BR British Rail Crimson & Cream
Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and
Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream
Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson
& Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard
Blood and Custard
British Rail Southern Region design
2H, 3H & 3T
(Nos.1101-1133)
7th August 1965 3H
‘Berkshire’ unit no. 1128
passes Southampton Central signal box
‘Hampshire’, ‘Hastings’ &
‘Berkshire’
Diesel-Electric Multiple-Units
|
|
Contents |
|
1957-built 2H ‘Hampshire’
units
Nos.1101-1118
During
1957 a batch of eighteen two-car diesel-electric multiple units (DEMU) were
constructed at Eastleigh on frames from Ashford for the dieselisation of
various services in Hampshire. Numbered 1101 – 1118 they were
classified as 2H units and were basically a diesel version of a 2 HAP
electric unit which were being built concurrently. Each diesel unit consisted
of a motor brake second and a driving trailer composite.
Lot
numbers allocated to these vehicles were MBS 30332 and DTC 30333;
these having been ordered on 16th November 1955.
Overall
2-car unit length was 133' 3½" and they weighed 88 tons,
seating 13 first and 114 second class passengers. The units were
mounted on BR Mark 2A bogies and were finished in all over green livery,
all entering service between August and October 1957. The two coaches were
coupled by buckeye couplers with rubbing plates; not the central buffer and
three link chain arrangement used to restrict the overall length of the 2 HAP /2
EPB units. The external appearance closely resembled the BR
‘1951 type’ 2 HAP and 2 EPB units with external
lighting trunking along the coach roofs. This batch were not fitted with a
wiper on the secondman’s observation light.
In
order to service these new diesel units a new diesel depot and engine repair
shop were established at Eastleigh (on a site adjacent to the main works) with
the engine repair shop taking on all heavy repairs to the 4SRKT engines
(including those units allocated to St Leonards depot).
The engines being moved between the depots on four special
wagons built for the purpose. Protected by a special cover each wagon could
carry a complete engine and generator set (one of these wagons is now preserved
by Hastings Diesels Ltd at St Leonards). These wagons were colloquially known
as “sewing machines” due to the shape of the cover looking similar
to that which fitted the older Singer sewing machines.
Preserved “sewing machine”
wagon at St Leonards
Motor Brake Seconds
The
motor brake seconds (MBS) consisted of a full width drivers' cab entered via
the engine room and fitted with an offside emergency exit door (as in the 6-car
‘Hastings’ units). Situated in the engine room was the English
Electric 4SRKT engine and generators, these being identical to those fitted
into the 6S & 6L ‘Hastings’ units completed earlier in 1957 at
Eastleigh.
This
engine powered a motor bogie located at the inner end of the coach (to assist
weight distribution) which was fitted with two EE507 motors driving through a
suburban gear ratio.
Behind
the engine and radiator compartments was the guards' brake, this being
8' 2½" wide and being provided with access via a side
passageway through the engine room to the drivers' cab (as in the 6-car ‘Hastings’
units. However, no access was provided into the adjacent passenger saloon.
The
passenger saloon had seating five bays with 3 & 2 person seating
either side of the gangway; the ends of the saloon having full width 6-person
benches, with side doors to each seating bay the motor brake seconds provided
seating for 52 persons; three‑aside seating units being on the offside
when the driver’s cab was leading.
When introduced none of the seating bays in the motor coaches
were designated non-smoking.
Built
to Diagram No. 652 the motor coaches were 64' 0" long and
weighed 56 tons (split about 32 tons on the leading bogie and
24 tons on the motor bogie). They were similarly equipped to the 6-car
‘Hastings’ motor coaches with battery boxes, fuel tanks, compressor
and switchgear cabinets mounted below the underframe between the bogies.
|
Interior of preserved Driving Trailer Composite (unit
1118) with its original tungsten lighting |
Driving Trailer Composites
The
driving trailer composites (DTC) were similar in layout to those used in the
2 HAP electric units (also being built at this time) but instead of having
three first-class compartments, the outermost compartment behind the driving cab
entrance vestibule was fitted out as a twelve seat second class compartment
with no through access to the adjacent first class side corridor. The two
remaining compartments were first class, one seating seven and the innermost
six persons. Both these compartments had access via the short side (driver’s
side) corridor to a lavatory.
The
remainder of this coach was to the same layout as the 2 HAP DTC coaches
with a five-bay saloon seating 50 and lavatory access via a very short
central corridor into the toilet compartment. There was no through access
between first and second class. The three‑aside seating units were on the
nearside when the cab was leading.
When introduced the second-class seating was designated
non-smoking as was the first-class compartment immediately adjacent to the
lavatory.
Built
to Diagram No. 679 this 64' 0" long coach weighed
32 tons and seated 13 first and 62 second class passengers.
|
Having passed under Mount Pleasant Road 3H
‘Hampshire’ unit no. 1117 on the 13.45 Alton to Southampton
Terminus service in Sep 1960 |
Introduction into Service
An
almost-complete unit number 1101 was exhibited at the Eastleigh works open day
on 7th August 1957. It commenced its first test running on 12th August
1957 with four trips from Eastleigh to Fareham and back; the following day
running two trips to Basingstoke. Unit number 1102 began its testing on 16th August
with a similar programme (which all subsequent units followed as released from
the works).
Early
crew training runs took place from Eastleigh onto the Andover Jct. line (6S
‘Hastings’ unit no.1005 had been used similarly earlier in May
1957). Nine 2H units had been delivered and commissioned by mid-September 1957 when
passenger services were planned to commence.
The
first 2H units took over the Portsmouth/Southampton to Salisbury service from
16th September 1957, though on the first day unit no.1103 was
slightly damaged in a collision with a Western Region 6-set at Eastleigh; the
following day unit no.1110 being put into traffic as a replacement. All
eighteen were in service from 4th November 1957 covering the
Portsmouth /Southampton to Alton and Andover services.
The
first phase of the scheme saw an hourly semi‑fast service from Portsmouth
Harbour to Salisbury calling at Portsmouth & Southsea, Fratton, Cosham,
Fareham, Netley, Woolston, St Denys, Southampton Central, Romsey, Dunbridge, Dean & Salisbury in a scheduled time of 84
minutes; this comparing with steam timings of about 105 minutes. This service
was supplemented by an hourly Portsmouth Harbour to Southampton Central
service calling at all stations; this taking 55 minutes reduced from the 70
minutes for steam traction. In general, the basis of operation was a twenty to
twenty-five percent acceleration in timings with more frequent trains at
regular intervals.
The
second phase from 4th November 1957 saw further services
introduced (all at hourly frequencies) as follows:
|
Portsmouth Harbour -
Eastleigh - Andover Junction |
(96 minutes reduced from 130) |
|
|
Southampton Terminus -
Winchester - Alton |
(55 minutes reduced from 77) |
|
|
Southampton Terminus -
Winchester City |
(24 minutes reduced from 35) |
|
|
These combined services gave a
½ hourly frequency between Southampton and Winchester. |
|
|
Once
the 2H units had settled down and despite intensive diagramming, occasionally
units were spared for Special Traffic workings; one of the first being unit
number 1102 used for a special from Cranleigh to Swindon on 5th
October 1958. Of the eighteen units, seventeen could be in use at any given
time. However, as mileages of 70,000 to 75,000 were attained it was necessary
to reduce this number to sixteen as tyre-turning became necessary.
The
Sunday service on the Fawley branch was operated by 2H units from October 1958,
these then being officially diagrammed on this day from 16th
November 1958.
Fuel
consumption of these units averaged around 0.4 gallons per train-mile.
In general,
the units were based at Eastleigh but a few sets were berthed overnight at
Salisbury and Fratton. The new maintenance depot comprised 160ft long building
with each track able to take a two-car unit under cover for normal servicing
and light maintenance duties; there were also carriage sidings and cleaning
stages. At Fratton the units used the existing carriage washer.
It
is believed that the first Hampshire unit to work from Waterloo was 3H unit
number 1116 on the 10:54hrs Waterloo to Salisbury service; the motor coach
(sporting an orange Vee) being country end. (Did this run solo?)
3H ‘Berkshire’ unit no.
1133 about to pass under Borovere lane
(Alton) on the 15.02 service to Southampton (22nd July 1972).
The inverted black triangle provided
an early indication to station and
postal staff that there was no brake van at the other end of the unit.
Initial Modifications
Such
was the success of these more-frequent diesel services that overcrowding soon
became a problem and the units were taken off the Andover line to augment
trains between Southampton and Portsmouth. Consideration was then given to
making up all units to three cars by inserting a new trailer second and in
readiness for this unit number 1114 had its engine (with its 10” by
12” cylinders) uprated from 500bhp to 600bhp by exchanging the Napier
MS100 turbocharger for an MS200 type as well as slight modifications to the
fuel delivery system. The modified unit ran tests during week /ending 22nd
February 1958 coupled to new 6-car ‘Hastings’ unit 1016.
This
proved to be successful so to enable all 2H units to be modified as quickly as
possible, the 500bhp engines fitted into the motor coaches of yet to be
delivered 6-car ‘Hastings’ units numbers 1018 /1019 & 1031‑1037
were converted, uprated and tested in these coaches prior to being exchanged
with an unmodified engine from a 2H unit.
Problems
with the bogies (similar to those experienced with the 6-car ‘Hastings’
sets and BR type 2 EPB & 2 HAP units) led to the uprating of the
bogies with reinforcement, new side-spring hanger brackets and additional VTR
vibro-dampers to Mark 4 standards. This was undertaken at Eastleigh works during
1958 with later built units having these fitted from new. The first units
completed were numbers 1103 & 1107.
Following
complaints of noise, all the units were fitted with a Burgess
‘straight-through’ silencer from late in 1957; unit number 1113
being the last to be done. In order to reduce internal pressure in the
crankcase the crankcase breather pipes were carried to a position just under
the radiator fan. The bi-metal thermostats were proving inadequate so were
replaced by wax-type thermostats.
These
modification programmes reduced unit availability and alternate Andover line
trains were terminated at Eastleigh with steam working beyond.
The original headcode blinds did not include red blanks and
units carried a tail-lamp. In 1958 trials commenced on some 6-car Hastings sets
using red blanks instead of a tail lamp. Once these were accepted from May 1960
the roller blinds on the demus were slowly changed;
this included the use of a different (visually more-squat) font. At least one
2H retained the early style headcode blinds into 1962.
Her Majesty’s Railway Inspectorate required the red blanks
/tail-lamps to be illuminated for at least 30 minutes after any traction
failure and some units such as the 4 SUB units (which were never equipped with
a battery backup) ended their working lives still using oil-lit tail-lamps.
Today the preserved Hasting unit no.1001 carries a tail-lamp
when away from the ‘Southern’ as there have been instances of staff
not understanding the red blinds and reporting the train as passing
‘without tail-lamp’.
Around 1963 the whistles started being replaced with two-tone
air horns; some retaining their whistles into 1966. Often their fitment was
accompanied yellow warning panels and 1st class UIC yellow banding.
3H ‘Hampshire’
unit no. 1102 climbing from Alton on the 25th April 1964
(at this time its motor coach was equipped
with an orange-Vee)
Strengthening to 3-Cars
Further
strengthening of the Hampshire fleet took place from August 1959 when the first
of the trailer second (TS) coaches were completed at Eastleigh (again using
underframes from Ashford). Each coach was 63' 6" long and weighed
30 tons; none had roof conduits. The Lot number for these coaches was
30542 (this also included the centre trailers of units 1123 ‑ 1126),
this order being placed on 13th October 1958, and these
vehicles were to Diagram No. 672.
These
coaches consisted of two saloons of five bays each and seated
104 second-class passengers. These coaches were marshalled with the three‑aside
seating on the opposite side to those in the MBS & DTC vehicles. This meant
the five non-smoking
seating bays were adjacent to the driving trailer coaches; that is when the
seating was 3 (left) plus 2 (right hand side) as viewed looking down the
gangway from the end of the coach.
Overall
unit weight was now 118 tons; they were now 199' 6" long and
seated 13 first and 218 second class passengers. Units nos.1101 ‑ 1118
were then reclassified as 3H but no renumbering took place. The trailer seconds
were not inserted into units in numerical order, but were built with “out
of sequence numbers” so that their numbers did run in sequence when all
units were correctly augmented.
Trailer
number 60650 (the first built) was renumbered as 60664 before entering service
on 12th August 1959 in unit number 1115 and spent a short while in
unit number 1105 before going back into its ‘correct’ unit number
1115. The actual 60650 came later in the batch.
|
Release dates for Trailer Seconds from Eastleigh
Works |
|||||
|
TS |
Unit |
Released from Eastleigh |
Diagram |
HOO no. |
Lot no. |
|
60650 |
1101 |
3-Oct-59 |
BR672 |
4514 |
30542 |
|
60651 |
1102 |
22-Aug-59 |
BR672 |
4514 |
30542 |
|
60652 |
1103 |
26-Sep-59 |
BR672 |
4514 |
30542 |
|
60653 |
1104 |
26-Sep-59 |
BR672 |
4514 |
30542 |
|
60654 |
1105 |
3-Oct-59 |
BR672 |
4514 |
30542 |
|
60655 |
1106 |
3-Oct-59 |
BR672 |
4514 |
30542 |
|
60656 |
1107 |
26-Sep-59 |
BR672 |
4514 |
30542 |
|
60657 |
1108 |
3-Oct-59 |
BR672 |
4514 |
30542 |
|
60658 |
1109 |
3-Oct-59 |
BR672 |
4514 |
30542 |
|
60659 |
1110 |
17-Oct-59 |
BR672 |
4514 |
30542 |
|
60660 |
1111 |
12-Oct-59 |
BR672 |
4514 |
30542 |
|
60661 |
1112 |
17-Oct-59 |
BR672 |
4514 |
30542 |
|
60662 |
1113 |
17-Oct-59 |
BR672 |
4514 |
30542 |
|
60663 |
1114 |
24-Oct-59 |
BR672 |
4514 |
30542 |
|
60664 |
1115 |
8-Aug-59 |
BR672 |
4514 |
30542 |
|
60665 |
1116 |
17-Oct-59 |
BR672 |
4514 |
30542 |
|
60666 |
1117 |
24-Oct-59 |
BR672 |
4514 |
30542 |
|
60667 |
1118 |
29-Aug-59 |
BR672 |
4514 |
30542 |
3H ‘Hampshire’
unit no.1114 climbing from Alton on the 25th April 1964
Mount Pleasant Road (bridge) is in the
background
Changes of Gear Ratios
During
1959 and prior to the augmentation to 3-cars, the motor-bogies of unit numbers
1101 ‑ 1118 were removed for use in new 4 EPB units in the
5301 ‑ 5356 batch then being built. These motor-bogies were
replaced with new equipped with express gear ratios.
However,
the combination of three coaches and the express gear ratios did not prove
successful on the steeply graded Winchester to Alton line, particularly with
train heating in operation and autumn leaf fall causing wheelslip
problems. Accordingly, from 13th November 1959 five units (nos.1105
/1107 /1111 /1112 /1114) were hastily reduced to 2H again and restricted to
this route whilst trials took place with refitting suburban gear ratio.
This
was partly successful and initially eight units were reconverted to suburban
gear ratio and those reduced to 2H made back up to 3H again. All units were
modified back to suburban ratios by February 1961.
Further Modifications
During
1963-1964 the odd second-class compartment in the driving trailer of the
earlier units was stripped of seating to become a luggage compartment, reducing
the seating in this coach by twelve to 13 first and 50 second (unit
capacity 13 first and 206 second) though St Leonards based no.1119
missed out on this modification. However, there was no amendment to the
Diagram No. which remained 679.
Some
of those allocated to Eastleigh depot also had AWS equipment fitted during this
overhaul, these units having the second type ‘Baldwin’ equipment
fitted, unit numbers 1101 /1102 /1103 /1104 /1105 /1110 /1111 /1112 also 1121 /1122
were done although it is not certain if 1106 /1107 /1108 /1109 /1113 were
fitted at this time. However, but these units were later moved to
St Leonards where the equipment was not needed.
3H ‘Hampshire’
unit no.1106 leading 3H ‘Berkshire’ unit no.1129 approaching
Borovere Lane (Alton) en-route
to Southampton Terminus in May 1964
Summer 1960-1961 Winchester Chesil
The
termination of the summer Saturday services at Winchester City was causing
operating difficulties. Although Winchester Chesil had closed on 7th March 1960
it was reopened for the next two summers from 18th June 1960 to 10th
September 1960 and 17th June 1961 to 9th September 1961
to enable the diversion of seven demu services a day from Southampton Terminus.
Winter 1960 Reduction to Two-cars
Despite
the return to suburban gear ratios units still had some difficulties between
Winchester and Alton so from the Winter 1960 timetable this route was
again diagrammed to be worked by 2H units; the centre trailers being removed at
random from two units at any one time for this service.
Where
information on reduction to two-car is known for 1960-on it is included in the individual
unit histories.
2H ‘Hastings’ unit no.1122
passing under Borovere Lane (Alton)
on a service from Southampton Central in August 1965
1958-built
2H ‘Hastings’ Units
Nos.1119 - 1122
During
1958 four more 2H units were built for use based at St Leonards depot on
the Ashford ‑ Hastings, Appledore ‑ New Romney
and Crowhurst ‑ Bexhill West lines although loco-hauled
services on these lines didn’t cease until 1961.
These
units were ordered as Lots MBS 30398 and DTC 30399; the MBS order
being placed on 13th December 1956, though the DTCs were
ordered earlier on 16th May 1956 with all being delivered from
June 1958. However, the planned introduction of these units (from 7th June
1958) had to be postponed as only one unit had been delivered by this date. These
units lacked the external lighting trunking along the coach roofs but retained
the external water filler pipes on the driving trailers. However, no.1121
gained external lighting trunking when its identity was exchanged with no.1108
in May 1974. Of this batch only no.1119 was not fitted with a wiper on the
secondman’s observation light.
As introduced, none of the seating bays in the motor coaches
were designated non-smoking; in the driving trailer the second-class seating
was designated non-smoking as was the first-class compartment immediately adjacent
to the lavatory.
Initially
these 2H units were referred to as ‘Hastings’ units. However, this
term fell into disuse as they moved back into Hampshire and they too were
simply referred to as ‘Hampshire’ units.
2H ‘Hastings’ unit no.1122
nearing Alton from Southampton Central in September 1965
|
Release dates for Units from Eastleigh Works |
||||||
|
Type |
No. |
Unit |
Released from
Eastleigh week ending |
Diagram |
HOO no. |
Lot no. |
|
MBS |
60118 |
1119 |
7-Jun-58 |
BR652 |
4279 |
30398 |
|
DTC |
60818 |
1119 |
7-Jun-58 |
BR680 |
4279 |
30399 |
|
MBS |
60119 |
1120 |
7-Jun-58 |
BR652 |
4279 |
30398 |
|
DTC |
60819 |
1120 |
7-Jun-58 |
BR680 |
4279 |
30399 |
|
MBS |
60120 |
1121 |
14-Jun-58 |
BR652 |
4279 |
30398 |
|
DTC |
60820 |
1121 |
14-Jun-58 |
BR680 |
4279 |
30399 |
|
MBS |
60121 |
1122 |
14-Jun-58 |
BR652 |
4279 |
30398 |
|
DTC |
60821 |
1122 |
14-Jun-58 |
BR680 |
4279 |
30399 |
|
2H ‘Hampshire’ unit
no.1118 arriving at Eastleigh on a northbound service in June 1958. Note the
early radiator grill. |
1959-built
3H ‘Hampshire’ units
Nos.1123 - 1126
All
units to be augmented were completed by November 1959 and were followed a
further batch of new 3H units numbered 1123 – 1126; these
entering service as three-car units between December 1959 and
February 1960. These ‘1959’units were virtually identical to
the earlier units, but they lacked the external lighting trunking along the
coach roofs (as did the new centre trailers in unit numbers 1101 to 1118)
but retained the external water filler pipes on the driving trailers. All this
batch were fitted with a wiper on the secondman’s observation light.
As introduced, none of the seating bays in the motor coaches
were designated non-smoking; in the driving trailer the second-class seating
was designated non-smoking as was the first-class compartment immediately adjacent
to the lavatory. In the centre-trailer the non-smoking arrangements were
unaltered from the earlier batch, that is when the seating was 3 (left) plus 2
(right hand side) as viewed looking down the gangway from the end of the coach.
Lot
numbers were MBS 30540 and DTC 30541 with the centre trailers being
ordered as part of Lot 30542 (which included the new trailers used to
augment units nos.1101 ‑ 1118 to 3-car). All three Lots were
ordered on 13th October 1958.
Unit
number 1123 commenced trials from 14th December 1959 running two
trips to Fareham followed by a trip to Bournemouth West. When all of the
1123 to 1126 batch were available for traffic the remaining steam
services on the Portsmouth - Eastleigh - Andover Jct. route were turned-over to
diesel operation from 2nd January 1960.
|
Release dates for Units from Eastleigh Works |
||||||
|
Type |
No. |
Unit |
Released from
Eastleigh (week ending) |
Diagram |
HOO no. |
Lot no. |
|
MBS |
60122 |
1123 |
5-Dec-59 |
BR652 |
4513 |
30540 |
|
TS |
60668 |
1123 |
5-Dec-59 |
BR672 |
4514 |
30542 |
|
DTC |
60822 |
1123 |
5-Dec-59 |
BR679 |
4513 |
30541 |
|
MBS |
60123 |
1124 |
5-Dec-59 |
BR652 |
4513 |
30540 |
|
TS |
60669 |
1124 |
5-Dec-59 |
BR672 |
4514 |
30542 |
|
DTC |
60823 |
1124 |
5-Dec-59 |
BR679 |
4513 |
30541 |
|
MBS |
60124 |
1125 |
12-Dec-59 |
BR652 |
4513 |
30540 |
|
TS |
60670 |
1125 |
12-Dec-59 |
BR672 |
4514 |
30542 |
|
DTC |
60824 |
1125 |
12-Dec-59 |
BR679 |
4513 |
30541 |
|
MBS |
60125 |
1126 |
26-Dec-59 |
BR652 |
4513 |
30540 |
|
TS |
60671 |
1126 |
26-Dec-59 |
BR672 |
4514 |
30542 |
|
DTC |
60825 |
1126 |
26-Dec-59 |
BR679 |
4513 |
30541 |
|
End of 1978 and early-1979 a short-lived
working of 3 car DEMU units into Charing Cross took place for a few weeks.
The 08.40 Hastings to Charing Cross was overcrowded into London, just
rostered 6L. By this date Eastleigh based 3H units were replacing
the loco-hauled 3-Sets on the Reading - Tonbridge line and one 3H stood
spare during the middle of the day at Redhill. For a few weeks it was rostered to be
attached to the rear of 07.24 Reading to Tonbridge (3R) from Redhill at
09.04, at Tonbridge it was rapidly shunted off and put into Platform 2 where
the 08.40 ex Hastings then attached to it. It returned from London on the 10.45 from Charing
Cross and was detached at Tonbridge and put onto the front of the 11.46 to
Reading to be knocked-off again at Redhill. In this view taken on Wednesday 27th
December 1978 unit no.1103 is on this duty standing in Platform 2 at
Tonbridge with 6L 1016 is being attached to the rear. Note the 'EH' depot
code on the Hampshire. © John Atkinson |
The
1962-built 3H ‘Berkshire’ units
Nos. 1127 - 1133
The
Reading to Salisbury services, the Fawley branch and the hourly Reading to
Basingstoke service (with some services continuing on to Southampton Terminus)
were to be dieselised during 1962. Accordingly, a further batch of 3H units was
ordered for these routes.
These
were delivered between May and August 1962 as unit numbers 1127 – 1133
to Lot numbers MBS 30671, TS 30672 & DTC 30673; these
orders being placed on 26th April 1960. These units had amended
diagram numbers; the MBS being to Diagram No. 656, TS retaining
Diagram No. 672 and the DTC having Diagram No. 680.
These
units had a number of detail differences from the earlier units, principally
that the guards' brake was larger at 14' 5½" wide reducing the
passenger saloon in the motor-coach to four bays reducing the seating to 42
second class seats.
Bodywork
was similar to the 1957-type ‘Phase 2’ 1963-build 2 HAP
units with smaller headcode panels, slightly tapered windscreens and windows
fitted from outside the coach (with a window frame as a result) as well as
altered lavatory windows. They lacked both the external lighting trunking and
water filler pipes along the coach roofs.
Unit
numbers 1127 to 1130 had short sections of guttering above each
passenger door whilst units nos.1131 to 1133 had continuous gutters
with downpipes at the cab ends.
As introduced, none of the seating bays in the motor coaches
were designated non-smoking; in the driving trailer the second-class seating
was designated non-smoking as was the first-class compartment immediately adjacent
to the lavatory. In the centre-trailer the non-smoking arrangements were
unaltered from the earlier batch, that is when the seating was 3 (left) plus 2
(right hand side) as viewed looking down the gangway from the end of the coach.
These
units were fitted new with two-tone warning horns, the earlier units having
been delivered with whistles (though these were altered to horns by 1964). They
also had wiring and conduits for Westinghouse AWS equipment though this was
sealed out of use until 1963 /1964.
Although
they were also classified as 3H these units seated 13 first but only
208 second-class passengers and were referred to as
‘Berkshire’ units to distinguish them from the older sets. However,
they worked on all routes operated by the earlier ‘Hampshire’ sets.
|
Release dates for Units from Eastleigh Works |
||||||
|
Type |
No. |
Unit |
Released from
Eastleigh week ending |
Diagram |
HOO no. |
Lot no. |
|
MBS |
60145 |
1127 |
9-Jun-1962 |
BR656 |
4769 |
30671 |
|
TS |
60672 |
1127 |
9-Jun-1962 |
BR672 |
4769 |
30672 |
|
DTC |
60826 |
1127 |
9-Jun-1962 |
BR680 |
4769 |
30673 |
|
MBS |
60146 |
1128 |
16-Jun-1962 |
BR656 |
4769 |
30671 |
|
TS |
60673 |
1128 |
16-Jun-1962 |
BR672 |
4769 |
30672 |
|
DTC |
60827 |
1128 |
16-Jun-1962 |
BR680 |
4769 |
30673 |
|
MBS |
60147 |
1129 |
16-Jun-1962 |
BR656 |
4769 |
30671 |
|
TS |
60674 |
1129 |
16-Jun-1962 |
BR672 |
4769 |
30672 |
|
DTC |
60828 |
1129 |
16-Jun-1962 |
BR680 |
4769 |
30673 |
|
MBS |
60148 |
1130 |
16-Jun-1962 |
BR656 |
4769 |
30671 |
|
TS |
60675 |
1130 |
16-Jun-1962 |
BR672 |
4769 |
30672 |
|
DTC |
60829 |
1130 |
16-Jun-1962 |
BR680 |
4769 |
30673 |
|
MBS |
60149 |
1131 |
16-Jun-1962 |
BR656 |
4769 |
30671 |
|
TS |
60676 |
1131 |
16-Jun-1962 |
BR672 |
4769 |
30672 |
|
DTC |
60830 |
1131 |
16-Jun-1962 |
BR680 |
4769 |
30673 |
|
MBS |
60150 |
1132 |
30-Jun-1962 |
BR656 |
4769 |
30671 |
|
TS |
60677 |
1132 |
30-Jun-1962 |
BR672 |
4769 |
30672 |
|
DTC |
60831 |
1132 |
30-Jun-1962 |
BR680 |
4769 |
30673 |
|
MBS |
60151 |
1133 |
14-Jul-1962 |
BR656 |
4769 |
30671 |
|
TS |
60678 |
1133 |
14-Jul-1962 |
BR672 |
4769 |
30672 |
|
DTC |
60832 |
1133 |
14-Jul-1962 |
BR680 |
4769 |
30673 |
3H ‘Berkshire’ unit
no.1130 entering Romsey station in 1969
Electrical Classifications
Around
1960 all these units were allocated electrical codes, these being:
MBS Code NA
MBS (units
1123-1126) Code
NA-1A
TS Code TA
DTC Code VA
DTC (units 1123-1126) Code VA-1A
Unit
numbers 1123 to 1126 had slight electrical differences hence the
‘1A’ coding.
The later 1962-built ‘Berkshire’ units had amended
diagram numbers:
MBS Code NA-2B
TS Code TA
-1A
DTC Code VA-2B
2H ‘Hampshire’
unit no.1118 (operating a Southampton
Terminus to Alton service) enters Eastleigh station in June 1958
© BloodandCustard
Individual
Unit Notes
Original
Numbers 1101 - 1133
|
Notes |
During the winter timetables
of 1960 to 1963, the Mid‑Hants line from Winchester to Alton was
diagrammed for operation with 2H units and the centre trailers were removed
at random from two 3H units at any one time; these reforms being of only short-term
duration were not recorded officially. St Leonards based units were
occasionally temporarily reformed with motor coaches from Hastings or Oxted
units, ran as 2H with the centre trailer removed or as second class only with
an Oxted or Tadpole DTS due to individual vehicle defects; these again being
only short-term formations and the unit usually restricted to the Ashford ‑
Hastings line whilst so formed. |
|
1101 |
Unit had received an Orange
Vee by 4-Feb-61. Yellow warning panels add, AWS
fitted and second-class compartment in DTC 60800 converted to luggage space 7‑Mar‑64
with seating reduced to 13 first and 50 second. DTC 60800 slightly damaged in
collision (with what?) at Eastleigh Diesel depot late 1964. Unit ran briefly with
DTC 60802 & TS 60652 (ex 1103) 5‑Jul‑74 to 16‑Jul‑74
due to defects, also ran briefly in Apr-1976 with DTC 60804 (ex.1105). Unit ran with both trailers of
1104 between 16‑Dec‑77 and 31‑Dec‑77. Unit for C1 overhaul at
Swindon including asbestos strip between Aug‑85 and 17‑Feb‑86. |
|
1102 |
Yellow warning panels added
5-Aug-64 (unit was previously equipped with Orange Vee). AWS fitted and second-class
compartment in DTC 60801 converted to luggage space 19‑Sep‑64 and
seating reduced to 13 first and 50 second. Driven by motorman Ron Cooper,
unit no.1102 was used in the comedy film ‘The Great St Trinian’s
Train Robbery’ which was released by British Lion Films on 4th
April 1966; the railway scenes having been filmed on the Longmoor Military
Railway in Hampshire. As one of Victoria’s mixed-traction driver,
Ron probably had the necessary route knowledge from his days at Feltham shed.
The unit appeared in its 3-car formation sporting air-horns and an additional
inverted black triangle on the DTC (presumably to obfuscate which end of the
unit was which in the film). Unit reduced to 2H during 1974
and restored to 3H c.Apr‑75. Unit to Swindon for C1
overhaul including asbestos strip 7‑Mar‑84, released Aug‑85. |
|
1103 |
AWS fitted and second-class
compartment in DTC 60802 converted to luggage space 21‑Dec‑63 and
seating reduced to 13 first and 50 second. Unit had Orange Vee & air
horns by Mar-61 and yellow warning panels by 3-Apr-67. Unit reduced to 2H from May‑64
for Mid‑Hants line and TS 60652 spare, although used for a time in unit
no.1115 in place of 60664. Reverted to original formation Dec‑64. DTC 60802 & TS 60652 both
used briefly in no.1101 5‑Jul‑74 to 16‑Jul‑74 due to
defects on 60102. Unit temporarily reduced to 2H
in Jul‑76 for a short period and DTC 60802 defective in Dec‑76 so
temporarily exchanged with 60829 (ex.1130) again for a short period. DTC 60802 also used in no.1104
Feb‑79 to Mar‑79. TS 60652 to 2H no.1120
Mar‑80, this unit then reclassified as 3H. Replaced by DTS (as TS)
77507 (ex. disbanded 3R 1203) and unit reclassified as 3T, renumbered
1403 Mar‑80. |
|
1104 |
Unit had received an Orange
Vee by 9-Feb-61. AWS fitted and second-class
compartment in DTC 60803 converted to luggage space 26‑Sep‑64 and
seating reduced to 13 first and 50 second. Observed in green livery with
air-horns (and orange Vee) 25-Mar-65. Yellow warning panels added 9-Oct-65. Unit damaged in shunting
collision (with what?) at Fratton depot c.Sep‑65 and repaired at
Eastleigh. Unit reverted to 2H from Jan‑67
until Jun‑67 and TS 60653 spare. Unit damaged again in a
collision with a Class 35 locomotive at Eastleigh depot early in 1972,
the MBS being back in use formed in unit no.1127 in Jun-72 and no.1124 in
Jul-72 whilst repairs to the trailers were completed. Unit briefly ran as 2H during
Sep‑76 and both trailers used in no.1101 from 16‑Dec‑77 to
31‑Dec‑77. DTC 60803 defective and
temporarily exchanged with 60804 (ex.1105) Jan‑79 then 60802 (ex.1103)
Feb‑79 to Mar‑79 when the unit reverted to back normal. Unit
reduced to 2H from May‑79 and in May-79 TS 60653 was temporarily loaned
to 2H no.1122 until c.Jul‑79 when it was placed in no.1119 (this
unit being reclassified as 3H). Unit ran as 2H until about
c.Jul‑79 when both coaches to Eastleigh for overhaul and released
including DTS (as TS) 77503 (ex. disbanded 3R no.1202). Unit then
reclassified as 3T and renumbered no.1404 c.17‑Sep‑79. |
|
1105 |
Unit made up to 3H in Aug‑59
by inclusion of TS 60664 (ex.1115), but this vehicle then returned to no.1115
and unit reverted to 2H until Oct‑59 when ‘own’ 60654 was
completed. Unit reverted to 2H again Nov‑59 until suburban gear ratio
motors refitted early in 1960 when 60654 again formed back into unit. Second-class compartment in
DTC 60804 converted to luggage space 19‑Oct‑63 and seating
reduced to 13 first and 50 second. AWS fitted Nov‑64. Orange-Vee by Jul-61; yellow
warning panels added Nov-64. DTC 60804 used briefly in no.1101
Apr‑76. TS 60654 slightly damaged at Eastleigh Diesel depot 22‑May‑76
and unit ran as 2H for two days. Unit ran with DTC 60809 (ex.1110) briefly
from 3‑Nov‑78 then 60803 (ex.1104) from Jan‑79 whilst 60804
defective. |
|
1106 |
Observed on mid-Hants line
May-64 with Orange Vee (working with no.1129). Second-class compartment in
DTC 60805 converted to luggage space Dec‑66 and seating reduced to
13 first and 50 second. TS 60655 damaged in collision with 33 117
at Eastleigh Diesel depot 2‑Apr‑74 and to Slade Green for
repairs, unit running as 2H in meantime. Unit ran temporarily in Oct‑75
with 60815 (ex.1116) whilst 60805 had seating modified; the luggage
compartment being converted into first class seating and now seated
19 first and 50 second. |
|
1107 |
Unit reduced to 2H Nov‑59
until suburban gear ratio motors refitted early in 1960 when 60656 again
formed back into unit. Orange-Vee by 24-Jul-61. Second-class compartment in
DTC 60806 converted to luggage space 10‑Aug‑63 and seating
reduced to 13 first and 50 second. 60806 was impounded by the
police from Jun‑64 until Dec‑64 following the murder of a
schoolgirl in its lavatory at Basingstoke on 29‑Jun‑64. Remaining
two coaches ran coupled to another 3H unit as a 5H formation until Aug‑64
when following damage to the DTC of unit no.1129 a second class only 4H was
formed as follows: 60106 (MBS 1107) + 60656 (TS 1107)
+ 60674 (TS ex.1129) + 60147 (MBS ex.1129). Unit reverted to
booked formation from Dec‑64. Yellow warning panels added
23-Mar-66. During 1975 /1976 the luggage
space in DTC 60806 was converted to first class seating and DTC now seated
19 first and 50 second. MBS 60106 condemned 25‑Jul‑85
due to severe roof corrosion and defective door pillars; replaced by
‘long’ Hastings MBS 60037 (ex. disbanded 3R no.1206) this
coach seating 30 giving a unit total of 19 first and
184 second. After stripping at St Leonards
MBS 60106 was moved for storage at Mountfield 24‑Sep‑85 thence to
Chart Leacon 15‑Oct‑85 for further
stripping. Coach then stored at Tonbridge by Jun‑86, later moving from
Chart Leacon 30‑Jun‑87 for scrapping at
Mayer Newman (Snailwell) (burnt 26‑Oct‑87
though frame remains not cut‑up until Sep‑90). MBS 60037 condemned 7‑Apr‑86
and stored at Mountfield thence to Chart Leacon for
stripping 17‑Jul‑87. Moved to Mayer Newman (Snailwell)
from Tonbridge 2‑Oct‑87 arriving 16‑Nov‑87 and burnt
18‑Mar‑88. Replaced in unit by similar 60022 (ex. disbanded
6L no.1015). |
|
1108 |
MBS 60107 badly damaged in
collision with light engine 30480 at Eastleigh w/e 6‑May‑61 but
repaired. Yellow warning panels added
7-Feb-64. Second-class compartment in
DTC 60807 converted to luggage space 31‑Jul‑65 and seating
reduced to 13 first and 50 second. In May‑74 MBS 60107
& DTC 60807 both exchanged with 60120 & 60820 (ex.2H no.1121) and
units swapped identities. Luggage space in DTC 60820 converted to first class
seating during 1975 /1976 and DTC now seated 19 first and
50 second. Unit to Eastleigh for C1
overhaul including asbestos strip 8‑Nov‑84 and released 20‑Apr‑85. |
|
1109 |
Unit ran briefly as part of
‘4H’ in Mar‑63 with 60108 and 60657 formed with 60665 +
60115 (ex.1116). Orange-Vee by Jan-61; yellow
warning panels added 18-Dec-63. Second-class compartment in
DTC 60808 converted to luggage space 2‑Jul‑66 and seating reduced
to 13 first and 50 second. Unit temporarily reduced to 2H again
from May‑67 to Jun‑67 and TS 60658 spare. Luggage space in DTC 60808
converted to first class seating Jul‑74 and DTC now seated
19 first and 50 second. Unit to Swindon for C1
overhaul including asbestos strip 16‑Nov‑84 and released c.5‑Jul‑85. |
|
1110 |
Second-class compartment in
DTC 60809 converted to luggage space in 1963 /1964 and seating reduced to
13 first and 50 second. Unit released from first C1 overhaul 18‑Dec‑65
fitted with AWS and ran temporarily as 2H for most of Jan-66 on Alton service
before reverting to 3H. Yellow warning panels added
9-Oct-65. Unit had air horns by
29-May-66 and was temporarily reduced to 2H for a short period in Jan‑67.
DTC 60809 exchanged
briefly with 60804 (ex.1105) from 3‑Nov‑78 though unit out of use
in this formation. |
|
1111 |
Unit reduced to 2H from Nov‑59
until suburban gear ratio motors refitted early in 1960 when TS 60660 again
formed into unit. Yellow warning panels added 11-Jun-65. Unit ran with DTC 60827 (ex.1128)
for a while about Jul-65 in connection with AWS tests. AWS fitted and second-class
compartment in DTC 60810 converted to luggage space 24‑Dec‑65
and seating reduced to 13 first and 50 second. MBS 60110 moved from Eastleigh
to St Leonards 16‑Dec‑72 and temporarily exchanged with
damaged 3D MBS 60132 (ex.1307) until Jan‑73. In this formation unit
seated 13 first and 196 second. Unit to Eastleigh 4‑May‑78
and extensively modified as prototype refurbished unit and reclassified as
3H (M). Revised seating capacities (all second class) were now
MBS 60110 ‑ 39, TSO 60660 ‑ 98, DTS 60810 ‑
76 giving a unit total of 213. The first coach released was
DTS 60810 which was inspected at Waterloo 7‑Jun‑79, this being
followed by TS 60660 worked from Eastleigh to Wimbledon Park between
4 CIG & EPB units 14‑Jun‑79 and MBS 60110 which was
released from Eastleigh 20‑Aug‑79 and hauled by unit no.1103 to
Strawberry Hill where the unit was then formed-up and tested. The
complete unit ran on test to Stewarts Lane 30‑Nov‑79 and was
also used on tests coupled to a 4 CIG unit on the Shepperton branch 30‑Dec‑79. With testing completed the
unit was released to St Leonards for commissioning 27‑Feb‑80
and entered passenger service soon afterwards. Unit then normally restricted
to Ashford ‑ Hastings services due to lack of first-class
accommodation. |
|
1112 |
Unit reduced to 2H Nov‑59
until suburban gear ratio motors refitted early in 1960 and TS 60661
formed back into unit. Yellow warning panels added
11-Jan-64. AWS fitted and second-class
compartment in DTC 60811 converted to luggage space 8‑Feb‑64 and
seating reduced to 13 first and 50 second. This luggage area converted to
first class seating Nov‑75 and DTC now seated 19 first and
50 second. Unit ran temporarily with 60815 (ex.1116) replacing 60811
during these seating modifications. Unit to Eastleigh for C1
overhaul and asbestos strip Mar‑83. |
|
1113 |
Unit briefly exchanged DTC
60812 with 60816 (ex.1117) c. Aug‑59 and also ran for a short while in
late 1959 without a silencer, though this was refitted w/e 30‑Oct‑59
when unit was made-up to three coaches. Observed in green livery with
orange Vee 10-Oct-65 and may not have received (?) yellow warning panels
before repainting into blue with yellow warning panels 21-Nov-66. Second-class compartment in
DTC 60812 converted to luggage space Dec‑66 and seating reduced to
13 first and 50 second. DTC 60812 temporarily
exchanged with 60816 (ex.1117) c.Aug‑70 (possibly due to damage as
unit to Swindon misformed). Unit damaged in collision with
1318 c.May‑75 (where?) and ran for a while formed with
3D MBS 60143 (ex.1318). The luggage area in
DTC 60812 converted to first class seating Mar‑76 and DTC now
seated 19 first and 50 second. Unit ran temporarily with 60815
(ex.1116) replacing 60812 during these seating modifications. Unit damaged in Battersea Park
collision with Railair set 31‑May‑85
and withdrawn. Following a period in store at Selhurst depot, it was
moved to St Leonards for stripping 27‑Jan‑86. MBS 60112
& TS 60662 both condemned and stored at Mountfield thence to Chart Leacon for bogie recovery 17‑Jul‑87. Moved
from Tonbridge to Mayer Newman (Snailwell) for
scrapping 2‑Oct‑87 arriving there 16‑Nov‑87.
TS 60662 burnt 27‑Nov‑87 and MBS 60112 burnt 21‑Dec‑87.
Unit reinstated from Apr‑86
using two ex. 6-car Hastings vehicles from disbanded 5L no.1037 MBS 60044
(then running in 3D no.1319) & TSO 60561. Unit still numbered 1113 but
now reclassified as Class 206. Seating 19 first /140 second and
used mainly on Ashford to Hastings route. When all the units were
renumbered this unit became no.206101 from Aug‑86. |
|
1114 |
Unit reduced to 2H from Nov‑59
until suburban gear ratio motors refitted early in 1960 when TS 60663 again
formed into unit. Second-class compartment in
DTC 60813 converted to luggage space in 1963/4 and seating reduced to
13 first and 50 second. Unit had yellow warning panels
by 7-Sep-68. This luggage area converted to
first class seating in Apr‑76 and DTC now seated 19 first and
50 second. Unit temporarily reduced to 2H
from Mar‑71 to Apr‑71 whilst floor repairs made to TS 60663. |
|
1115 |
Unit the first made up to 3H
from 12‑Aug‑59 by inclusion of TS 60664, this vehicle having been
built as 60650 and renumbered 60664 prior to entering traffic, though 60664
then formed briefly into unit no.1105 whilst other two coaches undergoing
bogie modifications. No.1115 had not yet received
an orange Vee in 2-Feb-60 but was carrying one on 3-Nov-63 and again on 30-Oct-66. Second-class compartment in
DTC 60814 converted to luggage space 13‑Jul‑63 and seating
reduced to 13 first and 50 second. TS 60664 temporarily replaced by
60652 (ex.1103) during autumn 1964. Unit recorded as running as a
2-car 3-Nov-63 and again 26-Apr-64 on Southampton Terminus to Alton services
with air horns but the early blinds appeared to have been replaced between
these two dates. Luggage area converted to
first class seating Sep‑74 and DTC now seated 19 first and
50 second. Unit given C1 overhaul (at
Eastleigh?) including asbestos strip c.Oct‑81, released 13‑Feb‑82. |
|
1116 |
MBS 60115 fitted with
drainpipes at cab end early in 1961, (this feature was then included in the
last three ‘Berkshire’ units constructed). Unit ran briefly as part of
‘4H’ in Mar‑63 with 60115 and 60665 formed with 60657 +
60108 (ex.1109). Second-class compartment in
DTC 60815 converted to luggage space in 1963 /1964 and seating reduced to
13 first and 50 second. Observed in green livery with
orange Vee 10-Oct-65. MBS 60115 damaged in
collision with no.1310 at Oxted 11‑Dec‑72 and unit out of service
for a long period whilst this coach repaired at Slade Green. DTC 60815 used
temporarily in other St Leonards based 3H units whilst their own DTCs having
the luggage to first class compartment modification at Selhurst. 60815 itself
so modified in Jul‑74 now seating 19 first and 50 second. TS
60665 spare, though used in no.1119 from Oct‑75 to Aug‑76. After repair MBS 60115
used in no.1129 from May‑76 until unit reinstated to traffic in
original formation Aug‑76. Unit given C1 overhaul
including asbestos strip in early 1980's (details unknown). |
|
1117 |
Unit briefly exchanged DTC
60816 with 60812 (ex.1113) c.Aug‑59. Second-class compartment in DTC
60816 converted to luggage space 24‑Aug‑63 and seating reduced to
13 first and 50 second. Yellow warning panels added
8-Feb-66. This luggage area converted to
first class seating Apr‑74 and DTC now seated 19 first and
50 second. DTC 60816 temporarily
exchanged with 60812 (ex.1113) c.Aug‑70 (possibly due to damage to
60816). |
|
1118 |
Unit had not yet received an
orange Vee in 30-Apr-60 nor had it received a yellow warning panel 10-Nov-66. Second class compartment in
DTC 60817 converted to luggage space Nov‑67 and seating reduced to
13 first and 50 second. This luggage space converted
to first class seating Jul‑74 and DTC now seated 19 first and
50 second. Unit ran temporarily with 3D
MBS 60143 (ex.1318) late 1975, seating 19 first and 196 second in this
temporary formation. Unit to Eastleigh for C1
overhaul including asbestos strip 5‑Feb‑82, released c.June‑82.
|
|
1119 |
Possible unit ran as
three car for a while c.Aug-75 with TC 60611 (ex 1312), in
this formation seating 37 first and 144 second. Yellow warning panels added
26-Jan-65. Air horns fitted by 24-Apr-66. Unit ran as 3H Oct‑75 to
Aug‑76 with TS 60665 (spare ex. damaged no.1116). Unit made up to 3H in Jul‑79
by inclusion of TS 60653 (ex.1104 via 1122). Observed in blue /grey livery 10-Aug-82. |
|
1120 |
Second-class compartment in
DTC 60819 converted to luggage space Jun‑67 and seating reduced to
13 first and 50 second. Unit ran as three-car for a
period from Mar‑76 with 3D TC 60617 (ex.1318), in this formation
seating 37 first and 144 second. Unit made up to three-car in
May‑79 by inclusion of 3D TC 60603 (ex.1304), this being replaced by
similar 60612 (ex 1313) from Sep‑79 to 24‑Nov‑79,
seating capacity as above. Unit reclassified as 3H from
Nov‑79 by inclusion of TS 60652 (ex.1103). Unit ran briefly in Dec‑80
with DTC 77509 (ex.1205) replacing 60652. Believed to be the
blue ‘St Leonards’ unit. |
|
1121 |
Yellow warning panels added
11-Jun-65. It is possible that as a 2H ‘Hastings’ unit no.1121
was never equipped with an orange-Vee. AWS fitted and second-class
compartment in DTC 60820 converted to luggage space Jul‑67 and seating
reduced to 13 first and 50 second. In May‑74 unit made up
to 3H by inclusion of TS 60657 (ex.1108) and units swapped identities, the
‘new’ no.1121 now formed of MBS 60107 & DTC 60807. Unit ran briefly as 3H from
St Leonards in Dec‑76 with TS 60670 (ex.1125). DTC 60807 exchanged briefly in
May‑77 with 60821 (ex.1122). In Jul‑79 2H 1121
disbanded and both coaches reformed with DTS 77500 (ex.3R 1201) to form
‘new’ 3T unit 1401. |
|
1122 |
Observed running Southampton
Central to Alton services 20-Sep-64 without orange Vee; it is always possible
this unit was never painted with one. Yellow warning panels added 30-Oct-65. AWS fitted and second-class
compartment in DTC 60821 converted to luggage space Nov‑65 and seating
reduced to 13 first and 50 second. Observed in green livery with
whistle /without orange-Vee in August 1965 and with yellow warning panels
25-Jul-66. It is possible that as a 2H ‘Hastings’ unit no.1122
was never equipped with an orange-Vee. DTC 60821 briefly exchanged
with 60823 (ex.1124) from 12‑Nov‑76 to 16‑Nov‑76 and
again with 60807 (ex.1121) for a few days in May‑77, though unit out of
use both times during these temporary formations. Unit made up to 3H May‑79
with TS 60653 (ex.1104) until Jul‑79 when 60653 to intended no.1119. Unit disbanded c.Sep‑79
and both coaches reformed with DTS 77508 (ex.3R no.1204) to form
‘new’ 3T unit no.1402. |
|
1123 |
Yellow warning panels added
31-Jan-63. Second class compartment in
DTC 60822 converted to luggage space 30‑Nov‑65 and seating
reduced to 13 first and 50 second. Whistles fitted by 20-Aug-66. This luggage space converted
to first class seating Mar‑76 and DTC now seated 19 first and
50 second. 60822 temporarily replaced by
60815 (ex.1116) during these seating modifications. MBS 60122 temporarily
replaced by 3D MBS 60137 (ex.1312) during early 1976, reverted to normal
about May-76. Unit seated 19 first and 196 second for duration of this change.
Unit to Eastleigh for C1
overhaul including asbestos strip early 1982, released 7‑Aug‑82. |
|
1124 |
Orange-Vee by 29-Mar-61; yellow
warning panels added 27-Jan-65. Second class compartment in
DTC 60823 converted to luggage space 8‑Jun‑63 and seating reduced
to 13 first and 50 second. AWS equipment fitted Apr‑65. Observed in green livery with
yellow warning panels 21-Feb-67. Unit temporarily reduced to 2H
from Jan‑67 until Jun‑67 and TS 60669 spare. DTC 60823 defective and
exchanged with 60821 (ex.1122) from 12‑Nov‑76 to 16‑Nov‑76.
Unit to Eastleigh for C1
overhaul including asbestos strip 18‑Aug‑83, released c.2‑Feb‑84. |
|
1125 |
Second-class compartment in
DTC 60824 converted to luggage space 11‑May‑63 and seating
reduced to 13 first and 50 second. Yellow warning panels added
30-Sept-64. AWS equipment fitted Oct‑64. TS 60670 defective Aug‑76
and unit ran as 2H until made up to three cars with TS 60673 (ex.1128). Back
to 2H again Oct‑76 to Dec‑76 when 60670 returned to unit, having
been used briefly in unit no.1122. Unit to Eastleigh for C1
overhaul including asbestos strip 14‑Nov‑83, released Jun‑84. |
|
1126 |
Second-class compartment in
DTC 60825 converted to luggage space 1‑Jun‑63 and seating reduced
to 13 first and 50 second. AWS equipment fitted Jan‑65. Yellow warning panels added
19-Jul-66. Unit ran as 2H between 19‑Jun‑71
and c.Aug‑71 whilst TS 60671 under repair. Unit again reduced to 2H 18‑Aug‑74
to 29‑Aug‑74 whilst vandalism damage to TS 60671 was repaired. DTC 60825 defective Nov‑84
and temporarily exchanged with 60828 (ex.1129). Unit to Eastleigh for C1
overhaul including asbestos strip 16‑May‑83, released c.13‑Oct‑83. |
|
1127 |
AWS equipment made operational
from 13‑Apr‑63. Yellow warning panels added
5-Aug-65. Observed air horns 25-Jul-66. TS 60672 damaged in open-door
collision with no.1104 at Fareham Dec‑72 and ran as 2H for a while
whilst repairs completed. MBS 60145 damaged (where?) c.Dec‑79
and to Slade Green for repairs. Unit ran with 3D MBS 60131 (ex.1306)
until reverted to normal from 17‑Feb‑80. Unit ran with both trailers of
no.1130 during Feb‑83, own trailers being formed as part of no.1130 at
this time. Unit to Swindon for C1
overhaul including asbestos strip 19‑Apr‑85, released Oct‑85. |
|
1128 |
AWS equipment made operational
from 13‑Apr‑63. DTC 60827 used temporarily in no.1111 during July
1965 in connection with AWS tests. Observed in green livery with
orange Vee Summer 1962 and on 22-Jun-63 (with air horns). Yellow warning panels added
27-Jan-66. Unit ran briefly as 2H in Jan‑75.
TS 60673 used in no.1125 Aug‑76 to Oct‑76 and unit out of use. Unit ran briefly as 2H in May‑80.
Unit to Eastleigh for C1
overhaul including asbestos strip 13‑Dec‑82, released Mar‑83. |
|
1129 |
AWS equipment made operational
from 2‑May‑64 and Dorman engine installed at this time. DTC 60828 damaged in collision
with tender of 75066 at Eastleigh 21‑Sep‑64 and remaining
two coaches formed with MBS & TS of no.1107 as second class only 4H
was formed as follows: 60106 (MBS 1107) + 60656 (TS 1107)
+ 60674 (TS ex.1129) + 60147 (MBS ex.1129). Unit reverted to
booked formation from Dec‑64. Yellow warning panels added
and Dorman engine removed 10-Sep-65. Unit temporarily reduced to 2H
May‑67 to Jun‑67 and TS 60674 spare. Unit damaged in collision with
DMMU B486 at Eastleigh Diesel depot May‑75 and repaired at Selhurst. MBS 60147 damaged in
collision with derailed tank wagon near Bursledon 4‑Oct‑75 and
sent to Slade Green for repairs 26‑Feb‑76. Temporarily replaced
by 3D MBS 60143 (ex.1318) and then 60115 (ex. damage repairs from no.1116)
from early 1976. Seating capacity unchanged with 60143, altered to 13 first
and 218 second with 60115. Reverted to original formation c.10‑Aug‑76.
TS 60674 damaged early
1978 sent to Slade Green for repairs with unit running as 2H from 25‑Jan‑78
to Apr‑78. Unit reduced to 2H from mid
Oct‑84 to 3‑Nov‑84 then DTC 60828 temporarily exchanged
with 60825 (ex.1126) though unit out of use. Unit to Swindon for C1 overhaul
including asbestos strip Jan-86, released May‑86. Believed to be the last (original) green unit and
last blue Eastleigh unit. |
|
1130 |
Yellow warning panels added
26-Apr-66. MBS 60148 derailed and damaged
after hitting cattle near Itchen Abbas 28‑Dec‑72 and replaced by
3D MBS 60132 (ex.1307) for a few days whilst 60148 repaired. Unit defective and DTC 60829
temporarily exchanged with 60802 (ex.1103) Dec‑76. MBS 60148 defective and both
trailers temporarily exchanged with those of no.1127 during Feb‑83. Unit to Swindon for C1
overhaul including asbestos strip Oct‑85, released May‑86. |
|
1131 |
AWS made operational from 30‑May‑64.
Yellow warning panels added
7-Apr-66. MBS 60149 damaged in collision
with 4 TC unit number 415 (damaging TC’s DTS 76297) at Portsmouth
& Southsea 27‑Nov‑71 but repaired. Unit ran with MBS 60146
(ex.1128) 9‑May‑75 to 14‑May‑75. Both trailers
briefly exchanged with no.1111 Mar‑77 and unit ran for short periods as
2H in Jul‑78 and again Jun‑83. Unit to Swindon for C1
overhaul including asbestos strip Jun‑85, released Jan‑86. |
|
1132 |
Yellow warning panels added
11-Jun-64. AWS made operational from 13‑Jun‑64. Unit reduced to 2H from Jan‑67
to Jun‑67 and TS 60677 spare. Unit ran as 2H again from c.1‑Sep‑81
to 15‑Sep‑81. MBS 60151 used in unit no.1402
during Nov‑83. C1 overhaul including asbestos
strip (at Eastleigh ?) Dec‑84, released May‑85. Unit damaged in collision with
no.7817 at Portsmouth Harbour 13‑Sep‑85 but repaired. |
|
1133 |
Second class compartment in
DTC 60832 converted to luggage space (date unknown) and seating
reduced to 13 first and 50 second. Observed in green livery with
orange Vee & air horns 2-Feb-64. Yellow warning panels added
27-May-66. Ran with DTC 60803 (ex.1404)
briefly Jan‑82. Unit to Eastleigh for C1
overhaul including asbestos strip 21‑May‑84, released c.Dec‑84. |
|
1401 |
|
|
1402 |
Unit ran with MBS 60151
(ex.1132) during Nov‑83. |
|
1403 |
|
|
1404 |
Unit
ex. works 17‑Sep‑79 as no.1404 formed as 2H as 77503 not ready. Unit
made up to 3T c.Nov‑79. Unit
in collision with no.6062 at Portsmouth Harbour 26‑Sep‑79. DTC 60803 ran briefly in no.1133
Jan‑82. |
3H ‘Hampshire’ unit no.
