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4 COR Class 404 EMU

Southern Railway’s
Portsmouth Lines Corridor Stock

4 COR /4 RES /4 BUF /4 GRI /4 PUL /4 COR(N) Corridor Units

 

Links to Contents

BR liveries

4 RES 3054-3072

4 BUF 3072-3085

4 COR 3101-3158

4 COR 3159-3168

4 GRI 3086-3088

4 PUL /4 COR(N)

 

3149 3107 coming of the Cliftonville Spur Aug Sep 1963 copyright Ian Nolan.jpg

4 COR no. 3149 leading 3107 off the Cliftonville Spur, Hove
in August or September 1963

© Ian Nolan

 

Electrification to Portsmouth

Following the success of the main line electrification of the Central Section lines, the Southern Railway pressed ahead with plans to extend the system on both the main routes to Portsmouth. These schemes came to fruition as follows:

1.

The Portsmouth No. 1 Electrification in July 1937 covering the lines from Hampton Court Jct. to Portsmouth Harbour via Woking and Guildford also the lines from Woking to Alton and from Weybridge to Staines.

2.

The Portsmouth No. 2 Electrification in July 1938 covering the lines from Dorking North to Havant, Three Bridges to Horsham, West Worthing to Ford and the branches to Littlehampton and Bognor Regis.

 

 

Portsmouth No.1 Electrification Scheme

The Portsmouth No. 1 scheme was estimated to cost about £3,000,000, covered 242 track miles and involved quite a number of other works to improve capacity and facilities. Major works (which commenced from October 1935) included the rebuilding of stations at Woking and Havant to provide platforms 820' in length in order to accommodate 12-car electric trains. Other stations also had platforms extended to this length, these being Guildford, Haslemere and both Portsmouth stations at Southsea (High Level) and Harbour.

Track layouts were altered at Haslemere (the Up line was made available to Down trains when required), Havant (new platforms were located outside of new centre Through lines) and the installation of a Down Relief line between Fratton and Portsmouth & Southsea. There were also numerous smaller changes at other stations.

To accommodate the new rolling stock, new carriage sheds were built at Wimbledon Park, whilst other sheds there were also enlarged, and at Farnham (5 roads) and Fratton (4 roads) all these sheds being capable of holding 12 coach trains except those at Fratton which only took 8 coaches. Carriage washing machines were also installed at Wimbledon and Fratton.

Resignalling work was also extensive with colour light signals being installed between Woking and Guildford (from 27th June 1937), at Haslemere (from 18th July 1937), from Havant to Farlington Jct. (from 27th June 1937) and between Portsmouth & Southsea and Portsmouth Harbour (from 20th June 1937). Other sections were split with new intermediate signals installed (both semaphore and colour light).

Power was supplied for this extension taken from the CEGB at both Portsmouth and Woking, with electrical control rooms located at both Woking (controlling 19 substations) and Havant (controlling 7 substations). All the new substations followed the now standard pattern of unmanned rectifier substations; Guildford’s rotary converter being replaced. The capacity of the Durnsford Road Power Station was also increased to cope with extra demand in the suburban area.

Trial running of electric trains commenced as far as Woking from 1st November 1936, and between Weybridge and Virginia Water from 30th November, with the full service on this section starting from 3rd January 1937, with some electric trains also reaching Guildford and Farnham from this date. Through working to Portsmouth began on 11th April 1937 and the full service was inaugurated from 4th July 1937.

Like the previous main line extensions, the new train service was generous with two stopping trains each hour leaving Waterloo and running fast to Surbiton then calling at all stations, splitting at Woking into Portsmouth and Alton portions. Fast trains (most with restaurant cars) ran each hour calling only at Guildford, Haslemere and Portsmouth & Southsea. The Weybridge to Staines section was served half hourly by portions off the Waterloo to Windsor trains which divided at Staines. The usual business extra services operated during the rush hours, when the Weybridge - Staines line also had through services via Surbiton and the Alton line had some complete trains formed with the corridor stock.

 

Portsmouth No. 2 Electrification Scheme

Work on the Portsmouth No. 2 electrification scheme commenced before the completion of the Portsmouth No.1 electrification scheme. Estimated to cost about £2,750,000 it covered 165 track miles.

As part of this scheme a new station was provided at Horsham (with two 820' island platforms) whilst platforms were extended at Sutton, Dorking North, Pulborough, Arundel, Littlehampton, Barnham, Bognor Regis and Chichester. Platform extensions also took place at Shoreham-by-Sea and Worthing Central with the coastal Halts being lengthened to mostly accommodate 6-car trains as well as provision being made for them to be staffed.

Carriage sheds were provided at Littlehampton (3 roads) and Streatham Hill (8 roads, four for 12 coaches, the remainder for 8 coaches). Littlehampton also had a carriage washer installed. Extra electrified sidings were provided at New Cross Gate, Streatham Hill, Littlehampton, Barnham and Bognor Regis. A centre reversing siding was provided at West Worthing to allow reversal of local trains from Brighton clear of the running lines, and a Down Bay was provided at Chichester.

Signalling alterations were less extensive than the Portsmouth No.1 electrification scheme but colour light signals were installed controlled by new signalboxes at Dorking North (from 15th May 1938) and Horsham (from 24th April 1938); new boxes were also built at Arundel and Bognor.

Power for the new scheme was taken from three existing CEGB locations at Portsmouth, Leatherhead and Fishersgate; there were 20 rectifier substations all supervised by a much extended control room at Havant. Existing rotary converter equipment was replaced at Leatherhead and Dorking with the recovered equipment being reused to uprate the power supply in the London area.

Trial running of electric stock began from 3rd April 1938 and the full service was introduced from 3rd July 1938. The first through electric train reached Portsmouth on 11th April 1938, whilst the first public trains ran on 19th May 1938 when an 8 COR was used as a relief train to 11 50am and 3 50pm from Waterloo and the 1 40pm and 7 57pm from Portsmouth Harbour.

As customary, the new services were an improvement of existing frequencies with regular interval interconnecting services. An hourly fast train ran from Victoria (most with buffet cars) calling at Sutton, Dorking North, Horsham, Pulborough, Arundel and Barnham where they divided for Portsmouth Harbour and Bognor, the Portsmouth portion calling at Chichester, Havant and Portsmouth & Southsea. However, a few trains ran via Three Bridges to Horsham calling at East Croydon, Redhill and Three Bridges, then forward as those via Sutton.

The existing Victoria to West Worthing fast trains were extended to Littlehampton. A half hourly stopping train ran from Three Bridges via Horsham to Littlehampton, alternate trains continuing to Bognor, whilst a shuttle from Arundel to Littlehampton connected out of the fast Victoria via Sutton trains.

Two trains each hour from Waterloo to Dorking were extended, one to Holmwood, the other to Horsham. Six trains each hour left Brighton westwards, ½ hourly all stations to West Worthing, ½ hourly to Portsmouth calling at Hove, Shoreham, Worthing, one then all stations to Portsmouth Harbour the other a semi-fast stopping only at Barnham, Chichester, Fratton and Portsmouth & Southsea, this train having a connection from Chichester calling at all stations to Portsmouth & Southsea.

The final pair from Brighton, again at ½ hourly intervals consisted of a further West Worthing local and a Brighton to Bognor via Littlehampton local. The usual business enhancements were also provided, with some trains running to London Bridge which was not served in slack hours.

 

Portsmouth Electrification Rolling Stock

The additional rolling stock for the stopping services was in the form of further 2 BIL stock, units 2011 ‑ 2048 being provided for the Portsmouth No. 1 electrification scheme, whilst 2049 ‑ 2116 followed for the Portsmouth No. 2 electrification scheme and further 2 NOL units 1883 ‑ 1890 were authorised for the No. 1 scheme to cover the Staines - Weybridge requirements. Some of the trains between Worthing and Littlehampton were covered by the existing Brighton line 6 coach units, both 6 PUL and 6 PAN units being used, and a few 4 LAV units now ventured to Bognor along the coast.

For the express workings, three new types of unit were constructed at Eastleigh works on frames built at Lancing, though some vehicles were constructed by Metro‑Cammell and B.R.C.W. These were introduced in two batches, the first in 1937 for the Portsmouth No. 1 electrification scheme being nineteen four‑car corridor units with restaurant cars (4 RES) and twenty nine four-car corridor units (4 COR). The second batch in 1938 comprised thirteen four‑car corridor units with buffet car (4 BUF) and a further twenty-six 4 COR sets, these being intended for use on the lines electrified under the Portsmouth No.2 electrification scheme. However, some of these units also saw use on the Brighton line from the outset.

 

 

Unit Ordering

The following table shows details of the vehicles ordered for the COR/RES/BUF units.

 

Vehicle Nos.

Type

Weight

Seating

Builder

Date

Diag.

Elect. Code

 

 

Tons

Cwt

1st

U

2nd

 

 

 

 

10055-10109

TTK

32

13

-

-

52

Eastleigh

1937/8

2009

BB

11081-11254

MBT

46

10

-

-

68

Eastleigh

1937/8

2114

A (Even)
A‑1A (Odd)

11791-11858

TCK

32

11

30

-

24

Eastleigh

1937/8

2309

BA

12232-12250

TFK

33

0

42

-

-

Met. Cammell

1937

2505

BD

12518-12530

Buffet

37

2

-

26

-

Eastleigh

1938

2601

BE

12601-12619

Dining

35

7

-

36

-

B.R.C.W.

1937

2571

BC

 

Orders were placed for these vehicles as follows:

(Note, only details for vehicles built by the SR are shown, separate contracts were let for the contractor built trailers in the 4 RES units).

                                                 

1937 order (dated 14th May 1936)

Unit type

Vehicle type

Underframe HO No.

Bodywork order No.

4 RES

MBT

6173

924

4 COR

MBT

6173

924

 

TCK

6240

925

 

TTK

6240

926

 

1938 order (dated 6th November 1936)

Unit type

Vehicle type

Underframe HO No.

Bodywork order No.

4 BUF

MBT

6839

951

 

TCK

6840

951

 

Buffet

6840?

951

4 COR

MBT

6839

950

 

TCK

6840

950

 

TTK

6840

950

 

Two further HO numbers were issued to cover ‘finishing work’ at Eastleigh on the coaches delivered from contractors, these, dated 9th June 1936, being HO 931 for diner firsts 12232 - 12250 and HO 932 for kitchen diner thirds 12601 - 12619.

Each vehicle was 66' 3" long over buffers, 63' 6" over body with bogie centres at 44' 6" and were slightly wider than the standard width (9' 3") at 9' 4½". All units were 264' 6" long. Trailer bogies were 8' 0" wheelbase leaf sprung and weighed 5¾ tons whilst motorbogies were 9' 0" wheelbase and weighed 15 tons 17cwt complete with motors; these were to an improved ‘equalising beam’ type as fitted to the 6 PAN units.

Motor coaches had only one power bogie (at the driving end) fitted with EE 163 motors, these being to an improved design with extra ribbing on the motor case to improve heat dissipation and were nominally rated at 250hp, though often quoted as 225hp as with the earlier ones in the 6-car sets. This resulted in the ‘Portsmouth’ stock having a lower power-to-weight ratio than the earlier 6-car sets.

Anecdotal evidence suggests that the Southern Railway’s Chief Mechanical Engineer Richard Maunsell may have sought to equip each motor coach with two power bogies but was overridden by a cost-conscious General Manager (Herbert Walker).

During the war, no less than twenty-five coaches were lost to enemy action and were replaced by newly built replacements to the original designs in 1945/6, though three dining cars were replaced as TTKs (nos. 10110 – 10112), two TFKs were replaced as TCKs (nos. 11859/60) and a damaged TFK (no. 12232) rebuilt as TCK 11861. Three of the 4 RES units were thus replaced as 4 COR units.

These replacement coaches were ordered as follows:

Underframes for MBT vehicles HO 5734, for trailer vehicles HO 5736.

Bodywork numbers were MBT 3075, TTK 3078 and TCK 3079.

The replacement motor brake thirds were built at Eastleigh, and the trailers at Lancing. However, there is some doubt as the where the underframes were built.

 

3149 3109 Cliftonville Spur Aug Sep 1963 copyright Ian Nolan.jpg

4 COR no. 3107 being led by 3149 off the Cliftonville Spur, Hove
in August or September 1963

© Ian Nolan

 

Portsmouth Units into Service

Units delivered for the Portsmouth No. 1 electrification scheme were similarly equipped on cab ends to the PUL/PAN/BEL sets with only a control jumper at high level under the offside cab window, with low level air pipes. However, early in their lives a further power jumper was provided under the window on the driver’s side, this being done to facilitate coupling-up once the units began working on the Portsmouth No. 2 electrification scheme where regular splitting /joining of units took place at Barnham. The 4 BUF and second batch of 4 COR units were equipped with these from new. These units could run in multiple with the 6 car units.

Routine maintenance was undertaken at both Fratton and Wimbledon Park depots, with some also being dealt with at Lovers Walk, Brighton and Streatham Hill. Body overhauls were undertaken at Lancing until this works closed in 1963 when Eastleigh took over. Programmed electrical overhauls and bogie exchanges were done at Peckham Rye and occasionally at Slade Green; Selhurst taking over when Peckham Rye closed in 1963.

Third Class became Second Class from June 1956 and the vehicles were all reclassified at this time, a Motor Brake Third (MBT) becoming a Motor Brake Second (MBS).

As built, all MBTs were fitted with a motor generator and emergency batteries. However, following experience with the Kent Coast 4 CEP/BEP units, the ‘Portsmouth’ stock was modified from 1960 and one MBS had the MG removed; the other the emergency batteries reducing their overall weight. As a result, when electrical codes were allocated to these vehicles (around 1963) the MBSs were subdivided as type A or type A‑1A, normally with even numbered vehicles becoming type A and odd numbers becoming type A‑1A, though due to earlier reforms this did not apply in every case.

The extension of electrification into Kent allowed the units to expand their range on special workings, the first being a football special to Margate worked by 8 COR on 31st October 1959, though regular workings in this area were not scheduled. However regular special trains had worked at weekends between Portsmouth and Gillingham for naval requirements since before the war and 4 COR stock was used on some of these alongside 2 HAL units.

From March 1962 units began to be fitted with roller blind headcodes replacing the former stencil arrangement, this followed one cab of unit 3108 being fitted with this equipment in 1958 as an experiment. They also received air horns, starting bells and loudaphone equipment at this time and the heating in the cabs and guard’s vans was uprated. The 4 COR and 4 RES units were done first, the 4 BUFs being completed about late 1964.

Motorbogies were of the equalising beam type, (trailer bogies were standard leaf sprung) and a number of the motorbogies began to be replaced with leaf sprung bogies from about 1969 though many units were withdrawn still in original condition.

In January 1964, a review of the Southern Region catering requirements led to the first large scale alteration of the units’ duties, with the displacement of the 4 BUF units off the Victoria ‑ Bognor route by 4 BEP units; the displaced 4 BUFs moving to the Waterloo ‑ Portsmouth route, though a number still remained on the Central section for business trains.

Displaced 4 RES units had their restaurant cars withdrawn (except three converted to Griddle cars) and were reformed with 6 PUL/PAN trailers to create 4 PUL and 4 COR (N) units for use on Central Division services, mostly Victoria ‑ Littlehampton during the transition from 6 PUL/PAN to new 4 CIG/BIG stock (units then being based at Lovers Walk depot).

Once all the 4 CIG/BIG fleet was delivered to the Central section, these 4 PUL and 4 COR (N) units were further reformed as standard 4 COR units.

A further batch of 4 CIG/BIG stock was ordered for the Waterloo ‑ Portsmouth route and began to be delivered in 1970, the first entering traffic in June 1970 with the bulk displacing 4 COR/BUF/GRI units from October 1970 (a few lasted a short while longer). These new units were intended to be in use in time for the new timetable from 4th May 1970 when a ½ hourly fast service was introduced, but late delivery meant the 4 COR/BUF units had to be used instead, this more intensive use taking its toll with an increase in units suffering from hot axle-boxes and some other problems. Once the new units were in service, most of the 4 BUF units were withdrawn and displaced 4 COR units relegated to slow trains on the Portsmouth line and used to replace further 2 BIL/HAL units on the Waterloo ‑ Reading and ‘Coastway’ services between Portsmouth and Ore.

 

Into Withdrawal

The first undamaged 4 COR units were withdrawn in September 1971 and main‑line duties on the Brighton line ceased in October 1971; the last with catering facilities having gone in May 1971.

Further deliveries of new 4 VEP and 4 CIG units displaced the units from the Reading line from 3rd January 1972.

Units last worked on the West Coastway in August 1972 (though odd later trips did occur) and the final normal working by a 4 COR was on 30th September 1972, with a farewell railtour running 9th December 1972 using units 3116 /3123 /3142 retained specially after the others were withdrawn.

