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British Rail Southern Region design
4TC, 3TC & 4 REP

(Nos.401-434, 301-304 & 3001-3015)

 

3rd June 1967 and the new and old order at Bournemouth Central with BR standard class 5 no.73085 arriving on the Down as an unidentified EDL leads 4 TB set no.422 on a Waterloo service. 
Into service at Sheffield from Crewe works in October 1954, no.73065 was allocated to the BR(S) in December 1962. No.73065 was withdrawn from Nine Elms (70A) a month after this photograph was taken.
3 TC set no.422 was made up to a 4 TB unit (with S70805 & S69323) in April 1967. Just four days after this photograph these two coaches were placed into 4 REP 3005 and 422 reverted to a 3 TC until 7th July 1967.
© Jon Stubley

3rd June 1967 and the new and old order at Bournemouth Central with BR standard class 5 no.73085 arriving on the Down as an unidentified EDL leads 4 TB set no.422 on a Waterloo service.

Into service at Sheffield from Crewe works in October 1954, no.73065 was allocated to the BR(S) in December 1962. No.73065 was withdrawn from Nine Elms (70A) a month after this photograph was taken.

3TC set no.422 was made up to a 4 TB unit (with S70805 & S69323) in April 1967. Just four days after this photograph these two coaches were placed into 4 REP 3005 and 422 reverted to a 3TC until 7th July 1967.

© Jon Stubley

 

Links to Contents

4TC (401-428)

3TC (301-304)

4TC (429-434)

4 REP (3001-3015)

Mk 1 conversions

Into Service

Under TOPS

Reformations from 1986

Signal Repeating AWS

TC & Rep Liveries

Push-Pull Buffet Cars

Coach S3929

 

Bournemouth 1966 Stock

Electrification to Bournemouth

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

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

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

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

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

 

3TC & 4TC Units

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

The cab end design of the TC units was very similar to those of the 4 CIG /4 BIG /4 VEP units, though they were distinguishable by the low-level ETH jumper cables below the driver’s side buffer and receptacle on the opposite side.

The TC units were highly flexible and were even used as locomotive hauled vehicles (particularly in 1966 /1967).

 

4 REP Units

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

Like the TC units, the cab end design of the REP units was very similar to those of the 4 CIG /4 BIG /4 VEP units, though they were distinguishable by the low-level ETH jumper cables below the driver’s side buffer and receptacle on the opposite side.

Back to top

 

 

With D6535 propelling 4TC unit no.424, Southern Counties Touring Society’s “The Thamesider” railtour on 31st March 1968 (having arrived from Caterham) undertakes reversal at Norwood Junction ready to depart at 15:14hrs (scheduled) /15:15hrs (actual) for Epsom Downs via West Croydon. 
Having arrived ecs from Clapham Yard, the tour starting from Victoria (headcode 98) undertaking reversals at Kensington Olympia, Ludgate Hill, New Cross Gate via London Bridge, Bricklayers Arms Goods (dep. headcode 53), Tattenham Corner, Purley, Caterham, Norwood Junction, Epsom Downs via West Croydon, Mitcham Junction, Wimbledon via Merton Park, Tooting Goods thence back to Victoria (dep. headcode 56) via Merton Park and Streatham Junction before returning to Clapham Yard (ecs as headcode 98).
© BloodandCustard

With D6535 propelling 4TC unit no.424, Southern Counties Touring Society’s “The Thamesiderrailtour on 31st March 1968 (having arrived from Caterham) undertakes reversal at Norwood Junction ready to depart at 15:14hrs (scheduled) /15:15hrs (actual) for Epsom Downs via West Croydon. Note the dropped buckeye.

Having arrived ecs from Clapham Yard, the tour starting from Victoria (headcode 98) undertaking reversals at Kensington Olympia, Ludgate Hill, New Cross Gate via London Bridge, Bricklayers Arms Goods (dep. headcode 53), Tattenham Corner, Purley, Caterham, Norwood Junction, Epsom Downs via West Croydon, Mitcham Junction, Wimbledon via Merton Park, Tooting Goods thence back to Victoria (dep. headcode 56) via Merton Park and Streatham Junction before returning to Clapham Yard (ecs as headcode 98).