1107 waiting to depart from Uckfield station
Alongside a class 33 has arrived hauling
a peak-hour service
Unit Maintenance
Usually
at Eastleigh units received major overhauls though latterly some were dealt
with at Swindon; most bogie changes took place at Chart Leacon (Ashford). Certain intermediate bodywork attention
was also done at Selhurst from time to time and during the 1970s cabs were
stripped of blue asbestos insulation at Strawberry Hill.
Around
May 1964 unit number 1129 was experimentally fitted with a Dorman 12QTCW V12
engine of 725bhp, but the standard 4SRKT was refitted after about one year.
2H ‘Hastings’ unit no. 1121
climbing towards Borovere Lane
(Alton) en-route to Southampton Central in August
1965
(note the steel sleepering
on the adjacent road)
AWS
During
1985 many of the units based at St Leonards were fitted with simplified
AWS leaving just nos.1107/13/19 & 20 outstanding.
AWS equipment was made operational
on these units as follows:
|
Unit number |
Date fitted |
Position |
Position |
|
1101 |
7-Mar-64 |
EH in use |
EH in use |
|
1102 |
19-Sep-64 |
EH in use |
EH in use |
|
1103 |
21-Dec-63 |
now 1403 |
now 1403 |
|
1104 |
26-Sep-64 |
now 1404 |
now 1404 |
|
1105 |
Nov-64 |
SE isolated |
EH in use |
|
1106 |
Nov-85 |
SE n/f |
SE n/f |
|
1107 |
Withdrawn |
SE n/f |
SE n/f |
|
1108 |
Jun-85 |
SE n/f |
SE n/f |
|
1109 |
Jul-85 |
SE n/f |
SE n/f |
|
1110 |
18-Dec-65 |
SE isolated |
SE in use |
|
1111 |
Jul-65 MBS |
SE in use |
SE in use |
|
1112 |
8-Feb-64 |
SE n/f |
SE isolated |
|
1113 |
Withdrawn |
SE n/f |
SE n/f |
|
1114 |
Dec-85 |
SE n/f |
SE n/f |
|
1115 |
Dec-85 |
SE n/f |
SE n/f |
|
1116 |
Nov-85 |
SE n/f |
SE n/f |
|
1117 |
Nov-81? |
SE n/f |
SE isolated |
|
1118 |
Nov-85 |
SE n/f |
SE n/f |
|
1119 |
Withdrawn |
SE n/f |
SE n/f |
|
1120 |
Withdrawn |
SE n/f |
SE n/f |
|
1121 |
Jul-67 |
now 1401 |
now 1401 |
|
1122 |
Nov-65 |
now 1402 |
now 1402 |
|
1123 |
Oct-85 |
SE n/f |
SE n/f |
|
1124 |
Apr-65 |
EH in use |
EH in use |
|
1125 |
Oct-64 |
EH in use |
EH in use |
|
1126 |
Jan-65 |
EH in use |
EH in use |
|
1127 |
13-Apr-63 |
EH in use |
EH in use |
|
1128 |
13-Apr-63 |
EH in use |
EH in use |
|
1129 |
2-May-64 |
EH in use |
EH in use |
|
1130 |
?-64 |
EH in use |
EH in use |
|
1131 |
30-May-64 |
EH in use |
EH in use |
|
1132 |
13-Jun-64 |
EH in use |
EH in use |
|
1133 |
?-64 |
EH in use |
EH in use |
|
1401 |
From ‘new’ |
EH in use |
EH in use |
|
1402 |
From ‘new’ |
EH in use |
EH in use |
|
1403 |
From ‘new’ |
EH in use |
EH in use |
|
1404 |
From ‘new’ |
EH in use |
EH in use |
18th August 2019 preserved
2H ‘Hampshire’ unit no. 1125 approaching
Ropley with the 11:30hrs departure from Alresford to Ropley
(only)
Orange Vees
During
1960 the units started to have a large luminous orange ‘Vee’
painted on the cab ends, unit no.1102 being the first done. When the yellow
warning panels were applied (1964-65) the motor-coach ends received a black
triangle instead; unit no.1112 being the first about March 1964. Some units
were still sporting orange Vees in the last quarter of 1965.
The imperative for the orange ‘Vee’ is believed to come from
mail pick-ups at Winchester City following the introduction of 2H /3H units on
the Alton to Southampton services. These units only had a brake van at one end
(the motor coach) whereas the steam hauled carriage sets had brake vans at each
end with the guard riding in the rear.
Postal staff would traditionally be waiting to load mail into the rear
of the train but with a 2H/3H unit the only brake van might arrive at the front
of the unit. As a consequence, this could cause service delays as postal staff
had to move the mail along the platform to the front of the train.
Accordingly, the orange-Vee would provide an early indication to station
/postal staff that there was no brake van at the other end of the unit.
As this problem did not exist on the Central Division the 3D ‘East
Sussex’ units (latterly referred to as ‘Oxted’ units) were
not equipped with orange-Vees.
In terms of the carriage of mail the brake van provision on 2H /3H units
wasn’t generous and on later 3H ‘Berkshire’ builds a seating
bay was sacrificed to provide a larger baggage area.
Inverted Black Triangles
With the introduction of small warning panels (trialled on BR(S) in
1962) the first 2-EPB units started received theirs in late 1963 with 1964
seeing a great rush to equip most units; some yellow warning panels were
hastily applied in sidings. A decision was made to replace the orange-Vee with
a black inverted triangle and that this useful indicator to staff should become
standard for all 2 and 3-car demu /emu
stock on the BR(S).
Like the orange-Vee the inverted black provided an early indication to
station /postal staff that there was no brake
van at the other end of the unit.
Sporting a
rather grubby orange-Vee 2H ‘Hampshire’
unit no. 1102 nears Alton on the 25th April 1964
Borovere Lane (bridge) is in the distance
Changes of Livery
From
mid-1966 units started to be painted all over blue; unit number 1103 was the
first being outshopped on 5th July 1966. The first few blue
units (nos.1103/06/13/14) had yellow warning panels (similar to those of the
green units) but subsequent blue units had full yellow ends. Motor coaches
still had the small black triangle to denote ‘no brake van at the other
end’.
During
1980 units started to be repainted in blue /grey, all eventually being done.
Units
started to be repainted into Network South East livery with no.205001 in May
1988, all except no.205031 being done. Unit number 205029 was returned to all
over green livery during August 1992, but with full yellow ends.
NB. There are observations on individual unit
liveries included within the unit notes.
3H ‘Hampshire’ units nos.1106
(blue) and 1124 (green) passing at Romsey station
No.1106 received blue livery on 24-Nov-66
and no.1124 lost its green livery on 27-Feb-69.
Liveries of Original Units
Nos.1101 - 1133
|
Unit |
Green yellow warning panels |
Blue yellow warning panels |
Blue full yellow ends |
Blue /Grey |
Renumbered |
|
1101 |
c.6-Mar-64 |
|
1-Nov-67 |
Aug-82 |
205001 |
|
1102 |
No record located |
|
By Nov-67 |
Feb-82 |
205002 |
|
1103 |
No record located |
5-Jul-66 |
30-Oct-68 |
Disbanded
to 3T |
|
|
1104 |
9-Oct-65 |
|
20-Nov-68 |
Disbanded
to 3T |
|
|
1105 |
Nov-64 |
|
By
Nov-70 |
Apr-82 |
205005 |
|
1106 |
Believed not |
24-Nov-66 |
By
Nov-69 |
c.Nov-80 |
205006 |
|
1107 |
23-Mar-66 |
|
20-Feb-68 |
c.Aug-82 |
205007 |
|
1108 |
7-Feb-64 |
|
By
Oct-70 |
By
May-81 |
205008 |
|
1109 |
c.18-Dec-63 |
|
24-Dec-70 |
c.Apr-82 |
205009 |
|
1110 |
18-Dec-65 |
|
21-May-68 |
Aug-82 |
205010 |
|
1111 |
11-Jun-65 |
|
9-Oct-67 |
By
May-81 |
205101 |
|
1112 |
31-Jan-64 |
|
11-Mar-69 |
Jun-83 |
205012 |
|
1113 |
Believed not |
21-Nov-66 |
19-Dec-69 |
c.Dec-80 |
206101 |
|
1114 |
Believed not |
9-Jan-67 |
c.2-Apr-69 |
Jul-83 |
205014 |
|
1115 |
No record located |
|
30-Jun-67 |
c.May-82 |
205015 |
|
1116 |
No record located |
|
5-Dec-67 |
c.Nov-81 |
205016 |
|
1117 |
8-Feb-66 |
|
18-Apr-68 |
Nov-82 |
205017 |
|
1118 |
No record located |
|
10-Oct-67 |
c.Jun-81 |
205018 |
|
1119 |
26-Jan-65 |
|
By
May-69 |
c.May-82 |
205019 |
|
1120 |
No record located |
|
By
Nov-68 |
Apr-84 |
205020 |
|
1121 |
11-Jun-65 |
|
c.May-67 |
Disbanded
to 3T |
|
|
1122 |
30-Oct-65 |
|
26-Jun-68 |
Disbanded
to 3T |
|
|
1123 |
22-Feb-66 |
|
27-Jun-68 |
Aug-82 |
205023 |
|
1124 |
c.27-Jan-65 |
|
27-Feb-69 |
Feb-84 |
205024 |
|
1125 |
c.30-Sep-64 |
|
19-Aug-69 |
Jun-84 |
205025 |
|
1126 |
19-Jul-66 |
|
30-12-68 |
c.13-Oct-83 |
205026 |
|
1127 |
5-Apr-65 |
|
By
Nov-70 |
Dec-80 |
205027 |
|
1128 |
27-Jan-66 |
|
4-Oct-68 |
Mar-83 |
205028 |
|
1129 |
10-Sep-65 |
|
24-Mar-71 |
Jul-84 |
205029 |
|
1130 |
26-Apr-66 |
|
19-Aug-70 |
c.May-81 |
205030 |
|
1131 |
7-Apr-66 |
|
By
Nov-70 |
c.Nov-81 |
205031 |
|
1132 |
c.11-Jun-64 |
|
By
Jun-70 |
c.Jul-81 |
205032 |
|
1133 |
27-May-66 |
|
20-Jan-71 |
c.May-81 |
205033 |
Renumbered Units Dates of Repainting
|
No. |
Blue /Grey |
NSE (early)#1 |
NSE (late)#2 |
Connex |
Green full yellow ends |
Renumbered |
|
205001 |
*Aug-86 |
11-May-88 |
|
18-Jan-99 |
|
Withdrawn |
|
205002 |
*Aug-86 |
|
|
|
|
Withdrawn |
|
205005 |
*Jul-86 |
|
|
|
|
Withdrawn |
|
205006 |
*Jul-86 |
|
|
|
|
Withdrawn |
|
205007 |
*Oct-86 |
|
|
|
|
Withdrawn |
|
205008 |
*Aug-86 |
|
2-Oct-91 |
|
|
Withdrawn |
|
205009 |
*Jun-86 |
|
9-Sep-88 |
|
|
Withdrawn |
|
205010 |
*Aug-86 |
|
|
|
|
Withdrawn |
|
205012 |
*Aug-86 |
|
c.Jun-88 |
9-Oct-98 |
|
Withdrawn |
|
205014 |
*Aug-86 |
|
|
|
|
Withdrawn |
|
205015 |
*Aug-86 |
|
14-Aug-89 |
|
|
Withdrawn |
|
205016 |
*Aug-86 |
|
26-Jun-89 |
|
|
Withdrawn |
|
205017 |
*May-86 |
|
|
|
|
Withdrawn |
|
205018 |
*Jun-86 |
|
c.Apr-90 |
|
|
Withdrawn |
|
205019 |
*Oct-86 |
|
|
|
|
Withdrawn |
|
205020 |
*Aug-86 |
|
|
|
|
Withdrawn |
|
205023 |
*Aug-86 |
|
31-Aug-90 |
|
|
Withdrawn |
|
205024 |
*Jun-86 |
|
29-Apr-90 |
|
|
Withdrawn |
|
205025 |
*Oct-86 |
|
c.Jan-90 |
|
|
Withdrawn |
|
205026 |
*Oct-86 |
|
c.Sep-89 |
|
|
Withdrawn |
|
205027 |
*Jun-86 |
|
c.Jan-90 |
|
|
Withdrawn |
|
205028 |
*May-86 |
|
c.May-90 |
1997 |
|
Withdrawn |
|
205029 |
*May-86 |
|
Aug-88 |
|
10-Aug-92 |
Withdrawn |
|
205030 |
*Oct-86 |
|
20-Feb-89 |
|
|
Withdrawn |
|
205031 |
*Oct-86 |
|
|
|
|
Withdrawn |
|
205032 |
*Jun-86 |
|
Dec-89 |
22-Mar-00 |
|
Withdrawn |
|
205033 |
*Jul-86 |
|
c.Nov-90 |
1997 |
|
Withdrawn |
|
205101 |
*Jul-86 |
|
c.Jun-89 |
|
|
205205 |
|
205205 |
|
|
*Jun-95 |
|
|
Withdrawn |
|
206101 |
*Jun-86 |
|
|
|
|
Withdrawn |
|
Notes |
|
|||||
|
* |
See
original unit number for the livery being carried when the unit was renumbered
/reformed. |
|||||
|
#1 |
Network
SouthEast (First version, lighter blue, angled
upsweeps). |
|||||
|
#2 |
Network
SouthEast (Later version, darker blue, curved
upsweeps). |
|||||
|
Against the feint backdrop of the Cathedral
spire, Tuesday, 6th May 1980 saw 3T unit no.1404 berthed in the
West End Bay platform at Salisbury between duties. An unidentified Class 47
is passing with a stone train empties heading back to Westbury whilst 50027
'Lion' is heading a Waterloo to Exeter train. Behind the DEMU is 4 TC unit no.418,
probably undergoing a 'heavy clean'. Unit no.1404 was formed in November
1979 with two coaches of old 3H unit no.1104 and the DTS 77503 from disbanded
3R no.1202 inserted between them. It appears to be carrying a '2T'
designation below the 'Class 204' sticker on the cab end; it had run as a
2-car from September 1979 to November 1979. © John Atkinson |
|
3T Units ‘New’ |
||
|
No. |
Date |
Renumbered |
|
1401 |
c.Nov-81 |
204001 |
|
1402 |
Jun-82 |
204002 |
|
1403 |
Mar-82 |
204003 |
|
1404 |
Oct-82 |
204004 |
|
Renumbered 3T Units |
|||
|
No. |
Date |
Livery |
Fate |
|
204001 |
*Oct-86 |
Blue
/grey |
Withdrawn |
|
204002 |
*May-86 |
Blue
/grey |
Withdrawn |
|
204003 |
*May-86 |
Blue
/grey |
Withdrawn |
|
204004 |
*Jun-86 |
Blue
/grey |
Withdrawn |
3H
‘Hampshire’ unit no. 1126 nearing Alton on the 25th
April 1964
The field is now a housing estate!
2H
/3H unit Operations
Unit
no.1115 was used for trials on the ‘Oxted’ lines from 27th January
1960, returning to Eastleigh from 9th February 1960.
The
introduction of the ‘Berkshire’ units saw the hourly Reading -
Basingstoke - Southampton Terminus services (during 1961 had been operated by
WR mechanical units) incorporate the Winchester – Southampton trains. At
this time the Andover – Portsmouth trains were diverted to run via
Southampton in an attempt to increase traffic along the Test valley, while the
service via Eastleigh was cut back to Romsey.
From
Winter 1962 /63 diesel trains took over the Fawley branch services and on
Sundays operated a Woking – Basingstoke service formerly operated as a
steam-hauled train from Waterloo.
From
May 1964 unit number 1122 (2H) was transferred to Eastleigh and along with
no.1103 (which was running as 2H) these units were used for the Mid‑Hants
service. In December that year unit number 1121 joined no.1122 from the
St Leonards fleet and these two 2H units then worked the Mid‑Hants
line until closure, though 3H units still appeared occasionally to cover for
them.
Tightening
up the diagrams on the Netley line (to release units nos.1114 ‑ 1118
from Eastleigh to St Leonards) enabled dieselisation of the Brighton to
Horsham service in May 1964. On 3rd May 1964 these three car
units were delivered to Brighton as a 15-car train unit; around this time unit
number 1122 was sent to Eastleigh.
2H ‘Hastings’ unit no.1121
on the 11.53 Alton to Southampton service 9th January 1966
Note the house behind the motor coach;
built since the photograph was taken of no.1117 in Sep 1960
© BloodandCustard
Unit
no.1115 was used for trials on East Sussex lines (as a 3H) seen at Oxted on 27th
January 1960 returning to Eastleigh 9th February 1960; this was
understood to be for timing trials in advance of ordering the new 3D units.
Closure
of the Bexhill West branch on 15th June 1964 followed by
the Romsey to Andover line from 15th September 1964 allowed a
further exchange of units between St Leonards & Eastleigh in September
1964 and on 19th December 1964 units nos.1113 & 1121 were
exchanged.
As
other line closures affected the duties of the units, further reallocations
took place. The Fawley branch closure on 14th February 1966 and
Shoreham to Horsham on 7th March 1966 allowed the Swanage
branch service to be worked by 3H units from 5th September 1966; this
unit being exchanged each day by means of a Portsmouth – Poole working.
Operations into Southampton Terminus ceased with its closure to scheduled
passenger trains on 5th September 1966.
The
service from Three Bridges to Tunbridge Wells was withdrawn from 2nd January
1967 and the New Romney branch closed on 6th March that year,
units were then diagrammed briefly on the Lymington branch from 2nd
April 1967 until electrification work was completed 2nd June 1967. During
the electrification works units also worked through services from Eastleigh to
Weymouth.
With
the introduction of electric services from 10th July 1967 the
Reading to Southampton stopping service became an electric service from
Waterloo with about half the services from Reading reconfigured to work to
Salisbury instead. From October 1971 the last of these Reading services was
extended through to Yeovil Junction.
Other
lines worked by these units to succumb to closure were Polegate to Hailsham
from 9th September 1968, Uckfield - Lewes from 23rd
February 1969 (though the line was not officially closed until 5th
May 1969), Eastleigh – Romsey from 5th May 1969 and the
Swanage branch from 1st January 1972.
By
1972 units nos.1110 ‑ 1112 were also based at St Leonards for
Oxted line services, though by 1974 units at St Leonards were nos.1106‑09
/1112‑20 & 1123 with the remainder based at Eastleigh.
The
closure of the Mid‑Hants line from Winchester to Alton from 5th
February 1973 saw units nos.1109 and 1121 rendered spare; unit number 1109 was
moved to St Leonards and number 1121 sent to Bristol for crew training,
though it was regularly swapped with others from time to time for maintenance
purposes.
This
training of WR staff allowed the use of these units on the Portsmouth to Bristol
route from May 1973 when a regular interval service was introduced; alternate
hourly services from Portsmouth terminating at Salisbury. However, complaints
about over-crowding and inadequate toilet provision led to this service was
revised again from 1st July 1974 with joint operation by both
SR & WR stock using 6-car trains wherever possible to alleviate
overcrowding. The timings were also extended as the WR mechanical units
couldn’t match the demu timings.
May
1973 also saw the Eastleigh – Portsmouth service reduced to an Eastleigh
– Fareham shuttle.
The
cessation of through workings from Portsmouth to Bristol led to an availability
of Hampshire units thus enabling replacement of the loco-hauled trains on the
Reading – Tonbridge line.
During
1980 and 1981 additional loco-hauled trains were introduced between Waterloo
and Salisbury and most of the Reading – Salisbury demu
services were diverted back to Portsmouth.
On
the central division most of the Victoria services were diverted to London
Bridge from October 1981 while the construction of a new air terminal took
place; this diversion affected both diesel and electric operations.
|
08.40 ex. Hastings with
its 'Hampshire' attachment running into Waterloo East on Wednesday 7th
June 1978 with unit no.1116 on the front. This was a Central Division unit so
something had gone awry! © John Atkinson |
TOPS
Under
the TOPS classification system, the 3H units became Class 205 & the 2H
units Class 204. To exchange a 2H & 3H between these depots in May
1974, unit number 1108 lost its centre trailer to no.1121 and the units
exchanged identities; this being done to keep all AWS fitted units at
Eastleigh.
St Leonards
based units were found to have insufficient first-class accommodation for the Oxted
line peak hour trains and the former second-class compartment (now a luggage
area) was converted to a seven seat first class compartment during 1975/6 on
all the 3H units based there. Units involved were nos.1106 ‑ 1109,
1112 ‑ 1118 and 1123.
The
centremost first-class compartment had its seating reduced to six by the
cutting of a doorway from the end compartment to the side corridor, which was
extended past this compartment by new partitions and sliding door to give
lavatory access. The first-class seating capacity was now 19 with an identical
seating layout to those in the 2 HAP units, this being reflected by the
change of Diagram No. from 679 to 683.
Electrical
codes were also amended from VA to VA‑3C, though unit no.1123 already
having a VA‑1A coded DTC received the code VA‑1C. Whilst these
conversions were carried out (usually at Selhurst during a C6 overhaul) units
often ran temporarily with DTC 60815 of no.1116 which was out of service from
collision damage at this time.
|
A fairly unusual appearance of a 3T unit
working on the Oxted lines. In this view taken on Thursday, 18 April 1985
unit no.1403 is seen near Crowhurst Brickworks (between Lingfield and Hurst
Green) with an East Grinstead to Victoria train. Memories have long-forgotten why the
unit was over on the 'Central', although it had been outshopped from Selhurst
Paint Shop on 1st March 1985 in its second coat of blue /grey and
so probably did not return ‘home’ between these dates. © John Atkinson |
3T & 3H(M) unit Operations
The 1979
conversion - 3T units nos.1401-1404
From May 1979, four 3R units were disbanded and their driving
trailers used to augment the remaining four 2H units to three cars. Again,
problems in keeping all AWS fitted units at Eastleigh led to a complex series
of reforms involving units nos.1103/4, 1119/20 & 1201 ‑ 1204.
As a result, four 3T units were formed; classified as Class 204 and
numbered 1401 ‑ 1404, these replacing the remaining 2H units
and were allocated to Eastleigh depot.
3T
unit no.1404
©
BloodandCustard
The
centre trailer in the 3T units was the former 3R DTS vehicle, this coach being
a former 2 EPB DTS converted to DEMU operation in November 1964. This
coach was formed into the unit with the redundant driving cab marshalled
against the driving trailer. It seated 66 second class passengers in a four-bay
open saloon and two 12 seat compartments towards the centre of the coach.
The three former compartments (stripped out in 1964 to form a luggage area)
remained, though rarely used now.
Various
modifications to the former cab end were made and much equipment removed from
this cab rendering it unusable. The yellow ends were repainted plain blue. The
electrical code was amended from VC (in 3R format) to VC‑1A. These
vehicles had external roof-mounted lighting trunking.
These
3T units therefore seated 13 first and 168 second and were at first
given an operational distinction from the 3H units, though this was later
abandoned and the units then interworked with 3H units on all services.
3T unit no.1401 arriving at
Southampton Central from Salisbury
© BloodandCustard
1979
prototype - 3H(M) unit 1111
During
1979, unit no.1111 was taken into Eastleigh works to become the prototype
refurbish unit and as a consequence extensively modernised. It emerged for a
series of tests during September and was classified as 3H (M),
Class 205/1.
Gangways
were fitted between the coaches within the unit (but not at cab ends) and false
ceilings with fluorescent lighting as well as a public address system were
installed throughout.
In
the motor coach the passenger saloon was reduced to four bays seating
39 second with the remaining bay being converted as a new guard’s
van area (although though this only occupied about half the width of the coach).
The former guard’s brake became purely a luggage van with no through
access to the remainder of the unit. The motor coach now weighed 56.95 tonnes.
The
trailer second (TS) vehicle had the centre partition removed and with the
cutting of gangways at the coach ends lost six seats overall, now seating
98 second-class. Its revised weight was 29.97 tonnes.
The
Driving Trailer Composite (DTC) was converted to a DTS as the former first-class
area was altered into a three bay second class saloon seating 28. The two
lavatories remained towards the centre of the coach, albeit reconfigured either
side of a centre through-gangway permitting access from the new three-bay
saloon into the original five-bay saloon. In its modified form this coach now
seated 76 second and weighed 32.31 tonnes.
This gave unit number 1111 a total of 213 second class
seats and an overall weight of 119.23 tonnes. The lack of any first-class
accommodation meant that unit no.1111 was usually restricted to Ashford ‑ Hastings
line duties.
Unit no.1111 had its earlier ‘Baldwin’ AWS replaced
by the later simplified type. The codes for the modified unit were MBS MB,
TS SE, DTS UA.
During
refurbishment all blue asbestos insulation was removed and various other
modifications made to the cabs and control systems, each cab being fitted with
new control desks similar to those in 4 VEP electric units. This included
an automatic engine starter (which operated when a driver’s key was
inserted) and a four-position master controller as opposed to the usual DEMU
seven-position type.
The unit was made capable of easy modification to run in
multiple with electric units, but as it was used with other DEMUs, this was not
possible without alteration to the function of certain control wires; BR(S)
diesel-electric units could only work in multiple with other diesel-electric
units.
In terms of the conversion no.1111 had been rewired and fitted
with a four-notch controller so it could be configured to run in multiple with
electric units instead of diesel units. The complete unit ran on test to
Stewarts Lane 30th November 79 and was also used on tests coupled to
a 4 CIG unit on the Shepperton branch 30th December 1979.
However, Southern Region’s CM&EE could only do one or
other. So, the plan was to modify all the 2H /3H fleet as they went through
works and leave the connections set as “multiple to Diesel only”.
Only when the whole fleet had been through works would the units be switched
over to the “EMU” method of operation.
Due to a lack of funds no further units were modified and so this fleet
conversion did not come to fruition although many units (but not all) did have
heavy C1 overhauls in the early 1980s when the blue asbestos insulation was
stripped out.
With testing completed the unit was released to St Leonards for
commissioning 27th February 1980 and entered passenger service.
However, unit no.1111 (and in its subsequent no.205101 numbering) was unpopular
on the Hastings – Ashford line as the four-notch controller was much less
controllable than the seven-notch variant it replaced, particularly on Ham
Street bank in the Autumn. It could also be somewhat unpredictable when
working in multiple with a seven-notch unit.
Unit
Renumbering & Reformations
From
June 1986 the units were renumbered into a new scheme with the class number forming
part of the unit number; the 3H units becoming nos.205001 ‑ 205033
(with some gaps), the 3T units nos.204001 ‑ 204004, and no.1111
as 205101.
Following
the electrification of the Hastings line in May 1986 certain badly
corroded Hampshire coaches were withdrawn and replaced by former Hastings line
coaches; unit no.1107 receiving ‘Hastings’ motor coach 60037 (ex. 6B
unit no.1033 but received from 3R unit no.1202) in July 1985 before it was in
turn replaced by 60022 (ex. 6L number no.1015) in April 1986 whilst in the same
month unit number 1113 gained motor coach 60044 (ex. 6B number 1037 but
received from reformed 3D unit no.1319) along with trailer second 60561 (ex. 6B
number 1037). As a consequence, unit number 1113 was reclassified as
Class 206 and numbered 206101.
Original
unit formations are shown below, with details of subsequent renumbering.
Running as a 3-car ‘Hastings’
unit no.1119 enters Hastings from Ashford
|
Original Unit No. |
Date Unit New |
MDS |
TS |
Became |
DTC |
New No. |
Date No. change |
|
Diagram no. |
652 |
672 |
679 |
|
|
|
|
|
2H units
made up to 3H during autumn 1959 |
|||||||
|
1101 |
5-Aug-57 |
60100 |
60650 |
2-Oct-59 |
60800 |
205001 |
Aug-86 |
|
1102 |
7-Aug-57 |
60101 |
60651 |
22-Aug-59 |
60801 |
205002 |
Aug-86 |
|
1103 |
17-Aug-57 |
60102 |
60652 |
25-Sep-59 |
60802 |
Disbanded Mar-80 |
|
|
1104 |
23-Aug-57 |
60103 |
60653 |
25-Sep-59 |
60803 |
Disbanded Jul-79 |
|
|
1105 |
23-Aug-57 |
60104 |
|
6-Oct-59 |
60804 |
205005 |
Jul-86 |
|
1106 |
28-Aug-57 |
60105 |
60655 |
6-Oct-59 |
60805 |
205006 |
Jul-86 |
|
1107 |
30-Aug-57 |
60656 |
25-Sep-59 |
60806 |
205007 |
c.Sep-86 |
|
|
1108 |
6-Sep-57 |
|
60657 |
10-Oct-59 |
|
205008 |
Aug-86 |
|
1109 |
6-Sep-57 |
60108 |
60658 |
16-Oct-59 |
60808 |
205009 |
Jun-86 |
|
1110 |
13-Sep-57 |
60109 |
60659 |
6-Oct-59 |
60809 |
205010 |
Aug-86 |
|
1111 |
20-Sep-57 |
|
|
18-Sep-59 |
60810 |
205101 |
Jul-86 |
|
1112 |
20-Sep-57 |
60111 |
60661 |
6-Oct-59 |
60811 |
205012 |
Aug-86 |
|
1113 |
27-Sep-57 |
|
|
16-Oct-59 |
60812 |
206101 |
Aug-86 |
|
1114 |
2-Oct-57 |
60113 |
60663 |
23-Oct-59 |
60813 |
205014 |
Aug-86 |
|
1115 |
5-Oct-57 |
60114 |
60664 |
8-Aug-59 |
60814 |
205015 |
Aug-86 |
|
1116 |
12-Oct-57 |
60115 |
60665 |
10-Oct-59 |
60815 |
205016 |
Aug-86 |
|
1117 |
19-Oct-57 |
60116 |
60666 |
23-Oct-59 |
60816 |
205017 |
?-86 |
|
1118 |
23-Oct-57 |
60117 |
60667 |
21-Sep-59 |
60817 |
205018 |
Jun-86 |
|
2H units made up to 3H during 1979 |
|||||||
|
1119 |
7-Jun-58 |
60118 |
60653 |
Jul-79 |
60818 |
205019 |
c.Sep-86 |
|
1120 |
7-Jun-58 |
60119 |
60652 |
Nov-79 |
60819 |
205020 |
Aug-86 |
|
2H units made up to 3T during 1979 |
|||||||
|
1121 |
7-Jun-58 |
|
|
|
|
Disbanded Jul-79 |
|
|
1122 |
7-Jun-58 |
60121 |
|
60821 |
|
Disbanded Jul-79 |
|
|
Units built as 3H |
|||||||
|
Diagram no. |
652 |
672 |
679 |
|
|
|
|
|
1123 |
17-Nov-59 |
|
60668 |
17-Nov-59 |
60822 |
205023 |
Aug=86 |
|
1124 |
30-Nov-59 |
60123 |
60669 |
30-Nov-59 |
60823 |
205024 |
Jun-86 |
|
1125 |
15-Dec-59 |
60124 |
60670 |
15-Dec-59 |
60824 |
205025 |
c.Sep-86 |
|
1126 |
21-Dec-59 |
60125 |
60671 |
21-Dec-59 |
60825 |
205026 |
c.Sep-86 |
|
‘Berkshire’ units |
|||||||
|
Diagram no. |
656 |
672 |
680 |
|
|
|
|
|
1127 |
14-May-62 |
|
60672 |
14-May-62 |
60826 |
205027 |
Aug-86 |
|
1128 |
17-May-62 |
60146 |
60673 |
17-May-62 |
60827 |
205028 |
?-86 |
|
1129 |
31-May-62 |
60674 |
31-May-62 |
60828 |
205029 |
?-86 |
|
|
1130 |
6-Jun-62 |
60148 |
60675 |
6-Jun-62 |
60829 |
205030 |
c.Sep-86 |
|
1131 |
6-Jun-62 |
60149 |
60676 |
6-Jun-62 |
60830 |
205031 |
c.Sep-86 |
|
1132 |
22-Jun-62 |
60150 |
60677 |
22-Jun-62 |
60831 |
205032 |
Jun-86 |
|
1133 |
29-Jun-62 |
60151 |
60678 |
29-Jun-62 |
60832 |
205033 |
Jul-86 |
|
3T units formed 1979/80 |
|||||||
|
Diagram no. |
652 |
420 |
679 |
|
|
|
|
|
1401 |
Formed |
60107 |
77500 |
|
60807 |
204001 |
c.Sep-86 |
|
1402 |
Formed |
60121 |
77508 |
|
60821 |
204002 |
?-86 |
|
1403 |
Formed |
60102 |
77507 |
|
60802 |
204003 |
?-86 |
|
1404 |
Formed |
60103 |
77503 |
|
60803 |
204004 |
Jun-86 |
Notes
[1]
= ‘Hastings’ long
frame MBS, Diagram 651, Code MA-1A.
2 = ‘Hastings’ long frame MBS, Diagram
651, Code MA-1A.
3 = ‘Oxted’ MBS, Diagram 655, Code NB.
4 =
‘Hastings’ long frame MBS, Diagram 651, Code MA-1A.
5 =
‘Hastings’ long frame TSO, Diagram 671, Code SB-1A.
6 = ‘Oxted’ MBS, Diagram 655, Code NB.
7 = ‘Oxted’ MBS, Diagram 655, Code NB.
8 = ‘Oxted’ MBS, Diagram 655, Code NB.
9 = ‘Hampshire’ MBS, Diagram 652, Code
NA.
|
Notes |
|
|
New diagram no. 683 |
DTC |
|
1108 to 1109 and 1112 to 1118 |
VA-3C |
|
1123 |
VA-1C |
|
Notes |
|||
|
|
MBS |
TS |
DTC |
|
1111 |
MB |
SE |
UA |
|
Devoid of unit end number, a 2H unit entering
Alresford (from Itchen Abbas) in 1971. This is not believed to be unit
no.1119 which had neither roof-mounted lighting conduit or secondman’s
wiper as there appears to be a wiper drive visible above the
secondman’s observation light. Around this time both unit nos.1121
and 1122 were running around minus their secondman’s wiper. However, contemporary
photographs appear to also shew no.1121 with a mis-angled air-horn – as
can be seen above. At present the verdict remains open but the unit is most
likely to be no.1121! |
Hampshire
Units following the 1986 Renumbering
The
electrification of the East Grinstead line in October 1987 led to the
withdrawal (for scrapping) of most units still containing blue asbestos
insulation, all the hybrid formation units going at this time along with all
four 3T units. The three units still without AWS equipment (205007/19/20) were
also withdrawn.
Units
remaining at St Leonards depot were all transferred to Selhurst from this date.
The
four 3T units were replaced by four 3D ‘Oxted’ units allocated to
Eastleigh for the first time.
The
May 1990 timetable change saw a reduction in DEMU diagrams at Eastleigh and
units 205025 to 205027 were transferred to St Leonards. From 8th July 1991
new Class 155 ‘Sprinters’ took over the Salisbury - Southampton
stopping trains and units 205028 & 205031 also followed to
St Leonards. The only DEMU diagrams left on the SWD were now on the
Salisbury - Reading route (some diagrams ran further west to Yeovil Jct) and the Kensington Olympia shuttle was also now
provided from this fleet, a late evening Waterloo - Salisbury train being
diagrammed for DEMU to circulate units for maintenance.
During
1993 a programme to convert the restricted opening droplights to alternate
windows with full opening and bars was underway due to problems with interior
temperatures during hot weather, though this was never completed leaving some
unit retaining the initial arrangement.
Units
had also been receiving fluorescent lighting and public address (PA) equipment
during normal overhauls at Eastleigh and all survivors except 205008 &
205027 were done. A few other units with accident damage or body corrosion had
been withdrawn from time to time and the centre trailers of units 205101 &
205015 removed; these units being reduced to 2H for use on the Ashford to
Hastings service early in 1993.
Further
timetable changes along with the introduction of Class 159 units at Salisbury
led to virtually all remaining DEMU work at Eastleigh being removed, the final
unit based there (205031) being withdrawn in July 1993; all remaining units
then being maintained at Selhurst for Uckfield and Ashford ‑ Hastings
line duties.
Following
withdrawal and after a period in storage for component recovery, most units
were disposed of for scrapping at Mayer Newman, Snailwell;
many were not sold as complete units.
Oxted
Tunnel
Restricted Openings & Window Bars
From
May 1989 units allocated to Selhurst had the droplight opening restricted
to about four inches due to an issue or window bars fitted surrounding tight
clearances at the north portal of Oxted tunnel.
The
4 VEP units were similar fitted; these also had to have the gangways between
units locked out of use whilst passing through the tunnel in order to prevent
access to the droplights of the intermediate driving cab vestibules. Window
bars were fitted over the droplights of alternate doors and to those doors with
no interior handles.
The
restriction at Oxted tunnel came about through a scheme to improve the
alignment (and therefore raise the linespeed) at the
northern portal; indeed, the scheme improved the clearances to the tunnel wall.
Unfortunately,
when this was presented to Her Majesty’s Railway Inspectorate for
approval the response was electrification constituted significant works and so
the clearances should conform to the ‘blue
book’.
Oxted
tunnel was the Central Division’s longest so singling was not practical
and slab-tracking prohibitively expensive. Although considered ‘passenger
unfriendly’ restricted openings and window bars were the only solution.
18th August 2019 preserved
2H ‘Hampshire’ unit no. 1125
arriving at Ropley station
Hampshire Units into Privatisation
Units
remaining in traffic on 1st April 1994 were all allocated to
the ownership of the Porterbrook train leasing
company under the BR privatisation arrangements and marked ‘P’
against the unit number.
3H(M)
205101 had been reduced to a two car from January 1993 and the TS vehicle
converted to a Sandite trailer (being taken into
departmental stock). However, this unit reverted to three cars again from June
1995 with the inclusion of a former 4 CEP TSO vehicle converted for DEMU
operation; this vehicle actually being a former loco‑hauled TSO converted
to EMU use in March 1982 during the 4 CEP refurbishing. At this time 205101
was renumbered as 205205.
The
motor coaches of withdrawn units 205027 & 205031 also entered departmental
stock, running as Sandite unit 951069 coupled each
end of the former TS vehicle from 205101. This unit was outshopped in NSE
livery, only the former blue/grey coach from 205031 being fully repainted. However,
during 1997 the unit was overhauled at Chart Leacon
and turned out in the new Railtrack brown based livery; it was renumbered
930301 at this time.
