width vestibule with service doors each side divided the saloon from the buffet area, which comprised a small servery area taking up the space of two seating bays on one side of the coach. Opposite this area was a high level longitudinal seat for bar customers and shelves each end for drinks.

Beyond this area was a further two-bay saloon arranged as before with seating at tables. A further sliding door divided this saloon from the remaining entrance vestibule.

Both coaches were transferred to BR(S) stock from 20th April 1974, both being modified at York during C1 overhaul prior to transfer; 1872 arriving 19th June 1974 and  1873 in July‑74. Modifications to these coaches to permit operation with M.U. stock were similar to those carried out earlier on 1758.

Neither vehicle was allocated to specific units, though 1873 spent a while running with 3 car REP units in late 1974 during the delivery period for units 3012 ‑ 3015.

Both coaches were withdrawn 2nd October 1982 but both were reinstated from 14th May 1983 for use in the temporary 8 MIG units 2601 & 2602 (see 4 CIG unit notes for details), both being withdrawn again about November 1985 following transfer to ER stock on 28th May 1985 (though both had been out of use since October 1983.

They did not see further passenger use and remained stored at Clapham Yard until moving to Crewe 16th November 1986 for use in the works test train. Both vehicles were eventually sold for preservation; 1872 to the Nene Valley Railway (arriving 11th February 1988) and 1873 to the Bodmin Railway (arriving 10th August 1988).

 

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Bournemouth Line Fleet Changes from 1986

Following the authorisation of the Branksome ‑ Weymouth electrification scheme from 28th January 1986, which included the provision of 24 new 5 car electric units based on the BR Mark 3 coach bodyshell design, the decision was taken to reuse certain major electrical components from the 4 REP units to save money, these components still having many years of useful life left in them.

As a result, 4 REP units began to be taken out of traffic progressively from mid-1986 for component recovery from the motor-coaches and the semi‑fast services were decelerated to allow operation with Class 73 locomotives operating with 4 TC and 4 TCB units, these latter being 4 TC units with the TFK vehicle replaced by a TB vehicle from disbanded 4 REP units.

The existing Bournemouth line fleet of thirty-four 4 TC & fifteen 4 REP units had been renumbered into new number series from May 1986 following reclassification of the 4 TC units as Class 438 (now numbered [43]8001 ‑ 8034) and the 4 REP units as Class 432 (now renumbered [43]2001 ‑ 2015).

Unit 405 had previously been withdrawn following fire damage and unit 3008 was disbanded prior to renumbering as the ‘Pilot’ 4 REP for equipment recovery. A number of 4 TCs continued in service in original condition through 1988, units starting to be withdrawn from May 1988 as new 5 WES units entered traffic.

Some units were still receiving overhauls at this time, being outshopped in NSE livery and fitted with public address (PA) equipment, fluorescent lighting and new seat coverings. Several also having one compartment in the TFK rebuilt as a standard class compartment seating 8, altering the capacity of this coach to 36 first and 8 standard and unit totals to 36 first and 168 standard.

Some TFK coaches had two compartments rebuilt, these seating 30 first and 16 standard, with unit totals of 30 first and 176 standard. TFK coaches rebuilt as TCK coaches are marked in the lists below, both varieties.

The fleet at May 1986 prior to the extensive reforming about to take place was as follows:

 

Class 432 (4 REP)
Formation of Units 2001 – 2015

Unit

DMS

TB

TBFK

DMS

To units

Disbanded

Diag. No.
Code

890
AJ

940
BS

910
BR

890
AJ

 

 

2001

62142

69319
69326

70801

62141

2901 /2904

16-Dec-87

2002

62144

69320

70802

62143

See notes

4-Jan-88

2003

62146

69321

70803

62145

2902 /2905

17-Dec-87

2004

62148

69322

70804

62147

See notes

15-Dec-87

2005

62150

69323

70805

62149

See notes

4-Jan-88

2006

62152

69324

70806

62151

See notes

8-Dec-86

2007

62154

69325

70807

62153

2903 /2906

5-Mar-88

2009

62158

69327

70809

62157

See notes

5-Jun-87

2010

62160

69328

70810

62159

See notes

4-Jun-87

2011

62162

69329

70811

62161

See notes

31-Jan-87

Diag. No.
Code

890
AJ-2A

940
BS-1A

910
BR-1A

890
AJ-2A

 

 

2012

62476

69022

71156

62477

See notes

7-Jun-87

2013

62478

69023

71157

62479

See notes

29-Dec-87

2014

62480

69024

71158

62481

See notes

5-Mar-88

2015

62482

69025

71159

62483

See notes

29-Nov-86

 

 

Individual Unit Notes 2001 - 2015

2001

TB 69319 exchanged with 69326 (ex stored 3008) 1‑Sep‑86. Unit disbanded 16‑Dec‑87, DMS 62141 to 3 REP 2904, DMS 62142 & TFK 70801 to 3 REP 2901, TB 69326 withdrawn.