Withdrawn units were stored around the system and all worked to Selhurst for electrical stripping prior to sale and disposal to scrap dealers. During 1972 the 4 COR units were allocated Class No. 404/2 under the BR TOPS system though no unit ever carried it. Class 404/1 was intended for 4 BUF/GRI units but all had been withdrawn by this stage.

A number of vehicles had their bodywork scrapped and the underframes used as the basis of long‑weldedrail carrying bogie flat wagons. These vehicles had their bodies removed at Hoo Jct. and were fitted out for their new roles at Stewarts Lane.

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BR Liveries

Dates for SR livery changes are sought including painting into BR green livery. Certainly early units appeared in the current SR green with yellow and black lining. However, the yellow subsequently appeared to have been changed for orange possibly at the time units were still being constructed. With Richard Maunsell’s retirement his post was filled by Oliver Bulleid who introduced the buffet cars in the thirteen BUF units in a very different livery to the rest of the units; this being covered in the section on the 4 BUF units.

The 4 RES units 3054 to 3072, 4 PUL units 3054 to 3059 and 4 COR(N) units 3065 to 3071 never received blue livery (or green with full yellow ends) and are therefore not included in this table of liveries. Equally painting dates from SR to BR(S) are unknown for all units. Many individual dates for the application of small yellow warning panels on BR-green liveries are currently unknown (most of the dates come from Eastleigh records) although most probably date from 1964-on when there was a big push to add them to BR(S) units.

 

Unit

BR(S) Green dates

BR corporate blue livery dates

Notes

 

Yellow warning panels

Full yellow ends

Yellow warning panels

Full yellow ends

 

 

4 BUF

 

3072

N/K

No

No

27-Mar-68

 

 

3073

22-Mar-66

No

No

2-May-69

 

 

3074

N/K

No

No

8-Nov-67

 

 

3075

20-Dec-65

No

No

9-Aug-68

 

 

3076

26-Apr-65

No

No

12-Aug-69

 

 

3077

N/K

No

No

12-Nov-67

 

 

3078

N/K

No

c.Jan-67

28-May-69

 

 

3079

N/K

Withdrawn

 

 

 

 

3080

10-Jun-66

No

No

24-Mar-69

 

 

3081

4-Nov-65

No

No

13-Nov-68

 

 

3082

11-Jun-64

No

No

24-2-69

 

 

3083

N/K

No

No

By Aug 68

 

 

3084

21-Jun-65

No

No

c.Jan-68

 

 

3085

1-Mar-65

No

No

24-Jun-68

 

 

4 GRI

 

3086

23-Sep-66

No

No

26-Sep-69

 

 

3087

N/K

No

No

31-Mar-67

 

 

3088

17-Jan-67

No

No

30-Jan-69

 

 

4 COR

 

3101

4-Nov-65

No

No

15-May-68

 

 

3102

N/K

No

No

18-Nov-68

 

 

3103

N/K

No

4-Jan-67

9-Jun-70

Last blue liveried unit with small yellow warning panel

 

3104

21-Apr-65

No

No

Jul-67

 

 

3105

30-Apr-66

No

No

9-Oct-67

 

 

3106

4-Jan-67

No

No

30-Jun-69

 

 

3107

Apr-64

No

No

By Oct-69

 

 

3108

N/K

No

27-Jan-67

24-Feb-69

 

 

3109

N/K

No

No

26-May-67

 

 

3110

N/K

No

27-Sep-66

17-Jun-69

 

 

3111

N/K

Aug-64

No

26-Aug-70

 

 

3112

N/K

No

No

24-Jun-69

 

 

3113

N/K

No

No

29-Aug-67

 

 

3114

N/K

No

21-Jan-67

11-Mar-70

 

 

3115

Feb-64

No

No

12-Sep-69

 

 

3116

N/K

By Aug-64

No

27-Nov-70

Last unit in green with full yellow ends.

 

3117

25-Sep-65

No

No

8-May-68

 

 

3118

11-Nov-66

No

No

25-Feb-70

 

 

3119

29-Mar-66

No

No

17-Sep-68

 

 

3120

Mar-64

No

No

27-Aug-68

 

 

3121

N/K

No

14.Sep-66

4-May-69

 

 

3122

Dec-63

No

No

5-Jun-67

 

 

3123

13-May-65

31-May-67

No

13-Oct-70

 

 

3124

N/K

No

12-Jun-66

25-Jul-68

 

 

3125

N/K

No

No

22-Feb-67

 

 

3126

9-May-66

No

No

27-Aug-68

 

 

3127

N/K

No

No

10-May-67

 

 

3128

6-Jun-66

No

No

c.Jan-69

 

 

3129

2-Aug-65

No

No

21-Nov-67

 

 

3130

28-Jan-66

No

No

8-Oct-68

 

 

3131

30-Apr-65

14-Apr-67

No

30-Oct-70

 

 

3132

N/K

No

20-Dec-66

29-Jan-69

 

 

3133

N/K

No

2-Nov-66

24-Apr-70

 

 

3134

4-May-66

No

c.Dec-66

4-Sep-68

 

 

3135

N/K

No

No

14-Jun-67

 

 

3136

N/K

No

No

28-Dec-67

 

 

3137

Apr-64

No

No

c.Jun-67

 

 

3138

24-Nov-65

No

No

3-Jul-68

 

 

3139

N/K

No

No

14-Jun-68

 

 

3140

N/K

No

No

10-Mar-67

 

 

3141

5-Dec-66

No

No

13-Jan-70

 

 

3142

1-Apr-65

18-May-67

No

13-Jul-70

 

 

3143

N/K

No

No

9-May-68

 

 

3144

17-Aug-65

No

No

29-Feb-68

 

 

3145

7-Jul-65

No

No

27-Feb-68

 

 

3146

18-Nov-66

No

No

14-Apr-69

 

 

3147

N/K

No

1-Nov-66

2-Feb-70

 

 

3148

7-Dec-65

No

No

3-Dec-68

 

 

3149

N/K

c.24-Mar-67

No

Nov-69

 

 

3150

26-Jan-67

No

No

Aug-69

 

 

3151

N/K

No

No

By Oct-69

 

 

3152

N/K

No

18-Aug-66

30-Sep-69

 

 

3153

N/K

No

No

16-Jun-67

 

 

3154

N/K

No

No

8-Nov-67

 

 

3155

23-Dec-66

No

No

4-Aug-69

 

 

3156

12-Aug-66

No

No

12-Mar-68

 

 

3157

4-Nov-65

No

No

1-Apr-68

 

 

3158

19-Dec-66

No

No

29-May-69

 

 

3159

N/K

No

No

28-Feb-69

 

 

3160

N/K

No

No

30-Apr-68

 

 

3161

N/K

No

No

30-Jul-69

 

 

3162

N/K

No

No

9-Apr-69

 

 

3163

N/K

No

No

28-Mar-69

 

 

3164

N/K

No

No

10-Jan-69

 

 

3165

N/K

No

No

6-Nov-68

 

 

3166

N/K

No

No

6-Nov-68

 

 

3167

N/K

No

No

7-May-69

 

 

3168

N/K

No

No

12-May-69

 

 

 

 

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4 COR 3132 at Portsmouth Harbour copyright BloodandCustard.JPG

4 COR no. 3132 at Portsmouth Harbour
(between 1969 and 1972)

© BloodandCustard

 

 

4 RES Units 3054 ‑ 3072

Numbered 3054 – 3072, the nineteen 4 RES units were delivered in 1937 between April and July when they were introduced into service.  These units comprised two motor brake thirds, a dining first and a kitchen third. All the third class accommodation was subsequently reclassified as second. The motor coaches were built at Eastleigh works on Lancing frames, the dining firsts were built by Metro-Cammell and the kitchen thirds by BRCW.

Overall length of the 4 RES units was 264' 6" and the weight was 161 tons 7cwt. They seated 30 first and 104 third, with a further 12 first and 36 third in the dining areas.

 

Motor Coach Third

These motor coaches weighed 46½ tons and were to diagram No. 2114. Originally designated as motor brake thirds these consisted of a motorman’s compartment accessed by inward opening doors on each side of the coach. Each unit had a corridor connection at the front to enable passengers from the adjacent unit access to the restaurant car. As a consequence the motorman’s driving position could be internally closed off from the passenger gangway by a swing door.

The headcode frame was located on the offside of the corridor connection giving the units a rather one-eyed appearance, which in view of their association with routes to Portsmouth led to the nickname of ‘Nelsons’ for all the 4 COR, 4 BUF and 4 RES stock.

Behind the driving cab was the guard's brake. This was 10' 7" long and had a pair of outward opening doors to each side of the coach; these doors being located at the cab end of the van. From the guard’s brake there was a door opening forwards into the driving cab and another into the passenger vestibule to enable through passenger access between coupled units; both these doors being on the offside of the van when the driving cab was leading.

Then came an entrance vestibule with outward opening doors each side of the coach and a central internal sliding door leading into a six-and-a-half bay saloon with seating for 52, seating being two aside each side of the central gangway. There was a partition at the centre of the saloon with sliding door dividing it into 3 and 3½ bays and finally another entrance vestibule and with central sliding door access. The odd half-bay in the saloon was adjacent to the vestibule at the guard’s end of the coach. Smoking was permitted in this larger saloon.

Large sidelight windows topped by a two-piece sliding ventilator were provided in the passenger saloon; that at the coupe end being smaller than the remainder.

Two 250hp English Electric 163 motors were fitted to the motor bogie which was located beneath the guard’s brake. The unit’s electrical equipment was also by English Electric. These units were able to be coupled to the earlier 6 PUL, 6 PAN, 6 CITY and 5 BEL units but were not compatible with the 2 BIL, 2 HAL, 2 NOL, 4 LAV and suburban units.

 

Dining First

The dining firsts consisted of a lavatory, five first-class compartments (each seating six joined by a side corridor), another lavatory and a dining saloon with twelve first-class seats and an entrance vestibule. Each compartment had an access door whilst there were three doors located on the corridor side opposite the partition of the first /second, the sliding door of the third and the partition of the fourth/fifth compartments. Beyond the intermediate lavatory a full-width partition (with sliding door) gave access to the two-bay dining saloon. This saloon had tables with loose chairs arranged with two aside seats on the compartment side and a single seat on the corridor side. As a consequence the central gangway was off-centre (towards the same side as the corridor). A further sliding door gave access to the entrance vestibule at the end of the coach, which had access doors on each side.

The dining saloon area had large sidelight windows with sliding ventilators above, these contrasting with ¼ light /droplight arrangement of the compartment section on the non-corridor side of the coach. Smoking was permitted in all the compartments except that adjacent to the centre lavatory.

The dining first coaches weighed 33 tons and were marshalled with the compartment end against the motor coach. They were built to diagram No. 2505 by Metro‑Cammell at Washwood Heath.

 

Kitchen Third

The kitchen third had a pantry, kitchen and servery as well as a five-bay dining saloon with 36 seats, a lavatory and an entrance vestibule. The dining saloon featured tables with loose chairs, the central gangway allowing two aside seating each side so there were four chairs at each table. The bay at the vestibule end had the lavatory compartment to one side with a single table for four opposite. Large sidelight windows were again fitted.

The kitchen equipment was all-electric with boilers and ovens using line voltage whilst grills, hotplates and refrigerators operated at 220 volts supplied by a dynamotor mounted below the underframe. This coach weighed 35 tons 7cwt and was to diagram No. 2571 being constructed by BRCW at Saltley. It was marshalled with the kitchen end at the centre of the unit.

 

4 RES in service

The units were put to work as intended on the Waterloo ‑ Portsmouth via Guildford route from 1937, a few 4 RES MBTs being run-in coupled to 4 COR trailers prior to the commencement of the full electric service. Three units were withdrawn during the war after enemy action damage and another was converted to 4 BUF in 1956. The remaining fifteen units continued in service until January 1964, although three units had their restaurant cars converted to griddle cars in 1962. From about 1963, electrical codes were allocated to each vehicle, these are shown below.

From 4th January 1964, a stock reshuffle brought nine 4 BUF units to the Waterloo ‑ Portsmouth route to replace the surviving 4 RES units, although the three griddle car units, now reclassified 4 GRI, remained on this route. The twelve remaining 4 RES units were sent for short‑term storage (three at Ford, three at Peckham Rye and six at Haywards Heath) before working to Lovers Walk where their kitchen cars were removed and withdrawn; being replaced by a former 6 PUL Pullman car (5 units) or a former 6 PAN trailer second (7 units). These units were then reclassified as 4 PUL or 4 COR(N) and were used on Victoria ‑ Littlehampton services. They only had short lives in this form and from 1965 they were further reformed to standard 4 COR formations using further ex 6 PUL and 6 PAN vehicles, and were reclassified as 4 COR and renumbered as units 3159 ‑ 3168. The withdrawn kitchen cars were worked to Strawberry Hill where their motor generator sets were recovered for subsequent use in new 4 BIG buffet cars, prior to disposal.

 

4 RES Demise and Withdrawal

Following withdrawal from 25th January 1964 at Lovers Walk, all the kitchen cars were worked to Strawberry Hill for stripping and the motor generator sets were required for the new buffet cars being built for 4 BIG units. They were then stored; some at Micheldever (12603/07/11/12/14/18), the others remaining at Strawberry Hill (12601/04/08/10/16/19).

All were subsequently moved to Newhaven during July and August 1964 for scrapping, but as breaking was about to cease there the Micheldever train was later moved to Hassocks during November 1964. Final disposal to South Wales scrap dealers was from Micheldever. The body of 12607 was broken-up (probably also at Newhaven) although the underframe returned to Micheldever.

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Formation of 4 RES Units 3054 to 3072

Unit no.

Diag no.

MBT

2114

TRT

2571

TFK

2505

MBT

2114

Reclassified as

See unit

Notes

Code

A-1A

BC

BD

A

 

 

 

3054

11139

11177

12619

Clara

12248

11140

4 PUL

3054

 

3055

11142

12610

Gwladys

12246

11141

4 PUL

3055

 

3056

11143

12609

12605

12245

11828 1

11245

11144

4 GRI

3086

1 Diagram 2309, Code BA (4 COR TCK).

3057

11145

12611

Elinor

12247

11146

4 PUL

3057

 

3058

11147

12606

12234

11148

Withdrawn

 

War damage

3059

11149

12612

Enid

12250

12242

11172

4 PUL

3059

 

3060

11151

12615

12249

11152

Withdrawn

 

War damage

3061

11153

12607

Ethel

12233

11154

4 PUL

3056

 

3062

11155

12616

10034

12235

11156

4 COR(N)

3065

 

3063

11157

12617

12232

11158

Withdrawn

 

War damage

3064

11159

12601

10045

12236

11160

4 COR(N)

3066

 

3065

11161

11202

12605

12602

12237

11163

 

4 GRI

3087

 

3066

11163

12604

10033

12238

11164

4 COR(N)

3066

 

3067

11165

12608

10046

12239

11166

4 COR(N)

3067

 

3068

11167

12602

12609

12240

11168

4 GRI

3088

 

3069

11169

12603

12602

12603

10042

12241

11170

4 COR(N)

3069

 

3070

11171

12614

10041

12242

12250

11172

11229

4 COR(N)

3070

 

3071

11173

12618

10044

12243

11174

11175

11174

4 COR(N)

3071

 

3072

11175

12613

12244

11176

4 BUF

 

See 4 BUF notes

 

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Individual Unit Notes 3054 ‑ 3072

3054

MBT 11139 exchanged with 11177 (ex 3130) Dec‑45 after war damage repairs, (details, date and location unknown). TRS 12619 withdrawn 25‑Jan‑64 and to Strawberry Hill for stripping and scrapped at Newhaven Aug‑64. 12619 replaced by Pullman car Clara (ex 3020) and unit reclassified as 4 PUL.

3055

TRS 12610 withdrawn 25‑Jan‑64 and to Strawberry Hill for stripping and scrapped at Newhaven Aug‑64. 12610 replaced by Pullman car Gwladys (ex 3017) and unit reclassified as 4 PUL.

3056

TRS 12609 to Eastleigh Apr-61 and extensively modified as a prototype Griddle Car and to 3068 when released Jan‑62. Remainder of unit stored out of use as three-car at Gatwick from 11-May-61, although used in traffic as a six-car train with similarly reduced 3068 from Oct‑61. TFK 12245 slightly damaged c.Jan‑62 and replaced by TCK 11828 (ex 3138), unit still running as 3-car coupled to 3138 (now also a three-car). Griddle 12605 (ex 3065) completed Nov‑62 and TCK 11828 returned to 3138 and replaced by ‘own’ 12245 (ex repairs); unit back to traffic as 4 RES. Unit reclassified as 4 GRI from 4‑Jan‑64 and renumbered 3086.

