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Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and
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& 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' 3˝" 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 /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).
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' 2˝" 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.
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
˝ 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' 5˝" 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. 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. The unit appeared as in
its 3-car formation sporting air-horns and an inverted black triangle on the
DTC. 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: