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Southern Railway’s
2 NOL Units

2-car No-Lavatory Units

 

Contents

Units 1813 ‑ 1823

Units 1824 ‑ 1855

Units 1856 – 1862

Units 1863 – 1882

Units 1883 – 1890

Allocations

Disposal Movements

Origin of Vehicles used in 2 NOL Units

 

 

Units 1813 ‑ 1823

On 23rd March 1934 the SR ordered three batches of two car general purpose units totalling fifty units and split into three sub-batches for budgetary purposes.

The first eleven units were to HO 804, with new 62' 0" underframes from Lancing and bodywork to be converted from ex-LSWR bogie thirds or second /third composites with eight compartments or firsts with six compartments, these vehicles originally having 46' or 48' bodies. These units were built to basically suburban specifications with all passenger accommodation in compartments and had similar MV339 motors, MV electro-magnetic control equipment and bogies (8’ 9” wheelbase motor and 8’ 0” wheelbase trailer) to suburban stock being built concurrently. However, the bogie beneath the driving cab of the DTC was also to 8’ 9” wheelbase to enable the use of standard shoe beams, this being a feature in common with the older two-coach 2 SL and 2 WIM units and was perpetuated in all later built two-coach Southern units.

All the 2 NOL units were new in SR dark green livery, from about 1945 units overhauled were turned-out in the lighter ‘malachite’ shade all being done by 1951. No units were repainted into the darker ‘Southern Region’ green applied from 1956 though due to their impending withdrawal. Intermediate (i.e. approximately two-yearly) ‘varnishes’ were normally done at Selhurst rather than Lancing as customary for other main line units.

West Coastway

The first batch of eleven units were intended for use on the recently electrified Brighton to West Worthing route, this service having been inaugurated in December 1932 using eight of the original ex-LSWR 1915 built units of the 1201 ‑ 1284 batch with some first class downgraded to third. The actual new units authorised to cover this service were suburban units 1795 ‑ 1801 utilising spare underframes from the reduction in the order for 4 LAV units from 40 to 33 units. However, these units were used from new in the suburban area, the ex-LSWR 1915 units having a higher standard of interior accommodation.

Subsequently it was decided to work the coastal service with two car units to provide more flexibility, hence the order for the eleven new units which appeared as 2 NOL units 1813 ‑ 1823, extending the number series onwards from the existing two coach 2 SL and 2 WIM units. The units consisted of a motor brake third (7½ compartments) and a driving trailer composite (6 third & 3 first compartments). As units for the Brighton to West Worthing service had already been budgeted for (1795 ‑ 1801), these units were charged to the Sevenoaks electrification scheme of 1934 though it was not intended that they would work there.

Conversion at Lancing

These units had their bodies converted at Lancing works and placed on the new underframes, the unit being coupled by the centre buffer /three-link chain arrangement and had the smaller suburban buffers fitted at cab ends.

Motor coaches were rebuilt from 48' eight compartment bogie thirds, the compartment at one end being reduced in size to a coupe and a new cab and van area grafted onto the body end. The cab was 9' 1" wide, the van was 7' 3.7/8" wide whilst the coupe was 4' 0" wide and the remaining compartments were 5' 10.3/8" in width. These conversions became diagram 686, and weighed about 41 tons 6cwt and seated 75 third. They were just over 64' long (62' 6" over bodywork) and the overall width was 8' 0¾" over bodywork. The guard's compartment had side lookout duckets each side and the coupe compartment was adjacent with the single ¼ light window against the van end. It also had only a half-height partition (i.e. to top of seat backs) with the adjacent full compartment. Smoking compartments were the three adjacent to the guard's compartment and also the centremost three of the remaining five.

The driving trailer composites were rebuilt from 48' eight compartment bogie thirds, utilising six of the compartments and adding three compartments taken from a 46' six compartment bogie first, with a driving cab added at the other end, giving a layout of driving cab, six third and three first class compartments. The cab was 5' 6½" deep, third class compartments being 5' 10.3/8" wide and first class ones 6' 11" wide. The vehicles were to diagram 795 and they weighed 29¼ tons and seated 60 third and 24 first giving an overall unit capacity of 24 first and 135 third with a weight of 70½ tons. The overall length was 129' 3". Smoking was permitted in the two first class compartments at the inner end of the coach and in the centremost four of the six third compartments. These units retained many LSWR bodyside features including ridged ventilators over the door droplights, LSWR pattern door and commode handles and some wooden beading picking out the panelling.

With their MV electro-magnetic control equipment these units had differing arrangements at each cab end for the power cable conduit routes, the motor coaches (when facing the cab) had conduits running from the two power junction boxes below the cab windows upwards to the roof on the left hand side of each cab observation window, whereas the driving trailer had a power conduit running from solebar level on the offside of the cab up to waist height then across to the left hand power junction box, it then looped up over the headcode window to reach the other junction box below the left hand side of the driver’s observation light.

The units were completed in late 1934 and entered service based at Lovers Walk depot (Brighton) on the West Worthing shuttle service, displacing the 1915 units back to the Western Section suburban area, allowing seven other units to move to the Eastern Section to make up the allocation for the Sevenoaks scheme. There were diagrams for twelve units on the West Worthing service in January 1935, so obviously a few of the next batch of units for the Eastbourne /Hastings scheme which were delivered immediately following this batch were required from the outset to make up the required number of units available.

Interworking with Units 1824 – 1855

The electrification of the lines to Seaford /Eastbourne /Hastings in 1935 saw a further batch of 2 NOL units delivered to the coastal lines based at Brighton (units 1824 – 1855) and these then interworked with the first batch, further extensions of the third rail from West Worthing to Portsmouth extending their area of operations still further.

Units were then also used in conjunction with 2 BIL units on slow trains from the coast to London and on the Reading line. The use of units between the coast and London enabled some interworking with the later batches of units working in the Western Section suburban area to take place. However this became less easy from October 1941 when the units allocated to the Windsor /Weybridge service, by this time units 1853 ‑ 1890 had their first class accommodation downgraded to third.

The luggage vans of the units were found to be too small in main line use due to the large amounts of luggage /parcels /perishables being conveyed during the war and all this batch of units had the partition between the van and the coupe compartment removed to create a larger van area 11' 10" wide, almost identical in size with those of the 2 BIL units. The droplight and ¼ light windows in the former coupe were panelled over. However, the doorway remained, now marked ‘Luggage‘. As modified the coach now seated 70 and the diagram number was altered to 684, the overall unit capacity of these units now being 24 first and 130 third. This alteration was carried out between April 1943 and September 1944, unit 1818 being the first modified.

After the war these units remained working on the coastal routes.

1953 Compressor Governor Modification

Following a runaway accident to a 2 BIL unit at Guildford in November 1952 a modification was carried out in 1953 to provide a compressor governor which prevented units taking power until sufficient brake pressure was available to stop the train. A temporary restriction was applied which prevented units running solo until all were modified, though as most of the duties of this batch were in four or six coach formations this did not affect them too much.

Displacement to Suburban Services

This entire batch of units was displaced into the suburban area from mid-1958 (by 2 HAL units transferred from the Eastern section) and were withdrawn from late-1958; all had gone by July 1959. Disposal involved electrical stripping at Wimbledon Park, a tow to Strawberry Hill where further equipment was recovered, then being hauled away for breaking-up. Their bodies were removed and broken-up at Newhaven; the underframes were then reconditioned at Lancing and used in the construction of the SR style 2 EPB units 5651 ‑ 5684 at Eastleigh in 1959. Similar disposal arrangements applied for all the subsequent batches of units as well.

Return to Top

 

Unit Formations 1813 - 1823

Unit formations were as follows, with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

Unit

Conversion
Date

MBT

DTC

Withdrawn date

Body removal

MBT frame to new coach /unit  & (date)

DTC frame to new coach /unit & (date)

Diag. No.

 

6811

795

1601

 

1813

Nov-34

9861

9940

28-Feb-59

16-Mar-59

14585 /5679
(Dec-59)

16111 /5661
(Oct-59)

1814

Nov-34

9862

9941

21-Feb-59

16-Mar-59

14569 /5663
(Oct-59)

16130 /5680
(Dec-59)

1815

Nov-34

9863
8605

9942

11-Jul-59

27-Jul-59

14581 /5675
(Nov-59)

16125
/5675
(Nov-59)

1816

Nov-34

9864

9943

7-Feb-59

16-Feb-59

14574 /5668
(Nov-59)

16122 /5672
(Nov-59)

1817

Nov-34

9865

9944

25-Jul-59

24-Aug-59

14579 /5673
(Nov-59)

16123 /5673
(Nov-59)

1818

Nov-34

9866

9945

11-Jul-59

27-Jul-59

14589 /5683
(Dec-59)

16134 /5684
(Dec-59)

1819

Nov-34

9867

9946
9975

14-Jun-59

10-Nov-59

14559 /5653
(Oct-59)

16107 /5657
(Oct-59)

1820

Nov-34

9868

9947

4-Jul-59

20-Jul-59

14577 /5671
(Nov-59)

16124 /5674
(Nov-59)

1821

Nov-34

9869

9948

7-Feb-19

16-Feb-59

14561 /5655
(Oct-59)

16110 /5660
(Oct-59)

1822

Nov-34

9870

9949

4-Jul-59

20-Jul-59

14571
/5665
(Oct-59)

16118 /5668
(Nov-59)

1823

Nov-34

9871

9950

13-Sep-58

10-Nov-58

14567 /5661
(Oct-59)

16101 /5651
(Sep-59)

#1

Altered from diagram 686 when larger van area installed 1943/4. 

 

Individual Unit Notes

 

1815

MBT 9863 damaged in collision with light engine 30932 at Hastings 5-Jun‑57 and bodywork scrapped Aug‑57 at Hastings, underframe then used in construction of new 14544 (5624) in Sep‑58. Replaced by 8605 (ex.1872) from Jul‑57.

 

1819

DTC 9946 damaged in collision with loco 31891 at Eastbourne 6‑Jan‑51 and scrapped. Replaced by 9975 (ex.1838). Unit in collision with 1833 at Lovers Walk May‑58 and withdrawn 14‑Jun‑58.

Return to Top

 

 


Units 1824 ‑ 1855

A further batch of thirty-two units numbered 1824 ‑ 1855 were also ordered 23rd March 1934 to HO 807 in order to cover part of the rolling stock requirements of the Seaford /Eastbourne /Hastings electrification of 1935. The remaining stock for this scheme being the seventeen 6 PAN units to HO 805 and the first ten 2 BIL units to HO 806 (this scheme beginning operation from 7th July 1935) though the 2 BIL units were not delivered until early 1936.

This batch of 2 NOL units had their bodywork rebuilt at Eastleigh works (again on new Lancing underframes) and were ready by April 1935, many being stored in the London area at locations such as Crystal Palace (Low Level) and in the new as yet unused engine shed at Norwood Junction until required for the new services. A few went straight into service to make-up the required number of units for the Brighton to West Worthing service.

They were identical to the first batch (1813 – 1823) and were again based at Brighton for maintenance purposes and worked mainly on the Brighton to Ore, Brighton to Seaford and Horsted Keynes to Brighton /Seaford stopping services; also interworking with the earlier batch of units to West Worthing. The subsequent extension of electrification from West Worthing to Portsmouth allowed these units to intermix with the last two batches of units working on the Western Section suburban lines, units being exchanged by working between the coast and London (usually coupled with 2 BIL units) on Portsmouth - Waterloo stopping trains. This practice became much less common after the outbreak of war, and even less so following the downgrading to all third class of the suburban batches.

Displacement from the East Coastway

Shortly after the start of the war both batches (1813 – 1823  1824 – 1855) were almost completely displaced from the coastal lines east of Brighton; being replaced by a much smaller number of newly built 2 HAL units 2677 – 2692. The reasons for this are uncertain, but possibly in connection with keeping the 2 NOL units ‘in reserve’ for wartime use.

The 2 NOL units were back in use on the eastern coastal routes by late 1941, though units 1853 ‑ 1855 had been transferred to the Windsor /Weybridge service by this time and were then joined in the suburban area by units 1847 – 1850; these four being used on wartime shuttle services from Nunhead to Crystal Palace (H.L.) and Crystal Palace (L.L.) to Beckenham Jct.

Trailer Units

Units 1849 - 1854 all spent some time in use in the suburban area running as trailer units with shoegear (and probably motors) removed; all these units having their first class downgraded to third from October 1941 (the DTT then seating 84 third and the unit total now being 159 third). The diagram number for the DTT was amended to 795A after this alteration.

Removal of Coupé Compartment

As with the first batch of units, the luggage space of the MBT was enlarged by merging it with the former coupé compartment between April 1943 and September 1944, all the coastal allocated units 1824 ‑ 1846 being completed (except for 1828 lost to war damage). Most of the units transferred to the London area (1849 – 1854) had spent some time between 1944 and 1948 working as ‘trailer units’ and (following the end of the war) units 1847 ‑ 1850 returned to the coastal fleet, regaining their first class accommodation and also having the larger luggage space conversion in November 1948.

However, units 1851 ‑ 1854 remained in use in the suburban area (1855 had been withdrawn following war damage), these four units remaining all third class; all having had the larger luggage space modification carried out by 1950.

Displacement into Withdrawal

The coastal batch continued in traffic on their original routes, but as there was a surplus odd units could be found from time to time on other parts of the electrified network substituting for 2 BIL units. The three units remaining in the suburban fleet were withdrawn in 1957 along with most of the others allocated there; their underframes being re-used in the SR type 2 HAP units under construction at Eastleigh during 1958.

The delivery of the 2 HAP units, both BR and SR styles, during 1958 displaced 2 HAL units from the Medway services, these then moving to the coastal lines, becoming common user with 2 BIL units and displacing the whole of the 1813 ‑ 1850 batch of 2 NOL units to the suburban area for a short while before they too were also withdrawn, the bodies being scrapped at Newhaven and the underframes again re-used, this time for SR style 2 EPB units 5651 ‑ 5684 built at Eastleigh in 1959. However two units were used for SR style 2 HAP units 5601 ‑ 5636 and one odd motor coach frame was used for the final SR type 4 EPB motor coach constructed.

Units 1826 and 1830 were the last of the class to run in August 1959, and unit 1837 spent its last months from 12‑58 until withdrawal in March 1959 working on the Wimbledon to West Croydon line.

 

Unit Formations 1824 - 1855

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown. A few units show body removal dates before their ‘official’ withdrawal dates.

.

Unit

Conversion
Date

MBT

DTC

Withdrawn date

Body removal

MBT frame to new coach /unit  & (date)

DTC frame to new coach /unit & (date)

Diag. No.

 

6812

795

 

 

1824

Dec-34

9871

9964

28-Feb-59

23-Feb-59

14557 /5651
(Sep-59)

16103 /5653
(Oct-59)

1825

Dec-34

9873

9965

14-Mar-59

30-Mar-59

14565 /5659
(Oct-59)

16108 /5658
(Oct-59)

1826

Dec-34

9874

9963

1-Aug-59

7-Sep-59

14587 /5681
(Dec-59)

16133
/5683
(Dec-59)

1827

Dec-34

9875

9962

27-Jun-59

6-Jul-59

14578
/5672
(Nov-59)

16112
/5662
(Oct-59)

1828

Dec-34

9876

9961

Jun-41

 

 

 

1829

Dec-34

9877

9966

4-Jul-59

20-Jul-59

14572
/5666
(Nov-59)

16126
/5676
(Nov-59)

1830

Dec-34

9878

9967

1-Aug-59

7-Sep-59

14586 /5680
(Dec-59)

16129 /5679
(Dec-59)

1831

Jan-35

9879

9968

21-Feb-59

2-Mar-59

14590 /5684
(Dec-59)

16127 /5677
(Nov-59)

1832

Jan-35

9880

9969

18-Jul-59

10-Aug-59

14588 /5682
(Dec-59)

16115 /5665
(Oct-59)

1833

Jan-35

9881

9970

14-Jun-58

23-Feb-59

14576
/5670
(Nov-59)

16120
/5670
(Nov-59)

1834

Jan-35

9882

9971

27-Jun-59

6-Jul-59

14570 /5664
(Oct-59)

16119 /5669
(Nov-59)

1835

Jan-35

9883

9972

15-Feb-58

7-Mar-58

14535 /5615
(Aug-58)

16019 /5619
(Sep-58)

1836

Jan-35

9884

9973

25-Jul-59

13-Jul-59

14583 /5677
(Nov-59)

16116 /5666
(Nov-59)

1837

Jan-35

9885

9974

14-Mar-59

30-Mar-59

14575 /5669
(Nov-59)

16109 /5659
(Oct-59)

1838

Jan-35

9886

9975

3-Mar-51

-

14520 /5260
(Mar-57)

-

1839

Jan-35

9887

9976

25-Jul-59

24-Aug-59

14584 /5678
(Dec-59)

16131 /5681
(Dec-59)

1840

Feb-35

9888

9977

18-Jul-59

10-Aug-59

14580 /5674
(Nov-59)

16121 /5671
(Nov-59)

1841

Feb-35

9889

9978

21-Feb-59

2-Mar-59

14562 /5656
(Oct-59)

16104 /5654
(Oct-59)

1842

Feb-35

9890

9979

11-Jul-59

27-Jul-59

14582 /5676
(Nov-59)

16132 /5682
(Dec-59)

1843

Feb-35

9891

9980

15-Feb-58

7-Mar-58

14538 /5618
(Aug-58)

16009 /5609
(Jul-58)

1844

Feb-35

9892

9981

25-Jul-59

13-Jul-59

14573 /5667
(Nov-59)

16128 /5678
(Dec-59)

1845

Mar-35

9893

9982

7-Mar-59

23-Mar-59

14558 /5652
(Oct-59)

16102 /5652
(Oct-59)

1846

Mar-35

9894

9983

21-Mar-59

6-Apr-59

14566 /5660
(Oct-59)

16105 /5655
(Oct-59)

Diag. No.

 

6813

795A4

 

 

 

 

1847

Mar-35

9895

9984

21-Feb-59

9-Mar-59

14564 /5658
(Oct-59)

16114 /5664
(Oct-59)

1848

Mar-35

9896

9985

27-Jun-59

29-Jun-59

14568 /5662
(Oct-59)

16117 /5667
(Nov-59)

1849

Mar-35

9897

9986

21-Mar-59

6-Apr-59

14563 /5657
(Oct-59)

16106 /5656
(Oct-59)

1850

Mar-35

9898

9987

7-Mar-59

23-Mar-59

14560 /5654
(Oct-59)

16113 /5663
(Oct-59)

Diag. No.

 

6815

795A6

 

 

 

 

1851

Apr-35

9899

9988

13-Apr-57

11-May-57

14547 /5627
(Sep-58)

16017 /5617
(Aug-58)

1852

Apr-35

9900

9989

14-Dec-57

7-Jan-58

14551 /5631
(Oct-58)

16032 /5632
(Oct-58)

1853

Apr-35

9901

9990

10-Dec-55

 

 

 

1854

Apr-35

9902

9991

5-Oct-57

c.10-Dec-57       

14543 /5623
(Sep-58)

16008 /5608
(Jul-58)

1855

Apr-35

9903

9992

Dec-41

 

 

 

#2 #3 #4

#5
#6

Altered from 686 when larger van area installed 1943/4.
Altered from 686 when larger van area installed 1948.
Amended from 795 from October 1941 when vehicles downgraded to all third, but reverted to 795 from November 1948 when first class reinstated. Coaches were classified DTT whilst downgraded.
Altered from 686 when larger van area installed by 1950.
Amended from 795 from October 1941 when vehicles downgraded to all third. Coaches now classified DTT.

 

Individual Unit Notes

 

1825

Unit damaged by enemy action (probably at Fratton depot 12-Jun-41) but repaired.

 

1828

Unit damaged by enemy action at Portsmouth & Southsea DCS 4-May-41 and DTC 9961 destroyed by delayed action bomb Body remains were scrapped 25-Jun-41 and the underframe cut‑up 25-Mar-42. Unit disbanded and MBT 9876 to three coach unit 1799 after repairs.

 

1833

Unit in collision with 1819 at Lovers Walk May-58 and withdrawn 14-Jun-58.

 

1835

Unit damaged by H/E blast at Eastbourne 4-May-42 and repaired at Brighton.

 

1838

MBT 9886 damaged in collision (where?) c.Mar-51 and unit withdrawn. DTC 9975 to 1819, bodywork of 9886 broken‑up at Lancing 16-Jun-51 and underframe stored, for some years at Horsted Keynes, until taken to Lancing for repair and used in construction of new 14520 for unit 5260 in Mar-57.

 

1840

Unit damaged by H/E blast at Maidstone Barracks 1-Oct-40 but repaired. DTC 9977 damaged by enemy action at Eastbourne 4-May-42 and repaired at Lancing by Jul‑42.

 

1850

Unit badly damaged by enemy bombing at Bognor 11-Apr-41 but repaired.

 

1853

Unit in collision with goods train near Barnes and DTT 9990 burnt out 2-Dec-55. Unit withdrawn 10-Dec-55 and MBT 9901 broken‑up later on site c.17-Dec-55.

 

1855

Unit damaged in blackout collision at Staines 24-Nov-41 and DTT 9992 withdrawn 10-Dec-41 and body scrapped. Unit disbanded and MBT 9903 to three coach unit 1679 after repairs. Underframe of 9992 cut‑up at Lancing 18-Aug-43.

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Units 1856 ‑ 1862

Order number HO 807 also included a further seven units numbered 1856 to 1862 (delivered in April /May 1935 - these again being charged to the Sevenoaks scheme) with bodywork conversion again carried out at Eastleigh. However, this batch of units was also delivered to Brighton for operation on the coastal services.

They were again identical to the previous two batches, but were transferred away from the coastal lines to work on the Western Section suburban lines; certainly by the start of the war and possibly when the next batch were delivered new during February & March 1936 to these lines as a larger fleet than required was supplied with special traffic considerations in mind. As a result of being used on suburban services, all were downgraded to all third class from October 1941, the diagram No. of the DTT now being 795A (this coach now seating 84 third giving a revised unit total of 159 third).

All of this batch of units had their shoegear removed and were used as trailer sets in the general suburban area during the latter part of the war, being replaced by newly augmented 4 SUB units on the Waterloo – Windsor /Weybridge services during 1941. Their use as trailer sets continued after the war during the changeover from trailer set to all motor unit operations at this time.

Following reinstatement as motor units between 1946 and 1948, the MV 339 motors were replaced by the EE 339 type and the 2 NOL units returned to the Windsor /Weybridge service. All units also had the larger luggage van modification done between 1944 and January 1950 the MBTs then seating 70 giving a revised overall unit capacity of 152. The MBTs gained a revised diagram number of 684 after this modification.

These units (along with all other 2 NOL units working in the suburban area) were affected by the temporary restriction on two coach units working solo in early 1953 whilst they were modified with compressor governors; being taken off the Waterloo - Windsor /Weybridge service and used elsewhere (where they always ran with other units). They were replaced by 4 SUB units in the meantime (but returned to their normal duties later in 1953) although there were more than needed to cover the requirements of this service so they were also used on other routes in conjunction with 2 BIL units.

These units were all withdrawn during the middle of 1957 and their bodies removed and scrapped at Newhaven, the underframes then being reconditioned at Lancing and used in construction of new SR type 2 HAP units 5601 ‑ 5636 at Eastleigh during 1958.

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

 

Unit

Conversion
Date

MBT

DTC7

Withdrawn date

Body removal

MBT frame to new coach /unit  & (date)

DTC frame to new coach /unit & (date)

Diag. No.

 

6848

795A9

 

 

1856

Apr-35

9904

9993

6-Jul-57

22-Jul-57

14549 /5629
(Oct-58)

16028 /5628
(Sep-58)

1857

Apr-35

9905

9994

27-Apr-57

11-May-57

14552 /5632
(Oct-58)

16030 /5630
(Oct-58)

1858

May-35

9906

9995

6-Apr-57

c.May-57

14521 /5601
(Feb-58)

16014 /5614
(Aug-58)

1859

May-35

9907

9996

6-Apr-57

c.May-57

14523 /5603
(Feb-58)

16005 /5605
(Feb-58)

1860

May-35

9908

9997

21-Sep-57

12-Oct-57

14548 /5628
(Sep-58)

16024 /5624
(Sep-58)

1861

May-35

9909

9998

1-Jun-57

24-Jun-57

14550 /5630
(Oct-58)

16029 /5629
(Oct-58)

1862

May-35

9910

9999

18-May-57

11-Jun-57

14527 /5607
(Jun-58)

16036 /5636
(Oct-58)

#7
#8 #9

Coaches classified as DTT from October 1941.
Altered from 686 when larger van area installed between 1944 and January 1950.
Amended from 795 from October 1941 when vehicles downgraded to all third.

 

Individual Unit Notes

 

1861

Unit at Micheldever with collision damage c.Nov‑47 (details unknown). Unit had larger luggage van modification completed 17-Apr-48 during repairs at Lancing.

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Units 1863 ‑ 1882

The next batch of units ordered were to number HO 874, placed on 7th June 1935 and was for a further 20 units numbered 1863 – 1882; these units being delivered to the Western Section suburban lines between January and May 1936, being run-in on various suburban services prior to taking over the Waterloo - Windsor service from the summer timetable in 1936, displacing twelve 3 coach suburban units for use elsewhere.

These units were again converted at Eastleigh and were identical to the previous batches except for the provision of EE339 motors (they still retained MV electro-magnetic control equipment). As the Windsor line had already had stock allocated to it when electrified (units 1757 ‑ 1768 being the budgeted stock) the 2 NOL units had to be allocated to another scheme and were therefore paid for by funds earmarked for the ‘Motspur Park & Leatherhead extension’ which actually meant the Chessington branch as finally constructed. These new units were therefore delivered more than two years before their ‘budgeted’ line opened.

The units working on the Western Section received their regular maintenance at Wimbledon Park depot. However, the whole 2 NOL fleet had their electrical and bogie overhauls carried out at Slade Green repair shops, whilst heavy body overhauls were dealt with at either Eastleigh or Lancing works and re-varnishing at Selhurst paint shops.

Initially there were a number of surplus units allocated to the Western Section with a number of units also used elsewhere in the suburban area (possibly covering for the original 1915 LSWR units of the 1201 ‑ 1284 batch being rebuilt on lengthened underframes) and (from the electrification of the Reading line in January 1939) were available to cover special traffic requirements, often in connection with race meetings at Ascot, Kempton Park or Sandown Park. All of this batch had their first class accommodation downgraded to third in October 1941, the DTC being reclassified as DTT, now to diagram No. 795A and seating 84 third; the unit total now being 159 third.

All of the units spent periods working with shoegear removed as two-coach trailer sets from 1941 until 1948 during the changeover period from use of trailer sets to all motor units at this time; reconversion to motor unit commenced in 1946 and the last was done 27-Sep-48. As trailer sets, the units worked over the whole of the suburban system, but all were back on the Windsor /Weybridge service by late 1948. However, surplus units continued to work elsewhere, including occasional use on the Eastern Section and as spare units to occasionally cover the 2 SL and 2 WIM units.

All but three units received the larger luggage space modification between 1944 and January 1950; this having been applied to all the coastal based units. The units involved 1863-68, 1870-72, 1874-77 and 1879-82 then seating 70 in the MBT which was now to diagram 684, with an overall unit capacity of 152 third. Units 1868, 1873 and 1878 did not have the luggage space modification.

From December 1956, the 2 NOL units were taken off the Waterloo - Windsor/Weybridge route (being replaced by 4 SUB units which were in turn replaced by 4 EPB units from 5th May 1957) and the survivors were used mostly on the Western Section suburban services though a few were also used on the Central Section.

Concern over the bodywork condition of the units remaining in traffic led to their all being stored from 5th May 1957, some at Twickenham & Chessington South with others at depots. After body examinations, units 1852 /54 /63 /64 /65 /66 /82 /83 /84 /88 /90 were reinstated and saw use on all three sections of the Southern Region. There was a pause in the withdrawal programme from October 1957 whilst Eastleigh works concentrated on completing the second batch of Hastings diesel units.

These units began to be withdrawn from July 1956 and all had gone by January 1958, their bodies being scrapped at Newhaven and the underframes being re-used in the construction of new SR type 2 HAP units at Eastleigh during 1958, though four of the earlier withdrawals were used in the final stages of the 4 EPB construction programme in early 1957 (in one case a motor coach underframe being re-used in a new trailer vehicle).

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

 

Unit

Conversion
Date

MBT

DTC10

Withdrawn date

Body removal

MBT frame to new coach /unit  & (date)

DTC frame to new coach /unit & (date)

Diag. No.

 

684

795A11

 

 

1863

Jan-36

8596

9920

7-Sep-57

12-Oct-57

14542 /5622
(Sep-58)

16025 /5625
(Sep-58)

1864

Jan-36

8597

9921

21-Sep-57

29-Oct-57

14555 /5635
(Oct-58)

16031 /5631
(Oct-58)

1865

Jan-36

8598

9922

14-Dec-57

21-Jan-58

14554 /5634
(Oct-58)

16015 /5615
(Aug-58)

1866

Jan-36

8599

9923

12-Oct-57

29-Oct-57

14556 /5636
(Oct-58)

16035 /5635
(Oct-58)

1867

Jan-36

8600

9924

29-Jun-57

22-Jul-57

14530 /5610
(Jul-58)

16001 /5601
(Feb-58)

1868

Feb-36

8601

9925

30-Nov-57

7-Jan-58

14537 /5617
(Aug-58)

16021 /5621
(Sep-58)

1869

Jan-36

8602*

9926

8-Jun-57

24-Jun-57

14524 /5604
(Feb-58)

16007 /5607
(Jun-58)

1870

Feb-36

8603

9927

30-Jun-56

16-Jul-56

14497 /5249
(Jan-57)

15435 /5247
(Dec-56)

1871

Feb-36

8604

9928

30-Jun-56

16-Jul-56

15430 /5242
(Nov-56)#12

15434 /5246
(Nov-56)

1872

Feb-36

8605

9929

20-Jul-57

6-Aug-57

-

16026 /5626
(Sep-58)

1873

Mar-36

8606*

9930

6-Jul-57

6-Aug-57

14528 /5608
(Jul-58)

16006 /5606
(Jun-58)

1874

Mar-36

8607

9931

13-Apr-57

6-May-57

14526 /5606
(Jun-58)

16002 /5602
(Feb-58)

1875

Mar-36

8608

9932

6-Apr-57

6-May-57

14525 /5605
(Feb-58)

16004 /5604
(Feb-58)

1876

Mar-36

8609

9933

13-Jul-57

1-Sep-57

14540 /5620
(Sep-58)

16018 /5618
(Aug-58)

1877

Mar-36

8610

9934

7-Jul-56

23-Jul-56

14502 /5251
(Jan-57)

15447 /5259
(Mar-57)

1878

Apr-36

8611*

9935

7-Jul-56

23-Jul-56

14501 /5251
(Jan-57)

15437 /5249
(Jan-57)

1879

Apr-36

8612

9936

13-Jul-57

1-Sep-57

14545 /5625
(Sep-58)

16022 /5622
(Sep-58)

1880

Apr-36

8613

9937

12-Oct-57

18-Nov-57

14534 /5614
(Aug-58)

16013 /5613
(Aug-58)

1881

Apr-36

8614

9938

11-May-57

27-May-57

14553 /5633
(Oct-58)

16033 /5633
(Oct-58)

1882

May-36

8615

9939

17-Aug-57

16-Sep-57

14541 /5621
(Sep-58)

16023 /5623
(Sep-58)

#10 #11 #12
*

Coaches classified as DTT from October 1941.
Amended from 795 from October 1941 when vehicles downgraded to all third.
Underframe of former motor coach used in new trailer vehicle.
Vehicle with unmodified luggage van and retaining coupe compartment, diagram 686.

 

 

Individual Unit Notes

 

1872

Unit withdrawn 20-Jul-57 and MBT 8605 to 1815, DTS 9929 had bodywork scrapped at Newhaven 6-Aug-57 and underframe used in construction of new 2 HAP vehicle 16026 for unit 5626.

 

1875

Unit slightly damaged by fire at Addlestone 20-Jan-56.

 

1879

Modified luggage van completed at Lancing 26-Jun-48.

 

1880

Unit damaged by V1 explosion at West Croydon 23-Jun-44 but repaired.

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Units 1883 ‑ 1890

Ordered as H.O. 899 on 8th January 1936 the final batch of eight 2 NOL units were nominally part of the ‘Portsmouth No. 1’ scheme, to cover the extension of electrified services from Staines to Weybridge in July 1937. They differed from the previous batches in that, like the very last batch of 3 coach suburban units, they were equipped with electro-pneumatic control gear in place of the electro-magnetic gear fitted to the earlier units.

As the electrical equipment was now mounted below the floor, these units had a smaller cab and larger van space than the originals. They weighed slightly more at about 42 tons. The cab was 4' 8.5/16" deep and the van was 11' 5¼" wide whilst the coupe compartment was also slightly wider at 4' 2¾" wide. The full compartments remained at 5' 10.3/8" wide as in the earlier units. The DTC coaches of this batch were also slightly heavier than those of the earlier units at 30 tons. Overall weight of this batch was therefore increased to 72 tons. Owing to the under floor EE electro-pneumatic control equipment on this batch, both cabs had the same arrangement of power cable conduit routes (identical to that on the driving trailer on the older units).

This batch of units was delivered during July 1936, in plenty of time for the extension to Weybridge which became operational from 3rd January 1937. The diagram number of this final batch of motor coaches was altered to 688. These units, like the others in the suburban area, had their first class downgraded to third in October 1941 (then seating 159 third) and many spent a period with shoegear removed working as two-coach trailer sets throughout the suburban system from about 1943 until 1948, when they returned to the Waterloo to Windsor /Weybridge service.

With a larger brake van and being used on Waterloo to Windsor /Weybridge services the larger luggage space modification was not undertaken on this batch of units.

Again like the other batches, they were temporarily displaced onto other routes by 4 SUB units during 1953 whilst they were all fitted with compressor governors.

All were withdrawn during 1957 and early 1958 and taken to Newhaven where the bodies were removed and burnt, the underframes then being overhauled at Lancing prior to being used at Eastleigh during 1958 in the construction of new SR type 2 HAP units 5601 ‑ 5636.

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

 

 

Unit

Conversion
Date

MBT

DTC13

Withdrawn date

Body removal

MBT frame to new coach /unit  & (date)

DTC frame to new coach /unit & (date)

Diag. No.

 

688

795A14

 

 

1883

Jul-36

9781

9913

14-Dec-57

20-Jan-58

14533 /5613
(Aug-58)

16010 /5610
(Jul-58)

1884

Aug-36

9782

9914

22-Jun-57

8-Jul-57

14522 /5602
(Feb-58)

16003 /5603
(Feb-58)

1885

Aug-36

9783

9915

25-May-57

11-Jun-57

14546 /5626
(Sep-58)

16034 /5634
(Oct-58)

1886

Aug-36

9784

9916

22-Jun-57

8-Jul-57

14531 /5611
(Jun-58)

16011 /5611
(Jun-58)

1887

Aug-36

9785

9917

4-May-57

27-May-57

14539 /5619
(Sep-58)

16027 /5627
(Sep-58)

1888

Sep-36

9786

9918

17-Aug-57

16-Sep-57

14536 /5616
(Aug-58)

16020 /5620
(Sep-58)

1889

Sep-36

9787

9912

15-Jun-57

8-Jul-57

14529 /5609
(Jul-58)

16016 /5616
(Aug-58)

1890

Sep-36

9788

9919

16-Nov-57

24-Feb-58

14532 /5612
(Aug-58)

16012 /5612
(Aug-58)

#13 #14

Coaches classified as DTT from October 1941.
Amended from 795 from October 1941 when vehicles downgraded to all third.

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Allocations

A snapshot of unit allocations for the whole 2 NOL fleet is shown below, these being the number of units berthed for traffic at each location overnight.

Berthing location

July 1937

September 1955

Brighton

17

10

Eastbourne

4

5

Haywards Heath

1

4

Ore

3

4

Seaford

4

4

West Worthing

4

4

 

 

 

Chertsey

9

8

Waterloo

6

8

Windsor

9

12

Wimbledon Park

Nil

4

 

 

 

Country units Total

33

31

Suburban units Total

24

32

Fleet Total

57

63

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Disposal Movements

Dates of disposal moves from Strawberry Hill to Newhaven for body breaking are known for most units, most moves taking place overnight, sometimes recessing at Hassocks for a while. Upon arrival bodies were broken-up and burnt within a few days and the underframes then hauled to Lancing for reconditioning prior to being taken to Eastleigh for re-bodying. The day quoted is that of departure from Strawberry Hill.

 

Day

Date

Unit(s)

Day

Date

Unit(s)

Thursday

12-Jul-56

1870 + 1871

Thursday

20-Feb-58

1890

Thursday

19-Jul-56

1877 + 1878

Thursday

6-Mar-58

1835 + 1843

Wednesday

17-Apr-57

1858 + 1859

Sunday

9-Nov-58

1819 + 1823

Thursday

2-May-57

1874 + 1875

Friday

13-Feb-59

1816 + 1821

Thursday

9-May-57

1851 + 1857

Friday

20-Feb-59

1824 + 1833

Thursday

23-May-57

1881 + 1887

Friday

27-Feb-59

1831 + 1841

Thursday

6-Jun-57

1862 + 1885

Friday

6-Mar-59

1847

Thursday

20-Jun-57

1861 + 1869

Friday

13-Mar-59

1813 + 1814

Thursday

4-Jul-57

1884 + 1889

Friday

20-Mar-59

1845 + 1850

Thursday

18-Jul-57

1856 + 1867

Wednesday

25-Mar-59

1825 + 1837

Thursday

1-Aug-57

1872* + 1873

Friday

3-Apr-59

1846 + 1849

Thursday

29-Aug-57

1876 + 1879

Friday

26-Jun-59

1848

Thursday

12-Sep-57

1882 + 1888

Friday

3-Jul-59

1827 + 1834

Thursday

10-Oct-57

1860 + 1863

Friday

10-Jul-59

1836 + 1844

Thursday

24-Oct-57

1864 + 1866

Friday

17-Jul-59

1820 + 1822 + 1829

Thursday

14-Nov-57

1880

Friday

24-Jul-59

1815 + 1818 + 1842

Sunday

1/8-Dec-57

1854

Friday

7-Aug-59

1832 + 1840

Friday

3-Jan-58

1852 + 1868

Friday

21-Aug-59

1817 + 1839

Thursday

16-Jan-58

1865

Tuesday

1-Sep-59

1826 + 1830

Friday

17-Jan-58

1883

 

 

 

* One coach only

 

 

 

                                                                                                                                             

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Origin of Vehicles used in 2 NOL Units

The identity of the LSWR vehicles used in the conversions of the bodies for the 2 NOL units is known and tabulated below.

Motor coaches were rebuilt from 48' thirds, originally with eight compartments (each 5' 10½" wide), one of the end compartments being reduced in width to 4' 2¾" to form the coupe, and the new driving cab, guard's compartment and luggage van being grafted on at this end.

Driving trailer composites were formed from six compartments of a 48' third joined to half of the body (three compartments) of a former 46' first, these coaches originally having six compartments, three each side of a central lavatory. The bodies were split at the lavatory compartment and its remains discarded, whilst at the other end of the conversion the new driving cab was fitted onto the end of the third class section of body. Some of the 48' thirds had been built as composites, some with compartments arranged 22223333 and others as 33222233, though all of these had been altered to all‑third between 1918 and 1920.

All these coaches had been built between 1894 and 1902 at Eastleigh works, virtually all with gas lighting, and steam heating was installed between 1908 and 1913.

Conversion work took place at Lancing works [the first ten units] (where all the new 62' 0" underframes were fabricated) or Eastleigh works, where the remaining sixty-eight units were dealt with. Conversion work also included fitting new electric lighting and heating, installation of cable conduits along the vehicle roofs and a complete body overhaul and repaint.

Many coaches had been renumbered once by the LSWR and were again renumbered by the SR prior to their conversions, the new bodies then receiving further new numbers in the electric unit series.

The following table shows the new electric vehicle number and the unit it was allocated to, the date of the conversion, the original LSWR number and the building date, whether fitted with gas (G) or electric (E) lighting when built, the second LSWR number (where applicable), a third LSWR number for former composites when downgraded to third and the SR number

 

Motor brake thirds, rebuilt Eastleigh for H.O. 874 and to Diagram 684.

Converted from 8 compartment thirds, whole of body (7½ compts) used in conversion.

Coaches marked with * after LSWR number were built as composites with 22223333 layout.

Coaches marked with # after LSWR number were built as composites with 33222233 layout.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

LSWR
3rd no.

SR No.

X

8596

1863

Jan-36

1123

Mar-96

G

351

-

372

 

8597

1864

Jan-36

1096

Aug-95

G

40

-

453

 

8598

1865

Jan-36

40

Jun-94

G

-

-

177

 

8599

1866

Jan-36

108

Jul-95

G

510

-

481

 

8600

1867

Jan-36

477

Jun-97

G

-

-

456

 

8601

1868

Feb-36

1084

Jul-95

G

523

-

488

 

8602

1869

Jan-36

1089

Jul-95

G

506

-

478

 

8603

1870

Feb-36

485

Jul-97

G

-

-

462

 

8604

1871

Feb-36

537

Oct-00

G

-

-

495

 

8605

1872

Feb-36

561

Jun-02

E

-

-

501

 

8606

1873

Mar-36

742*

Sep-99

G

2881*

892

519

 

8607

1874

Mar-36

433

Jun-9

G

-

-

429

 

8608

1875

Mar-36

230

Dec-95

G

-

-

275

 

8609

1876

Mar-36

239

Jun-97

G

-

-

283

 

8610

1877

Mar-36

482

Feb-97

G

-

-

460

 

8611

1878

Apr-36

257

Jun-97

G

-

-

298

 

8612

1879

Apr-36

1121

Mar-96

G

360

-

379

 

8613

1880

Apr-36

1299

Dec-00

G

212

-

261

 

8614

1881

Apr-36

529

Aug-00

G

-

-

492

 

8615

1882

May-36

663*

Apr-01

G

2802*

888

517

 

 

 

Motor brake thirds, rebuilt Eastleigh for H.O. 899 and to Diagram 688.

Converted from 8 compartment thirds, whole of body (7½ compts) used in conversion.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

SR No.

9781

1883

Jul-36

323

Jun-97

G

-

349

9782

1884

Aug-36

161

Jun-98

G

-

229

9783

1885

Aug-36

1097

Aug-95

G

469

452

9784

1886

Aug-36

259

May-95

G

-

300

9785

1887

Aug-36

286

Dec-94

G

-

319

9786

1888

Sep-36

76

Jun-02

E

-

189

9787

1889

Sep-36

1227

Nov-00

E

291

322

9788

1890

Sep-36

530

Nov-98

E

-

493

 

 

Motor brake thirds, rebuilt Lancing for H.O. 804 and to Diagram 684.

Converted from 8 compartment thirds, whole of body (7½ compts) used in conversion.

Coaches marked with * after LSWR number were composites with 22223333 layout.

Coaches marked with # after LSWR number were composites with 33222233 layout.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

LSWR
3rd no.

SR No.

9861

1813

Oct-34

1105

Sep-95

G

458

-

444

9862

1814

Oct-34

1095

Aug-95

G

471

-

454

9863

1815

Oct-34

750#

Feb-00

G

2889#

900

527

9864

1816

Oct-34

1250

Apr-00

G

213

-

262

9865

1817

Oct-34

1094

Aug-95

G

472

-

455

9866

1818

Oct-34

1099

Jun-95

G

467

-

450

9867

1819

Oct-34

553

Dec-02

E

-

-

499

9868

1820

Oct-34

1305

Dec-00

G

196

-

251

9869

1821

Oct-34

1324

Dec-00

G

152

-

220

9870

1822

Oct-34

118

Aug-98

G

-

-

202

9871

1823

Oct-34

367

Dec-98

G

-

-

385

 


Motor brake thirds, rebuilt Eastleigh for H.O. 807 and to Diagram 684.

Converted from 8 compartment thirds, whole of body (7½ compts) used in conversion.

Coaches marked with * after LSWR number were composites with 22223333 layout.

Coaches marked with # after LSWR number were composites with 33222233 layout.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

LSWR
3rd no.

SR No.

9872

1824

Dec-34

109

Nov-99

G

-

-

195

9873

1825

Dec-34

408

Jun-97

G

-

-

414

9874

1826

Dec-34

115

Sep-00

G

-

-

200

9875

1827

Dec-34

216

Jun-97

G

-

-

264

9876

1828

Dec-34

4

May-95

G

-

-

167

9877

1829

Dec-34

1106

Jan-96

G

457

-

443

9878

1830

Dec-34

382

Jun-96

G

-

-

398

9879

1831

Jan-35

232

Jun-97

G

-

-

276

9880

1832

Jan-35

237

Jun-97

G

-

-

281

9881

1833

Jan-35

130

Dec-95

G

-

-

209

9882

1834

Jan-35

247

Jun-97

G

-

-

289

9883

1835

Jan-35

746*

Nov-99

G

2885*

896

523

9884

1836

Jan-35

268

Dec-94

G

-

-

308

9885

1837

Jan-35

226

Jun-97

G

332

-

273

9886

1838

Jan-35

1153

Aug-97

G

-

-

357

9887

1839

Jan-35

131

Nov-99

G

-

-

210

9888

1840

Feb-35

245

Dec-95

G

-

-

287

9889

1841

Feb-35

1147

Jul-97

G

345

-

367

9890

1842

Feb-35

1125

Mar-96

G

348

-

370

9891

1843

Feb-35

488

Jul-97

G

-

-

464

9892

1844

Feb-35

1092

Aug-95

G

490

-

466

9893

1845

Mar-35

762#

Feb-00

G

2901#

912

539

9894

1846

Mar-35

1112

Feb-96

G

431

-

427

9895

1847

Mar-35

38*

Apr-01

G

2286*

879

511

9896

1848

Mar-35

319

Jun-97

G

-

-

346

9897

1849

Mar-35

754*

Feb-00

G

2893*

904

531

9898

1850

Mar-35

50

Dec-95

G

-

-

183

9899

1851

Apr-35

525

Sep-00

G

-

-

489

9900

1852

Apr-35

406

Jun-94

G

-

-

413

9901

1853

Apr-35

1312

Dec-00

G

178

-

238

9902

1854

Apr-35

755#

Feb-00

G

2894#

905

532

9903

1855

Apr-35

1319

Dec-00

G

159

-

227

9904

1856

Apr-35

1114

Feb-96

G

416

-

416

9905

1857

Apr-35

434

Jun-97

G

-

-

430

9906

1858

May-35

1168

Sep-97

G

308

-

335

9907

1859

May-35

49

Jun-97

G

-

-

182

9908

1860

May-35

402

Jun-96

G

-

-

409

9909

1861

May-35

493

Jun-95

G

-

-

468

9910

1862

May-35

394

Jun-97

G

-

-

406

 

 

 

 

 

 

 

 

 

 


Driving trailer composites, rebuilt Eastleigh for H.O. 899 and to Diagram 795.

Two converted LSWR coach bodies used for each conversion, the top line being the 8 compartment third, six of which were used (composites are marked * for 22223333 layout and # for 33222233 layout), the second line being ½ the body (3 compartments) of the 6 compartment first. The electric coach the other half of this vehicle was used for is also shown.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

LSWR
3rd no.

SR No.

Other  ½ used in

9912

1889

Sep-36

41

Jun-02

E

-

-

178

 

 

 

 

201

Jan-95

G

3852

-

7270

9919

9913

1883

Jul-36

114

Oct-99

G

-

-

199

 

 

 

 

341

Dec-95

G

3888

-

7136

9914

9914

1884

Aug-36

757#

Oct-99

G

2896#

907

534

 

 

 

 

341

Dec-95

G

3888

-

7136

9913

9915

1885

Aug-36

500

Oct-99

G

-

-

473

 

 

 

 

211

Dec-96

G

3855

-

7122

9916

9916

1886

Aug-36

1174

Sep-97

G

296

-

325

 

 

 

 

211

Dec-96

G

3855

-

7122

9916

9917

1887

Aug-36

1234

Mar-00

E

274

-

312

 

 

 

 

313

Sep-95

G

3881

-

7133

9918

9918

1888

Sep-96

446

Nov-02

E

-

-

437

 

 

 

 

313

Sep-95

G

3881

-

7133

9918

9919

1890

Sep-96

550

Jun-02

E

-

-

497

 

 

 

 

201

Jan-95

G

3852

-

7270

9919

 


Driving trailer composites, rebuilt Eastleigh for H.O. 874 and to Diagram 795.

Two converted LSWR coach bodies used for each conversion, the top line being the 8 compartment third, six of which were used (composites are marked * for 22223333 layout and # for 33222233 layout), the second line being ½ the body (3 compartments) of the 6 compartment first. The electric coach the other half of this vehicle was used for is also shown.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

LSWR
3rd no.