3057

TRS 12611 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, to Micheldever for store and scrapped by G Cohen Ltd, Morriston c.Aug-66. 12611 replaced by Pullman car Elinor (ex 3004) and unit reclassified as 4 PUL.

3058

Unit damaged by fire due to enemy action at Hampton Court 8‑Dec‑40 and withdrawn 25‑Dec‑40 and TFK 12234 and TRT 12606 both withdrawn and bodies scrapped. Both MBTs damaged but repaired by Sep‑41 and 11147 to 3116, 11148 to 3073 and unit deleted. Underframe of TRT 12606 used as basis of Viaduct Inspection vehicle DS3188 from 11‑50. Underframe of TFK 12234 used as basis of ship's gangway carrying vehicle 080335 at Southampton Docks from May‑54.

3059

Unit damaged by fire due to enemy action at Hampton Court 8‑Dec‑40. MBT 11150 to 3116 from May‑41. TFK 12250 to 3070. Replaced by 11172 and 12242 (both ex 3070). TRS 12612 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, to Micheldever for store and scrapped by G Cohen Ltd, Morriston c.Aug‑66. 12612 replaced by Pullman car Enid (ex 3014) and unit reclassified as 4 PUL.

3060

Unit destroyed by enemy incendiaries at Portsmouth Harbour 10‑Jan‑41 and all coaches withdrawn 26‑Mar‑41 when remains scrapped. The underframes of 11152 and 12249 were salvaged and taken to Lancing but later cut-up there. Both MBTs replaced by new construction Oct‑46, 11151 and 11152 both to ‘new’ unit 3157.

3061

TRS 12607 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, bodywork scrapped by Aug‑65 (probably at Newhaven?) and underframe stored for possible departmental use at Micheldever though not so used, (eventual disposal unknown, coach deleted from records 12‑Jul‑68, possibly cut-up at Micheldever or to Bird Group, Long Marston?). Replaced by Pullman car Ethel (ex 3018) and unit reclassified as 4 PUL and renumbered 3056.

3062

TRS 12616 withdrawn 25‑Jan‑64 and stripped at Strawberry Hill and scrapped at Newhaven Aug‑64. 12616 replaced by 6 PAN TSK 10034 (ex 3027) and unit reclassified as 4 COR(N) and renumbered 3065.

3063

Unit badly damaged by V1 blast at Wimbledon Park 29‑June‑44 and deleted 5‑Aug‑44. MBT 11157 and body of TRT 12617 scrapped, MBT 11158 repaired Jan‑46 also TFK 12232 rebuilt as composite and renumbered 11861 May‑45, both these vehicles to ‘new’ unit 3158. MBT 11157 replaced by new construction Sep‑46 and to unit 3144. Underframe of TRT 12617 used as basis of Viaduct Inspection vehicle DS3187 from Nov‑50.

3064

TRS 12601 withdrawn 25‑Jan‑64 and stripped at Strawberry Hill and scrapped at Newhaven Aug‑64. Replaced by 6 PAN TSK 10045 (ex 3033) from 19‑Jan‑64 and unit reclassified as 4 COR(N) and renumbered 3068.

3065

Unit new to traffic 9‑Jun‑37. MBT 11161 damaged in collision with 3142 at Wimbledon Park Jan‑45 and to 3142 after repairs at Eastleigh. Replaced by 11202 (ex 3142). TRS 12605 to Eastleigh about Jun‑61 and extensively modified as Griddle Car and to 3056 when released Nov‑62. 12605 replaced by similarly modified 12602 (ex 3068 via 3069) Apr‑62. Unit reclassified as 4 GRI from 4‑Jan‑64 and renumbered 3087.

3066

TRS 12604 withdrawn 25‑Jan‑64 and stripped at Strawberry Hill and scrapped at Newhaven Aug‑64. Replaced by 6 PAN TSK 10033 (ex 3027) and unit reclassified as 4 COR(N).

3067

TRS 12608 withdrawn 25‑Jan‑64 and stripped at Strawberry Hill and scrapped at Newhaven Aug‑64. Replaced by 6 PAN TSK 10046 (ex 3033) and unit reclassified as 4 COR(N).

3068

Unit to Lancing for overhaul about May‑61 and TRS 12602 removed and to Eastleigh and extensively modified as Griddle Car and to 3069 briefly when released c.Feb‑62 though then to intended unit 3065 Apr‑62. Remaining three cars of 3068 stored at Gatwick from 23‑Jul‑61, though used briefly in traffic with similarly reduced 3056 in Oct‑61. 12602 replaced by similarly modified 12609 (ex 3056) from Jan‑62. Unit reclassified as 4 GRI from 4‑Jan‑64 and renumbered 3088.

3069

TRS 12603 temporarily replaced by newly converted Griddle car 12602 (ex 3068) from c.Feb‑62 until Apr‑62 when 12602 to intended unit 3065 and 12603 back to formation. TRS 12603 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, stored at Micheldever before moving to Newhaven Aug‑64 and taken to Hassocks by Nov‑64. Coach then moved to Andover but spent a period back at Micheldever c.Aug‑65 before returning to Andover by Jul‑66. Moved to Salisbury 21‑Jul‑66 and taken for scrapping to G Cohen Ltd, Morriston from there 28‑Jul‑66. 12603 replaced by 6 PAN TSK 10042 (ex 3031) and unit reclassified as 4 COR(N).

3070

MBT 11171 and TRT 12614 both damaged in buffer stop collision at Waterloo 26‑Aug‑39. Unit damaged by fire due to enemy action at Hampton Court 8‑Dec‑40 and MBT 11172 and TFK 12242 both to 3059 after repairs. Replaced by MBT 11229 (ex 3073) and TFK 12250 (ex 3059). TRS 12614 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, stored at Micheldever and scrapped by G Cohen Ltd, Morriston c.Aug‑66. 12614 replaced by 6 PAN TSK 10041 (ex 3031) and unit reclassified as 4 COR(N).

3071

MBT 11174 damaged (where?) Jul‑55 and temporarily replaced by 11175 (ex 3072) until Oct‑55. TRS 12618 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, stored at Hassocks and Micheldever thence Internal User as an office at Hither Green MPD May‑65, eventually cut-up on site about 16‑Sep‑66. 12618 replaced by 6 PUL TSK 10044 (ex 3014). This was an original 6 PAN vehicle ex 3032. Unit reclassified as 4 COR(N).

3072

TRT 12613 damaged by fire Jun‑54 and unit reduced to a three car until 12613 repaired and replaced in unit from 14‑Jan‑56. Unit out of use Jul‑54 to Aug‑54 and TFK 12244 used in 6 PUL 3007 at this time, and again out of use from Jul‑55 to Oct‑55 when MBT 11175 used in unit 3071. TRT 12613 now converted to a 36 seat cafeteria car with the former kitchen end unchanged and the dining saloon altered to a 5½ bay area with loose chairs at tables arranged two-aside each side of the central gangway with the odd ½ bay at the inner end of the coach, and unit reclassified as 4 BUF from 3‑56 although it was non-standard in layout and seating capacity. The diagram No. of 12613 was amended to 2602 following rebuilding.

[See also 4 BUF section].

 

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4 BUF Units 3072 ‑ 3085

Numbered 3073 ‑ 3085, the thirteen 4 BUF units were delivered in 1938 between May and July when they were introduced into service.  These units comprised two motor brake thirds (identical to those in the 4 RES and 4 COR units) a buffet car (seating unclassified) and a trailer composite.

Each 4 BUF unit was 264' 6" long and weighed 162¾ tons and had a total seating capacity of 30 first and 128 third plus 26 unclassified seats in the buffet car. The units were constructed at Eastleigh works and released to traffic from May 1938, units 3073 ‑ 3079 dated May 1938 and 3080 ‑ 3085 dated June 1938.

 

The Buffet Cars

The buffet car consisted of a vestibule with outward opening doors each side, kitchen area, bar area with ten column mounted stools arranged along a counter, a dining saloon with sixteen chairs (arranged as four chairs around four specially shaped tables) a partition with double swing doors leading to a further vestibule again with entrance doors each side and two lavatories (one either side of a central corridor). The coach had no windows in the bar area, only a small sliding ventilator behind the counter area, and weighed 37 tons 2cwt. It was to diagram No. 2601.

The buffet car was marshalled with the kitchen end against the motor coach and the corridor past the kitchen was to the nearside when that motor coach was leading in direction of travel. A swing door was located in the corridor past the kitchen area. Ten stools along the bar were located against an arc in the bar counter so each customer had their own arc. The tables were similarly shaped with four arcs in each with the chairs suitably located, each table being located against a large sidelight window and provided with a table lamp.

There were four large sidelight windows along the corridor side of the coach, unevenly spaced with two along the corridor past the kitchen, the other two by the tables in the dining saloon. Only one of these originally had a two piece sliding vent above, this being the one nearest the kitchen area. Later the two at the saloon end were modified with BR style sliding ventilators. Partitions and decorative wall mouldings in the coach replicated the ‘arc’ theme of the tables and bar counter. Power for the kitchen equipment was provided by a motor generator set mounted below the underframe.

The buffet cars were staffed by crews from the Pullman Car Company Limited with stores loaded at Bognor and Victoria. Due to wartime restrictions, the buffet cars were removed from all units for the period from 22nd May 1942 until 7th January 1946 when all refreshment facilities were suspended, and the units operated as three-car sets. The buffet cars were stored on the Crystal Palace (High Level) branch for some time.

 

Trailer Composite

The trailer composite was to the same internal layout as those in the 6 PUL units with a side corridor joining five 7' 1¾" wide first and three 6' 3" wide third class compartments with a lavatory at each end; seating 30 first and 24 third class passengers. It weighed 32½ tons and was to diagram No. 2309.

Each compartment had its own access door on the non-corridor side, whilst there were five doors along the corridor side. These were located unevenly along the coach; one opposite the partition of the first and second first-class compartments, one opposite the doorway of the centremost compartment and one opposite the partition of the fourth /fifth first-class compartments (three in total) as well as two more doors opposite each of the partitions of the third-class compartments. A swing door in the corridor separated the first and third class sections of the coach. Smoking in first-class was allowed in the first compartment at the end of the coach and the two at the other end of the group of five compartments, whilst only the centremost of the three third-class compartments was non-smoking.

 

4 BUF Unit 3072

After conversion from a 4 RES unit in 1956, unit 3072 now reclassified as a 4 BUF remained non‑standard with the other units as the cafeteria car seated 36 in unclassified seats and the former dining first now seated 42 first-class as the original dining area was now regarded as ordinary first class seating. The unit therefore seated 42 first, 104 second and 36 buffet. The buffet car weighed 35 tons so 3072 weighed 160¾ tons overall. It remained working on the Waterloo ‑ Portsmouth route.

 

4 BUF Liveries

When delivered the buffet cars were painted in the lighter ‘Malachite’ green livery, the remaining three coaches being the normal darker olive green colour and a large ‘Southern’ legend at sliding vent height, with ‘Buffet Car’ below at waist height were painted on the windowless area of the coach. However, the buffet cars were later painted olive green to match the remainder of the unit. Dates for these repaints are sought!

Units were painted green when new, repaints from January 1964 having a small yellow warning panel added on the corridor end, but from January 1967 were repainted into all-over blue with full yellow ends, unit 3078 receiving the intermediate livery of blue ends with small yellow panel, though it was painted blue again and became standard in May 1969. Unit 3076 was the last in green livery, being painted blue in August 1969.

 

4 BUF Demise and Withdrawal

The units remained in service on the Mid-Sussex line route to Portsmouth and saw lesser use on the main Brighton line, units receiving their routine maintenance at Streatham Hill, but from 4th January 1964 nine units (3073‑78/80‑82) were displaced by 4 BEP units and transferred to the Waterloo ‑ Portsmouth route displacing the twelve surviving 4 RES units, though working alongside the three 4 GRI units and non‑standard cafeteria car unit 3072. They remained in service on this line until withdrawal and replacement by new 4 BIG units in 1970‑1, now being based at Fratton depot for maintenance although some work was also undertaken at Wimbledon Park.

However, three units (3083‑85) remained on the Central Division for use in business trains. Eight units were withdrawn in November 1970 upon introduction of new 4 BIG units though 3082/3 were out of use by 10th October 1970, and 3072 and the three 4 GRI units then moved to the Central division. The four surviving Central units (3075/7/80/5) moved to the South Western where they remained in traffic as non-buffet units on the Reading line until the end of January 1971 when all were stored at Wimbledon Park until withdrawal in March 1971. The last catering services using ‘Portsmouth’ stock ceased on 30th April 1971 and 3072 was then stored at Gatwick along with 4 GRI units 3086‑8. These four were withdrawn officially from 20th November 1971. Withdrawn units were stripped of equipment at Selhurst Repair Shop prior to disposal.

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Formation of 4 BUF Units 3054 to 3072

Unit no.

Diag no.

MBT

2114

TRB

2602

TCK

2505

MBT

2114

Withdrawn

Notes

Code

A

BC-1A

BD

A-1A

 

Codes allocated from c.1963

3072

11175

12613

12244 *

11176

20-Nov-71

Ex 4 RES in 1956

* TFK

Code

A-1A

BE

BA

A

 

Codes allocated from c.1963

3073

11120

11121

12518

12519

11846

11229

11148

11122

21-Nov-70

 

Code

A

BE

BA

A-1A

 

Codes allocated from c.1963

3074

11232

11213

11172

12519

100712

12518

11847

11231

21-Nov-70

2 Diagram 2009, Code BB (4 COR TSK).

3075

11234

12520

11848

11233

13-Mar-71

 

3076

11236

12521

11849

11235

21-Nov-70

 

3077

11238

12522

11850

11237

13-Mar-71

 

3078

11240

12523

11851

11856

11239

11249

11145

21-Nov-70

 

3079

11242

12524

11852

11241

30-Nov-63

 

3080

11244

11250

12525

11853

11243

13-Mar-71

 

3081

11246

11177

12526

11854

11245

21-Nov-70

 

3082

11248

12527

11855

11247

11206

21-Nov-70

 

 

 

Unit no.

Diag no.

MBT

2114

TRB

2601

TCK

2309

MBT

2114

Withdrawn

Notes

Code

A

BE

BA

A-1A

 

Codes allocated from c.1963

3083

11250

11112

11205

12528

11856

11851

11249

11191

21-Nov-70

 

3084

11252

12529

11857

11251

21-Nov-70

 

3085

11254

12530

11858

11253

13-Mar-71

 

 

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Individual Unit Notes 3072 ‑ 3085

3072

Unit non-standard in formation, weight and seating capacity as included TFK instead of TCK and seated 42 first, 104 second and 36 buffet. TRS 12613 now converted to a 36 seat cafeteria car with the former kitchen end unchanged and the dining saloon altered to a 5½ bay area with loose chairs at tables arranged two‑aside each side of the central gangway with the odd ½ bay at the inner end of the saloon. The Diagram No. of the TRB was amended to 2602 and the unit then weighed 160¾ tons.

Unit ran temporarily in late 1956 with Pullman car Brenda (ex 3013) for bogie trials in connection with the bogie replacement programme for the 6 PUL and 5 BEL units, the unit making a test run from Lancing to Redhill on 2nd November 1956 in this formation.

Despite the non‑standard features, this unit outlasted the other 4 BUF units and was withdrawn along with the three 4 GRI units 20‑Nov‑71 as the last remaining catering ‘Portsmouth’ stock, though the last use of all four of these units was in May-71.

Unit then stored briefly at Ford then moved to Gatwick from 8‑May‑71 for almost a year until 5‑May‑72 when taken to Selhurst for stripping and three coaches sold for scrapping at T. W. Ward, Beighton, moving from Norwood Yard 24‑Jun‑72.

TRB 12613 sold for use as a Transport Cafe in goods yard at Wood Lane, Shepherds Bush from 17-Jun-72, moving from Norwood Yard to Sterne Street 27‑Sep‑72, believed scrapped in 1974 following fire damage.

[See also 4 RES section].

3073

Unit damaged by enemy incendiaries at Streatham Hill 28‑Sep‑40 and three coaches badly burnt. TRB 12518 withdrawn 11‑Dec‑40 and body scrapped with underframe being used as basis for ship's gangway carrying vehicle at Southampton Docks from May‑54. This vehicle later allocated ‘Internal User’ number IU080336. (possible this vehicle still exists at the Swanage Railway?).

MBT 11229 and TCK 11846 damaged but repaired and 11229 to 3070 and replaced by 11148 (ex 3058) from 1‑Sep‑41. Unit ran as 3 COR until insertion of TRB 12519 (ex 3074) from Dec‑46, when unit reverted to 4 BUF.