2002

Unit disbanded 4‑Jan‑88 and TBFK 70802 & TB 69320 both withdrawn, both DMSs 62143 & 62144 withdrawn for component recovery and stripped at Eastleigh between Jan‑88 & Feb‑88.

2003

Unit disbanded 17‑Dec‑87, DMS 62146, TB 69321 & TFK 70803 all to 3 REP 2902, DMS 62145 to 3 REP 2905 (from 29‑Dec‑87).

2004

Unit disbanded 15‑12‑87 and TBFK 70804 & TB 69322 both withdrawn, both DMSs 62147 & 62148 withdrawn for component recovery and stripped at Eastleigh between Dec-87 & Jan‑88.

2005

Unit disbanded 4‑Jan‑88 and TBFK 70805 & TB 69323 both withdrawn, both DMSs 62149 & 62150 withdrawn for component recovery and stripped at Eastleigh between Jan‑88 & Feb‑88.

2006

Unit disbanded 8‑Dec‑86 and TB 69324 to 4 TCB 2802. TBFK 70802 withdrawn, both DMSs 62151 & 62152 withdrawn for component recovery and stripped at Eastleigh between Dec‑86 & Mar‑87.

2007

Unit disbanded 5‑Mar‑88 and DMS 62154, TB 69325 & TBFK 70807 all to 3 REP 2903, DMS 62153 to 3 REP 2906.

2009

Unit disbanded 5‑Jun‑87 and TB 69327 & TFK 70809 both to 4 TCB 2805. Both DMSs 62157 & 62158 withdrawn for component recovery and stripped at Eastleigh between Jul‑87 & Sep‑87.

2010

Unit disbanded 4‑Jun‑87 and TB 69328 & TBFK 70810 both to 4 TCB 2806. Both DMSs 62159 & 62160 withdrawn for component recovery and stripped at Eastleigh between Sep‑87 & Nov‑87.

2011

Unit disbanded 31‑Jan‑87 and TB 69329 to 4 TCB 2804. TBFK 70811 withdrawn, both DMSs 62161 & 62162 withdrawn for component recovery and stripped at Eastleigh between Feb‑87 & Mar‑87.

2012

Unit disbanded 7‑Jun‑87 and TB 69022 & TBFK 71156 both to 4 TCB 2807. Both DMSs 62476 & 62477 withdrawn for component recovery and stripped at Eastleigh between Sep‑87 & Nov‑87.

2013

Unit disbanded 29‑Dec‑87 and TBFK 71157 & TB 69023 both to 3 REP 2905, DMS 62478 withdrawn for component recovery & 62479 to spare and used for periods in 3 REP units temporarily prior to withdrawal for component recovery between Feb‑88 & Mar‑88. This coach also used as a mock-up for alterations in connection with the centre motor-coach 6 REP units.

2014

Unit disbanded 5‑Mar‑88 and TBFK 71158 & TB 69024 both to 3 REP 2906, both DMSs 62480 & 62481 withdrawn for component recovery and stripped at Eastleigh between Mar‑88 & Jul‑88.

2015

Unit disbanded 29‑Nov‑86 and TB 69025 to 4 TCB 2803. TBFK 71159 withdrawn, both DMSs 62482 & 62483 withdrawn for component recovery and stripped at Eastleigh Mar‑87. Both DMSs to Cardiff Cathays 1‑May‑87 for conversion into Ultrasonic Test vehicles and renumbered; 62483 to DB999602  amd 62482 planned to be DB999603 (though this conversion not commenced).

DB999602 worked between a pair of Metro‑Cammell Class 101 DMU power cars, DB977391 & DB977392 these vehicles also extensively modified for their new role. Most windows panelled over and former cab end completely rebuilt, though still mounted on de-motored Mk 6 motor bogies.

62482 was not used, and stored at Derby Research until finally converted late in 2002 as DB999605. Coach sold from Angel Trains to Network Rail and given design code EZ5550A. Re-registered on RSL 2‑Dec‑02. Both 999602 & 999605 in use into 2011, now painted in NR yellow.