© BloodandCustard

 

Conversion of the Mk1 Stock

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

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

A few further vehicles of each type were similarly rebuilt at York in 1973 /1974 for the additional stock requirements of that year's summer timetable.

Coaches were converted from the following types:

 

Original type

Rebuilt for

Rebuilt type

Batch

RB (Restaurant Buffet)

4 REP

Trailer Buffet (TB)

1966

RU(Restaurant Unclassified)

4 REP

Trailer Buffet (TB)

1974

TSO (Tourist Second Open)

4 & 3TC units

Driving Trailer Seconds (DTS)

1966 & 1974

FK (First Corridor)

4TC

Trailer Firsts (TFK)

1966 & 1974

CK (Corridor Composite)

REP

Trailer Brake Firsts (TBFK)

1966 & 1974

BSK (Brake Second Corridor)

4 & 3TC units

Trailer Brake Seconds (TBSK)

1966 & 1974

 

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

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

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

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

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

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

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

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

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

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

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

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

 

 

4 TC 419 @ Clapham Junction copyright BloodandCustard.JPG

4TC unit no.419 at Clapham Junction
© BloodandCustard

 

 

Origin of REP & TC Trailer Vehicles

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

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

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

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

 

RB (Diagram 24)

Orig. coach no.

Built

Lot
no.

Date

New coach no.

Unit

Date

1714

BRCW

30512

1960-61

69319 EH

3001

4-Jan-67

1715

BRCW

30512

1960-61

69320

3002

10-Feb-67

1716

BRCW

30512

1960-61

69321

3003

24-Feb-67

1717

BRCW

30512

1960-61

69322

3004

10-Mar-67

1718

BRCW

30512

1960-61

69323

3005

3-Mar-67

1719

BRCW

30512

1960-61

69324

3006

17-Mar-67

1720

BRCW

30512

1960-61

69325

3007

24-Mar-67

1721

BRCW

30512

1960-61

69326

3008

21-Apr-67

1722

BRCW

30512

1960-61

69327

3009

5-May-67

1723

BRCW

30512

1960-61

69328

3010

12-May-67

1724

BRCW

30512

1960-61

69329

3011

16-Jun-67

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

 

 

RU (Diagram 23)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

1925

BRCW

30513

1959

69022

3012

Sep-74

1932

BRCW

30513

1959

69024

3015

22-Nov-74

1935

BRCW

30513

1959

69025

3014

6-Dec-74

1939

BRCW

30513

1959

69023

3013

15-Nov-74

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

 

 