Unit defective and TRB 12519 used briefly in 3144 during May-57.

Unit withdrawn 21‑Nov‑70 and both MBSs 11148 and 11230 to 3121. Replaced by MBSs 11121 and 11122 (ex 3121) and unit sent for storage at Micheldever, arriving 12‑Feb‑71 with both MBSs moved for scrapping 11‑May‑71 to T. J. Thompson, Stockton from there. TRB 12519 and TCK 11846 both to Hoo Jct c.16‑Mar‑71 from Oatlands Siding where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11846 then being used for basis of long-welded-rail carrying wagon DB975521. Underframe of 12519 not so used and cut-up at Tonbridge West Yard by 20‑Jan‑73.

3074

Unit damaged by enemy action (date & location unknown) and after repairs MBT 11232 to ‘new’ unit 3156 from Jul‑46. TRB 12519 to 3073 from Dec‑46. 11232 replaced by 11213 (ex 3148) and unit ran as 3 COR until made up to 4 COR May‑46 with new TTK 10071, this vehicle built to replace war losses and transferred to ‘new’ 3117 Nov‑46.

A new 12518 built Oct‑48 when unit reverted to 4 BUF.

Unit in collision with 6 PUL 3009 at Lovers Walk 10‑Sep‑64 and 11213 wrecked and withdrawn 27‑Aug‑66, (probably broken-up at Lovers Walk). Replaced by 11172 (ex Push-Pull tests; formerly in 3059).

Unit withdrawn 21‑Nov‑70 and initially stored at Barnham prior to stripping at Selhurst before moving to Micheldever (arriving 10‑Feb‑71) for storage; both MBSs 11172 and 11231 moved for scrapping 11‑May‑71 to T. J. Thompson, Stockton from there.

TRB 12518 and TCK 11847 both to Hoo Jct c.16‑Mar‑71 (from Oatlands Siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11847 then being used for basis of long-welded-rail carrying wagon DB975520. Underframe of 12518 not so used and stored in Battersea Yard from Dec‑71, moving to Tonbridge West Yard for cutting up by 3‑Jan‑72.

3075

Unit new to traffic 23‑May‑38. Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings before moving to Selhurst for stripping 30‑Jun‑71. After stripping unit stored at Micheldever and moved for scrapping from there 27‑Sep‑71 to A King Ltd, Wymondham.

3076

Unit withdrawn 21‑Nov‑70 and after stripping at Selhurst sent for storage at Micheldever arriving 12‑Feb‑71, both MBSs moved for scrapping 11‑May-71 to T. J. Thompson, Stockton from there.

TRB 12521 and TCK 11849 both to Hoo Jct c.16‑Mar‑71 (from Oatlands siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11849 then being used for basis of long-welded-rail carrying wagon DB975522. Underframe of 12521 not so used and stored in Battersea Yard from c.Jan‑72 moving to Tonbridge West Yard for cutting up by 19‑May‑73.

3077

Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings before moving to Selhurst for stripping 7‑May‑71, thence hauled to Gatwick 10‑Jul‑71 for storage. Unit moved to Channelsea Jct Sep‑71 and from there to Whitemoor Yard 1‑Oct‑71 and forward for scrapping to A King Ltd, Wymondham arriving Dec‑71.

3078

Unit damaged by enemy bombing at Bognor 11‑Apr‑41 and MBT 11239 and TCK 11851 badly affected. After repairs MBT 11239 to 3150 from Apr‑45, TCK 11851 to 3083 from Aug‑43. Replaced from May‑41 by 11249 and 11856 (both ex 3083). At some stage, unit had the ten stools along the bar area in TRB 12523 removed, reducing the seating capacity by ten to sixteen, overall unit capacity now being 30 first, 128 second and 16 buffet.

Unit ‘ran‑away’ in Selhurst Depot 17‑Aug‑70 and MBS 11240 damaged in collision with depot wall. Unit withdrawn 21‑Nov‑70 and MBS 11249 to 3163 and exchanged with defective 11145 and after stripping at Selhurst unit to Micheldever for storage arriving 21‑Sep‑70. Both MBSs to Eastleigh 11‑Dec‑70 but returned to Micheldever 18‑Feb‑71.

Both MBSs 11145 and 11240 moved for scrapping 11‑May‑71 to T. J. Thompson, Stockton from there. TRB 12523 and TCK 11856 both to Hoo Jct c.16‑Mar‑71 (from Oatlands siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11856 then being used for basis of long-welded-rail carrying wagon DB975523. Underframe of 12523 not so used and stored in Battersea Yard from c.Dec‑71 moving to Tonbridge West Yard for cutting up by 14‑Oct‑72.

3079

Unit in collision with 6 PAN 3023 in New Cross Gate sidings 27‑Sep‑62 and MBS 11242 and TRB 12524 badly damaged; unit to Micheldever for storage by Dec‑62. Both vehicles were subsequently withdrawn, 11242 scrapped at Eastleigh Jun‑63, 12524 to Eastleigh for repairs but deemed beyond economic repair and probably scrapped there Dec‑64 (coach deleted from records 2 W/E 19‑Dec‑64). Unit deleted from 30‑Nov‑63. MBS 11241 and TCK 11852 repaired by Oct‑63 and stored at Micheldever until both to 3134 from Apr‑64.

3080

Unit damaged by enemy action during 1942 (date & location unknown) and after repairs MBT 11244 to 3101 from Dec‑44. Replaced by 11250 (ex 3083).

MBS 11243 collision damaged (where?) Sep‑62 but repaired.

Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings before moving to Selhurst for stripping 7‑May‑71 thence hauled to Gatwick 10‑Jul‑71 for storage. Unit moved to Channelsea Jct Sep‑71 thence to Whitemoor Yard 1‑Oct‑71 and forward for scrapping to A King Ltd, Wymondham arriving Dec‑71.

3081

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

MBS 11246 damaged in collision with 3161 at Wimbledon Park late 1968 and exchanged with 11177 (ex 3161).

Unit withdrawn 21‑Nov‑70 and initially stored at Barnham prior to stripping at Selhurst, thence moving to Micheldever arriving 10‑Feb‑71 for storage with both MBSs 11177 and 11245 moved for scrapping 11‑May‑71 to T. J. Thompson, Stockton from there.

TRB 12526 and TCK 11854 both to Hoo Jct c.16‑Mar‑71 (from Oatlands Siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11854 then being used for basis of long-welded-rail carrying wagon DB975525. Underframe of 12526 not so used and stored in Battersea Yard from c.Dec‑71 moving to Tonbridge West Yard for cutting up by 19‑May‑73.

3082

Unit damaged by enemy bombing at Bognor 11‑Apr‑41 and MBT 11247 badly affected, after repairs to ‘new’ unit 3158 from Jan‑46. Replaced c.May‑41 by 11206 (ex 3144).

Unit out of use from 10‑Oct‑70 and stored at Ford from 17‑Oct‑70. Unit withdrawn 21‑Nov‑70 and moved to Gatwick 8‑May‑71 for further storage. Unit to Selhurst for stripping 2‑Dec‑71 and moved for scrapping Jan‑72 from Norwood Yard to A King Ltd, Wymondham.

3083

Unit damaged by enemy bombing at Bognor 11‑Apr‑41 and MBT 11250 and TRB 12528 badly affected but repaired. MBT 11249 and TCK 11856 both to 3078 from May‑41. MBT 11250 to 3080 after repairs. Replaced by MBT 11112 (ex 3116), TCK 11851 (ex 3078), MBT 11191 (ex 3137) from Aug-43.

Unit out of use from 10‑Oct‑70 and stored at Ford from 17‑Oct‑70. Unit withdrawn 21‑Nov‑70 and moved to Gatwick 8‑May‑71 thence on to Wimbledon Park 15‑May‑71 for stripping. MBS 11112 to 3144 from 12‑Jun‑71 and exchanged with damaged 11205. Unit then moved to Micheldever 15‑Jul‑71 before moving (21‑Sep‑71) for scrapping to A King Ltd, Wymondham.

3084

Unit withdrawn 21‑Nov‑70 and moved to Gatwick 8‑May‑71 for further storage. Unit to Selhurst for stripping 2‑Dec‑71 where TRB 12529 removed, remaining three coaches moved for scrapping Jan‑72 from Norwood Yard to A King Ltd, Wymondham.

TRB 12529 claimed as part of the National Collection (officially from 3‑Jun‑72) and later (after a period in store at Preston Park) moved to York 3‑Dec‑77, thence to the Nene Valley Railway in 1978 for storage and restoration.

TRB 12529 later damaged by fire at Wansford 20‑Oct‑78 during restoration work, remains stored and sold to Sail & Steam in 1994 for restoration but this organisation went into liquidation and coach remained at Wansford. Residual asbestos removed and coach reduced to an underframe only by Feb‑07. This believed cut-up during Nov-10.

3085

Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings, unit moved to Selhurst for stripping 30‑Jun‑71. After stripping unit stored at Micheldever and moved for scrapping from there 27‑Sep‑71 to A King Ltd, Wymondham.

 

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4 COR Units 3101 ‑ 3158

The original 4 COR units were built in two batches, one of twenty-nine units to run with the 4 RES units for the Portsmouth No. 1 extension and a second of twenty-six units to run with the 4 BUF units for the Portsmouth No. 2 extension. Both batches of units were identical and the first were completed between February and July 1937; the later batch between January and April 1938 (these having the nearside power jumpers fitted from new).

All units were constructed at Eastleigh works and consisted of two motor brake thirds, a trailer composite and a trailer third. The motor coaches and TCK were identical to those already described in the 4 BUF units.

These units therefore weighed 158¼ tons and seated 30 first and 196 third class passengers. The first class section of the TCK was marshalled at the centre of the unit and the corridor was to the same side as that in the TTK.

 

Trailer Corridor Thirds

Built to diagram No. 2009, the TTK was to the same internal layout as those in the earlier 6 PAN and 6 PUL sets and had eight full compartments 6' 3" wide and a coupe compartment 4' 4½" wide seating four, linked by a side corridor with a lavatory at each end. It weighed 32 tons 13cwt and seated 68 third (later second) and was marshalled with the coupe compartment against the motor coach. Accordingly the corridor was on the nearside when the adjacent motor coach was leading. Smoking was allowed in the coupe and three adjacent compartments and also in the three at the other end of the coach.

 

4 COR units in Service

Routine maintenance was carried out alongside their sister 4 RES and 4 BUF units at Fratton, Wimbledon Park, Streatham Hill and later Lovers Walk depots.

Four units were destroyed during the war and were replaced afterwards by new construction, along with a further three units made up from damaged vehicles and new construction to replace the three 4 RES units lost to war damage. The units were numbered 3101 ‑ 3155, with 3156 ‑ 3158 as the extra units formed after the war.

In 1966 an additional ten units were formed using former 4 RES unit motor coaches and former 6 PUL/PAN trailers, numbered 3159 ‑ 3168.

 

4 COR Liveries

From January 1964, repainted units gained a small yellow warning panel on the corridor end of the cabs, unit 3122 being amongst the first SR units so treated.

Units were repainted into all-over blue livery from June 1966 starting with 3124. The first eleven units (nos. 3103/08/10/14/21/24/32/33/34/47/52) had the intermediate version with blue ends and small panel; all these were painted blue a second time with full yellow ends.

Unit nos. 3109/12/25/27/40 had the yellow area wrap further round onto the bodysides when painted blue.

Unit 3116 received full yellow ends with green livery after collision repairs during 1965; units 3111/23/31/42/49 also carried this scheme.

Unit 3118 was the last to run in all-over green livery in February 1970 and 3116 the last green with yellow ends until November 1970.

 

4 COR Demise and Withdrawal

Units were displaced off the Mid-Sussex line in January 1964 by 4 CEP and 4 BEP stock, the displaced units seeing more use on other Central Division routes as the Brighton 6 car units began to be withdrawn for disposal. Delivery of new 4 CIG and 4 BIG units for the Portsmouth line saw further units displaced; these being then used on the Reading line from October 1970 and ‘Coastway’ routes from Brighton (in turn displacing 2 BIL and 2 HAL stock for withdrawal).

Subsequent batches of 4 CIG and 4 VEP units were then ordered to allow replacement of the 4 COR units themselves, their last ‘Main Line’ duties following timetable changes from 1st May 1971 being a few trips on the Brighton line:

06.45 West Worthing to Victoria.

08.03 Hove to London Bridge.

09.28 Victoria to Brighton.

17.41 London Bridge to Littlehampton.

Units began to be withdrawn during the latter part of 1971 following further deliveries of 4 CIG and 4 VEP units and this continued into 1972, with units being removed from Reading line workings from 3rd January 1972. A few 4 VEP units (7825 ‑ 7828) displaced 2 HAP units onto the East Coastway allowing further 4 COR units to be withdrawn from 5th August 1972 and they were only used irregularly on the West Coastway route after this date. The remaining units then surviving on the East Coastway were replaced from 30th September 1972 and three units were then retained in working order for a farewell special on 9th December 1972 thence withdrawn.

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Formation of 4 COR Units 3101 to 3158

The following table lists new dates (where known), unit formations, post war replacement units and withdrawal dates. Also code for scrap dealer and date (where units disposed of as complete 4 car sets). Electrical codes allocated to each vehicle from about 1963 are also shown.

 

Unit no.

Diag no.

New

MBT

2114

TTK

2009

TCK

2309

MBT

2114

Withdrawn

Scrapped

Notes

Code

 

A-1A

BB

BA

A

 

 

Codes from c.1963

3101

Feb-37

11081

10055

11791

11082

11244

1-Jan-72

May-72 W

 

3102

Feb-37

11083

10056

11792

11084

14-Oct-72

May-73 N

 

3103

Feb-37

11085

10057

11793

11086

6-May-72

May-73 N

 

3104

Feb-37

11087

10058

11794

11088

6-May-72

Nov-72 C

 

3105

Feb-37

11089

10059

11795

11751 3

11090

8-Apr-72

Nov-72 C

3 Former 6 PUL TCK, Code BA‑1A

3106

Feb-37

11091

10060

11796

11092

6-May-72

Nov-72 C

 

3107

Feb-37

11093

10061

11797

11094

1-Jan-72

May-72 W

 

3108

Feb-37

11095

10062

11798

11096

14-Oct-72

May-73 W

 

3109

Feb-37

11097

10063

11799

11098

14-Oct-72

May-73 W

 

3110

Feb-37

11099

10064

11800

11100

11-Sep-71

Jan-72 N (2)

 

3111

Feb-37

11101

10065

11801

11102

6-May-72

Nov-72 C

 

3112

Feb-37

11103

10066

11802

11839

11104

11216

1-Jan-72

Jul-72 F

 

3113

Feb-37

11105

10067

11803

11106

1-Jan-72

May-72 W

 

3114

Apr-37

11107

10068

11804

11108

6-May-72

Nov-72 C

 

3115

Apr-37

11109

10069

11805

11110

1-Jan-72

Jun-72 W

 

3116

Apr-37

11111

11147

11211

10070

11806

11112

11150

16-Dec-72

Feb-73 W

 

3117

Apr-37

11113

10071

11807

11114

26-Mar-41

P’Hbr

Scrapped Portsmouth Harbour

3117

Nov-46

11118

10071

11809

11114

6-May-72

Jan-73 C

Post-war replacement unit

3118

Apr-37

11115

11133

10072

11808

11765 4

11116

5-Aug-72

Feb-73 W

4 Former 6 PUL TCK, Code BA‑1A

 

3119

Apr-37

11117

10073

11809

11118

26-Mar-41

P’Hbr

Scrapped Portsmouth Harbour

3119

Nov-46

11117

10073

11859

11192

6-May-72

May-73 C

Post-war replacement unit

3120

Apr-37

11119

10074

11810

11120

6-May-72

Nov-72 C

 

3121

Apr-37

11121

11230

10075

11811

11122

11148

9-Oct-71

Feb-72 B

 

3122

Apr-37

11123

10076

11812

11124

5-Aug-72

Jul-73 W

 

3123

Apr-37

11125

10077

11813

11819

11813

11126

11138

11126

16-Dec-72

Feb-73 W

 

3124

Apr-37

11127

10078

11814

 

11128

11034 5

11128

9-Oct-71

Feb-72 B

5 Former 6 PUL MBS

3125

Jul-37

11129

10079

11815

11130

1-Jan-72

See notes

 

3126

Jul-37

11131

10080

11816

11132

1-Jan-72

Jul-72 F

 

3127

Jul-37

11133

11194

10081

11817

11134

28-Feb-70

Jun-70 N (2)

 

3128

Jul-37

11135

10082

11818

11136

14 Oct-72

May-73 W

 

3129

Jul-37

11137

10083

11819

11813

11819

11138

11126

11138

6-May-72

Jan-73 C

 

3130

1-38

11178

10084

11820

11177

11139

6-May-72

See notes

 

3131

1-38

11180

10085

11821

11179

14-Oct-72

See notes

 

3132

1-38

11182

10086

11822

11181

11181

14-Oct-72

Feb-73 N

 

3133

1-38

11184

10087

11823

11183

6-May-72

Jan-73 C

 

3134

2-38

11186

11241

10088

11824

11852

11185

11195

1-Jan-72

See notes

 

3135

8-Feb-38

11188

10089

11825

11832

11187

11113

11187

23-Sep-72

See notes

 

3136

Feb-38

11190

10090

11826

11189

14-Oct-72

Feb-73 W

 

3137

Feb-38

11191

10091

11827

11192

4-Sep-40

(3 coaches)

 

3137

Jul-46

11113

11187

11113

10091

11827

111082

5-Aug-72

Sep-73 W

Post-war replacement unit

3138

Feb-38

11194

11133

11115

10092

11828

11808

11193

1-Jan-72

Jul-72 F

 

3139

Feb-38

11196

10093

11829

11195

11185

1-Jan-72

Jul-72 W

 

3140

Feb-38

11198

10094

11830

11197

6-May-72

Jan-73 C

 

3141

Feb-38

11200

10095

11831

11199

14-Oct-72

Feb-73 N

 

3142

3-Mar-38

11202

11161

10096

11832

11825

11201

16-Dec-72

See notes

 

3143

Mar-38

11204

10097

11833

11203

14-Oct-72

Feb-73 W

 

3144

Mar-38

11205

10098

11834

11206

12-Nov-41

(3 coaches)

 

3144

Sep-46

11257

10111

11834

11205

11112

9-Oct-71

Feb-72 B

Post-war replacement unit

3145

Mar-38

11208

11111

10099

11835

11207

14-Oct-72

Feb-73 W

 

3146

Mar-38

11210

10100

11836

11209

1-Jan-72

Jul-72 W

 

3147

Mar-38

11212

11171

10101

11837

11211

11147

1-Jan-72

Jul-72 F

 

3148

Mar-38

11214

11036 6

11214

10102

11838

11213

11208

4-Dec-71

Jun-72 W

6 Former 6 PUL MBS.

3149

Mar-38

11215

10103

11839

11802

11216

11104

1-Jan-72

See notes

 

3150

Mar-38

11218

11239

10104

11840

11217

1-Jan-72

Sep-72 F

 

3151

Mar-38

11220

10105

11841

11219

5-Aug-72

Jul-73 W

 

3152

Mar-38

11222

10106

11842

11221

1-Jan-72

Jul-72 F

 

3153

Mar-38

11224

10107

11843

11223

1-Jan-72

Jun-72 W

 

3154

Mar-38

11226

10108

11844

11225

14-Oct-72

Jul-73 W

 

3155

Mar-38

11228

10109

11845

11227

1-Jan-72

Jun-72 W

 

3156

Jul-46

11218

10098

11807

11232

1-Jan-72

Jul-72 F

Post-war 4 RES replacement unit

3157

Oct-46

11151

10112

11860

11152

1-Jan-72

Jul-72 W

Post-war 4 RES replacement unit

3158

Jan-46

11158

10110

11861

11824

11247

6-May-72

See notes

Post-war 4 RES replacement unit

 

 

Key letter codes for Scrap Dealers

B

Bird Group, Long Marston.

N

J. Cashmore Ltd, Newport.

C

G. Cohen Ltd, Morriston.

T

T. J. Thomson, Stockton.

F

T. W. Ward Ltd, Briton Ferry.

W

T. W. Ward Ltd, Beighton.

 

Back to top

 

Individual Unit Notes 3101 ‑ 3158

3101

Unit badly damaged by V1 blast at Wimbledon Park 29‑Jun‑44 and MBT 11082 withdrawn from 5‑Aug‑44. Replaced by 11244 (ex 3080) from Dec‑44. Underframe of 11082 converted to flat wagon for use in Ashford Works yard, numbered DS 107. A new 11082 built Jul‑46 and included in ‘new’ unit 3137. Possible that underframe of DS107 then used in repair of 11212 in 3147 during 1956.

Following withdrawal unit stored initially at Gatwick and moved to Selhurst for stripping 8‑Mar‑72. Moved for scrapping 13‑Apr‑72 from Norwood Yard.

3102

Following withdrawal unit stored initially at Ford before moving to Selhurst for stripping 20‑Jan‑73. After stripping unit moved to Micheldever before moving again (20‑Feb‑73) for scrapping.

3103

Following withdrawal unit stored initially at Lancing, moving to Gatwick 4‑Sep‑72 and on to Horsham 22‑Sep‑72. Unit to Selhurst for stripping c.11‑Nov‑72 and then hauled to Micheldever 17‑Jan‑73 for storage before moving again (20‑Feb‑73) for scrapping.

3104

Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit to Micheldever for storage 5‑Aug‑72. Moved for scrapping from there 14‑Nov‑72 to Salisbury, thence to Westbury 16‑Nov‑72, moving forward to Morriston shortly afterwards.

3104

Unit out of use by 8‑Mar‑72 and stored at Gatwick, moving to Selhurst for stripping where TCK 11795 exchanged with 11751 (ex 3165). Unit withdrawn 8‑Apr‑72 and after stripping unit moved to Clapham Junction on 10‑May‑72 thence on to Micheldever 27‑May‑72. Unit moved again (21‑Nov‑72) for scrapping.

3105

TTK 10060 damaged in buffer stop collision at Waterloo 26‑Aug‑39.

Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit to Micheldever for storage 5‑Aug‑72. Moved (14‑Nov‑72) for scrapping to Salisbury, thence on to Westbury 16‑11‑72, moving forward to Morriston shortly afterwards.

3107

Following withdrawal unit stored initially at Gatwick before moving to Selhurst for stripping 8‑Mar‑72. Moved for scrapping 13‑Apr‑72 from Norwood Yard.

3108

MBS 11095 experimentally fitted with roller blind route indicators in 1958, the first SR designed vehicle to be so fitted.

Following withdrawal unit stored initially at Lancing. After stripping unit moved to Brent Yard 30‑Mar‑73 and forward for scrapping 7‑Apr‑73 from there.

3109

Unit stored at Lancing from 29‑Sep‑72 and withdrawn 14‑Oct‑72. After stripping unit moved to Brent Yard 30‑Mar‑73 and forward for scrapping 7‑Apr‑73 from there.

3110

After stripping unit moved to Wimbledon Park and split‑up both trailers moved to Hoo Junction 4‑Nov‑71 where their bodies were broken-up and underframes used for basis of long-welded-rail carrying wagons, 10064 to DB975526 and 11800 to DB975527; conversion taking place at Stewarts Lane c.Nov‑71. Both MBSs moved to Micheldever for storage and moved for scrapping 17‑Jan‑72 from Basingstoke.

3111

Unit stored at Barnham from 30‑Apr‑72 and withdrawn 6‑May‑72. Moved to Selhurst for stripping c.21‑Jul‑72 thence hauled to Guildford for storage, moving to Woking 4‑Oct‑72 and on to Micheldever 7‑Oct‑72. Moved for scrapping 21‑Nov‑72 from there.

3112

Unit damaged by enemy action (probably at Fratton depot 12-Jun-41) with both MBT 11104 and TCK 11802 to 3149 from Dec‑41 after repairs. Replaced by 11216 and 11839 (both ex 3149) in Jul‑41.

Unit to Selhurst 3‑Jan‑72 for stripping and hauled to Micheldever 28‑Mar‑72 for storage. Moved for scrapping 17‑Jul‑72 from there.

3113

Following withdrawal unit stored initially at Gatwick before moving to Selhurst for stripping 4‑Apr‑72. Moved for scrapping 13‑Apr‑72 from Norwood Yard.

3114

Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit to Micheldever for storage 5‑Aug‑72. Moved 14‑Nov‑72 for scrapping from there to Salisbury thence on to Westbury 16‑11‑72, moving forward to Morriston shortly afterwards.

3115

Following withdrawal unit stored initially at Gatwick before moving to Selhurst for stripping 4‑Apr‑72 and storage in Norwood Yard. Moved for scrapping 10‑Jan‑72 from there.

3116

Unit damaged by enemy incendiaries at Fratton Depot 8‑Apr‑41 and MBT 11112 badly burnt out. MBT 11111 to 3145 c.May‑41, 11112 to 3083 Aug‑43 after repairs. Replaced by 11147 (ex 3058) Sep‑41 and 11150 (ex 3059) May‑41.

Unit propelled a stores van through buffers and wall at Durnsford Road Jun-65; MBS 11147 damaged and to 3147 from Jan‑67 after repairs. Replaced by 11211 (ex 3147) from Jul‑65.

Unit stored at Lancing from 30‑Sept‑72 until used for farewell rail tour 9‑Dec‑72 then to Barnham for store and withdrawn 16‑Dec‑72. After stripping at Selhurst unit stored at Crystal Palace before moving for scrapping 17‑Feb‑73 from there.

3117

Unit destroyed at Portsmouth Harbour by enemy incendiaries 10‑Jan‑41 and all coaches withdrawn 26‑Mar‑41 when remains were scrapped. Only the underframe of 11114 was salvaged and later cut-up (probably at Lancing in 1943). A new replacement unit was built in 1946 as follows:

                       MBT 11113 to new 3137 (Jul‑46).

                       TTK 10071 (May‑46).

                       TCK 11807 to ‘new’ 3156 (Jun‑46).

                       MBT 11114 (Nov‑46).

                       TCK 11809 (Nov‑46), original ran in 3119.

                       MBT 11118 (Nov‑46), original ran in 3119.

TTK 10071 used temporarily in 3074 from May‑46 until MBTs for 3117 ready Nov‑46.

Unit stored at Barnham from 30‑Apr‑72 and withdrawn 6‑May‑72. Unit moved to Ford for a while thence to Lancing before working to Selhurst 3‑Aug‑72 for stripping. Unit then hauled to Micheldever 14‑Aug‑72 for storage before moving for scrapping 9‑Jan‑73 from there.

3118

 

Unit damaged during 1969 (where?) and MBS 11115 and TCK 11808 both to 3138. Replaced Feb‑70 by 11133 (ex 3127 via 3138) and 11765 (ex 3161). Unit then weighed 161 tons 13cwt.

On withdrawal 5‑Aug‑72 unit to Lancing for initial storage, moving to Gatwick 2‑Sep‑72 and to Selhurst for stripping 22‑Sep‑72. Unit hauled to Hither Green for storage 24‑Oct‑72 before moving for scrapping 7‑Feb‑73 from there; though train spent a while at Brent Yard (forward from there ?‑Feb-73).

3119

Unit destroyed at Portsmouth Harbour by enemy incendiaries 10‑Jan‑41 and all coaches withdrawn 26‑Mar‑41 when remains scrapped. Underframes of 11118 and 11809 salvaged, that of 11118 later cut-up (probably at Lancing in 1943), whilst that of 11809 was converted to a flat wagon for use at Lancing Works from Sep‑47 being numbered 137 S. This wagon was withdrawn 30‑Jun‑51 and probably scrapped at Lancing shortly afterwards.

A new replacement unit was built in 1946 as follows:

                       MBT 11117 (Nov‑46).

                       TTK 10073 (May‑46).

                       TCK 11809 to new 3117 (Nov‑46).

                       MBT 11118 to new 3117 (Nov‑46).

                       TCK 11859 (May‑46), new number.

                       MBT 11192 (Nov‑46), original ran in 3137.

TTK 10073 and TCK 11859 both used temporarily in 6 CITY units 3041 (10073) and 3043 (11859) from May‑46 to Nov‑46 when MBTs of 3119 was ready.

Unit in collision with loco-hauled Set 296 at Waterloo 6.32pm 3‑Jun‑60 and MBS 11117 badly damaged with half of its side torn away. The remaining three coaches were stored at Micheldever pending repairs to 11117 at Eastleigh. Unit back to traffic Mar‑61.

At 6.31pm and laden with 671 passengers the 6.14pm Waterloo to Weymouth (11 bogies hauled by a Merchant Navy class locomotive) left platform 12 on the Down Main Through line; its departure having been delayed by other trains. It had only travelled some 280 yards when it was in a sidelong collision with the 6.12pm empty coaching stock working from Durnsford Road to platform 6 (12-car train with unit 3119 leading) which had passed the inner home signal at danger (Up Main). The collision occurred some 92 yards beyond the signal at 6.32pm.

As the leading coach (MBS 11117) of 3119 struck the fourth coach of the steam train it immediately stopped ripping away the front half of its right-hand (secondman’s) side. However, the steam train continued on damaging the sides of all the subsequent coaches (window lights broken /side panels torn off or buckled).

Having ascertained the train was not derailed the guard of the steam train (travelling in the ninth bogie) stopped it at Vauxhall (by means of his brake valve) in order to ease the evacuation of passengers; a few of whom had suffered minor cuts and bruises. Unit 3119 was not derailed. However, falling metal from one of the trains fell on the conductor rail tripping the traction current.

Unit stored at Barnham 30‑Apr‑72 and withdrawn 6‑May‑72. Unit later moved to Ford thence onto Lancing, Tattenham Corner from 2‑Aug‑72 and Crystal Palace from 4‑Oct‑72 prior to stripping at Selhurst. Unit then hauled to Hither Green 6‑Jan‑73 for storage prior to moving to Micheldever before moving for scrapping 14‑May‑73 (this move also included the trailers of unit 3164).

3120

Unit stored at Lancing 29‑Apr‑72 and withdrawn 6‑May‑72. Unit to Selhurst 3‑Aug‑72 for stripping and hauled to Micheldever 2‑Sep‑72 for storage before being moved for scrapping 21‑Nov‑72 from there.

3121

MBS 11121 temporarily used in 3130 (vice 11139) Aug‑58 to Oct‑58 (reason unknown, probable collision).

Unit damaged about Sep‑70 (location unknown) and MBSs 11121 and 11122 both exchanged with 11230 and 11148 (ex 3073) at Selhurst.

Following withdrawal unit stored initially at Lancing. After stripping at Selhurst unit moved for scrapping 16‑Feb‑73 from Norwood Yard.

3122

On withdrawal 5‑Aug‑72 unit to Lancing for initial storage before moving to Fratton 30‑Aug‑72 for use in accident exercise 3‑Sep‑72. Unit moved to Chichester 15‑Nov‑72 thence to Selhurst for stripping 6‑Jan‑73. Unit hauled to Micheldever 17‑Jan‑73 for storage before moving for scrapping 14‑May‑73 from there.

3123

MBS 11126 and TCK 11813 damaged at Streatham Hill 16‑Dec‑47 and exchanged with 11138 and 11819 (both ex 3129) 3‑48 for a period (date of reversion unknown).

Unit stored at Lancing from 30‑Sep‑72 until used for farewell rail tour 9‑Dec‑72 thence to Barnham for store and withdrawal 16‑Dec‑72. After stripping at Selhurst unit stored at Crystal Palace before moving for scrapping 17‑Feb‑73 from there.

3124

MBS 11128 to 4 PUL 3059 from Jul‑64 and replaced by 6 PUL MBS 11034 (ex 3017). Unit then ran permanently coupled to unit 3148 (which had been similarly treated) as a fixed eight-car train seating 60 first and 392 second. This eight-car train was 533' 10" long and weighed 341½ tons. Unit reverted to original formation Jun‑65.

Following withdrawal unit stored initially at Lancing prior to stripping at Selhurst before moving for scrapping 23‑Feb‑72 from Norwood Yard.

3125

Unit withdrawn 1‑Jan‑72 and to Selhurst for stripping. Unit hauled to Hoo Junction by 17‑Feb‑72 and MBS 11129 scrapped there by 11‑Mar‑74. Bodies of both trailers also broken-up there and their underframes used for basis of long-welded-rail carrying wagons, TSK 10079 to DB975529 and TCK 11815 to DB975530; conversion taking place at Stewarts Lane c.Feb‑72. MBS 11130 stored at Hoo Junction body broken up c.Dec-76 and underframe scrapped there Feb‑77.

3126

Unit to Selhurst for stripping 3‑Jan‑72 thence hauled to Micheldever for storage 29‑Feb‑72. Moved for scrapping 30‑May‑72 though not cut-up until Jul‑72.

3127

Unit damaged in side-scrape at Wimbledon Park 23‑Jun‑69 (with only MBS 11133 undamaged) and stored at Micheldever. 11133 exchanged with damaged 11194 (ex 3138) Jan‑70 and unit withdrawn 28‑Feb‑70 before being used for a number of civil defence exercises including one at Woking 15‑Mar‑70.