 

 

Class 438 (4 TC)
Formation of Units 8001 – 8034

Unit

DTS

TFK

TBSK

DTS

To unit

Disbanded or last used

Diag. No.
Code

900
FC

930
BU

920
BT

900
FC

 

 

8001

76270

70844 1

70812
70826

70821

76332

Wdn
1-Jul-91

 

Reinstated 8001 from 20-Jan-92

8001

76270

-

70821

76332

Wdn
3-Sep-92

c.May-92

8002

76272

70845

70813

76271

2802

8-Dec-86

8003

76273

70846

70814

76274

2805

5-Jun-87

8004

76275

70847 2

70815

76276

2808

1-Sep-88

Reinstated 8004 from 30-Jan-89

8004

76275
(2808)

70847 3
(2808)

70815
(2808)

76276
(2808)

See notes

23-Apr-90

8006

76280

70849 4

70817

76279

See notes

23-Apr-90

8007

76281

70850

70818

76282

Wdn
3-Jul-89

17-Jun-89

8008

76284

70851

70819

76283

2801

2-Dec-86

8009

76286

70852

70820

76285

2803

29-Nov-86

8010

76288

70853 5

70821
70812

76287

8110

4-Jun-90

Reinstated 8010 from 25-Mar-91

8010

76288
(8110)

70859 6
(8110)

70812
(8110)

76287
(8110)

Wdn
2-Feb-94

22-Jan-94

8011

76290

70854

70822

76289

2804

31-Jan-87

8012

76292
76291

70855
70858 7

70823
70812

70828

76291
76292

Wdn
13-May-91

26-Nov-90

8013

76293

70856

70824

76294

2806

4-Jun-87

8014

76295

70857
70869

70825

76296

Wdn
29-Apr-91

26-Nov-90

8015

76297

70858
71158 8
70855 9

70826
71158
10
70823

76298

Wdn
13-May-91

13-May-91

8016

76299

70859

70827

76300

Wdn
3-Oct-88

4-Oct-88

8017

76302

70860 11

70828
72826

76301

Wdn
2-Feb-94

22-Jan-94

8018

76303

70861 12

70829

76304

See notes

23-Apr-90

8019

76306

70862

70830

76305

Wdn
15-Aug-88

18-Aug-88

8020

76307

70863

70831

76308

Wdn
15-May-89

8-Apr-89

8021

76309

70864

70832

76310

Wdn
27-Feb-89

29-Feb-89

8022

76312

70865

70833

76311

Wdn

3-Oct-88

2-Aug-88

8023

76313

70866 13

70834

76314

See notes

21-Mar-90

8024

76316

70867

70835

76315

Wdn

30-May-88

29-Apr-88

8025

76317

70868

70836

76318

Wdn

3-Oct-88

2-Oct-88

8026

76319

70869

70837

76320

Wdn
15-May-89

30-Apr-89

8027

76321

70870

70838

76322

See notes

28-Mar-90

8028

76324
76327

76323

70871 14

70839

76323
76324

See notes

1-Mar-90

Diag. No.
Code

900
FC

930
BU-1A

920
BT

900
FC

 

 

8029

76326

71162

70840

76325

Wdn
11-Jul-88

2-Jul-88

8030

76328

71163

70841

76327

Wdn
3-Oct-88

17-Aug-88

8031

76330

71164

70842

76329

2809

30-Jan-89

Reinstated 8031 from 11-May-89

8031

76330
(2809)

71164
(2809)

70842
(2809)

76329
(2809)

Wdn
28-Aug-89

28-Aug-89

Diag. No.
Code

900
FC-1A

930
BU-1A

920
BT

900
FC-1A

 

 

8032

76943
76272
15
76943

71165

70843

76944

Wdn
11-Jul-88

2-Jul-88

Diag. No.
Code

900
FC-1A

930
BU-1A

920
BT

900
FC-1A

 

 

8033

76945

71166

71160

76946

2807

7-Jun-87

8034

76947

71167

71161

76948

Wdn
5-Sep-88

2-Sep-88

Spare

76331

 

 

 

 

 

1 TFK modified as TCK c.Oct‑88 with two standard compartments seating 30 first and 16 standard.

2 TFK modified as TCK Feb‑88 with one standard compartment seating 36 first and 8 standard.

3 TCK with one standard compartment seating 36 first and 8 standard.

4 TFK modified as TCK Mar‑88 with one standard compartment seating 36 first and 8 standard.

5 TFK modified as TCK c.Oct‑88 with two standard compartments seating 30 first and 16 standard.

6 TCK with one standard compartment seating 36 first and 8 standard.

7 TCK with one standard compartment seating 36 first and 8 standard.

8 TBFK, Diagram 910, Code BR‑1A.

9 TCK with two standard compartments seating 30 first and 16 standard.

10 TBFK, Diagram 910, Code BR‑1A.

11 TFK modified as TCK c.Oct‑88 with two standard compartments seating 30 first and 16 standard.

12 TFK modified as TCK Jun‑88 with two standard compartments seating 30 first and 16 standard.

13 TFK modified as TCK c.Nov‑88 with one standard compartment seating 36 first and 8 standard.

14 TFK modified as TCK Mar‑89 with one standard compartment seating 36 first and 8 standard.

15 DTS Code FC.

 

 

Individual Unit Notes 8001 - 8031
(from May 1986)

8001

TBSK 70812 to unit 8012 about Aug‑88 and replaced by 70826 (ex 8015 but via stored 8102 and spare), unit out of traffic in this formation. 70826 to 8017 Sep‑88 and 70812 returned ex 8012 and unit to Eastleigh for overhaul. Released with TFK rebuilt as TCK with two standard class compartments and TBSK 70821 (ex 8010) replacing 70812 (to 8010).