TSO (Diagram 93)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

3913

Ashford /Eastleigh

30086

1954-55

76943

432

12-Jul-74

3926

Ashford /Eastleigh

30086

1954-55

76279

406

13-Jul-66

3927

Ashford /Eastleigh

30086

1954-55

76295

414

16-Sep-66

3928

Ashford /Eastleigh

30086

1954-55

76317

425

2-Dec-66

3929

Ashford /Eastleigh

30086

1954-55

76275

404

6-Jul-66

3930

Ashford /Eastleigh

30086

1954-55

76321

427

13-Jan-67

3931

Ashford /Eastleigh

30086

1954-55

76291

412

9-Sep-66

3932

Ashford /Eastleigh

30086

1954-55

76283

408

5-Aug-66

3933

Ashford /Eastleigh

30086

1954-55

76325

301

24-Mar-67

3934

Ashford /Eastleigh

30086

1954-55

76326

301

31-Mar-67

3935

Ashford /Eastleigh

30086

1954-55

76299

416

30-Sep-66

3936

Ashford /Eastleigh

30086

1954-55

76322

427

23-dec-66

3937

Ashford /Eastleigh

30086

1954-55

76332

401

30-Jun-67

3938

Ashford /Eastleigh

30086

1954-55

76297

415

23-Sep-66

3939

Ashford /Eastleigh

30086

1954-55

76319

426

16-Dec-66

3940

Ashford /Eastleigh

30086

1954-55

76323

428

13-Jan-67

3941

Ashford /Eastleigh

30086

1954-55

76313

423

18-Nov-66

3942

Ashford /Eastleigh

30086

1954-55

76293

413

30-Sep-66

3943

Ashford /Eastleigh

30086

1954-55

76314

423

19-Sep-66

3944

Ashford /Eastleigh

30086

1954-55

76300

416

30-Sep-66

3945

Ashford /Eastleigh

30086

1954-55

76296

414

16-Sep-66

3946

Ashford /Eastleigh

30086

1954-55

76292

412

2-Sep-66

3987

York

30090

1954

76944

432

12-Jul-74

3998

Ashford /Swindon

30149

Mar-56

76320

426

16-Dec-66

3999

Ashford /Swindon

30149

Mar-56

76294

413

9-Sep-66

4000

Ashford /Swindon

30149

Mar-56

76315

424

25-Nov-66

4001

Ashford /Swindon

30149

Mar-56

76311

422

11-Nov-66

4003

Ashford /Swindon

30149

Mar-56

76276

404

6=Jul-66

4004

Ashford /Swindon

30149

Mar-56

76298

415

23-Sep-66

4005

Ashford /Swindon

30149

Mar-56

76277

405

13-Jul-66

4006

Ashford /Swindon

30149

Mar-56

76309

421

4-Nov-66

4007

Ashford /Swindon

30149

Mar-56

76278

405

13-Jul-66

4008

Ashford /Swindon

30149

Mar-56

76284

408

5-Aug-66

4009

Ashford /Swindon

30149

Mar-56

76324

428

20-Jan-67

4014

Ashford /Swindon

30149

Apr-56

76280

406

13-Jul-66

4015

Ashford /Swindon

30149

Apr-56

76312

422

11-Nov-66

4016

Ashford /Swindon

30149

Apr-56

76305

419

21-Oct-66

4017

Ashford /Swindon

30149

Apr-56

76303

418

14-Oct-66

4018

Ashford /Swindon

30149

Apr-56

76327

302

28-Apr-67

4021

Ashford /Swindon

30149

May-56

76273

403

29-Jun-66

4022

Ashford /Swindon

30149

May-56

76271

402

22-Jun-66

4023

Ashford /Swindon

30149

May-56

76272

402

22-Jun-66

4024

Ashford /Swindon

30149

May-56

76274

403

29-Jun-66

4026

Ashford /Swindon

30149

May-56

76318

425

2-Dec-66

4027

Ashford /Swindon

30149

May-56

76310

421

4-Nov-66

4028

Ashford /Swindon

30149

May-56

76316

424

25-Nov-66

4029

Ashford /Swindon

30149

May-56

76289

411

26-Aug-66

4030

Ashford /Swindon

30149

Jun-56

76945

433

12-Jul-74

4032

Ashford /Swindon

30149

Jun-56

76946

433

12-Jul-74

4034

Ashford /Swindon

30149

Jun-56

76947

434

c.Sep-74

4041

Ashford /Swindon

30149

Aug-56

76307

420

28-Oct-66

4042

Ashford /Swindon

30149

Aug-56

76281

407

20-Jul-66

4043

Ashford /Swindon

30149

Aug-56

76270 *

304

7-Jul-67

4044

Ashford /Swindon

30149

Aug-56

76328

302

9-Jun-67

4045

Ashford /Swindon

30149

Aug-56

76330

303

9-Jun-67

4073

Ashford /Swindon

30149

Nov-56

76948

434

c.Sep-74

4373

Ashford /Swindon

30149

Mar-57

76329

303

9-Jun-67

4374

Ashford /Swindon

30149

Mar-57

76282

407

20-Jul-66

4375

Ashford /Swindon

30149

Mar-57

76302

417

7-Oct-66

4379

Ashford /Swindon

30149

Mar-57

76287

410

19-Aug-66

4380

Ashford /Swindon

30149

Mar-57

76285

409

12-Aug-66

4382

Ashford /Swindon

30149

Mar-57

76302

417

7-Oct-66

4383

Ashford /Swindon

30149

Apr-57

76306

419

21-Oct-66

4384

Ashford /Swindon

30149

Apr-57

76304

418

14-Oct-66

4386

Ashford /Swindon

30149

Apr-57

76286

409

12-Aug-66

4388

Ashford /Swindon

30149

Apr-57

76331 EH*

Spare

17-Jan-66

4390

Ashford /Swindon

30149

May-57

76308

420

28-Oct-66

4391

Ashford /Swindon

30149

May-57

76288

410

19-Aug-66

4394

Ashford /Swindon

30149

May-57

76290

411

26-Aug-66

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

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

 