Both MBSs 11134 and 11194 moved Selhurst to Micheldever 8‑Apr‑70 and scrapped by J Cashmore Ltd, Newport having moved from Micheldever 28‑May‑70. Both trailers moved to Woking thence onto Hoo Junction c.21‑Mar‑70 where both bodies broken-up and their underframes used for basis of long-welded-rail carrying wagons; TSK 10081 to DB975519 from 16‑Oct‑71 and TCK 11817 to DB975524 from 25‑Mar‑72 (conversion taking place at Stewarts Lane).

3128

MBT 11135 and TTK 10082 both temporarily replaced by 6 PAN MBT 11073 and TTK 10040 (ex 3030) during 1944 following enemy action damage. Unit weighed 169½ tons for duration of this change.

Following withdrawal unit stored initially at Lancing. After stripping unit moved to Brent Yard 30‑Mar‑73 moving forward for scrapping 7‑Apr‑73 from there.

3129

MBS 11137 and TSK 10083 damaged at Wimbledon 28‑Feb‑48 and MBS 11138 and TCK 11819 both exchanged with damaged 11126 and 11813 (both ex 3123) in Mar‑48 for a period whilst all coaches repaired, (date of reversion unknown).

Unit stored briefly at Three Bridges from 22‑Apr‑72 before moving to Barnham 30-Apr-72 and withdrawal 6‑May‑72. Unit to Selhurst c.21‑Jul‑72 for stripping before being hauled to Micheldever 2‑Sep‑72 for storage. Moved for scrapping 9‑Jan‑73 from there.

3130

MBT 11177 exchanged with 11139 (ex 3054) from Dec‑45 following enemy action damage (details, date and location unknown).

MBS 11139 temporarily replaced by 11121 (ex 3121) Aug‑58 to Oct‑58 (reason unknown, probable collision).

Unit withdrawn 6‑May‑72 being initially stored at Lancing thence Ford before moving to Tattenham Corner 2‑Aug‑72 and on to Crystal Palace 4‑Oct‑72. Unit then to Hither Green 6‑Jan‑73 but both MBSs 11139 and 11178 moved to Selhurst and held for possible use as Instruction Train (but not so used).

After stripping hauled to Micheldever 4‑Dec‑73 and moved for scrapping 28‑Feb‑74 to T. W. Ward Ltd, Beighton. Both trailers TSK 10084 and TCK 11820 scrapped by G Cohen Ltd, Morriston 4-Feb‑74 from Micheldever.

3131

MBS 11180 damaged at Wimbledon c.Aug‑57 (details unknown).

Unit withdrawn 14‑Oct‑72 and MBS 11179 claimed as part of the National Collection by the NRM and moved for store at Preston Park immediately on withdrawal. Remaining three coaches stored in Brighton Top Yard until moved to Chichester 10‑Mar‑73 for an accident exercise.

These then moved to Selhurst for stripping 28‑Apr‑73 and sent for scrapping, moving from Brent Yard to T. W. Ward Ltd, Beighton c.2‑Jun‑73.

MBS 11179 taken from Preston Park to York National Railway Museum (NRM) for restoration 3‑Dec‑77.

3132

Unit damaged by enemy incendiaries at Portsmouth Harbour 10‑Jan‑41 and MBT 11181 withdrawn 26‑Mar‑41 (fell into harbour and not retrieved until 1946). Remaining three coaches marooned on pier for duration, eventually moving to Lancing for overhaul c.Oct‑46. A replacement 11181 built about Oct-46 and to Lancing to be formed with the three repaired coaches.

Following withdrawal, unit stored initially at Lancing, moving to Crystal Palace by Nov‑72 thence to Selhurst for stripping 12‑Jan‑73, returned to Crystal Palace before moving to Basingstoke 25‑Jan‑73 and on for scrapping 26‑Jan‑73.

3133

Unit stored at Lancing 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit hauled to Hither Green 24‑Oct‑72, moving to Micheldever 25‑Nov‑72 for storage. Moved for scrapping 23‑Jan‑73 from there.

3134

Unit damaged by enemy bombing at Victoria 9‑Oct‑40 but repaired.

Unit in collision with 3139 at Drayton Crossing 8‑Feb‑63 and MBS 11186 severely damaged and cut-up on site. MBS 11185 to 3139 and TCK 11824 to 3158 from Mar‑64. Replaced by damaged MBS 11195 (ex 3139) and after repairs unit back to traffic Apr‑64 with TCK 12852 and MBS 11241 (both ex 3079).

Unit in collision with 7807 at Fratton Depot 30‑Dec‑71 and withdrawn 1‑Jan‑72 and MBS 11241 and TCK 11852 both scrapped at Fratton by 22‑Apr‑72. TSK 10088 moved to Eastleigh 12‑Jan‑72 and became internal-user vehicle IU 083145 from 21‑May‑73 at Eastleigh Works.

Following fire damage in Jul-78 the body was broken-up 9‑May‑79 and underframe retained as a ‘flat’, believed cut-up during 1988. MBS 11195 retained at Fratton for possible preservation in the Portsmouth area though this did not take place and the coach was sent to Chichester 15‑Nov‑72 before moving to Selhurst for stripping 6‑Jan‑73. Coach then hauled to Micheldever for storage 17‑Jan‑73 and on to Eastleigh by May‑73. Moved to Bird, Long Marston for scrapping 17‑May‑73.

3135

Unit new into traffic 8‑Feb‑38.

MBS 11187 damaged in collision at with 2059 and 3076 at Wimbledon Park 20‑Jun‑66 and temporarily exchanged with 11113 (ex 3137) 28‑Jul‑66. Reverted to original formation in Dec‑66.

Unit stored at Lancing 20‑Sep‑72 and withdrawn 23‑Sep‑72. Unit to Selhurst for stripping 28‑Apr‑73 and MBS 11187 and TCK 11825 both sold for preservation, MBS 11187 for private preservation and moved to Cheshunt by 11‑May‑73, TCK 11825 reformed into unit 3142 6‑May‑73, this unit being purchased by the Southern Electric Group.

Other two coaches (MBS 11188 and TSK 10089) sent for scrapping, moving from Brent Yard to T. W. Ward Ltd, Beighton c.2‑Jun‑73.

MBS 11187 later donated to the Southern Electric Group for preservation alongside unit 3142 and moved at the Nene Valley Railway at Wansford by May-84, later by road to St Leonards Railway Depot c.1993. Coach subsequently moved by road to the LT museum site at Acton 6‑Dec‑05.

3136

Following withdrawal unit stored initially at Ford before moving to Selhurst 18‑Oct‑72 for stripping, thence hauled to Hither Green 30‑Oct‑72 for storage. Moved for scrapping 7‑Feb‑73 from there, though train spent a while at Brent Yard (moving forward from there ?‑2-73).

3137

Unit badly damaged by enemy action at Portsmouth Harbour 12‑Aug‑40 with three coaches burnt-out and withdrawn 4‑Sep‑40; underframes being cut-up during 1943 at Lancing (11192 on 23‑Jun‑43, 10091 on 8‑Sep‑43 and that of 11827 unknown). MBT 11191 to 3083 from Aug‑43 after repairs.

A new replacement unit built in 1946 as follows, this being the first of the ‘replacement’ units into traffic in Aug‑46:

                       MBT 11113 (Jul‑46), original ran in 3117.

                       TTK 10091 (Jul‑46).

                       TCK 11827 (Jun‑46).

                       MBT 11082 (Jul‑46), original ran in 3101.

                       MBT 11192 (Nov‑46) to ‘new’ 3119.

MBS 11082 and TCK 11827 damaged in collision with van train at Fratton 30‑Jul‑66. 10091 and 11113 spare whilst repairs completed, though MBS 11113 temporarily exchanged with damaged 11187 (ex 3135) 28‑Jul‑66 until Dec‑66.

On withdrawal unit stored initially at Lancing before moving to Gatwick 2‑Sep‑72 thence on to Selhurst for stripping 28‑Sep‑72. After stripping unit hauled to Crystal Palace 4‑Oct‑72 thence to Hither Green 6‑Jan‑73;  moving for scrapping 1‑Aug‑73 from there.

3138

TCK 11828 removed from unit c,Jan-62 to 3056 (running as a 3-car); 3138 also ran as 3‑car (usually coupled to 3056). TCK 11828 returned to unit c.Nov‑62.

Unit damaged in collision with 5357 at Streatham Hill 24‑Dec‑69 and withdrawn 28‑Feb‑70. Damaged MBS 11194 exchanged with 11133 (ex 3127). Damaged 11828 to 3161 and replaced with 11808 (ex 3118). MBS 11133 then exchanged with 11115 (ex 3118) Feb‑70 and unit reinstated 6‑Mar‑70.

Following withdrawal unit stored initially at Gatwick before moving to Selhurst for stripping 8‑Mar‑72. Unit hauled to Woking 29‑Mar‑72 thence onto Micheldever 15‑Apr‑72 before moving for scrapping 27‑Jun‑72 from there.

3139

Unit in collision with 3134 at Drayton Crossing 8‑Feb‑63; MBS 11195 severely damaged and placed into 3134 after repairs. Replaced by MBS 11185 (ex 3134). On withdrawal unit to Selhurst for stripping and hauled to Micheldever 28‑Feb‑72 for storage before moving for scrapping 28‑Jun‑72 from there, though train delayed for 10 days at Old Kew Sidings.

3140

Unit stored at Lancing from 29‑Apr‑72 before withdrawal 6‑May‑72, moving to Gatwick 4‑Sep‑72. Unit hauled to Horsham for further storage 22‑Sep‑72 thence to Selhurst for stripping c.11‑Nov‑72. Unit hauled to Micheldever for storage 4‑Dec‑72 before moving for scrapping 23‑Jan‑73 from there.

3141

One MBS (which?) side damaged (location unknown) Nov‑61 and repaired at Lancing Jan‑62.

Following withdrawal unit stored initially at Lancing, moving to Crystal Palace by Nov‑72 thence onto Selhurst for stripping 12‑Jan‑73 before returning to Crystal Palace. Moved to Basingstoke 25‑Jan‑73 and on for scrapping 26‑Jan‑73.

3142

Unit new into traffic 3-3-38.

Unit damaged in collision with 2 BIL 2045 at Denville Jct. Havant 17‑Jun‑39 but repaired.

It is understood that 2 BIL unit 2045 was operating (solo) a stopping train from Chichester when it overran the junction signals at Denville Junction. The DTC (trailing) was sideswiped by the leading coach of unit 3142 operating a Waterloo – Portsmouth train derailing both the 2 BIL DTC and the 4 COR motor coach adjacent to Havant East signalbox. It is possible that the second coach of the 4 COR may also have been partially derailed. 

Unit damaged in collision with 3065 at Wimbledon Park Jan‑45 and MBT 11202 to 3065 after repairs. Replaced by 11161 (ex 3065) from 14‑Jun‑45.

Unit stored at Lancing from 30‑Sep‑72 until used for farewell rail tour 9‑Dec‑72 thence to Barnham for store and withdrawal 16‑Dec‑72. Unit to Selhurst for stripping 28‑Apr‑73 and TCK 11832 (which had been slightly damaged by fire Jan‑73 whilst unit stored at Barnham) was exchanged with 11825 (ex 3135) 6‑May‑73 prior to sale of unit for preservation.

TCK 11832 sent for scrapping, moving from Brent Yard to T. W. Ward Ltd, Beighton c.2‑Jun‑73.

Reformed unit 3142 then hauled from Selhurst to the Ashford Steam Centre 26‑May‑73 where some restoration undertaken. Unit subsequently moved from Ashford to the Nene Valley Railway 27/28‑Feb‑76 where unit used in passenger service steam‑hauled.

Unit then moved to Preston Park 5‑Sep‑86 for storage and further restoration, moving again to St Leonards Railway Depot 29‑Jun‑91. Some restoration work was carried out whilst it was there, but the unit was again moved; three coaches moving by road to the ‘Woodpax’ site adjacent to Sheffield Park station (11161 moving 9/10‑Feb‑04, 11825 on 11‑Feb‑04 and 10096 on 12‑Feb‑04). All three were stored there under tarpaulins awaiting movement to a more suitable site for further restoration.

MBS 11201 remained at St Leonards Railway Depot where it was externally restored and part of the interior stripped to show the coach construction for exhibition purposes. The coach was then moved by road to Sheffield Park 18‑Jan‑05 where it was steam-hauled to Horsted Keynes 20‑Jan‑05 and berthed in the station as a semi-permanent exhibition coach, opening to the public from 22‑Jan‑05.

The three coaches at Sheffield Park moved by road to the East Kent Railway at Shepherds Well in May-06 (11161 on 22‑May‑06, 10096 on 23‑May‑06 and 11825 on 24‑May‑06) with each being unloaded the following morning.

3143

Unit damaged late 1960 (possibly in collision with 4 SUB 4108 at Wimbledon Park 28‑Dec‑60) and MBS 11203 slightly damaged. Repaired at Eastleigh.

Following withdrawal unit stored initially at Ford thence to Selhurst for stripping 20‑Jan‑73. After stripping unit hauled to Crystal Palace Feb‑73 before moving for scrapping 17‑Feb‑73 from there.

3144

Unit badly damaged by enemy bombing at Fratton Depot 27‑Apr‑41 and three coaches burnt out. MBT 11206 to 3082, other three coaches withdrawn 12‑Nov‑41 when remains scrapped. A new replacement unit built in 1946 as follows:

                       MBT 11205 (Sep‑46).

                       TTK 10098 (Jun‑46) to ‘new’ 3156.

                       TCK 11834 (Jun‑46).

                       MBT 11157 (Sep‑46), original ran in 4 RES 3063.

                       TTK 10111 (Sep‑46), new number (built to replace restaurant car 12617 of 4 RES 3063).

Underframes of damaged original coaches 10098 and 11834 both used as basis of Precast Signal Unit carrying wagons based at Exmouth Junction Concrete Works and renumbered 1902S and 1903S respectively. Both these vehicles transferred to WR stock from 23‑Mar‑63 (disposal details unknown).

Unit ran as 4‑BUF in May-57 with TRB 12519 (ex 3073).

Unit became divided between Clandon and London Road, Guildford 4‑Apr‑71 tearing out end of MBS 11205, this vehicle then exchanged with 11112 (ex withdrawn 3083) from c.12‑Jun‑71. Following withdrawal unit stored initially at Lancing prior to stripping at Selhurst. Moved for scrapping 23‑Feb‑72 from Norwood Yard.

3145

Unit damaged by enemy bombing at Bognor 11‑4‑41 and MBT 11208 to 3148 after repairs. Replaced by 11111 (ex 3116). Following withdrawal unit stored initially at Ford, moving to Selhurst 18‑10‑72 for stripping, then hauled to Hither Green 30‑10‑72 for storage and moved for scrapping 7‑2‑73 from there, though train spent a while at Brent Yard, forward from there ?‑2-73.

3146

The driving cab on one MBS (which?) was damaged when unit in collision with vans at Woking 3‑Apr‑68.

Following withdrawal unit stored initially at Gatwick before moving to Selhurst for stripping c.10‑Mar‑72 thence storage in Norwood Yard. Moved for scrapping 10‑Jun‑72 from there.

3147

Unit damaged at Woking 23‑Dec‑55 when hit by steam train hauled by 32327. MBT 11212 repaired at Lancing using underframe of withdrawn 11082 (ex 3101 which had been withdrawn after war damage and converted to a flat numbered DS107). Original underframe of 11212 later cut-up at Eastleigh.

MBS 11212 damaged beyond repair in collision at Brighton 7‑Apr‑65 although not withdrawn until 6‑Jul‑68 after storage at Micheldever (disposal unknown, probably broken-up on site). MBS 11211 to 3116 from Jul‑65 and trailers remained stored at Micheldever. Unit returned to traffic Jan‑67 in blue with yellow end livery with MBS 11147 (ex 3116 after collision repairs) and MBS 11171 (ex disbanded 4 COR[N] 3070).

On withdrawal unit to Selhurst for stripping and hauled to Micheldever 29‑Feb‑72 for storage. Moved for scrapping 27‑Jun‑72 from there.

3148

Unit damaged by enemy action (date and location unknown) and MBT 11213 to 3074 after repairs. Replaced by 11208 (ex 3145).

In Jul‑64 MBS 11214 to 4 PUL 3056 and replaced by 6 PUL MBS 11036 (ex 3018) from Oct‑64. Unit then ran permanently coupled to unit 3124 (which had been similarly treated) as a fixed eight-car train seating 60 first and 392 second. This eight-car train was 533' 10" long and weighed 341½ tons. Unit reverted to original formation from Jun‑65.