Unit withdrawn 1‑Jul‑91 and stored at Eastleigh, but reinstated from 20‑Jan‑92 as 3 TC (Class 438/3). 70844 not reinstated and stored at Eastleigh until sent for scrapping to M.C. Metals, Glasgow 28‑Mar‑92; cut‑up 31‑Mar‑92.

Unit finally withdrawn 3‑Sep‑92. Both DTSs moved from Eastleigh to M.C. Metals, Glasgow for scrapping 6‑Nov‑92, arriving 24‑Nov‑92 and both cut‑up 26‑Nov‑92. TBSK 70821 moved from Bournemouth to Gwent Demolition, Margam for scrapping 3‑Feb‑93 and cut‑up w/e 26‑Feb‑94.

8002

Unit disbanded 8‑Dec‑86 and TFK 70845 to spare and replaced by TB 69324 (ex disbanded 2006). Unit reclassified as Class 492/8 (4 TCB) and renumbered 2802. Later, TFK 70845 had compartment stripped out at Eastleigh as base for catering trolley and reformed as part of 4 TCT unit 8102 from 12‑Jan‑88.

8006

Unit to Eastleigh for TFK to TCK mod and overhaul Mar‑88. Unit disbanded 23‑Apr‑90 and to Eastleigh. TBSK 70817 & TCK 70849 both to 6 REP 1906 from 2‑May‑90. DTSs 76279 & 76280 both to 6 REP 1903 (2nd formation) from 15‑Jan‑91.

8007

Unit out of use 17‑Jun‑89 and withdrawn 3‑Jul‑89. Unit taken into departmental stock Mar‑90 and all four vehicles renumbered 76282 to ADB977684, 70818 to ADB977685, 70850 to ADB977686 and 76281 to ADB977687.

Unit used for bogie trials for Channel Tunnel stock with converted Class 33/1 loco 33115 now numbered 83301 and mounted on trial bogies, this loco regarded as a DVT and powered by 73205 which was semi-permanently coupled to it. Instrumentation in ADB977687 linked to 83301 via jumper cables through former headcode window in cab end. These vehicles formerly in Blue/Grey livery had grey areas painted red.

Unit subsequently made up to six cars Mar‑91 with TCK 70871 (ex 8028) and 70866 (ex 1903), these two vehicles remaining in blue /grey livery and also renumbered 70871 to ADB977763 and 70866 to ADB977764.

Following completion of tests during 1993, unit stored at Eastleigh until five cars scrapped there during October 1996 by contractors A Cartright. ADB977764 offered for sale for disposal c.May‑98 but remained on site until scrapped in Oct-05 by Nicholas Steel.

8008

Unit disbanded 2‑Dec‑86 and TFK 70851 to spare and replaced by TB 69319 (ex spare from 2001) and unit reclassified as Class 492/8 (4 TCB) and renumbered 2801. TFK 70851 later had compartment stripped out as base for catering trolley and reformed as part of 4 TCT 8105 from 7‑Dec‑87.

8009

Unit disbanded 29‑Nov‑86 and TFK 70852 to spare and replaced by TB 69025 (ex disbanded 2015) and unit reclassified as Class 492/8 (4 TCB) and renumbered 2803. TFK 70852 later had compartment stripped as base for catering trolley and reformed as part of 4 TCT unit 8101 from 16‑Dec‑87.

8010

Unit to Eastleigh for TFK to TCK mod and overhaul c.Aug-88 and released 28‑Oct‑88 with two compartments rebuilt as standard. TBSK 70821 exchanged with 70812 (ex 8001) whilst in works. TCK 70853 removed from unit 15‑Feb‑90 for refurbishing work for 6 REP units and 8010 reduced to 3 TC. 70853 to 6 REP 1903 from 11‑Apr‑90. 8010 made up to 5 car at Eastleigh 23‑Jun‑90 by addition of TCK 70859 and TBSK 70824 (both ex disbanded 3 REP 1902); this unit renumbered 8110 and classified as 5 TC and used as cover for 6 REP units being reformed with motor-coaches in centre. Reverted to 4 TC 8010 again from 25‑Mar‑91 retaining 70859.

Unit withdrawn 13‑May‑91 but reinstated again 1‑Jul‑91. Unit reclassified as Class 438/4 and renumbered 410 30‑Sep‑91 in connection with restoration to all over blue livery and ‘near 1967 condition’ and used principally for charter train work. Unit fitted throughout with tables and curtains and carpeted, also TCK reverted to TFK seating 42 first.

Unit remained in use on special duties until 22‑Jan‑94, and withdrawn 2‑Feb‑94. To Ludgershall for storage 19‑Aug‑94. Unit allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not in use.

Unit to Derby Research 7‑Apr‑95; TBSK 70812 removed and formed with three vehicles from 417 and sent to Ayr for filming contract 13‑Apr‑95, TFK 70869 (ex 417) stored at Derby R.T.C. with remaining three vehicles of 410. All four vehicles later returned to store at Kineton thence moved to Eastleigh 2‑Aug‑96 where B5 bogies recovered for further use and unit stored out of use.

TFK 70859 sold to private owner c.Mar‑00 and moved to former Stravithe station, Fife.

TBSK 70812 later moved to Kineton for storage (with all coaches of 417), probably after sale to Rolltrack Trains and then located at the Dartmoor Railway at Meldon Quarry from c.Feb‑01. TBSK 70812 sold again and moved by road late Jun-09 to Roche, near Bodmin.

DTS 76287 moved by road to M.C. Metals, Glasgow for scrapping 22‑Apr‑99 and cut‑up 25‑Apr‑99.

DTS 76288 remained stored at Eastleigh into 2003 and cut there Mar‑03 by Raxstar.

8011

Unit disbanded 2‑Feb‑87 and TFK 70854 to spare and replaced by TB 69329 (ex disbanded 2011); unit reclassified as Class 492/8 (4‑TCB) and renumbered 2804. TFK 70854 later had compartment stripped out as base for catering trolley and reformed as part of 4 TCT 8104 from 3‑Dec‑87.

8012

TBSK 70823 to 8015 about Aug‑88 and replaced by 70812 (ex 8001). TFK 70855 to spare (later to 8015) and replaced by 70858 (ex 8015), also Aug‑88. Unit out of traffic in this formation. 70812 returned to 8001 Sep‑88 and replaced by 70828 (ex 8017); unit to Eastleigh for overhaul. TFK rebuilt as TCK with one standard class compartment.

Unit withdrawn 13‑May‑91 after a period in store and transferred to departmental use (RSD). DTS 76291 & TBSK 70828 used with ‘Swedish Scrubber’ rail cleaning vehicle in autumn of 1991. However, unit not renumbered into departmental series. Unit then stored at Eastleigh until moved to M.C. Metals, Glasgow for scrapping 28‑Mar‑92. 76291 cut‑up 2‑Apr‑93, 70858, 70828 and 76292 all cut‑up 3‑Apr‑93.

8013

Unit disbanded 4‑Jun‑87 and TBSK 70824 & TFK 70856 to spare and replaced by TBFK 70810 & TB 69328 (both ex disbanded 2010); unit reclassified as Class 492/8 (4 TCB) and renumbered 2806. TFK 70856 later had compartment stripped out as base for catering trolley and reformed, along with TBSK 70824 as part of 4 TCT 2806 (later renumbered 8106) from 3‑Dec‑97.

8014

TFK 70857 exchanged with 70869 (ex withdrawn 8026) Jun‑89. Unit planned for withdrawal 2‑Oct‑89 and out of use from 30‑Sep‑89 but reinstated 14‑May‑90. Unit stored from 26‑Nov‑90 and officially withdrawn 29‑Apr‑91.

Transferred to departmental use (Civil Engineer) and unit to Derby for conversion as brake force for High Speed Track Recording train. All vehicles renumbered into departmental series as 76296 to ADB977544, 70825 to ADB977545, 70869 to ADB977542 &76295 to ADB977543. However, not in departmental use for long ADB977542/5 being disposed of for scrap 3‑Dec‑91 and cut that day; both former DTS coaches 5‑Sep‑93 arriving 7‑Sep‑93 with 977543 cut‑up 8‑Sep‑93 and 977544 cut‑up 9‑Sep‑93 (all to M. C. Metals, Glasgow).

8015

Unit stopped for doorlock change Jun‑88 and TBSK 70826 exchanged with TBFK 71158 (ex withdrawn 8102 21‑7‑88). Unit further reformed about Aug‑88 and TFK 70858 to 8012 and replaced by TBSK 70823 (ex 8012) and unit back to traffic formed with two brake vehicles. In this formation unit seated 24 first and 160 second and weighed 134 tons.

TBFK 71158 withdrawn Sep‑88 and replaced by TFK 70855 (ex spare ex 8012) this coach rebuilt as TCK with two standard class compartments. TBFK 71158 sent for scrapping to Vic Berry, Leicester, moving from Eastleigh to Cricklewood 23‑Mar‑90 and forward to Leicester 4‑Apr‑90.