 

CK (Diagram 28)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

15425

Derby

30076

1953

71156

3012

4-Oct-74

15871

Met-Cam

30222

1956

71157

3013

4-Oct-74

15876

Met-Cam

30222

1956

71158

3014

Oct-74

15882

Met-Cam

30222

1956

70801

3001

9-Dec-66

15883

Met-Cam

30222

1956

70802

3002

16-Dec-66

15884

Met-Cam

30222

1956

70803

3003

30-Dec-66

15885

Met-Cam

30222

1956

70804

3004

3-Feb-67

15888

Met-Cam

30222

1956

70805

3005

17-Feb-67

15889

Met-Cam

30222

1956

70806

3006

3-Mar-67

15890

Met-Cam

30222

1956

70807 EH*

3007

4-Apr-66

15892

Met-Cam

30222

1956

70808

3008

10-Mar-67

15893

Met-Cam

30222

1956

70809

3009

31-Mar-67

15894

Met-Cam

30222

1956

70810

3010

24-Apr-67

15895

Met-Cam

30222

1956

70811

3011

23-Jun-67

15909

Met-Cam

30222

1956

71159

3015

20-Sep-74

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

 

 

FK (Diagram 116)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

13001

Swindon

30019

1951

70865

422

23-Jun-67

13002

Swindon

30019

1951

70868

425

7-Jul-67

13003

Swindon

30019

1951

70869

426

14-Jul-67

13008

Swindon

30019

1951

70863

420

28-Oct-66

13009

Swindon

30019

1951

70845

402

22-Jun-66

13010

Swindon

30019

1951

70850

407

20-Jul-66

13014

Swindon

30019

1951

70846

403

29-Jun-66

13015

Swindon

30019

1951

70857

414

16-Sep-66

13016

Swindon

30019

1951

70856

413

9-Sep-66

13017

Swindon

30019

1951

70847

404

6-Jul-66

13018

Swindon

30019

1951

70871

428

14-Jul-67

13019

Swindon

30019

1951

70855

412

2-Sep-66

13020

Swindon

30019

1951

70860

417

7-Oct-66

13021

Swindon

30019

1951

70867

424

23-Jun-67

13022

Swindon

30019

1951

70844 EH*

401

1-Dec-65

13023

Swindon

30019

1951

70851

408

5-Aug-66

13025

Swindon

30019

1951

70849

406

13-Jul-66

13028

Swindon

30019

1951

71166

433

Jun-74

13030

Swindon

30019

1951

70853

410

19-Aug-66

13032

Swindon

30019

1951

70870

427

14-Jul-67

13033

Swindon

30019

1951

70848

405

13-Jul-66

13035

Swindon

30019

1951

70852

409

30-Sep-66

13037

Swindon

30019

1951

70866

423

23-Jun-67

13038

Swindon

30019

1951

70864

421

13-May-67

13040

Swindon

30019

1951

70859

416

30-Sep-66

13053

Swindon

30019

1951

70854

411

26-Aug-66

13062

Swindon

30019

1951

71167

434

Jun-74

13063

Swindon

30019

1951

70858

415

23-Sep-66

13096

Swindon

30019

1954

70861

418

14-Oct-66

13097

Swindon

30019

1954

71163

430

26-Jun-74

13111

Swindon

30019

1954-55

71164

431

12-Jun-74

13115

Swindon

30019

1954-55

71165

432

Jun-74

13197

Swindon

30019

Nov-51

71162

429

12-Jun-74

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

 

 

BSK (Diagram 182)

Orig. coach no.

Built

Lot no.

Date

New coach no.

Unit

Date

34637

Roberts

30143

1954-55

71160

433

2-75

34640

Roberts

30143

1954-55

71161

434

1-75

34956

Met-Cam

30229

Dec-56

70841

302

12-May-67

34957

Met-Cam

30229

Dec-56

70842

303

Jul-67

34958

Met-Cam

30229

Dec-56

70815

404

6-Jul-66

34959

Met-Cam

30229

Dec-56

70816

405

13-Jul-66

34960

Met-Cam

30229

Dec-56

70817

406

13-Jul-66

34961

Met-Cam

30229

Dec-56

70818

407

20-Jul-66

34962

Met-Cam

30229

Dec-56

70819

408

5-Aug-66

34963

Met-Cam

30229

Dec-56

70820

409

12-Aug-66

34966

Met-Cam

30229

Dec-56

70833

422

11-Nov-66

34967

Met-Cam

30229

Jan-57

70832

421

4-Nov-66

34968

Met-Cam

30229

Jan-57

70813

402

22-Feb-66

34969

Met-Cam

30229

Jan-57

70814

403

29-Jun-66

34970

Met-Cam

30229

Jan-57

70823

412

2-Sep-66

34972

Met-Cam

30229

Jan-57

70834

423

18-Nov-66

34973

Met-Cam

30229

Feb-57

70835

424

25-Nov-66

34974

Met-Cam

30229

Feb-57

70836

425

2-Dec-66

34975

Met-Cam

30229

Feb-57

70837

426

6-Jan-67

34976

Met-Cam

30229

Feb-57

70830

419

21-Oct-66

34977

Met-Cam

30229

Feb-57

70831

420

28-Oct-66

34978

Met-Cam

30229

Feb-57

70839

428

20-Feb-67

34979

Met-Cam

30229

Feb-57

70838

427

12-Jan-67

34980

Met-Cam

30229

Feb-57

70826

415

22-Sep-67

34981

Met-Cam

30229

Feb-57

70829

418

14-Oct-66

34982

Met-Cam

30229

Feb-57

70840

301

24-Mar-67

34983

Met-Cam

30229

Feb-57

70843

Spare

7-Jul-67

34984

Met-Cam

30229

Feb-57

70824

413

9-Sep-66

34985

Met-Cam

30229

Mar-57

70821

410

19-Aug-66

34986

Met-Cam

30229

Mar-57

70822

411

26-Aug-66

34987

Met-Cam

30229

Mar-57

70812 EH*

401

Aug-67

34996

Met-Cam

30229

Nov-56

70825

414

16-Sep-66

34997

Met-Cam

30229

Nov-56

70827

416

30-Sep-66

34998

Met-Cam

30229

Nov-56

70828

417

7-Oct-66

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

 

RB & RMB Vehicles

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

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

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

 

Back to top

 

 

4 TC units nos.411 and 416 propelled by a locomotive (possibly E6009) approaches Lyndhurst Road on a service from Waterloo on Saturday 3rd June 1967, some five-weeks before the launch of the new electric timetable. Headcode 96 (Waterloo to Southampton Terminus) was used quite a lot for driver training trips and unusual west of Tunnel Junction. Not much of a polish on the conductor rail yet either!
© John Hayward

4TC units nos.411 and 416 propelled by a locomotive (possibly E6009) approaches Lyndhurst Road on a service from Waterloo on Saturday 3rd June 1967, some five-weeks before the launch of the new electric timetable. Headcode 96 (Waterloo to Southampton Terminus) was used quite a lot for driver training trips and unusual west of Tunnel Junction. Not much of a polish on the conductor rail yet either!

© John Hayward

 

Into Service

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

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

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

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

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

At Bournemouth, a BRCW type 3 ‘Crompton’ diesel loco was attached at the front of the train and hauled the front four or eight (TC) coaches to Weymouth.

 

 

Class 33 propelling an all-blue liveried 8 TC west of Winchfield 
© BloodandCustard

Class 33 propelling an all-blue liveried 8 TC west of Winchfield
© BloodandCustard

 

Push-Pull ‘Crompton’s

Following trials with D6580, nineteen Birmingham Railway Carriage and Wagon built ‘Crompton’ locomotives were modified for this purpose.

D6580 entered traffic in 1961 and in 1965 was equipped at Eastleigh with high-level brake pipes /jumper cables for trialling the push-pull operations proposed for the Bournemouth electrification. As such, it was the only British Rail's only push-pull BRCW Type (class 33 under TOPS) in green livery and their only one to sport a small warning panel!

For about a year starting in January 1966, it operated with 6-TC set 601 between London Bridge and East Grinstead. Usually propelling from the country-end and with no compression bars to either D6580 or set 601, the ride could be a bit rough at time!

D6580 was the last BRCW Type 3 to be fully converted for push-pull operation being repainted into blue livery, roof conversion undertaken with drop-buckeyes and compression bars added. In 1974 it was renumbered as 33 119, withdrawn in 1989 and scrapped in 1992.