The
only surviving single de-icing car (ex 4 SUB augmentation trailer) was
modified to run with DEMU stock and on 6th June 1998 ran a trial
trip formed into unit 930301 in place of the DEMU Sandite
trailer. This unit was then available as a standby De‑Icing unit,
extending its regular season of use.
In
1997 units 205028 and 205033 were both repainted into the Connex Yellow /White
livery during overhauls at Eastleigh, and 205009 was similarly treated in
September 1998. Unit 205205 was sent to Eastleigh in July 1998 for engine
repair and overhaul and was also released in Connex Livery, returning to
Selhurst depot in October 1998 where the ex-CEP trailer was removed and
stored and the unit re-entered service as a two car once again.
Unit
number 205012 was also reduced to two cars in October 1998 following lengthy
repairs to its door pillars, though the TS was not repaired and 205024 was
similarly reduced in January 1999 although the TS initially remained as a
serviceable spare.
Three
car unit number 205001 was sent for overhaul at Eastleigh December 1998 and was
released as a two-car on 18th January 1999 in Connex livery, the trailer
coach (TS) remained at Eastleigh having not been overhauled.
Unit
number 205025 was also reduced to two cars from April 1998, having been out of
traffic since November 1998 with extensive body repairs to the motor coach. This
unit remained in NSE livery and the trailer (TS) was stored unserviceable at
Selhurst.
Now
reduced to two cars these four units were then reclassified as Class 205/1 and
were intended for use on the all-day Oxted to Uckfield shuttle services with the
remaining three car units (Class 205/0) being mostly used on the through
Uckfield to London peak-hour services.
Unit
205205 was also reclassified, running as Class 205/3 when formed with the ex-CEP
trailer in the formation but in the winter months as Class 205/2 when
running as a two car unit without the ex-CEP trailer. Unit 205024 suffered a
serious engine failure in June 1999 and was not repaired; all the coaches
remaining at Selhurst for use as spare parts donors. The final unit remaining
in NSE livery (205032) was taken in for repainting at Selhurst depot from 22nd
March 2000.
Early
in 2001 a number of units were out of traffic following the discovery of cracks
in the wheel centres of some wheelsets. Unit 205001 was out of use from April
to June 2001 whilst unit 205033 (which was out of traffic for an engine defect)
had most of its wheelsets removed for use in other units. As a consequence
205033 wasn’t put back into traffic until mid-December 2001 after an
engine change at St Leonards.
Defects
in the wiring of former CEP trailer 71634 (in unit 205205) saw this coach
removed from the unit in January 2001 and stored at Selhurst depot; the unit
now running as 2H and restricted to the Uckfield line. Unit 205025 was subsequently
out of use for about 8 weeks in the spring of 2001 following damage to one cab
after collision with a fallen tree near Three Oaks.
18th August 2019 preserved
2H ‘Hampshire’ unit no. 1125
calls at Medstead and Four Marks station
TPWS
All
units surviving in traffic beyond 31st March 2003 were required
to be fitted with ‘Train Protection Warning System’ or TPWS, this
being an enhanced form of AWS equipment to prevent trains overrunning red
signals. Units began to be fitted by contractors at Selhurst as late as March
2003. However, during this work there were some problems following the exposure
of blue asbestos material in one cab of unit 205028. Accordingly, all units had
to be inspected resulting in an inability to meet the TPWS deadline. As a consequence,
there was a short period during April 2003 when the two Uckfield line peak hour
trains (am London Bridge up, am Victoria up, pm London Bridge down, pm Victoria
down) had to be temporarily revised until sufficient units could be fitted.
‘Berkshire’ 3H unit number
205030 departing from
Southampton Central with a Portsmouth & Southsea service
170s
& Last Mainline Operations
In
the latter part of 2003, the delivery of the first batch of the new diesel
trains; six two-car Class 170 units to Selhurst marked the beginning of
the end for the DEMU units. One new 170 unit began operation on the Uckfield
line in December and the whole of the Oxted - Uckfield shuttles were
turned over to Class 170 operation from 1st March 2004,
though the peak‑hour through trains to & from London remained DEMU
operated. This allowed withdrawal of two units; 205012 with poor bodywork and
205025 which was due for a bogie overhaul.
From
May 2004 further Class 170 diagrams on the Ashford - Hastings line saw most
DEMU operation on that line finish, though units made odd appearances there
until July. From August, the remaining 3H units were those mostly used on the
two through Uckfield - London workings each weekday morning and evening with
the two-car units being held in reserve. However, 205205 was taken out of
traffic at the end of July 2004 with a generator defect, leaving only 205001 as
a two-car; this being regularly used in place of three-car units.
Unit
205018 was last used on 17th August 2004 and 205033 was out-of-use
early in September, leaving just units 205001 /09 /28 /32 serviceable. From
Monday 27th September 2004, the Uckfield line peak hour trains
were diagrammed for six-car Class 171 formations, whilst the Oxted - Uckfield
shuttles went over to four-number class 171 units. However, at this stage none
of the two‑car 170 units had had their couplers changed to the Dellner
type to enable them to run with the four-car Class 171 units, so the DEMU units
remained in service for another week. The 170 units were re-designated class
171 after conversion to Dellner couplings.
|
New Number |
MBS |
TS |
DTC |
Original number |
Withdrawal |
|
3T units, Class 204 |
|||||
|
Diagram no. |
652 |
420 |
679 |
|
|
|
204001 |
60107 |
|
|
1121 (TS 1201) |
17-Aug-87 |
|
204002 |
60121 |
77508 |
60821 |
1122 (TS 1204) |
9-Nov-87 |
|
204003 |
60102 |
77507 |
|
1103 (TS 1203) |
5-Oct-87 |
|
204004 |
60103 |
|
|
1104 (TS 1202) |
19-Nov-87 |
|
‘Hampshire’ units, Class 205/0 |
|||||
|
Diagram no. |
652 |
672 |
679 |
|
|
|
205001 P |
|
|
|
1101 |
9-12-04 |
|
205002 |
|
|
|
1102 |
2-Sep-91 |
|
205005 |
60104 |
60654 |
60804 |
1105 |
31-Aug-87 |
|
Units with three
first compartments in DTC |
|||||
|
Diagram no. |
652 |
672 |
683 |
|
|
|
205006 |
60105 |
60655 |
60805 |
1106 |
5-Oct-87 |
|
205007 |
60022 8 |
60656 |
60806 |
1107 |
5-Oct-87 |
|
Units with
three first compartments in DTC |
|||||
|
Diagram no. |
652 |
672 |
683 |
|
|
|
205008 P |
60120 |
|
|
1108 |
7-Apr-94 |
|
205009 P |
60108 |
|
|
1109 |
9-Dec-04 |
|
Unit with two
first and luggage compartment in DTC |
|||||
|
Diagram no. |
652 |
672 |
679 |
|
|
|
205010 |
60109 |
60659 |
60809 |
1110 |
5-Oct-87 |
|
Units with three
first compartments in DTC |
|||||
|
Diagram no. |
652 |
672 |
679 |
|
|
|
205012 P |
60111 |
|
|
1112 |
6-Feb-04 |
|
205014 |
60113 |
|
|
1114 |
15-May-88 |
|
205015 P |
60114 |
60664 |
|
1115 |
9-Jun-93 |
|
205016 P |
60115 |
60665 |
60815 |
1116 |
9-Jun-93 |
|
205017 |
60116 |
60666 |
60816 |
1117 |
5-Oct-87 |
|
205018 |
60117 |
|
|
1118 |
17-Aug-04 |
|
Unit with two
first and one second compartment in DTC |
|||||
|
Diagram no. |
652 |
672 |
680 |
|
|
|
205019 |
60118 |
60653 |
60818 |
1119 |
31-Aug-87 |
|
Unit with two
first and luggage compartment in DTC |
|||||
|
Diagram no. |
652 |
672 |
679 |
|
|
|
205020 |
60119 |
60652 |
60819 |
1120 |
5-Oct-87 |
|
Unit with three
first compartments in DTC |
|||||
|
Diagram no. |
652 |
672 |
683 |
|
|
|
205023 P |
60122 |
|
|
1123 |
19-Mar-94 |
|
Units with two
first and luggage compartment in DTC |
|||||
|
Diagram no. |
652 |
672 |
679 |
|
|
|
205024 P |
60123 |
|
|
1124 |
22-June-99 |
|
205025 P |
60124 |
|
60824 |
1125 |
17-Feb-04 |
|
205026 |
60125 |
60671 |
60825 |
1126 |
26-Nov-90 |
|
‘Berkshire’ units, Class 205/0 |
|||||
|
Diagram no. |
656 |
672 |
680 |
|
|
|
205027 P |
60145 |
60672 |
|
1127 |
Jun-94 |
|
205028 P |
|
60673 |
60827 |
1128 |
10-Nov-04 |
|
205029 P |
60147 |
|
|
1129 |
7-Jan-95 |
|
205030 |
60148 |
60675 |
60829 |
1130 |
29-Aug-92 |
|
205031 P |
60149 |
60676 |
60830 |
1131 |
14-Jul-93 |
|
205032 P |
|
60677 |
60831 |
1132 |
25-Nov-04 |
|
205033 P |
60151 |
|
60832 |
1133 |
27-Nov-04 |
|
|
|||||
|
Code |
MB |
SE |
UA |
|
|
|
205101 P |
60110 |
|
60810 |
1111 |
Renumbered |
|
Code |
MB |
BX-4E |
UA |
|
|
|
205205 P |
60110 |
|
60810 |
205101 |
26-Jul-04 |
|
Unit reformed with two
‘Hastings’ vehicles, |
|||||
|
Diagram no. |
651 |
671 |
683 |
|
|
|
206101 |
60044 |
60561 |
60812 |
1113 |
5-Oct-87 |
Notes:
#1 Renumbered
60154 6‑89.
#2 DTC
Diagram 683, Code VA‑5E.
#3 TS
Code TA‑3C.
#4 Renumbered
60155 6‑89.
#5 DTC
Diagram 683, Code VA‑3C.
#6 DTC
Diagram 683, Code VA‑3C.
#7 DTC
Diagram 683, Code VA‑3C.
#8 ‘Hastings’
Long frame MBS, Diagram 651, Code MA‑1A.
#9 DTC
Diagram 679, Code VA.
#10 DTC
Diagram 680, Code VA‑2B.
#11 DTC
Diagram 679, Code VA‑4D.
#12 DTC
Diagram 679, Code VA.
#13 DTC
Code VA‑1C.
#14 DTC
Diagram 679, Code VA.
#15 ‘Berkshire’
TS Code TA‑3C.
#16 ‘Berkshire’
DTC, Diagram 680, Code VA‑8F.
#17 DTC
Diagram 679, Code VA.
#18 DTC
Diagram 679, Code VA.
#19 DTC
Diagram 683, Code VA‑1C.
#20 TS
Code TA-3C.
#21 DTC
Diagram 679, Code VA.
#22 ‘Oxted’
MBS Diagram 655, Code NB.
#23 ‘Oxted’
TC Diagram 667, Code TB.
#24 ‘Oxted’
DTS Diagram 681, Code VB.
#25 4
CEP TSO.
#26 4
CEP TSO.
|
Notes |
|||
|
|
MBS |
TS |
DTC |
|
205001 |
NA-3C |
TA-2B |
VA-4D |
|
205009 /12 /18 |
NA-3C |
TA-2B |
VA-5E |
|
205023 |
NA-4D |
TA-2B |
VA-7E |
|
205024 /25 |
NA-4D |
TA-2B |
VA-6D |
|
205028 /29 /32 /33 |
NA-5E |
TA-3C |
VA-8F |
|
205205 |
MB |
BX-4E |
UA |
|
Individual Unit Notes - Renumbered Units |
|||
|
204001 |
Unit
withdrawn 17‑Aug‑87 and DTS 77500 & DTC 60807 both went to
204004, being replaced by 77503 (ex.204004) & 60802 (ex.204003). Unit
then stripped at Eastleigh and moved to Clapham Yard 19‑Oct‑87,
thence to Canterbury West 26‑Oct‑87 pending stripping at Chart Leacon. Moved
to Mayer Newman (Snailwell) for scrapping 2‑Feb‑88
arriving there 11‑2‑88, though MBS 60107 was detached from
the train at Bishops Stortford due to fire damage in DTC 60806 (of unit
205007). 60802 burnt 15‑Feb‑88 and 77503 burnt 17‑Feb‑88.
MBS 60107 moved from Ely to Vic Berry, Leicester for scrapping 19‑Dec‑89. |
||
|
204002 |
Unit officially withdrawn 5‑Oct‑87 but
still in traffic and reinstated from 26‑Oct‑87 and reformed as
part of a 4H unit 204004 from 9‑Nov‑87, DTS 77508 removed from
unit and sent from Eastleigh to Chart Leacon for
stripping 20‑Dec‑88, thence stored at Sevenoaks until moved to
Mayer Newman (Snailwell) for scrapping 26‑Jan‑89.
Burnt 13‑Apr‑89. |
||
|
204003 |
DTC 60802 to withdrawn 204001 Jul‑87 and
replaced by 60803 (ex stored 204004). Unit withdrawn 5‑Oct‑87
and moved to Clapham Yard 19‑Oct‑87 thence to Canterbury West 26‑Oct‑87
pending bogie recovery at Chart Leacon before
returning to Eastleigh. Moved from Eastleigh to Ore 25‑Aug‑88
and after further stripping at St Leonards and Chart Leacon
unit stored at Sevenoaks until moved to Mayer Newman (Snailwell)
for scrapping 9‑Dec‑88 arriving there 22‑Dec‑88.
Coaches 60803 and 77507 both burnt 2‑Jan‑89, 60102 burnt 6‑Jan‑89. |
||
|
204004 |
Unit stored from Jul‑87 and DTS 77503
exchanged with 77500 (ex withdrawn 204001). DTC 60803 to 204003 and
replaced by DTC 60807 (also ex withdrawn 204001). Unit back to traffic
Aug‑87. Unit officially withdrawn 5‑Oct‑87 but
still in traffic. Reinstated from 26‑Oct‑87 and reformed as 4H
unit 204004 from 9‑Nov‑87 with two coaches from disbanded 204002.
Formation now 60807 (DTC) + 60103 (MBS) + 60121 (MBS) + 60821 (DTS) though
officially the motor coaches should have been placed at the outer ends. As 4H
204004, the former coaches of 204002 were not renumbered and this unit
suffered a serious failure on 15‑Nov‑87 so was withdrawn again
from 19‑Nov‑87 for disposal. DTS 77500 stored withdrawn, later joined by motor
coach 60103 with both sent to Chart Leacon for
bogie recovery 20‑Dec‑88. Moved to Mayer Newman (Snailwell) for scrapping 26‑Jan‑89. 77500
burnt 13‑Apr‑89 and 60103 burnt 20‑Apr‑89. DTCs 60807 & 60821 and MBS 60121 moved
from Eastleigh to Ore 25‑Aug‑88 and then stripped at St Leonards
and Chart Leacon before the DTCs were stored at
Sevenoaks. Moved to Mayer Newman (Snailwell) for
scrapping 9‑Dec‑88 arriving there 22‑12‑88. 60821
burnt 4‑Jan‑89 and 60807 burnt 5‑Jan‑89. MBS 60121
was heavily stripped of parts at Chart Leacon and
Eastleigh with the Shell dispatched by road from Southampton Down Yard to
Vic Berry, Leicester for scrapping 2‑Apr‑90. It was
destroyed by fire in the large stack of bodies in this yard on 10‑Mar‑91. |
||
|
205001 |
Droplight
restrictions applied Apr‑89. MBS 60100 renumbered 60154 from 27‑Jun‑89
to clear the number range for the new Class 60 locomotives. Unit
(along with 205018) was involved in the head-on collision with 205029
& 205032 near Cowden on 15‑Oct‑94 and damaged, but was back in
traffic on 25‑Oct‑94. Unit
to Eastleigh for overhaul 9‑Dec‑98 and released 18‑Jan‑99
in Connex livery as a two car, TS 60650 remained at Eastleigh and was not
overhauled. The unit now seated 13 first and 102 standard, weighed 88 tons
and was 133' 3½" long. It
was temporarily reformed with trailers 60658 & 60808 (both ex.205009) on 12‑Feb‑99
before reverting to three cars now seating 19 first and 206 standard,
weighing 118 tons and being 199' 6" long. However, it was reformed yet
again as two car at Selhurst depot with 60800 (Jun‑99) when 205009
was released from engine repairs at Eastleigh and back to traffic 6‑Jul‑99.
Unit once again temporarily
made-up to three cars from 30‑Dec‑99 using TS 60678 (ex.205033)
before this coach was transferred to 205025 from 9-Feb-00. 205001
was last used in main-line traffic on the 18:32hrs Uckfield to East Croydon (9‑Dec‑04).
It was withdrawn and hauled to Tonbridge West Yard for store on 17‑Dec‑04.
The unit sold to the East Kent Railway and hauled to Stewarts Lane on 19‑Jan‑05.
Both coaches were moved by road to Shepherds Well; 60154 on 19‑Jan‑05
and 60800 on 20‑Jan‑05. Withdrawn
TS 60650 remained stored at Eastleigh until it was cut‑up there by
Nicholas Steel during Oct‑05. |
|
|
|
205002 |
Unit
in collision with fallen tree near Dormans 27‑Mar‑87 with the DTC
60801 badly damaged at one end and both sides of second class saloon when
tree pierced through coach. This coach went to 205023 from Apr‑87
whilst repaired at Selhurst and was replaced by 60813 (ex.205014). 60813 had
three first class compartments so the unit then seated 19 first and 206
second. Unit
back to original formation from May‑88. Droplight restrictions applied Apr‑89.
MBS
60101 renumbered 60155 from 27‑Jun‑89 to clear the number range
for the new Class 60 locomotives. Unit
ran briefly in Dec-90 with DTC 60814 (ex.205015), again seating 19 first and
206 second. Both trailers (60651 & 60801) were exchanged with 60657 &
60820 (both ex.205008) Aug‑91 with the unit moved to Eastleigh for
stripping 28‑Aug‑91 and withdrawal 2‑Sep‑91. MBS
60155 & TS 60657 were hauled to Mayer Parry (Snailwell)
for scrapping 27‑Jan‑92 with 60657 burnt that day, 60155 burnt 29‑Jan‑92.
DTC 60820
was sold for preservation to Hastings Diesels Ltd Mar‑93 and moved to
St Leonards Depot, being hauled from Eastleigh to Eastbourne on 3‑Jun‑93
by withdrawn 4‑CAP unit 3323. It was then stored for a while in
Hastings Goods Yard before arrived at St Leonards depot 24‑Jul‑93.