Unit withdrawn 13‑May‑91 and sold to London Transport for special duties, arrived West Ruislip 11‑Jan‑92. Used by LT for special duties until coaches for disposal Mar‑05. TCK 70855 and DTS 76298 both sold to Swanage 4TC group Nov‑05; initially into store at Dinton, later moving to the Midland Railway Centre at Swanwick Junction. DTS 76297 and TBSK 70823 both hauled from West Ruislip to Eastleigh works 18‑Jan‑12.

8016

Unit withdrawn 15‑Aug‑88 though not out of use until 4‑Oct‑88. Officially withdrawn again 3‑Oct‑88. TFK 70859 converted to TCK and formed as part of 3 REP 1902 from 7‑Apr‑90. TBSK 70827 formed as part of 6 REP 1903 from 11‑Apr‑90. Both DTSs moved from Eastleigh to Vic Berry, Leicester for scrapping 21‑Jul‑90.

8017

TBSK 70828 to 8012 Sep‑88 and replaced by 70826 (ex spare ex 8015) and unit to Eastleigh for overhaul. Released with TFK rebuilt as TCK with two standard class compartments. Unit reclassified as Class 438/4 and renumbered 417 30‑Sep‑91 in connection with restoration to all over blue livery ‘near 1967 condition’ and used principally for charter train work. Unit fitted throughout with tables and curtains and carpeted, also TCK reverted to TFK seating 42 first. Unit remained in use on special duties until 22‑Jan‑94, withdrawn 2‑Feb‑94.

To Ludgershall for storage 19‑Aug‑94. Unit allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not in use. Unit to Derby Research 7‑Apr‑95 and TFK 70860 exchanged with TBSK 70812 (ex 410). Unit to Ayr for filming contract 13‑Apr‑95. All four vehicles later returned to store at Kineton. DTS 76301 moved to Eastleigh 2‑Aug‑96 and by road to Wimbledon Park 17‑Jul‑97.

Whole unit sold to Rolltrack Trains Ltd 18‑Dec‑97 for restoration and use with preserved 33/1 loco 33103 based at Tyesley. 76301 moved from Wimbledon Park by road, remaining three coaches from Kineton. All four de-registered by Railtrack from Jan‑98.

Three coaches, DTS 76301 + TBSK 70826 + DTS 76302 overhauled and returned to Railtrack registration and unit used as 3 TC with 33103 briefly on the Gospel Oak to Barking service in Aug‑99.

Unit again restored in all-blue livery. All four coaches of unit stored at Kineton (with 70812 ex 410 & 4 BIG buffet car 69332 ex 2203) into 2000. Unit later moved to the Dartmoor Railway at Meldon Quarry c.Feb‑01.

Unit in use as 3 TC in 2006, with TFK 70860 stored under restoration. This coach later sold to a private owner and moved by road to the old Sandford & Banwell station (on the former Yatton - Wells line) arriving there on 25 – Mar-11. Both DTS coaches subsequently sold to the Aln Valley Railway Project and moved by road to Bellingham (Northumberland) yard, moving from Meldon on 13‑Apr‑11 (76302) and 18‑Apr‑11 (76301).

8018

TFK rebuilt as TCK at Eastleigh with two standard class compartments. Released modified 29‑Jun‑88. Unit disbanded 23‑Apr‑90 and to Eastleigh. TBSK 70829 & TCK 70861 both to 6 REP 1905 from 6‑May‑90. DTS 76303 to 6 REP 1902 from 12‑Sep‑90. DTS 76304 withdrawn and stored at Eastleigh, hauled to M.C. Metals, Glasgow for scrapping 2‑May‑92, arriving there 5‑May‑92 and cut‑up 7‑May‑92.

8019

Unit withdrawn 15‑May‑88 though not out of use until 18‑Aug‑88. TBSK 70830 later used in 4 REP 1901 from 15‑Dec‑88. Three cars stored at Eastleigh until moved to Cricklewood 23‑Mar‑90 and on to Vic Berry, Leicester for scrapping 4‑Apr‑90.

8020

Unit damaged in collision with 8028 at Salisbury 7‑Oct‑88 and withdrawn 28‑Nov‑88. Reinstated 18‑Dec‑88 following Clapham Jct. collision losses and to Eastleigh for repairs, released 16‑Mar‑89.

Unit out of use from 8‑Apr‑89, withdrawn 15‑May‑89 and stored at Eastleigh. Hauled to Vic Berry, Leicester for scrapping 27‑Jul‑90.

8021

Unit withdrawn 27‑Feb‑89 but still in use until 29‑Feb‑89, then stored at Eastleigh. DTS coaches 76309/10 and TFK 70864 hauled to Vic Berry, Leicester for scrapping 27‑Apr‑90. TBSK 70832 moved to M.C. Metals, Glasgow for scrapping 28‑Mar‑92, arriving there 30‑Mar‑92 and cut‑up 2‑Apr‑92.