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

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

However, a ‘Crompton’ and 4TC could also be found on many other services including the peak-hour ‘Kenny Belle’ between Clapham junction & Kensington Olympia.

Back to top

 

 

Against the backdrop of Wimbledon’s S&T depot (the former Flying Boat shed from Newhaven) and sporting the pre-10th July 1967 Basingstoke ‘39’ headcode D6544 loco-hauls TC stock forming the 18.09 Waterloo – Basingstoke service on 26th May 1967. Although the leading unit is running as a 3TC, it is numbered as a 4TC.
© A Noakes (R Carroll Collection)

Against the backdrop of Wimbledon’s S&T depot (the former Flying Boat shed from Newhaven) and sporting the pre-10th July 1967 Basingstoke ‘39’ headcode, D6544 loco-hauls TC stock forming the 18.09 Waterloo – Basingstoke service on 26th May 1967. Although the leading unit is running as a 3TC, it is numbered as a 4TC.

© A. Noakes (R. Carroll Collection)

 

Loco-Haulage of TC Units

From 15th August 1966 and into 1967 a number of services were loco‑hauled often with a non-push-pull ‘Crompton’ diesel locos whilst others were converted to push-pull operation (33/1 under TOPS. These loco‑hauled trains often included one of the 3TC sets to keep them within platform limits, though the 3TCs also worked with the 4 REP units as well.

By January 1967 both 3TC and 4TC sets were used on three return services a day between Waterloo and Bournemouth, using ‘Crompton’ diesel locomotives; TC stock was also recorded on Bournemouth – Weymouth loco-hauled stopping services. At this stage only one push-pull Crompton was ‘off works’ (D6521 on 18th November 1966) and being used for tests by the CM&EE department, with the second (D6512) outshopped 28th February 1967.

In later years, the LUL-purchased 4TC was frequently used as a loco-hauled set both on London Underground and main-line metals.

Sample locomotive-hauled workings from Loco Hauled Carriage Working Notice No.275 SWD (Saturdays from 17th December 1966 until further notice - dated 9th December 1966) are as follows (this is not definitive):

 

Train

Days

Stock

From

Destination

Sch. Arr.

-

SO

4TC

Berth

Bournemouth Central

 

05.44

SO

4TC

Bournemouth Central

Eastleigh

07.08

10Ϯ15

SO

4TC

Eastleigh

Southampton Central

10Ϯ29

10.43

SO

4TC

Southampton Central

Bournemouth Central

12.02

13.08

SO

4TC

Bournemouth Central

Weymouth

 

-

SO

4TC

Weymouth

Berth



 

 

 

 

 

 

-

SO

4TC

Berth

Bournemouth
WCS

 

07Ϯ13

SO

4TC

Bournemouth
WCS

Bournemouth Central

07Ϯ31

07.37

SO

4TC

Bournemouth Central

Eastleigh

09.02

14.10

SO

4TC

Eastleigh

Bournemouth Central

 

 

 

 

 

 

 

-

SO

4TC

Berth

Weymouth



08.15

SO

4TC

Weymouth

Dorchester
South

08.35½

09Ϯ05

SO

4TC

Dorchester
South

Weymouth

 

12.12

SO

4TC

Weymouth

Bournemouth Central

13.37

13.52

SO

4TC

Bournemouth Central

Southampton Central

 

16.20

SO

4TC

Southampton Central

Bournemouth Central

17.25

18.00

SO

4TC

Bournemouth Central

Weymouth

 

-

SO

4TC

Weymouth

Berth



 

 

 

 

 

 

09.30

SO

7TC

Waterloo
(Plat 10)

Bournemouth Central

12.36

12Ϯ42

SO

7TC

Bournemouth Central

Branksome

12Ϯ49

12Ϯ53

SO

7TC

Branksome

Bournemouth
WCS

13Ϯ13

13Ϯ29

SO

7TC

Bournemouth
WCS

Branksome

13Ϯ46

13Ϯ58

SO

7TC

Branksome

Bournemouth Central

 

 

 

 

 

 

 