The
coach restored to green livery and ran to Exeter Rail Fair (30-Apr-94 to 1-May-94)
before again running with MBS 60118 to/from Tonbridge 12‑May‑95
on the occasion of this motor coach’s naming ceremony. Coach subsequently
sent out on loan to the Lavender Line at Isfield; moving by road from St
Leonards 18‑Oct‑07. |
|
|
|
205005 |
Unit
damaged in a sidescrape incident at New Cross Gate
17‑Jun‑87 and withdrawn 31‑Aug‑87. Unit moved to
Selhurst for store thence to Gatwick c.20‑Nov‑87. Taken to Chart Leacon for bogie recovery, both trailers then moving to
Ore for further storage. DTC 60804
& TS 60654 both moved from Ore to Mayer Newman (Snailwell)
for scrapping 15‑Feb‑89, arriving 22‑Feb2‑89. Both
coaches burnt 20‑Mar3‑89. MBS
60104 moved from Chart Leacon to Eastleigh also on
15‑Feb‑89 and extensively stripped. The Shell was taken by road
from Southampton Down Yard to V. Berry, Leicester on 26‑Mar‑90
for scrapping, arriving w/c 9‑Apr‑90. |
|
|
|
205006 |
Unit
withdrawn 5‑Oct‑87 and stored /stripped at both St Leonards and
Chart Leacon. MBS 60105 taken to Selhurst for
engine recovery 26‑Jan‑88, moving back to Chart Leacon 12‑Jan‑89 thence to Eastleigh 15‑Feb‑89.
DTC 60805
& TS 60655 both moved from Chart Leacon to
Mayer Newman (Snailwell) for scrapping 2‑Feb‑88,
arriving 11‑Feb‑88. Both coaches burnt 17‑Feb‑88. MBS
60105 heavily stripped of parts at Eastleigh and Shell taken by road from
Southampton Down Yard to V. Berry, Leicester 21‑Mar‑90 for
scrapping. |
|
|
|
205007 |
Unit
withdrawn 5‑Oct‑87 and moved to Chart Leacon
for bogie recovery. MBS 60022 hauled to Selhurst for engine recovery 26‑Feb‑88.
DTC 60806
& TS 60656 both moved from Chart Leacon to
Mayer Newman (Snailwell) for scrapping 2‑Feb‑88,
but detached from the train at Bishops Stortford after fire in 60806 (due to
vandalism). These vehicles were finally sent to Vic. Berry, Leicester
for scrapping, moving from Ely 19‑Dec‑89. MBS 60022
returned to Chart Leacon 12‑Jan‑89
thence to Ore for storage. Moved to Sevenoaks Sep‑89 before leaving
Sevenoaks 30‑Oct‑89 for scrapping by V. Berry, Leicester. |
|
|
|
205008 |
Droplight restrictions applied
4‑89. Due to poor condition, both trailers TS 60657 & DTC 60820
exchanged with 60651 & 60801 (both ex.205002 - this unit was then
withdrawn) Aug‑91. Observed in NSE livery
10-Mar-94. DTC
60801 had luggage compartment so unit then seated 13 first and
206 second. Unit withdrawn 7‑Apr‑94 (last working 07.27
Uckfield to Victoria) and DTC 60801 exchanged with defective 60826 (ex.205027).
Formation
now 60120 + 60651 + 60826 and moved to Eastleigh for
stripping. All coaches sent to Gwent Demolition (Margam) for scrapping 9‑Aug‑94.
60826 and 60651 both cut‑up w/e 20‑Aug‑94, 60120 cut‑up
w/e 27‑Aug‑94. |
|
|
|
205009 |
Droplight
restrictions applied from 4‑May‑89. Due to engine defects this
unit was out of use Feb‑99 and both trailers (60658 & 60808)
temporarily exchanged with 60800 (ex.205001) 12‑Feb‑99 with unit
out of use as two-car pending power unit change at Eastleigh. In this form
unit weighed 88 tons, seated 13 first and 102 standard and was
133' 3½" long but was not used in traffic. Released
from Eastleigh 2‑Jun‑99 and reformed back to normal at
Selhurst depot before release to traffic as three car 16‑June‑99.
Unit was run into by 5819 at Selhurst Depot 12‑May‑02 with damage
to both DTC 60808 & TS 60658. Sent to Eastleigh for repairs 12‑Jul‑02,
released 17‑Sep‑02 and back to traffic 25‑Sep‑02.
However, units was slightly damaged same-day in a buffer stop collision on
return to Selhurst depot but released again after inspection on 3‑Oct‑02.
Unit
last used on 18:32hrs Uckfield to East Croydon on 9‑Dec‑04 and
was withdrawn. Hauled to Tonbridge West Yard for store 17‑Dec‑04.
Unit
sold to Wensleydale Railway and hauled to Appleby (for Warcop) 16‑Mar‑05.
Unit used in service during summer 2005, 2006, 2007 and 2008. Also for
traffic from Easter 2009 restored in green livery. |
|
|
|
205010 |
Observed in Blue /Grey livery
11-Apr-87. Unit
withdrawn 5‑Oct‑87 and initially stored at Folkestone East,
thence to Chart Leacon 15‑Jan‑88 for
bogie recovery. MBS 60109 hauled to Eastleigh 9‑Mar‑88 for
stripping. DTC 60809
& TS 60659 stored at Sevenoaks with both moved to Mayer Newman (Snailwell) for scrapping 19‑May‑88 arriving
22‑Jun‑88. 60659 burnt 22‑Jun‑88 and 60809 burnt 23‑Jun‑88.
MBS
60109 heavily stripped of parts at Chart Leacon and
Eastleigh with Shell taken by road from Southampton Down Yard to
V. Berry, Leicester 28‑Mar‑90 for scrapping. |
|
|
|
205012 |
Due
to corroded door pillars on MBS 60111 unit out of use 10‑87 and
MBS 60111 sent to Slade Green for repairs. Both trailers 60661 &
60811 were temporarily used in 205023, later both transferred to 205014 from
c.Jan‑88 and replaced by 60663 & 60801 (both ex.205023). Reverted
to original formation from May‑88 and back to traffic, 60663 to
withdrawn 205014, 60801 to 205002. Droplight restrictions applied 4‑89.
Unit
out of use from 28‑May‑98 for extensive repairs to corroded door
pillars, only the DTC and MBS repaired and unit released to traffic as
two-car 19‑Oct‑98 now seating 19 first and 102 standard. TS
60661 stored defective at Selhurst depot until sold to the
‘Hampshire & Sussex Preservation Society’ c.Aug-00, remaining
at Selhurst Depot albeit heavily stripped of parts. It was sent by road to
Immingham Railfreight Terminal for scrapping 30‑Sep‑03
and cut‑up 20‑Oct‑03. Unit
withdrawn at Selhurst 6‑Feb‑04 owing to poor body condition (last
working 12:00hrs Uckfield - East Croydon). After stripping and engine
donation to 207017, unit was hauled to St Leonards between MBSs of 930301 for
further stripping on 7‑Apr‑05. MBS 60111
taken by road to Immingham Railfreight Terminal for
scrapping 1‑Sep‑05 and cut‑up 7‑Dec‑05. DTC
60811 remained at St Leonards, cut-up there during Dec-06. |
|
|
|
205014 |
Unit
out of use from Oct‑86 due to door pillar corrosion and formed with TS
60668 & DTC 60822 (both ex 205023) from Apr‑87. Ran in
this formation until Jan‑88 when trailers returned to 205023 and
replaced by 60661 & 60811 (both ex.205012). Unit
ran as such until withdrawn 15‑May‑88 when reformed to original
formation and stored at St Leonards. Not used again despite droplight
restrictions being applied Apr‑89. Moved
for stripping to Chart Leacon 6‑Feb‑89,
then stored at Sevenoaks until moved to Vic. Berry, Leicester for
scrapping 30‑Oct‑89. |
|
|
|
205015 |
Droplight
restrictions applied 4‑89. Unit ran briefly in Dec-90 with DTC 60801
(ex.205002), then seating 13 first and 206 second. TS 60664 withdrawn Jan‑93
and stored at Selhurst with unit reduced to 2H and used as standby unit for
Ashford to Hastings services (now seating 19 first and 102 standard). Unit
withdrawn from 9‑Jun‑93 and all three coaches sent to Eastleigh
for stripping 13‑Jul‑93. DTC 60814 & MBS 60114 both hauled to
Gwent Demolition, Margam for scrapping 24‑Mar‑94 with both cut‑up
w/e 16‑Apr‑94. TS 60664 remained stored at Eastleigh. All
three coaches were allocated to Porterbrook train
leasing company from 1‑Apr‑94 despite 60814 & 60114 already
having been disposed of to a scrap dealer. TS 60664 moved to St Leonards for
stripping then scrapped 16‑Jul‑96 and cut-up during Mar‑98. |
|
|
|
205016 |
Droplight
restrictions applied from 20‑May‑89. DTC 60815 and
TS 60665 both temporarily exchanged with 60822 and 60668 (ex.205023)
from late Jan-90 until early Mar-90. Unit out of use in this formation with
MBS in NSE livery whilst trailers were still blue /grey. Unit
withdrawn from 9‑Jun‑93, TS 60665 to Eastleigh for stripping 13‑Jul‑93,
60115 & 60815 held at Selhurst for stripping before being hauled to Gwent
Demolition, Margam for scrapping 9‑Aug‑94; both were cut‑up
w/e 13‑Aug‑94. All
three coaches allocated to Porterbrook train
leasing company from 1‑Apr‑94 though never used in service under
their ownership. TS 60665 moved to St Leonards for further stripping
then scrapped 16‑Jul‑96 and cut-up during Feb‑98. |
|
|
|
205017 |
Unit
withdrawn 5‑Oct‑87 and stored at Ore before moving to Chart Leacon for bogie recovery 23‑Feb‑88. MBS 60116
hauled to Eastleigh for stripping 9‑Mar‑88. DTC 60816 &
TS 60666 stored at Sevenoaks before moving to Mayer Newman (Snailwell) for scrapping 19‑May‑88 arriving
22‑Jun‑88. 60816 burnt 24‑Jun‑88 and 60666 burnt 28‑Jun‑88.
MBS
60116 heavily stripped of parts at Chart Leacon and
Eastleigh before Shell taken by road from Southampton Down Yard to
V. Berry, Leicester 30‑Mar‑90 for scrapping. This coach was
then destroyed by fire in the large stack of bodies in this yard 10‑Mar‑91. |
|
|
|
205018 |
Droplight
restrictions applied 4‑89. Unit leading was 205001 in head-on collision
with 205029 & 205032 near Cowden 15‑Oct‑94 and DTC 60817
bodywork destroyed. Underframe cut on site 17‑Oct‑94. TS 60667
also damaged. Unit
reformed 6‑Jan‑95 and damaged 60667 was exchanged with 60674,
wrecked 60817 replaced by 60828 (both ex withdrawn 205029) though unit still
under repair at Selhurst and both trailers repainted from green back to
Network SouthEast livery. Unit
released from repair shop 7‑Mar‑95 and visited Eastleigh for
overhaul prior to returning to traffic 8‑May‑95. DTC 60828 seated
13 first and 62 standard, giving unit a total of 13 first and
218 standard seats. MBS
60117 slightly damaged when the unit was in collision with car & caravan
on a level crossing near Rye in Oct-99 and unit ‘stopped’ for
repairs for many weeks due to the discovery of some wasted door pillars. Unit
withdrawn at Selhurst 17‑Aug‑04 (last working 18:32hrs Uckfield
to East Croydon). MBS 60117 and DTC 60828 both sold to the Pontypool
& Bleanavon Railway and moved by road from
Selhurst; 60828 on 31‑May‑05 and 60117 1‑Jun‑05
before being used on a test run 17‑Jul‑05 and into traffic 30‑Jul‑05.
TS 60674
moved by road from Selhurst to J T Lanscapes, Caerwent for scrapping 31‑May‑05 and cut‑up
on 26‑Sep‑05. |
|
|
|
205019 |
Unit
damaged in a sidescrape incident at New Cross Gate
17‑Jun‑87 and withdrawn 31‑Aug‑87. Stored in Hastings
Yard thence at Ore before travelling to Chart Leacon
for bogie recovery 23‑Feb‑88 before returning to Ore. MBS 60118
moved to Mayer Newman (Snailwell) for scrapping 15‑Feb‑89
from Ore, arriving 22‑Feb‑89 and burnt 4‑May‑89. Both
trailers stored at Paddock Wood from 24‑Aug‑88 before moving to
Mayer Newman (Snailwell) for scrapping (13‑Sep‑88
to Willesden), going forward 26‑Apr‑89. Both burnt 27‑Apr‑89. |
|
|
|
205020 |
Unit
withdrawn 5‑Oct‑87 at Selhurst thence to Gatwick for store c.20‑Nov‑87,
later moving to Ore. Both
trailers 60819 and 60652 taken to Chart Leacon for
bogie recovery then stored at Sevenoaks until hauled to Vic. Berry, Leicester
for scrapping 30‑Oct‑89. MBS
60119 also to Chart Leacon thence to Eastleigh for
stripping 15‑Feb‑87. Shell taken by road from Southampton Down
Yard to V. Berry, Leicester 23‑Mar‑90 for scrapping. |
|
|
|
205023 |
Unit
stopped for corrosion repairs to MBS 60122 at Slade Green Apr‑87 with
both trailers to 205014. Replaced by TS 60663 (ex.205014) and damaged DTC
60801 (ex.205002). MBS 60122 repaired by Oct‑87, both trailers
exchanged with TS 60661 and DTC 60811 (both ex.205012) and unit
back to traffic as 60122 + 60661 + 60811. Unit reformed
back to original formation May‑88, both trailers 60663 & 60801
going to 205014. Droplight
restrictions applied 11‑May‑89. Due to a split roof tank in
60822, unit ran briefly from late Jan-90 (and at least to 9-Jun-90) with both
trailers 60665 & 60815 (ex.205016), the MBS being blue/grey and trailers
NSE livery. From Feb‑90 both
trailers 60668 + 60822 exchanged with 60669 & 60823
(both ex damaged 205024) until Jun‑90, unit seating 13 first and 206
second. Unit
withdrawn 19‑Mar‑94 and stored at Selhurst for component
recovery. Unit allocated to Porterbrook train
leasing company from 1‑Apr‑94 though not leased to any train
operator. Due to loss of units following the Cowden collision (15‑Oct‑94)
unit re‑leased to Network SouthCentral, sent
to Eastleigh for C3 repair 25‑Oct‑94 and reinstated. However,
this repair not commenced and TS 60668 moved to St Leonards for stripping 16‑Jul‑96.
Remaining two coaches remained stored at Wessex Traincare,
Eastleigh. MBS 60122 also moved from Eastleigh to St Leonards 10‑Mar‑98
for stripping, both this and 60668 remaining stored there into 2003. DTC 60822
sold to the ‘Hampshire & Sussex Unit Preservation Society’ (HSUP)
c.Jun‑00 and later moved to Selhurst depot for initial restoration.
Both remaining coaches also later sold to HSUPS, MBS 60122 then moving by
road from St Leonards to Rampart Engineering, Derby for overhaul 18‑Mar‑03
whilst TS 60668 also moved to Derby 10‑Apr‑03 to join 60122
there undergoing restoration. TS 60668
later moved for storage to Pershore Airfield, Throckmorton thence to J T Lanscapes, Caerwent 23‑Oct‑03
and cut‑up by the end of the month. MBS 60122
outshopped at Derby in green livery and moved by road to the Lavender Line at
Isfield 8‑Jun‑05. DTC 60822 moved by road from Selhurst to
Isfield 30‑Jun‑05 only to be moved again from Isfield to
Marshall’s Transport, Pershore Airfield, Throckmorton 30‑Nov‑05. |
|
|
|
205024 |
Droplight
restrictions applied 5‑May‑89. Unit in collision with tree near
Woldingham Feb‑90 and MBS 60123 damaged. Unit stopped formed with both
trailers 60668 & 60822 (ex.205023) until reverted to normal formation Jun‑90.
Unit
released from C4 overhaul at Chart Leacon 12‑Nov‑98
and ran as three car prior to TS 60669 removed and unit reduced to two-car 9‑Jan‑99,
now seating 13 first and 102 standard. 205024
suffered serious engine failure at Crowborough 22‑Jun‑99 (threw a
leg out of bed) and stored out of use at Selhurst depot. Sent to
Eastleigh for overhauled engine to be fitted 24‑Nov‑99, though
this did not take place and unit was returned to Selhurst for extensive
component stripping. TS
60669 sold to the ‘Hampshire & Sussex Preservation Society’
c.Aug‑00, remaining stored at Selhurst Depot. DTC 60823 moved by
road to Immingham Railfreight Terminal 20‑Aug‑03
for scrapping and cut‑up 3‑Sep‑03. MBS 60123 also
followed from Selhurst by road 25‑Sep‑03 and was cut‑up 28‑Oct‑03.
TS 60669 moved to Marshall’s Transport, Pershore Airfield,
Throckmorton by Jan‑04. |
|
|
|
205025 |
Droplight restrictions applied
on transfer to Selhurst c.May‑90. Unit out of use due to defective door
pillars in MBS 60124 9‑Nov‑98. MBS 60124 used temporarily in Sandite unit 930301 from 13‑Nov‑98 until
early 1999 when out of use again for body repairs at Selhurst Repair Shop. Observed in blue /grey livery
18-Apr-89. Unit
released to traffic as two-car from 26‑Apr‑99 and TS 60670 stored
at Selhurst until taken by road to Immingham Railfreight
Terminal 19‑Aug‑03 and cut‑up 6‑Sep‑03. Unit
now seated 13 first and 102 standard until temporarily made up to three car
again from 9‑Feb‑00 using TS 60678 (ex 205033 but via 205001). TS
60678 returned to 205033 16‑Mar‑00. MBS 60124
cab end damaged in collision with fallen tree near Three Oaks 8‑Feb‑01
and unit to Selhurst for repairs. Back to traffic 23‑Apr‑01. Unit
ran in traffic on Friday 21‑Feb‑03 on the Ashford - Hastings line
formed with DTC 60824 coupled to Hastings 6L motorcoach 60118
‘Tunbridge Wells’ hired by SouthCentral
from Hastings Diesels Ltd whilst MBS 60124 was undergoing engine repairs
at St Leonards depot. Unit ran ECS from St Leonards to Eastbourne
the previous evening, but after the fuelling trip to Selhurst on Friday
evening arrived back at St Leonards on Saturday afternoon the wrong way
round and a turning trip was run on Sunday 23‑Feb‑03 via
Eastbourne, Brighton and Wivelsfield to turn the unit back round to enable it
to be reformed back to normal. Last
day in traffic 17‑Feb‑04 on 07:27krs Uckfield to Victoria. Sold
by Porterbrook to the Mid‑Hants Railway and
moved under its own power from Selhurst to Ropley
18‑May‑04, and used on the Mid‑Hants Diesel Gala on 22/23-May-04. |
|
|
|
205026 |
Droplight
restrictions applied on transfer to Selhurst c.May‑90. Unit rammed by
4 VEP 3491 at St Leonards depot 1‑Sep‑90 and pushed
through shed doors. All coaches damaged and unit withdrawn 26‑Nov‑90,
stripped at Selhurst and then to Eastleigh for further stripping 28‑Aug‑91.