8022

Unit withdrawn 11‑Jul‑88 but still in use until 2‑Aug‑88, then stored at Brockenhurst and moved to Folkestone East 27‑Sep‑88, officially withdrawn again from 3‑Oct‑88. Later returned to Eastleigh for stripping. Unit moved to Vic Berry, Leicester for scrapping 2‑Mar‑90.

8023

TFK rebuilt as TCK late 1988 with one standard class compartment. Unit to Eastleigh 21‑Mar‑90 and disbanded. TBSK 70834 & TCK 70866 both to 6 REP 1903 from 11‑Apr‑90. DTS 76314 to 6 REP 1902 from 12‑Sep‑90, DTS 76313 withdrawn and hauled to M.C. Metals, Glasgow for scrapping 2‑May‑92, arriving there 5‑May‑92 and cut‑up 6‑May‑92.

8024

Unit stopped 29‑Apr‑88 and withdrawn 30‑May‑88 and stored at Eastleigh. Hauled to Vic Berry, Leicester for scrapping 6‑Apr‑90.

8025

Unit withdrawn 3‑Oct‑88 and sent to Derby for possible departmental conversion. This not carried out and unit disposed of from Derby, moving to Vic Berry, Leicester for scrapping 31‑Jan‑90.

8026

Unit out of use 30‑Apr‑89 and withdrawn 15‑May‑89. TFK 70869 exchanged with 70857 (ex 8014) Jun‑89 and unit stored at Eastleigh. DTS coaches 76319 & 76320 also TFK 70857 all moved to Vic Berry, Leicester for scrapping, departing Eastleigh 16‑Mar‑90 thence forward from Cricklewood 23‑Mar‑90. TBSK 70837 also moved from Eastleigh to M.C. Metals, Glasgow for scrapping 28‑Mar‑92, arriving 30‑Mar‑92 and cut‑up 2‑Apr‑92.

8027

Unit to Eastleigh 28‑Mar‑90 and disbanded. TBSK 70838 and TFK 70870 (rebuilt as TCK) both to 6 REP 1904 from 19‑Apr‑90. DTS 76322 to 6 REP 1906 from 2‑May‑90, DTS 76321 to 6 REP 1905 from 6‑May‑90.

8028

Unit damaged in collision with 8020 at Salisbury 7‑Oct‑88 and withdrawn 28‑Nov‑88. Reinstated 18‑Dec‑88 following Clapham Jct. collision losses and to Eastleigh for repair, released Mar‑89. TFK rebuilt as TCK with one standard class compartment.

DTS 76323 to spare after a fire at Eastleigh 1‑Jun‑89 and replaced by 76327 (ex spare ex 8030) this coach extensively modified as a 'SuperCig' prototype. Cab end now had built-in head & tail lights also marker lights, seating altered with Class 319 style seats arranged 3 + 2 in face to back configuration in the saloon at the cab end and 2 + 2 in face to face configuration in the other saloon. Windows in the cab end saloon were also modified to the hopper ventilator type as fitted to 4 CEP units, sliding vents being retained in the other saloon. The vehicle now seated 80 standard giving a unit total for 8028 of 36 first and 184 standard.

However 76327 to spare again 2‑Oct‑89 as a result of not being fitted with heaters and replaced by repaired 76323 once again. (Understood that 76327 was fitted with shoegear and tested as part of a 4‑CIG unit briefly during summer 1989, though which unit involved is unknown).

Unit to Eastleigh 1‑Mar‑90 and disbanded, DTS 76323 and TBSK 70839 formed as part of 6 REP 1904 from 19‑Apr‑90, DTS 76324 formed as part of 6 REP 1903 from 11‑Apr‑90, TCK 70871 withdrawn (despite already being converted to TCK configuration) possibly due to damage sustained in an open door incident 20‑Jan‑90. This coach later to Stewarts Lane 2‑Mar‑91 for inclusion into Channel Tunnel test unit 8007 from 9‑Jun‑91 (renumbered as ADB977763).

DTS 76327 still classed as a 'Spare' vehicle and allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not used and stored at Eastleigh. Offered for sale for disposal c.May‑98 and purchased by VSOE Ltd as source of spare B5 bogies. Body scrapped by Booth Roe, Rotherham 16‑Mar‑01.

8029

Unit withdrawn 2‑Jul‑88 and stored initially at Brockenhurst, then moved to Folkestone East 27‑Sep‑88. Returned to Eastleigh for stripping and unit hauled to Vic Berry, Leicester for scrapping 2‑Mar‑90.

8030

Unit withdrawn 11‑Jul‑88 but still in use until 17‑Aug‑88, officially withdrawn again from 3‑Oct‑88 and stored at Salisbury. Unit to Eastleigh for store and stripping, TFK 71163 later to 4 REP 1901 from 15‑Dec‑88 rebuilt as TCK with one standard class compartment, DTS 76327 later to 8028 from May‑89 after modifications as 'SuperCig' prototype.

TBSK 70841 moved to Vic Berry, Leicester for scrapping, departing Eastleigh 16‑Mar‑90 moving forward from Cricklewood 23‑Mar‑90. DTS 76328 also moved from Eastleigh to M.C. Metals, Glasgow for scrapping 2‑May‑92, arriving 5‑May‑92 and cut‑up 7‑May‑92.

8031

Unit to be made up to 5 TCB 2809 from 10‑Oct‑88 but this delayed until December, then further delayed as a result of changed plans due to the Clapham Jct. collision, finally made up by addition of TB 69025 (ex spare ex 2806 & 2808) 30‑Jan‑89 and renumbered 2809.

Unit 2809 disbanded 11‑May‑89 and TB 69025 removed, remaining four vehicles reverted to 4 TC 8031 once again. Unit withdrawn 28‑Aug‑89. TBSK 70842 and TFK 71164 both moved to Vic Berry, Leicester for scrapping 21‑Jul‑90. Both DTS coaches 76329 and 76330 also moved to Vic Berry, Leicester for scrapping 27‑Jul‑90.

8032

DTS 76943 temporarily exchanged with 76272 (ex 4 TCB 2802) 17‑Feb‑87 and unit to Selhurst for asbestos repairs. Unit out of use from 2‑Jul‑88, withdrawn 11‑Jul‑88 and stored initially at Brockenhurst, moving to Folkestone East 27‑Sep‑88. Unit later moved to Sevenoaks, after fire damaged 4 CEP TBC 70315 inserted into formation at Chart Leacon, thence to Eastleigh for stripping. Unit hauled to Vic Berry, Leicester (still as five car) for scrapping 27‑Apr‑90.

8033

Unit disbanded 7‑Jun‑87 and TBSK 71160 & TFK 71166 both withdrawn and replaced by TBFK 71156 & TB 69022 (both ex disbanded 2012) and unit reclassified as Class 492/8 (4 TCB) and renumbered 2807. TBSK 71160 moved from Eastleigh to Vic Berry, Leicester for scrapping 6‑Apr‑90, TFK 71166 also moved to Vic Berry, Leicester for scrapping 21‑Jul‑90.

8034

Unit last used 2‑Sep‑88, withdrawn 5‑Sep‑88 and initially stored at Salisbury. Moved to Eastleigh for stripping with all four coaches later moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jul‑90.

               


Class 492/8 (4 TCB)
Units 2801 ‑ 2807

The first three 4 TCB units were formed in November /December 1986 and were diagrammed for traffic from 8th December 1986. They were classified as Class 492/8 and numbered [49]2801 ‑ 2803 and were formed of a TB vehicle from a disbanded 4 REP unit marshalled to replace the TFK vehicle in a former 4 TC unit. In this form the units weighed 134 tons and seated 160 second + 23 buffet.

4 REP units 2006 and 2015 and 4 TC units 8002/8/9 were disbanded to form the first three units. A further unit was diagrammed from 2‑Feb‑87 and appeared as 2804, reformed from 2011 & 8011.

The final three units were diagrammed from 8‑Jun‑87 and appeared as 2805 ‑ 2807, reformed from units 8003 /2009, 8013 /2010 & 8033 /2012. These units differed from the earlier four and were planned to be formed with a TBFK vehicle in place of the TBSK, in this form seating 24 first, 128 second and 23 buffet. Unit 2805 was initially formed as planned but was quickly reformed with a TBSK as in the first four units. However, the final two units did have TBFK vehicles, though 2806 was also later reformed with a TBSK leaving 2807 unique.

An undertaking by BR to remove all buffet cars with blue asbestos insulation from service by 31‑Dec‑87 led to a change of plan with these 4 TCB units and all except 2807 were disbanded by 4‑Jan‑88.

The TB vehicles were replaced by TFKs ex store and modified with one compartment stripped out as a base for a catering trolley. The reformed units were then reclassified as Class 438/1 (4 TCT) and renumbered into a new series from [43]8101 ‑ 8106. In some cases the TBSK/TBFK vehicles were also exchanged during these reforms.

 

Class 492/8 (4 TCB)
Formation of Units 2801 – 2807

Unit

DTS

TB

TBSK

DTS

To unit

Disbanded or last used

Diag. No.
Code

900
FC

940
BS

920
BT

900
FC

 

 

2801
(2-Dec-86)

76284
(8002)

69319
(3008)

70819
(8008)

76283
(8008)

8101

16-Dec-87

2802
(8-Dec-86)

76272
(8002)
76943 1
76272

69324
(2006)

70813
(8002)
70814

76271

8102

12-Jan-88

2803
(29-Nov-86)

76286
(8009)