Following withdrawal unit stored initially at Gatwick before moving to Selhurst 5‑5‑72 for stripping. Unit moved for scrapping 24‑Jun‑72 from Norwood Yard.

3149

Unit damaged by enemy action (probably at Fratton depot 12-6-41) and MBT 11216 and TCK 11839 to 3112 Jul‑41. Replaced from Dec‑41 by MBS 11104 and TCK 11802 (both ex 3112 after damage repairs).

Upon withdrawal unit to Selhurst for stripping before moving to Beddington Engineers Yard 4‑Feb‑72. Both MBSs 11104 and 11215 scrapped there by 11‑Nov‑72 using New Cross Gate staff (along with the bodies of both trailers). Both trailer underframes moved to New Cross Gate 23‑Mar‑72 for use as the basis of long-welded-rail carrying wagons, TSK 10103 to DB975532 from 9‑Sep‑72 and TCK 11802 to DB975531 from 19‑Aug‑72 (conversion taking place at Stewarts Lane).

3150

Unit damaged by enemy action (date and location unknown) and MBT 11218 to ‘new’ 3156 from Jul‑46 after repairs. Replaced by 11239 (ex 3078) from Apr‑45.

Unit withdrawn 1‑Jan‑72 following collision with 4 CIG 7391 at Farnham 28‑Dec‑71. Unit hauled to Selhurst 5‑Feb‑72 for stripping thence to Micheldever c.12‑Jun‑72 for storage. Moved for scrapping 4‑Jul‑72, though train recessed en route and still at Margam Yard 4‑Sep‑72.

3151

Upon withdrawal unit stored initially at Lancing before moving to Selhurst for stripping. Unit then hauled to Guildford thence Woking 4‑Oct‑72 and on to Micheldever 7‑Oct‑72 before moving for scrapping 14‑May‑73 from there.

3152

Unit damaged in buckled rail derailment on the Quarry line at Merstham 27‑Jun‑49.

Unit to Selhurst for stripping 3‑Jan‑72 and hauled to Micheldever for storage 29‑2‑72. Moved for scrapping 30‑May‑72 though not cut-up until Jul‑72.

3153

Upon withdrawal unit stored initially at Lancing before moving to Selhurst 25‑Apr‑72 for stripping. Unit stored in Norwood Yard and moved for scrapping 10‑Jun‑72 from there.

3154

Unit damaged at Waterloo 10‑Jun‑47 when hit by misrouted steam train hauled by 21C8 (unit repaired).

Unit stored at Lancing from 20‑Sep‑72 and withdrawn 14‑Oct‑72. Moved to Selhurst c.28‑Apr‑73 for stripping and sent for scrapping, moving from Brent Yard c.2‑Jun‑73.

3155

Following withdrawal, unit initially stored at Gatwick, moving to Selhurst for stripping 4‑Apr‑72. Unit sent for scrapping 24‑Jun‑72 from Norwood Yard.

3156

Replacement for withdrawn 4 RES 3058.

Unit into service Jul‑46 using two MBTs ex war damage repairs and two new trailers built Jun‑46 as follows:

                       MBT 11218 (ex 3150).

                       TTK 10098, original had run in 3144.

                       TCK 11807, original had run in 3117.

                       MBT 11232 (ex 3074).

Unit to Selhurst 3‑Jan‑72 for stripping thence hauled to Micheldever 28‑Mar‑72 for storage. Moved for scrapping 17‑Jul‑72 from there.

3157

Replacement for withdrawn 4 RES 3060.

Unit into service Oct‑46 using four new vehicles as follows:

                       MBT 11151 (Oct‑46), original had run in 4 RES 3060.

                       TTK 10112 (Sep‑46), new number built to replace TRT 12615 of 3060.

                       TCK 11860 (Jun‑46), new number built to replace TFK 12234 of 3058.

                       MBT 11152 (Oct‑46), original had run in 4 RES 3060.

11860 built as 4 RES TFK 12234 but renumbered 11860 prior to use in 3157. This coach initially seated 30 first and 16 third (in the former first class dining saloon now altered to seat one and three aside each side of the off-centre gangway); coach weighed 33 tons, giving 3157 a non‑standard seating capacity of 30 first and 188 third and overall weight of 158¾ tons. 11860 later altered to a standard TCK internal layout and unit to standard seating capacity and weight.

Upon withdrawal unit to Selhurst for stripping thence hauled to Micheldever 28‑Feb‑72 for storage and moved for scrapping 28‑Jun‑72 from there, although train delayed for 10 days at Old Kew Sidings.

3158

Replacement for withdrawn 4 RES 3063.

Unit into service Jan‑46 using two MBTs and TCK (rebuilt ex TFK) ex war damage repairs and a new TTK built Jan‑46 as follows:

                       MBT 11158 (ex 4 RES 3063).

                       TTK 10110 (Jan‑46), new number built to replace TRT 12606 of 4 RES 3058.

                       TCK 11861 rebuilt May‑45 from TFK 12232 (ex 4 RES 3063).

                       MBT 11247 (ex 4 BUF 3082).

TCK 11861 seated 30 first and 16 third (in the former first class dining saloon now altered to seat one and three aside each side of the off-centre gangway); coach weighed 33 tons, giving 3158 a non‑standard seating capacity of 30 first and 188 third and overall weight of 158¾ tons.

TCK 11861 withdrawn Mar‑64 and replaced by 11824 (ex 3134) so unit to standard capacity and weight. 11861 to Micheldever Mar‑64 and later to internal user stock - used as office at Brockenhurst from Jun‑66, though moved back to Micheldever for storage by May‑67 until condemned 21‑Oct‑67. Moved to Ashford 4‑Oct‑68 where body cut-up and underframe converted to Crane Runner DS70280 in 1970.

Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. Moved to Selhurst 18‑Sep‑72 for stripping, thence to Hither Green for storage. Both MBSs 11247 and 11158 back at Selhurst by Sep‑73 and held for possible use as Instruction Train (but not so used). After stripping to Micheldever 4‑Dec‑73 thence moved for scrapping by T. W. Ward Ltd, Beighton 28‑Feb‑74. TSK 10110 and TCK 11824 both scrapped by G Cohen Ltd, Morriston (4‑Feb‑74 from Micheldever).

               

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3107 leading 3149 at Hove Aug or Sep 1963 copyright Ian Nolan.jpg

4 COR no. 3149 behind 3107 at Hove
in August or September 1963

© Ian Nolan

 

4 COR Units 3159 ‑ 3168

The hybrid 4‑PUL and 4‑COR(N) units formed in January 1964 were obviously only a temporary measure to overcome stock shortages during the delivery of new 4 CIG and 4 BIG stock and by 1965 sufficient numbers of the new units had entered service to enable them to be replaced. This allowed the withdrawal of the remaining 6 PUL and 6 PAN units releasing further trailer vehicles which would allow the 4 PUL and 4 COR(N) units to be reformed as standard 4 COR units.

Of the five 4 PUL sets, two were disbanded and one MBS from each used with two ex 6 PUL trailers to form ‘new’ unit 3160; the remaining three units had both their existing trailers withdrawn and replaced by ex 6 PUL and 6 PAN trailers.

One of the 4 COR(N) units was also disbanded and the other six had their former 4 RES dining firsts withdrawn and each replaced by a former 6 PUL TCK. These ten ‘new’ units were classified as 4 COR and renumbered during overhaul at Eastleigh works to continue on from the original number series as units 3159 ‑ 3168.

The internal layout was identical to the original 4 COR units but the former 6 PUL and 6 PAN vehicles had a number of detail differences from the true 4 COR trailers. They were also heavier at 35 tons (6 PUL TSK), 36 tons (6 PUL TCK) or lighter at 31½ tons (6 PAN TSK) each whereas the 4 COR trailers weighed 32¾ tons (TSK) and 32½ tons (TCK). The overall weight of 3159 ‑ 3168 was therefore increased to 160½ tons though 3160 and 3161 which both included two former 6 PUL vehicles were heavier at 164 tons.

The most obvious external difference with these trailers were the ventilation louvres above the door droplights, all original 4 COR/RES/BUF vehicles not having these from new. Former 6 PUL trailers had the unusual double-opening sliding doors between the corridor and compartments and the former 6 PAN trailers had the tall ‘dummy’ window arrangement opposite alternate compartments.

The electrical codes and diagram numbers for the former 6 PUL/PAN codes were also different; TCKs being to diagram No. 2309, code BA‑1A, TSKs being to diagram No. 2010, code BB‑1A.

When formed units were in green livery with small yellow panels; all later being repainted blue with full yellow ends.

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Formation of 4 COR Units 3159 to 3168

The following table lists ‘formed’ dates when units were released from C1 overhaul at Eastleigh, unit formations, and withdrawal dates. Also code for scrap dealer and date (where units disposed of as complete 4 car sets). Electrical codes allocated to each vehicle from about 1963 are also shown.

 

Unit no.

Diag no.

New

MBT

2114

TTK

2010

TCK

2307

MBT

2114

Withdrawn

Scrapped

Notes

Code

 

A-1A

BB-1A

BA-1A

A

 

 

Codes from c.1963

3159

15-Oct-65

11159

(3068)

10045

(3068)

11773

(3018)

11160

(3068)

5-Aug-72

Sep-73 W (2)

 

3160

22-Oct-65

11149

(3059)

10007

(3016)

11764

(3016)

11153

(3056)

1-Jan-72

Jul-72 F

 

3161

8-Jun-66

11177

(3054)

11140

10003

(3003)

11765

(3005)

11828 7

11140

(3054)

11246

9-Oct-71

Feb-72 B

7 Standard 4 COR TCK, Diagram 2309, Code BA.

 

3162

17-Jun-66

11142

(3055)

10053

(3037)

11755

(3003)

11141

(3055)

9-Oct-71

Feb-72 B

 

3163

24-Jun-66

11145

(3057)

11249

10054

(3037)

11788

(3008)

11146

(3057)

6-May-72

Jan-73 C

 

3164

6-May-66

11155

(3065)

10034

(3065)

11787

(3008)

11156

(3065)

6-May-72

See notes

 

3165

17-Jun-66

11163

(3066)

10033

(3066)

11752

(3013)

11751

11795 8

11164

(3066)

6-May-72

Jan-73 C

8 Standard 4 COR TCK, Diagram 2309, Code BA.

3166

6-May-66

11165

(3067)

10046

(3067)

11751

(3013)

11752

11166

(3067)

9-Oct-71

Feb-72 B

 

3167

15-Jun-66

11169

(3069)

10042

(3069)

11784

(3001)

11170

(3069)

1-Jan-72

Sep-72 F

 

3168

22-Jul-66

11173

(3071)

10044

(3071)

11776

(3007)

11174

(3071)

1-Jan-72

Jul-72 W

 

 

 

Key letter codes for Scrap Dealers

B

Bird Group, Long Marston.

N

J. Cashmore Ltd, Newport.

C

G. Cohen Ltd, Morriston.

T

T. J. Thomson, Stockton.

F

T. W. Ward Ltd, Briton Ferry.

W

T. W. Ward Ltd, Beighton.

 

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Individual Unit Notes 3159 ‑ 3168

3159

MBS 11159 damaged in derailment at Brighton (Lovers Walk) 25‑JUl‑72 with unit moved to Lancing for storage and withdrawn 5‑Aug‑72 thence to Selhurst for stripping.

MBSs moved to Hither Green 24‑Oct‑72 thence to Brent Yard 1‑Aug‑73 en-route for scrapping by T. W. Ward Ltd, Beighton Sep‑73.

TSK 10045 later scrapped by A King, Snailwell, moving from Derby 22‑May‑75.

TCK 11773 sold for preservation and TSK 10045 sent from Selhurst to Derby RTC 31‑Oct‑72 for use as an ‘Air Brake test coach’ at Derby Research Centre (replacing 2 BIL 2037) though not renumbered into the departmental series.

TCK 11773 subsequently moved to the Ashford Steam Centre 8‑Dec‑72 thence to the Nene Valley Railway along with other 4 COR vehicles from the preserved unit 3142. However, coach then moved by rail to the Swindon & Cricklade Railway, arriving there in May-84 (noted at Swindon 5‑May‑84). Now in very poor condition moved by road to the Swanage Railway  and eventually scrapped at there during May-97. The bogies and buffers were recovered and taken to St Leonards Railway Depot in Jan-02 for use as spares on preserved ‘3142’.

3160

Unit included two ex 6 PUL trailers and weighed 164 tons. On withdrawal unit to Selhurst for stripping and hauled to Micheldever 29‑Feb‑72 for storage. Moved for scrapping 27‑Jun-72 from there.

3161

Unit included two ex 6 PUL trailers and weighed 164 tons.

Unit in collision with 4 BUF 3081 at Wimbledon Park late 1968 and MBS 11140 damaged. 11177 exchanged with damaged 11246 (ex 3081), both then repaired during 1969. TCK 11765 to 3118 Jul‑69 and replaced by damaged 11828 (ex 3138); this coach repaired and unit back to traffic formed of 11140 + 10003 + 11828 + 11246; now weighing 160½ tons.

Following withdrawal unit stored initially at Lancing before moving to Selhurst for stripping. Moved for scrapping 16‑Feb‑72 from Norwood Yard.

3162

Following withdrawal unit initially stored at Lancing. After stripping (at Selhurst?) unit moved for scrapping 23‑Feb‑72 from Norwood Yard.

3163

MBS 11145 defective c.Aug‑70 and exchanged with 11249 ex withdrawn 4 BUF 3078.

Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72, moving to Gatwick 4‑Sep‑72. Unit hauled to Horsham for further storage 22‑Sep‑72 thence to Selhurst for stripping c.11‑Nov‑72. Unit hauled to Micheldever for storage 4‑Dec‑72 and moved for scrapping 23‑Jan‑73 from there.

3164

Upon withdrawal unit to Selhurst for stripping, hauled to Clapham Junction 10‑May‑72 and on to Micheldever 27‑May‑72. Both MBSs 11155 and 11156 moved for scrapping 22‑Feb‑73 to J Cashmore Ltd, Newport, TSK 10034 and TCK 11787 moved for scrapping 14‑May‑73 to G Cohen Ltd, Morriston formed into unit 3119 as 6‑car for the move.

3165

TCK 11752 exchanged with 11751 (ex 3166) Jul‑69. 11751 defective and exchanged with 11795 (ex withdrawn 3105) c.Mar‑72 and unit now weighed 157 tons.

Unit stored at Barnham from 30‑4‑72 and withdrawn 6‑May‑72 and moved to Selhurst for stripping c.21‑Jul‑72. Hauled to Micheldever 2‑Sep‑72 and moved for scrapping 9‑Jan‑73 from there.

3166

TCK 11751 exchanged with 11752 (ex 3165) Jul‑69.

Following withdrawal unit initially stored at Lancing before moving to Selhurst for stripping. Moved for scrapping 16‑Feb‑72 from Norwood Yard.

3167

Unit to Selhurst 3‑Jan‑72 for stripping thence hauled to Micheldever 28‑Mar‑72 for storage. Moved for scrapping 17‑Jul‑72 from there (although unit still in Margam Yard 4‑Sep‑72).

3168

Upon withdrawal unit to Selhurst for stripping thence hauled to Micheldever 28‑Feb‑72 for storage; moving for scrapping 28‑Jun‑72 from there (although train delayed for 10 days at Old Kew Sidings).

               

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4 GRI Units 3086 ‑ 3088

Three 4 RES units 3056/65/68 had their kitchen seconds extensively rebuilt from April 1961 as griddle cars similar to the vehicles in the new Clacton line units which were being introduced at this time. The rebuilt coaches consisted of a short central gangway separating a staff lavatory and storage cupboard which led into the buffet saloon with seating for 12 at four tables, those to one side of the gangway having four seats, those to the other only two.

There was an emergency unglazed door located between the two four-seat tables and a service door on the opposite side of the coach directly opposite the buffet counter. Then followed the buffet and kitchen area with the buffet counter at the saloon end, the kitchen in the middle of the vehicle and a small bar facing onto a bar saloon with seating for 14 arranged in small bays around the perimeter and another short centre gangway separating two storage areas.

There were two public access doors along this corridor one opposite the kitchen, the other by the bar area. There was one public door on the other side of the coach by the bar counter and a further service door was provided directly into the rear of the kitchen area, giving a total of three along each side of the coach (of which only two were available to passengers on one side and one the other).

These 26 seats were unclassified and the modified vehicles weighed 34 tons reducing the overall unit weight to 160 tons.

The former dining saloon in the trailer first was now regarded as ordinary first class seating when there was no buffet service, so this coach now seated 42 first and the unit total was therefore altered to 42 first, 104 second and 26 unclassified in the griddle car.