Moved to Mayer Parry (Snailwell) for scrapping 27‑Jan‑92,
coaches burnt as follows: 60125 3‑Feb‑92, 60671 4‑Feb‑92
and 60825 6‑Feb‑92. |
|
|
|
205027 |
Droplight
restrictions applied on transfer to Selhurst c.May‑90. DTC 60826 had
defective wiring early in 1994 and exchanged with 60801 (ex withdrawn
205008) 7‑Apr‑94. This coach had luggage compartment and seated
13 first and 50 second, reducing overall unit capacity to
13 first and 196 second. Unit only ran briefly in this formation,
was withdrawn during Jun-94 and to Eastleigh for stripping. DTC 60801
and TS 60672 hauled to Gwent Demolition, Margam for scrapping 9‑Aug‑94
and both cut‑up w/e 20‑Aug‑94. MBS
60145 sold to Railtrack, sent to Eastleigh for Sandite
conversion and use in unit (95)1069. 60145 renumbered ADB977939 19‑Nov‑94
and released from 24‑Nov‑94. Conversion consisted only of adding
twin spotlights below the headcode indicator and provision of some controls
in the cab to operate the Sandite equipment in the
trailer coach (ADB977870 formerly TS 60660 from unit 205101). The coach
remained in faded NSE livery until repainting into all-blue during 2013. The
whole Sandite unit (ADB977939 + ADB977870 +
ADB977940) was repainted into the Railtrack Brown /White /Grey livery at
Chart Leacon during 1996. The Sandite
unit was renumbered 930301 during 1998. Following a period based at Selhurst,
it then moved to St Leonards depot and was last used in the autumn of
2005. MBS 60145 was painted all-blue in 2013. |
|
|
|
205028 |
MBS 60146 to unit 205032 Feb‑91
and replaced by 3D MBS 60142 (ex 207017). Back to original
formation Jul‑91 and transferred to Selhurst where window bars were
fitted over the droplights. Unit
last used on 07:22hrs Uckfield to London Bridge 10‑Nov‑04 and
withdrawn. Hauled
to Tonbridge West Yard for storage 17‑Dec‑04 and sold to the
Dartmoor Railway. Unit hauled to Meldon 3‑Jab‑05. Unit used
spasmodically and MBS 60146 under restoration early in 2009 to act as a
‘spare’ for unit ‘1132’ already back in use. |
|
|
|
205029 |
Due
to defects both trailers 60674 & 60828 exchanged with 60609 & 60909
(both ex 3D 207010) from Oct‑90 to Feb‑91. In this formation
unit seated 24 first and 160 standard. Further reformed Apr‑91 when
‘own’ TS returned and TCK 60609 back to 207010, though unit not
in traffic in this form as no first class accommodation. DTS 60909 exchanged
with DTC 60828 Jun‑91 and unit back to original formation. Unit repainted into green
livery with full yellow ends and outshopped 10‑Aug‑92. Unit
transferred to Selhurst May‑93 and initially restricted to Redhill -
Tonbridge line duties until window bars fitted over droplights. Observed in Blue livery
12-Jul-94. Unit
leading 205032 in head-on collision with 205018 & 205001 near Cowden 15‑Oct‑94
and MBS 60147 badly damaged and removed from site by road 17‑Oct‑94.
Unit
withdrawn 6‑Jan‑95 and TS 60674 exchanged with damaged 60667
(ex.205018), DTC 60828 also to 205018. Remains of 60147 taken by road to M.C.
Metals Glasgow, arriving there 30‑Mar‑95 and cut‑up 6‑Apr‑95.
TS 60667 also taken by road to same location arriving 20‑Apr‑95
and scrapped 25‑Apr‑95. |
|
|
|
205030 |
Unit
withdrawn 29‑Aug‑92 and hauled from Eastleigh to Cricklewood en-route M. C. Metals, Glasgow 2‑Oct‑92,
arriving there 24‑Nov‑92 and cut‑up 30‑Nov‑92. |
|
|
|
205031 |
MBS 60149
slightly damaged in collision with 7348 at Portsmouth & Southsea 9‑Aug‑86.
Unit withdrawn and reinstated several times. It was the only remaining
blue/grey unit from early 1992. Both
trailers used briefly in 207013 Nov‑92. Finally withdrawn 14-Jul‑93
and stored at Selhurst for stripping. DTC 60830 and TS 60676 both to Gwent
Demolition, Margam for scrapping 9‑Aug‑94 and cut‑up w/e 20‑Aug‑94.
MBS
60149 sold to Railtrack, sent to Eastleigh for Sandite
conversion and use in unit (95)1069. 60149 was renumbered ADB977940 19‑Nov‑94
and released 24‑Nov‑94. Conversion consisted only of adding twin
spotlights below the headcode indicator and provision of some controls in the
cab to operate the Sandite equipment in the trailer
coach (ADB977870 formerly TS 60660 from unit 205101). The coach was repainted
into NSE livery to match the remainder of the unit. The
whole Sandite unit (ADB977939 + ADB977870 +
ADB977940) was repainted into the Railtrack Brown /White /Grey livery at
Chart Leacon during 1996. It was renumbered 930301
during 1998. Following a period based at Selhurst, it then moved to
St Leonards depot and was last used in the autumn of 2005. |
|
|
|
205032 |
MBS
60150 to 3D 207017 Feb‑91 and replaced by 60146 (ex.205028). Back to
original formation by Aug‑91. Unit transferred to Selhurst May‑93
and initially restricted to Redhill - Tonbridge line duties until window bars
fitted over droplights. Unit
(with 205029) in head-on collision with 205018 & 205001 near Cowden 15‑Oct‑94
and damaged, but repaired at Selhurst. Unit
last used to 06:51hrs Uckfield to London Bridge 21‑Oct‑04, sent
into traffic 25‑Oct‑04 but defective at Oxted so not used,
returned to Selhurst and withdrawn. TS 60677
removed from unit and other two coaches hauled to St Leonards for engine
repairs 24‑Nov‑04. TS 60677 hauled to Tonbridge West Yard
for storage 17‑Dec‑04 and reformed there with the two back from
St Leonards. Unit
sold to Dartmoor Railway and hauled to Meldon 3‑Jan‑05 where it
was used spasmodically. DTC and MBS both restored and repainted green (with yellow
warning panels) as unit 1132; into use again Easter 2009. |
|
|
|
205033 |
Unit
transferred to Selhurst May‑93 and initially restricted to Redhill -
Tonbridge line duties until window bars fitted over droplights. Unit
‘stopped’ 2‑Dec‑99 awaiting main generator repairs.
TS 60678 reformed temporarily in 205001 from 30‑Dec‑99 and unit
held out of use a two-car. MBS 60151 loco-hauled to Eastleigh for repair
during Jan-00 whilst TS 60678 transferred from 205001 to 205025 9‑Feb‑00.
MBS 60151 returned Eastleigh to Selhurst 25‑Feb‑00 and unit reformed
to normal with 60678 (ex.205025) and own 60832 from 16‑Mar‑00.
Back to traffic 20‑Mar‑00. Unit out of use in Mar-01 with
engine defects; many wheelsets then removed for use in other units following
the discovery of some cracked wheel centres in a number of units. Replacement
wheelsets provided by Oct-01 and unit hauled to St Leonards for replacement
power unit 25‑Oct‑01. Back to traffic from 13‑Dec‑01.
Observed in Connex livery
21-Sep-03. Unit
last used on Farewell rail tour 27‑Nov‑04 and withdrawn, hauled
to Tonbridge West Yard for storage 17‑Dec‑04. Unit
sold to Lavender Line and hauled to Stewarts Lane 19‑Jan‑05 and
all coaches moved by road to Isfield, 60832 24‑Jan‑05, 60678 25‑Jan‑05
and 60151 27‑Jan‑05. TS 60678 subsequently resold to a
school at Latchington Road, Cold Norton, Essex,
moving by road from Isfield 19‑Oct‑07. Unit
‘1133’ in service over Easter 2009. |
|
|
|
205101 |
Droplight restrictions applied
Apr‑89. MBS 60110 carried the ‘St Leonards’ nameplates
formerly on 4L 203001 from May‑90 for a while, though these were
subsequently removed. Observed in NSE livery
31-Dec-92. Unit
reduced to 2H from Jan‑93 now seating 115 and TS 60660 withdrawn
for convertion into a Sandite
trailer; renumbered ADB977870 and used in Sandite
unit 1067. ADB977870 transferred to Sandite unit
1069 from Nov‑94. Unit
to Eastleigh 12‑Jun‑95 for reformation and renumbered 205205 from
21‑Jun‑95 when reverted to three-car (see below). |
|
|
|
205205 |
Unit
205101 to Eastleigh 12‑Jun‑95 to be made up to three-car again by
inclusion of former 4 CEP TSO 71634 (ex 1542), this vehicle having
been converted from a former loco‑hauled TSO 4059 at Swindon
during the CEP refurbishing programme in 1981/2. This
CEP vehicle was built in 1956 at Swindon on Ashford underframe,
seated 64 and had two lavatories at one end. During refurbishing work a
new interior fitted with seating now of the loose cover style and double
glazed tinted large sidelight windows with hopper ventilators above were
fitted. This coach was then further modified at Eastleigh during May‑95
to be compatible with DEMU units – i.e. 90 volt control and
lighting currents. In
its new form unit (now renumbered 205205) seated 179 standard and
reverted to the standard 3H length of 199' 6" and weighed
122 tons (71634 weighed 34 tons, normal 3H centre trailers weighing
30 tons). The CEP TSO was marshalled in 205205 with the toilet end
adjacent to DTS vehicle. The reformed unit was released as 205205 21‑Jan‑95.
DTS
60810 damaged when pit road at Selhurst depot collapsed under the unit on 20‑Oct‑97.
Unit back to traffic after repairs 23‑Dec‑97. Unit
out of use in Jul-98 with engine defect so sent to Eastleigh for overhaul and
released Oct‑98. The
CEP TSO 71634 was removed from the unit at Selhurst depot and stored in
repair shop with 205205 released to traffic in 18-Oct-98 livery as two-car 8‑Oct‑98,
once again seating 115 standard. Unit now 133' 3½" long and
weighed 89.26 tonnes. TSO 71634
restored to unit again from 9‑Jan‑99 and unit reverted to seating
179 standard, being 199' 6" long and weighing 122 tons. TSO
71634 removed once again from unit 29‑Jan‑99 and stored after
whole unit given a bogie overhaul at Chart Leacon
with 205205 reverting to two-car once again. TSO
71634 back into unit once again from 25‑Mar‑99 for traffic. 205205
reduced to two-car for winter 1999 period from 29‑Sep‑99 and
restored to three cars again from 20‑Feb‑00. Unit
temporarily reduced to two-car again from 29‑Jan‑01 and
TS 71634 out of use for wiring repairs; the unit remaining restricted to
Uckfield line duties during this period. No
repairs carried out on 71634 during 2001 and unit remained running as a
two-car on the Uckfield line, restricted to run always with another unit
owing to unreliability. 205205
resumed unrestricted working from 24‑Sep‑02 following a power
unit change at St Leonards depot. TSO 71634
taken by road to Immingham Railfreight Terminal for
scrapping 19‑Aug‑03 and cut‑up 4‑Sep‑03. Unit
withdrawn at Selhurst 23‑Jul‑04 after becoming defective working the
07:26hrs Uckfield to London Bridge which terminated at East Croydon. It
was hauled to Tonbridge West Yard for storage 24‑Nov‑04 thence to
St Leonards for engine repairs 30‑Dec‑04, returning to
Tonbridge 2‑Mar‑05. Unit
sold to North Yorkshire Moors railway, hauled to Darlington 21‑Mar‑05
and on to Grosmont the next day. Owing to a brake
defect, unit suffered some shifted tyres during delivery and so wasn’t
used on the NYMR into 2006 although it did a short test run in Nov-06. Unit
sold to private buyer 18‑Aug‑08 but this subsequently fell
through so it was unit up for sale again in Feb-09. It
was sold and moved to the Epping and Ongar Railway 12‑Nov‑09.
Repairs and restoration took place; the unit ‘took power’ for
first time c.25‑Nov‑11 after some earth faults cured. Unit ran to
North Weald for first time during Dec-11. |
|
|
|
206101 |
Unit
withdrawn 5‑Oct‑87 and after stripping at St Leonards moved
to Mountfield for store thence to Chart Leacon for
bogie recovery 27‑Nov‑87. Then stored at Sevenoaks, moving from
Chart Leacon 11‑Jan‑88. Hauled
to Mayer Newman (Snailwell) for scrapping 11‑Mar‑88,
arriving 14‑Mar‑88. Coaches burnt as follows: 60812 15‑Mar‑88,
60561 16‑Mar‑88 and 60044 8‑Apr‑88. |
|
|
3H ‘Hampshire’ unit no.1117
leaving Alton in 1960
|
Thanks go to research author John Atkinson,
webpage author, editorial and additional information from C.Watts,
contributions from Boris Perkins, Nick Wellington & Kent Evenden along
with the many photographers listed below their images. |
Until
recently the 2H /3H was only available in kit form; the most recent version
being from DC kits
who also produce kits for the 3D,
3R, 3T, 6S and 6L demus.
DC kits
also produce an excellent sound
chip for the 2H /3H units which (unlike some others) incorporate the realistic
die-back between engine speed two and engine speed three.
Replica Railways announced a ready-to run version
and displayed full body-mouldings and parts (which
are available) before producing a motorised
chassis which
is currently sold in its own right for use under many multiple-unit types along
with useful detail items such as jumper
cables etc.
It
was understood that the Replica Railways
ready-to-run 2H/3H was still in development when Kernow
Model Shop announced
it was commissioning Dapol to produce a 2H unit. After a
period of time Kernow Model Shop switched production from Dapol to Bachmann (who now market these models).
Kernow Model Shop 2H ‘Hampshire’ running on
4mm layout Apothecary Street Junction
(model correct for November 1963)
The
excellent Kernow Model Shop versions are suitable for
1957-built 2H ‘Hampshire’ units 1101 to 1118 and (with roof
modification) 1958-built 2H ‘Hastings’ units 1119 to 1122. Both
early and late side vents /roof are exhausts modelled. 2013 releases of the 2H were
as follows:
|
205012 |
2H ‘Hampshire’ It
appears that this unit entered service in Connex livery on 19-Oct-98 as a 2H.
Both its last in-service and withdrawal date being the 6-Feb-04. It
had been fitted with window bars and restricted opening droplights by 1989. Unit
based at Selhurst. |
(Catalogue number 31-237) |
|
1108 |
2H ‘Hampshire’ This
unit was introduced as a 2H on 6-Sep-57 and was made up to a 3H on 10-Oct-1959.
Its
early type of grills had been replaced by 3-May-1958 but not the early style
headcode blinds. The introduction of red destination blinds (instead of a
tail-lamp) gradually started on demus from May 1960
on as the early-type headcode blinds were replaced. The second-class compartment
in the DTC was converted to luggage space on 31st July 1965. Unit
1108 was not noted for having its centre car removed late-1959. However, some
3H units had their centre cars were randomly removed during winter 1960. It
was based at Eastleigh. |
(Catalogue number 31-236) |
|
1115 |
2H ‘Hampshire’ This
unit was made up to a 3H on 12-Aug-1959 before the orange Vee was applied
post-February 1960 and unit 1115 was not recorded as having its centre car
removed late-1959 (some 3H units had their centre cars were randomly removed
during winter 1960). However,
unit 1115 was running as a 2-car on 3rd November 1963 (with orange
Vee, air horns & early blinds)
and on 26th April 1964 (with orange Vee, air horns & later blinds). The
air-horns were probably fitted during 1963 and certainly by 3-Nov-63 (if
anyone can assist further on the air-horn fitment date please let me know
– was this undertaken when the compartment in the DTC was converted?). 3H
unit 1115 was still sporting an orange Vee on 30th October 1966
having seen its movement from Eastleigh to new allocation at St Leonards West
Marina on 3rd May 1964. The second-class compartment
in the DTC was converted to luggage space on 13th July 1963. Unit was outshopped in blue 30-Jun-67. The
introduction of red destination blinds (instead of a tail-lamp) gradually
started on demus from May 1960 on as the early-type
headcode blinds were replaced. |
(Catalogue number 31-267) |
Kernow’s model of Hampshire unit no. 1115
© C. Watts
Further
releases for 2015 were:
|
205001 |
2H (3H) ‘Hampshire’ 205
001 was a three-car unit in NSE livery which it carried between 11-May-88 and
9-Dec-98 (when it entered Eastleigh works remerging 18-Jan-99 as a two-car in
Connex Livery). Droplight
restrictions were applied Apr-89 and MBS 60100 was renumbered 60154 from
27-Jun-89 to clear the number range for the new class 60 locomotives. |
(Catalogue number 31-239Z) |
|
1121 |
2H ‘Hastings’ This
2H received its yellow warning panels 11-Jun-65 and was repainted into blue
livery c.May-67. The second-class compartment
in the DTC was subsequently converted to luggage space in July 1967. Unit 1121 did not have
roof-mounted lighting trunking until after the unit-identity swap with 1108
in May-74. |
(Catalogue
number 31-236X) |
|
1122 |
2H ‘Hastings’ 2nd
class compartment had been converted into luggage space Nov-65. Livery
26-Jun-68 to c.Sep-79 when unit disbanded and formed into 3T unit 1402. However, unit made up to 3-car
between May‑79 and Jul-79 with TS 60653 (ex.1104). Unit 1122 did not have
roof-mounted lighting trunking at this time. |
(Catalogue
number 31-238Z) |
|
Kernow Model
Shop
had
proposed to make unit 1109 but on 31-Oct-2014 announced that this model was
not now being produced for fear of insufficient demand following an enforced significant
price increase. At the same time, they indicated that a centre-car may still be
under consideration although a 3T unit (using Bachmann’s EPB Driving
Trailer) had been evaluated and discounted. |
||
|
1109 |
Proposed 2H
‘Hampshire’ This
unit is understood to have been a 3H when it carried yellow warning panels
(which it was sporting on 29-May-66). The second-class compartment
in the DTC was converted to luggage space on 2nd July 1966. It
was temporarily reduced to a 2H May-67 to Jun-67 prior to being outshopped in
blue livery on 24th December 1970. Unit
based at Eastleigh. |
(Catalogue
K2006) |
Kernow
Model Shop models are supplied with and without sound chips fitted (DS code
added to number). Although the sound chips do capture the essence of the
Hampshire units, they appear to be missing the distinctive
‘die-back’ in revs at the change from engine speed two to engine
speed three. It is understood the sound chips do include whistle sounds!
DC
kits produce a sound chip that replicates the distinctive
‘die-back’ in revs at the change from engine speed two to engine
speed three. It is understood the sound chips do include whistles and other
sounds!
4mm Models and Kadee couplers
Like many
modellers Ewhurst Green
has a number of 2H units and these were quickly fitted with Kadee no.20
couplings (as used within Bachmann’s Mk1 BR(S) coaching sets). The no.20
is used so it does not foul the headstock although Bachmann’s dummy
buckeye coupling does need to be carefully prised out first.
However, after
a number of derailments it was discovered that the NEM pockets (which are fixed
to the 2H bogies) are a fraction lower than those on Mk1 coaches causing the
coupling to hang low. Essentially these derailments occurred because the curved
steel activating rod that loops down from the Kadee buckeye coupling can foul
the stock rail when passing over switches and crossings.
The
modification is simple and straightforward; remove the Kadee coupling and
carefully bend the curved steel activating rod in order to reduce its overall
height. Once refitted to the bogies the coupling should not foul stock rails
(etc) and these units should run without issue from their buckeye couplings.
ALL TEXT AND PHOTOGRAPHS
ARE COPYRIGHT