SR No.

Other  ½ used in

9920

1863

Jan-36

741*

Sep-99

G

2880*

891

518

 

 

 

 

32

Oct-95

G

3772

 

7095

9921

9921

1864

Jan-36

1247

Apr-00

G

223

-

271

 

 

 

 

32

Oct-95

G

3772

 

7095

9920

9922

1865

Jan-36

372

Dec-96

G

-

-

389

 

 

 

 

406

May-95

G

3905

-

7149

9923

9923

1866

Jan-36

29

Nov-02

E

-

-

174

 

 

 

 

406

May-95

G

3905

-

7149

9922

9924

1867

Jan-36

1151

Jul-97

G

335

-

359

 

 

 

 

60

May-96

G

3787

-

7102

9925

9925

1868

Feb-36

184*

Apr-01

G

2426*

882

514

 

 

 

 

60

May-96

G

3787

-

7102

9924

9926

1869

Jan-36

145

Dec-94

G

-

-

216

 

 

 

 

36

Dec-95

G

3774

-

7097

9927

9927

1870

Jan-36

1304

Dec-00

G

200

-

254

 

 

 

 

36

Dec-95

G

3774

-

7097

9926

9928

1871

Feb-36

1241

May-00

E

252

-

294

 

 

 

 

378

Apr-95

G

3896

-

7140

9929

9929

1872

Feb-36

1240

May-00

E

254

-

296

 

 

 

 

378

Apr-95

G

3896

-

7140

9928

9930

1873

Jan-36

1167

Sep-97

G

309

-

336

 

 

 

 

241

Sep-95

G

3862

-

7125

9931

9931

1874

Mar-36

253

Jun-95

G

-

-

295

 

 

 

 

241

Sep-95

G

3862

-

7125

9930

9932

1875

Mar-36

7

Jun-96

G

-

-

168

 

 

 

 

56

Feb-95

G

3784

-

7100

9933

9933

1876

Mar-36

1047

Nov-99

G

570

-

505

 

 

 

 

56

Feb-95

G

3784

-

7100

9932

9934

1877

Mar-36

403

Oct-95

G

-

-

410

 

 

 

 

294

Mar-95

G

3876

-

7130

9935

9935

1878

Apr-36

18

May-95

G

-

-

171

 

 

 

 

294

Mar-95

G

3876

-

7130

9934

9936

1879

Apr-36

499

Sep-00

G

-

-

472

 

 

 

 

400

Jun-96

G

3902

-

7146

9937

9937

1880

Apr-36

662*

Apr-01

G

2801*

885

516

 

 

 

 

400

Jun-96

G

3902

-

7146

9936

9938

1881

Apr-36

425

Dec-94

G

-

-

421

 

 

 

 

234

Nov-95

G

3860

-

7124

9939

9939

1882

May-36

238

May-98

G

-

-

282

 

 

 

 

234

Nov-95

G

3860

-

7124

9938

 

 

Driving trailer composites, rebuilt Lancing for H.O. 804 and to Diagram 795.

Two converted LSWR coach bodies used for each conversion, the top line being the 8 compartment third, six of which were used (composites are marked * for 22223333 layout and # for 33222233 layout), the second line being ½ the body (3 compartments) of the 6 compartment first. The electric coach the other half of this vehicle was used for is also shown.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

LSWR
3rd no.

SR No.

Other  ½ used in

9940

1813

Nov-34

763*

Feb-00

G

2902*

913

540

 

 

 

 

389

Dec-96

G

3901

-

7145

9941

9941

1814

Nov-34

1247

Sep-99

G

223

-

271

 

 

 

 

389

Dec-96

G

3901

-

7145

9940

9942

1815

Nov-34

1301

Dec-00

G

209

-

258

 

 

 

 

418

May-96

G

3909

-

7153

9943

9943

1816

Nov-34

1310

Dec-00

G

180

-

240

 

 

 

 

418

May-96

G

3909

-

7153

9942

9944

1817

Nov-34

354

Dec-98

G

-

-

374

 

 

 

 

10

Sep-95

G

3759

-

7089

9945

9945

1818

Nov-34

497

Dec-98

G

-

-

470

 

 

 

 

10

Sep-95

G

3759

-

7089

9944

9946

1819

Nov-34

119

Jun-98

G

-

-

203

 

 

 

 

384

Dec-96

G

3900

-

7144

9947

9947

1820

Nov-34

1322

Dec-00

G

156

-

224

 

 

 

 

384

Dec-96

G

3900

-

7144

9946

9948

1821

Nov-34

355

Dec-98

G

-

-

375

 

 

 

 

96

Nov-95

G

3801

-

7109

9949

9949

1822

Nov-34

204

Dec-95

G

-

-

255

 

 

 

 

96

Nov-95

G

3801

-

7109

9948

9950

1823

Nov-34

111

Oct-99

G

-

-

196

 

 

 

 

31

Apr-95

G

3771

-

7094

9979

 

 


Driving trailer composites, rebuilt Eastleigh for H.O. 807 and to Diagram 795.

Two converted LSWR coach bodies used for each conversion, the top line being the 8 compartment third, six of which were used (composites are marked * for 22223333 layout and # for 33222233 layout), the second line being ½ the body (3 compartments) of the 6 compartment first. The electric coach the other half of this vehicle was used for is also shown.

 

Coach
no.

Unit
no.

Date
conv.

LSWR
1st no.

Date new

Lights

LSWR
2nd no.

LSWR
3rd no.

SR No.

Other  ½ used in

9961

1828

Dec-34

440

Jun-97

G

-

-

434

 

 

 

 

93

Jun-96

G

3799

-

7108

9962

9962

1827

Dec-34

1169

Sep-97

G

306

-

333

 

 

 

 

93

Jun-96

G

3799

-

7108

9961

9963

1826

Dec-34

305

Jun-94

G

-

-

332

 

 

 

 

275

Jun-95

G

3874

-

7128

9964

9964

1824

Dec-34

241

Dec-95

G

 

-

285

 

 

 

 

275

Jun-95

G

3874

-

7128

9963

9965

1825

Dec-34

361

Jun-96

G

-

-

380

 

 

 

 

433

Sep-95

G

3911

-

7155

9966

9966

1829

Dec-34

1049

Jul-97

G

568

-

504

 

 

 

 

433

Sep-95

G

3911

-

7155

9965

9967

1830

Dec-34

1082

Jul-95

G

528

-

491

 

 

 

 

89

Mar-96

G

3796

-

7105

9968

9968

1831

Jan-35

222

Dec-94

G

-

-

270

 

 

 

 

89

Mar-96

G

3796

-

7105

9967

9969

1832

Jan-35

514

Dec-99

G

-

-

482

 

 

 

 

90

Jan-95

G

3797

-

7106

9970

9970

1833

Jan-35

752*

Feb-00

G

2891*

902

529

 

 

 

 

90

Jan-95

G

3797

-

7106

9969

9971

1834

Jan-35

1165

Aug-97

G

311

-

338

 

 

 

 

98

Jun-96

G

3803

-

7111

9972

9972

1835

Jan-35

760*

Feb-00

G

2899*

910

537

 

 

 

 

98

Jun-96

G