These vehicles were allocated electrical codings from about 1963 and the revised diagram number of the griddle car was 2572.

After rebuilding, the griddle cars did not return to their original unit and they included many BR standard fittings including new double-glazed windows (three on the corridor and one on the kitchen side being of shallower depth than usual) and at the time of withdrawal (20th November 1971) were effectively less than ten years old.

The units re-entered service in their new forms as follows: 

3068 Jan‑62,

3065 Apr‑62 (newly converted griddle car ran briefly in 3069 from c.Feb‑62 to Apr‑62),

3056 Nov‑62.

When the remaining 4 RES units were converted to 4 PUL or 4 COR(N) units in January 1964, 3056/65/68 were reclassified as 4 GRI units from 4th January 1964 and renumbered 3086/87/88 respectively. They remained at work on the Portsmouth Direct route alongside 4 BUF units, although they did work occasionally on the Central section.

All three units were later repainted into all-blue livery with full yellow ends (3086 in Sep‑69, 3087 in Apr‑67 and 3088 in Feb‑69) the griddle cars then being lettered ‘Griddle’ at the buffet end and ‘Buffet’ at the bar end of the coach.

These units outlasted the 4 BUFs in traffic and were (along with non-standard cafeteria car unit 3072) the last remaining ‘Portsmouth’ stock with catering facilities.

These four units were transferred to the Central section from 1st November 1970 and were last used on 30th April 1971, units 3086 and 3087 having been used on a farewell tour on 8th February 1971. All three units were moved from Lovers Walk to Ford on 1st May 1971 for storage before moving on to Gatwick (8th May 1971) being stored there out of use until official withdrawal of all three units on 20th November 1971. All three were then hauled to Selhurst for stripping c.27th November 1971.

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Formation of 4 GRI Units 3086 to 3088

Unit no.

Diag no.

MBS

2114

TGS

2572

TFK

2505

MBS

2114

Withdrawn

Sent for scrapping

Notes

Code

A-1A

BC-2B

BD

A

 

 

Codes from c.1963

3086

11143

(3056)

12605

(3065)

12245

(3056)

11144

(3056)

20-Nov-71

9-Jun-72

 

3087

11202

(3065)

12602

(3068)

12237

(3065)

11162

(3065)

20-Nov-71

20-Jan-73*

* Date taken into departmental stock as unit 054.

3088

11167

(3068)

12609

(3056)

12240

(3068)

11168

(3068)

20-Nov-71

9-Jun-72

 

 

Departmental unit 054

054

ADB975258

ADB975257

ADB975256

ADB975255

23-Nov-74

6-Jun-75

Former unit 3087

                                                                                              

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Individual Unit Notes 3086 ‑ 3088

3086

TFK 12245 sent from Selhurst to Hoo Junction c.Dec‑71 where body broken-up and underframe returned to Stewarts Lane for conversion, being used as basis for long-welded-rail carrying wagon DB975528.

MBSs 11143 and 11144 and TGS 12605 all hauled from Selhurst to Shalford 13‑Jan‑72 for storage, moving to Salisbury 1‑Jun‑72 and forward for scrapping to T. W. Ward Ltd, Briton Ferry 9‑Jun‑72 (although still in Margam Yard later that month).

3087

Unit ran under own power from Selhurst to Eastleigh 5‑Feb‑72 and then used for pressure heating /ventilation tests in the buffet car in connection with the new PEP stock. Unit taken into departmental stock 20‑Jan‑73.

Unit stored at Micheldever after withdrawal and moved to T W Ward Ltd, Beighton 6‑Jun‑75 for scrapping.

3088

Unit hauled from Selhurst to Shalford 13‑Jan‑72 for storage, moving to Salisbury 1‑Jun‑72 and forward for scrapping to T. W. Ward Ltd, Briton Ferry 9‑Jun‑72 (although still in Margam Yard later that month).

 

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4 PUL Units 3054 to 3059 &
COR(N) Units 3065 to 3071

A major stock reshuffle took place in January 1964 between Friday 3rd and Monday 6th. This involved downgrading many services with advertised catering facilities to Buffet or Minibuffet status, removing all the restaurant facilities. It brought spare 4 CEP and 4 BEP units from the South Eastern Division’s ‘Boat Train Pool’ into regular service on the Victoria to Portsmouth /Bognor route, displacing a number of 4 COR and nine 4 BUF units which were moved to the South Western Division to work on the Waterloo to Portsmouth line.

This left the twelve then remaining 4 RES units without employment as they were displaced by 4 BUF units on the Portsmouth Direct route. These units were briefly stored before being taken to Lovers Walk for reforming over four weekends. The trailer restaurant seconds were withdrawn (officially from 25th January 1964) and the units were all reformed with trailers from disbanded 6 PUL and 6 PAN units, five 6 PUL and three 6 PAN units coming out of service as the last phase of the stock reshuffle.

These 6 PUL and 6 PAN units being the units with motor coaches in the worst condition with some equipment from them being removed for inclusion in the new 4 CIG and 4 BIG units being constructed at York.

The 4 RES units involved were 3054/55/57/59/61/62/64/66/67/69/70/71 and the first five became 4 PUL units 3054 ‑ 3057/59 with unit 3061 being renumbered as 3056. The remaining seven became 4 COR(N) units 3065 – 3071 with unit 3062 being renumbered as 3065 and unit 3064 becoming 3068.

The reason for the ‘(N)’ suffix on the 4-COR (N) is understood to have been provided in order to emphasise the units’ lack of catering facilities; up to that point all units with numbers beginning 30xx had some form of catering.

The 4 PUL units included a former 6 PUL composite Pullman car which seated 12 first and 16 second; these weighed 43 tons. The former dining area in the 4 RES TFK was now regarded as ordinary first class seating and this coach therefore seated 42 first so that the overall unit seating capacity was now 42 first and 104 second plus 12 first and 16 second in the Pullman car. The overall weight was now 169 tons and each unit was 267' 0" long.

In the 4 COR(N) units the TRS was replaced by a former 6 PAN TSK which seated 68 second and weighed 31½ tons. The former dining area was again now regarded as ordinary first class seating so the overall unit capacity was 42 first and 172 second. Overall unit length was unchanged at 264' 6" but the weight was reduced to 157½ tons.

These units were used on the Central Division, mainly on Victoria to Littlehampton services through 1964 and into 1965 and enabled (for the first time) formation of twelve coach trains with all coaches having access to the Pullman car.

When these units were again displaced by new 4 CIG and 4 BIG stock all were reformed again into standard 4 COR formation using 6 PUL and 6 PAN trailers. Reclassified as 4 COR they became unit numbers 3159 ‑ 3168.

However, in October 1964 two units each had one MBS removed (to be used in ‘Push‑Pull’ tests) and were replaced by MBSs from standard 4 COR units. As a consequence units 3056 and 3059 were disbanded with the two 4 COR MBSs returning to their original units and the remaining two ex 4 RES MBSs being used together to form part of ‘new’ unit 3160.

Unit 3070 was also disbanded so that only ten ‘new’ 4 COR units were formed from the twelve 4 PUL and 4 COR(N) units.

Most units were out of use by early 1966 and units 3065/7 were sent to Eastleigh for reforming in February whilst units 3055/7/66 were stored at Ford for a while before going to Eastleigh in late March 1966.

Units 3054/69/71 were retained serviceable as a spare train (used 24th March 1966) until they also went to Eastleigh in June 1966.

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Formation of 4 PUL Units 3054 to 3059

Unit no.

Diag no.

Date

MBS

2114

TCP

(Sch. No.)

TFK

2505

MBS

2114

Disbanded

New No.

Notes

Code

 

A-1A

?

BD

A

 

 

Codes from c.1963

3054

Jan-64

11177

Clara

(3020)

12248

11140

Jun-66

3161

Clara - Pullman schedule no.269

3055

Jan-64

11142

Gwladys

(3017)

12246

11141

Mar-66

3162

Gwladys - Pullman schedule no.272

3056

Jan-64

11153

(3061)

Ethel

(3018)

12233

(3061)

11154

(3061)

11214

Jun-65

3160

Ethel - Pullman schedule no.270

3057

Feb-64

11145

Elinor

(3004)

Lorna

(3008)

12247

12276 9

(3037)

11146

Mar-66

3163

9 Former 6 PAN TFK Diagram 2506.

Elinor - Pullman schedule no.295

Lorna - Pullman schedule no.277

3059

Feb-64

11149

Enid

(3014)

Alice

(3009)

12242

11172

11128

Jun-65

3160

Enid Pullman schedule no.296

Alice Pullman schedule no.271

 

 

Formation of COR(N) Units 3065 to 3071

Unit no.

Diag no.

Date

MBS

2114

TSK

2010

TFK

2505

MBS

2114

Disbanded

New No.

Notes

Code

 

A-1A

BB

BD

A

 

 

Codes from c.1963

3065

Mar-64

11155

(3062)

10034

(3027)

12235

(3062)

11156

(3062)

Feb-66

3164

 

3066

Jan-64

11163

10033

(3027)

12238

11164

Mar-66

3165

 

3067

Jan-64

11165

10046

(3033)

12239

11166

Feb-66

3166

 

3068

19-Jan-64

11159

(3064)

10045

(3033)

12236

(3064)

11160

(3064)

24-Aug-65

3159

 

3069

Jan-64

11169

10042

(3031)

12241

11170

Jun-66

3167

 

3070

Feb-64

11171

10041

(3031)

12250

11229

c.May-65

601

 

3071

Feb-64

11173

10044

(3014)

12243

12274

Jun-66

3168

 

 

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Individual Unit Notes 3054 ‑ 3059

3054

Unit disbanded Jun‑66 and Pullman Car Clara withdrawn 2‑Jul‑66, TFK 12248 to loose stock. Replaced by TSK 10003 (ex 6‑PUL 3003) and TCK 11765 (ex 6 PUL 3005) and unit reclassified as 4 COR numbered 3161.

Both Clara and 12248 stored at Hove by Aug‑66, Clara being moved to A. King, Wymondham for scrapping 24‑Sep‑66.

TFK 12248 at Selhurst by Jul‑67, condemned 21‑Oct‑67 and scrapped by Armytage, Sheepbridge arriving 27‑Apr‑68, moving from Hove. Coach cut-up 7‑May‑68.

3055

Unit disbanded Mar‑66 at Lovers Walk and both trailers moved to Hove 21‑Mar‑66. Pullman Car Gwladys withdrawn 26‑Mar‑66 and moved to A. King Ltd, Wymondham 24‑Sep‑66 for scrapping.

TFK 12246 to loose stock until condemned 21‑Oct‑67 and scrapped by Armytage, Sheepbridge arriving 4‑May‑68, moving from Andover. Coach cut-up 25‑May‑68.

Replaced by TSK 10053 (ex 6 PAN 3037) and TCK 11755 (ex 6 PUL 3003) with unit reclassified as 4 COR 3162.

3056

Unit formed Jan‑64 with 4 RES vehicles (renumbered from unit 3061) and 6 PUL Pullman Car Ethel (ex 3018). MBS 11154 to Push‑Pull tests from Jul‑64, later to 6 TC 601 from May‑65 and replaced by 11214 (ex 3148).

Unit disbanded Jun‑65 and 11214 returned to 3148. MBS 11153 to 4 COR 3160 from Aug‑65.

Pullman Car Ethel and TFK 12233 both moved to Hassocks for storage 24‑Jul‑65. Ethel withdrawn 30‑Oct‑65 and moved for scrapping 4‑Jun‑66 from there to A. King, Wymondham.

TFK 12233 to loose stock and stored until condemned 21‑Oct‑67 and moved from Hassocks for scrapping to Armytage, Sheepbridge arriving 6‑Apr‑68; cut-up 12‑Apr‑68.

3057

Unit reformed Feb‑66 with Pullman Car Elinor withdrawn 12‑Feb‑66 and TFK 12247 to loose stock, both moved to Hove for storage 21‑Mar‑66.

Replaced by Pullman Car Lorna (ex 6 PUL 3008) and TFK 12276 (ex 6 PAN 3037). This coach had all first class seating in compartments, weighed 31 tons and was 59' 0" long, giving unit a non-standard length of 262' 8" and weight of 168 tons.

Elinor moved to Chichester 26‑May‑66 and on for scrapping to Bird Group, Bynea 1‑Jun‑66, whilst 12247 moved to Selhurst by Jul‑67 and condemned 21‑Oct‑67.

Unit disbanded Mar‑66 with Pullman Car Lorna withdrawn 26‑Mar‑66 and scrapped by A. King Ltd, Wymondham c.Oct‑66.

TFK 12276 stored as loose stock until withdrawn 21‑Oct‑67 being scrapped (along with 12247 above) at Armytage, Sheepbridge; 12247 moving from Hove arriving 27‑Apr‑68 /cut-up 14‑May‑68 and 12276 moving from Andover arriving 4‑May‑68 /cut-up 11‑May‑68.

Replaced by TSK 10054 (ex 6 PAN 3037) and TCK 11788 (ex 6 PUL 3008) with unit reclassified as 4 COR and renumbered 3163.

3059

Unit formed Jan‑64 with Pullman Car Enid (ex 6 PUL 3014). MBS 11172 to Push‑Pull tests from Jul‑64 and replaced by 11128 (ex 3124).

Pullman Car Enid withdrawn Oct‑64 and moved to Micheldever for storage, (scrapped c.Oct‑65, location unknown) and replaced by Pullman Car Alice (ex 3009).

Unit disbanded Jun‑65 and MBS 11128 returned to 3124. MBS 11149 to ‘new’ 4 COR 3160 Aug‑65.

Pullman Car Alice to 6 PUL 3041 Nov‑65.

TFK 12242 stored at Hassocks from 24‑Jul‑65 as loose stock until condemned 21‑Oct‑67; moved for scrapping to Armytage, Sheepbridge arriving 6‑Apr‑68 and cut-up 12‑Apr‑68.

 

 

Individual Unit Notes 3054 ‑ 3059

3065

Unit formed Mar‑64 with 4 RES vehicles (renumbered ex unit 3062) and TSK 10034 (ex 6 PAN 3027).

Unit disbanded Feb‑66 and TFK 12235 stored as loose stock, moving to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and sent to Ashford where body broken-up and underframe used for Crane Runner DS70281.

Replaced by 6 PUL TCK 11787 (ex 3008) and unit reclassified as 4 COR 3164.

3066

Unit disbanded Mar‑66 and TFK 12238 stored as loose stock, moving to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and scrapped at Armytage, Sheepbridge (arriving 27‑Apr‑68) moving from Hove. Coach cut-up 9‑May‑68.

Replaced by 6 PUL TCK 11752 (ex 3013) and unit reclassified as 4 COR 3165.

3067

Unit disbanded Feb‑66 and TFK 12239 stored as loose stock, moving to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and scrapped at Armytage, Sheepbridge (arriving 27‑Apr‑68) moving from Hove. Coach cut-up 8‑May‑68.

Replaced by 6 PUL TCK 11751 (ex 3013) and unit reclassified as 4 COR 3166.

3068

Unit formed 27‑Jan‑64 with 4 RES vehicles (renumbered ex 3064) and TSK 10045 (ex 6 PAN 3033).

Unit disbanded 24‑Aug‑65 at Lancing and TFK 12236 stored as loose stock at Micheldever until condemned 21‑Oct‑67 and scrapped at Armytage, Sheepbridge, moving 10‑Apr‑68 (arriving 28‑May‑68 /cut-up 12‑Jun‑68).

Replaced by 6 PUL TCK 11773 (ex 3018) and unit reclassified as 4 COR 3159.

3069

Unit disbanded Jun‑66 and TFK 12241 stored as loose stock, initially at Hove and moved to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and scrapped at Armytage, Sheepbridge (arriving 27‑May‑68) moving from Hove. Coach cut-up 7‑Jun‑68.

Replaced by 6 PUL TCK 11784 (ex 3001) and unit reclassified as 4 COR 3167.

3070

Unit disbanded c.May‑65 and MBS 11229 and TSK 10041 both to 6 TC 601.

TFK 12250 stored as loose stock at Micheldever until condemned 21‑Oct‑67 and scrapped at Armytage, Sheepbridge (moving 10‑Apr‑68 /arriving 27‑May‑68 /cut-up 6‑Jun‑68).

MBS 11171 to 3147 from Jan‑67.

3071

Unit disbanded Jun‑66. TFK 12243 stored as loose stock until condemned 21‑Oct‑67 and scrapped at Armytage, Sheepbridge (arriving 27‑Apr‑68) moving from Hove. Coach cut-up 3‑May‑68.

Replaced by 6 PUL TCK 11776 (ex 3007) and unit reclassified as 4 COR 3168.

 

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Author John Atkinson with editorial & contributions from C. Watts.

 

 

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