09Ϯ00

SO

8TC

Bournemouth
WCS

Branksome

09Ϯ05

09Ϯ10

SO

8TC

Branksome

Bournemouth Central

09Ϯ18

09.24

SO

8TC

Bournemouth Central

Waterloo

 

12.35

SO

8TC

Waterloo

Bournemouth Central

15.02

15.23

SO

8TC

Bournemouth Central

Weymouth#1

 

17.41

SO

8TC

Weymouth

Bournemouth Central

19.00

19Ϯ25

SO

8TC

Bournemouth Central

Bournemouth
WCS

19Ϯ57

-

SO

8TC

Bournemouth
WCS

Berth

 

 

 

 

 

 

 

14.10

SO

4TC

Eastleigh

Bournemouth Central

 

15Ϯ42

SO

4TC

Bournemouth Central

Branksome

15Ϯ52

15Ϯ56

SO

4TC

Branksome

Bournemouth
WCS

16Ϯ06

-

SO

4TC

Bournemouth
WCS

Berth

 

 

 

 

 

 

 

-

SO

8TC

Berth

Bournemouth
WCS

 

09Ϯ00

SO

8TC

Bournemouth
WCS

Bournemouth Central

 

09Ϯ10

SO

8TC

Bournemouth Central

Branksome

 

 

SO

4TC

Branksome

Bournemouth
WCS

 

 

 

 

 

 

 

-

Sun

4TC

Berth

Eastleigh



07.19

Sun

4TC

Eastleigh

Waterloo

09.19

09.37

Sun

4TC

Waterloo
(Pt 14)

Clapham Yard

 

 

 

 

 

 

 

-

Sun

7TC

Berth

Weymouth



08.20

Sun

7TC

Weymouth

Bournemouth Central

 

09.34

Sun

7TC

Bournemouth Central

Waterloo
(Pt 11)

11.56

12Ϯ16

Sun

7TC

Waterloo
(Pt 11)

Clapham Yard

 

18Ϯ55

Sun

11TC

Clapham Yard

Waterloo
(Pt 11)

19Ϯ46

19.30

Sun

11TC

Waterloo
(Pt 11)

Bournemouth Central

 

22.09

Sun

7TC
(Front)

Bournemouth Central

Weymouth

 

22Ϯ20

Sun

4TC
(Rear)

Bournemouth Central

Branksome

 

22Ϯ32

Sun

4TC

Branksome

Bournemouth
WCS

 

-

Sun

4TC

Bournemouth
WCS

Berth

 

 

 

 

 

 

 

-

Sun

4TC

Berth

Weymouth



12.44

Sun

4TC

Weymouth

Bournemouth Central

 

15.04

Sun

4TC

Bournemouth Central

Weymouth

16.12

17.10

Sun

4TC

Weymouth

Bournemouth Central

 

19.07

Sun

4TC

Bournemouth Central

Eastleigh

20.20

-

Sun

4TC

Eastleigh

Berth



 

 

 

 

 

 

10.34

Sun

8TC

Bournemouth Central

Waterloo
(Pt 10)

12.56

13.30

Sun

8TC

Waterloo
(Pt 10)

Bournemouth Central

 

16.33

Sun

4TC
(Front)

Bournemouth Central

Weymouth

17.42

20.10

Sun

4TC

Weymouth

Bournemouth Central

 

-

Sun

4TC

Bournemouth Central

Berth

 

16Ϯ39

Sun

4TC
(Rear)

Bournemouth Central

Branksome

 

16Ϯ52

Sun

4TC

Branksome

Bournemouth
WCS

 

-

Sun

4TC

Bournemouth
WCS

Berth

 

 

 

 

 

 

 

Notes

 

#1

Commenced 1st April 1967

 

 

 

#2

Amended to 3TC + 4TC

 

 

 

Once sufficient pull-push fitted ‘Crompton’ diesel locos (class 33/1 under tops) and electro-diesel locos of two types known colloquially as the ‘Little EDs’ (TOPS class 73) and the ‘Big EDs’ (TOPS class 74) push-pull operation became the ‘norm’.

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

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

Push-pull working could be undertaken with type JB and HB electro-diesel locomotives.

Back to top

 

 

New 4 REP unit no.3007 heads a train between Lyndhurst Road & Beaulieu Road on Saturday 3rd June 1967; possibly a crew training run as records show no.3007 entered passenger service from 19th June 1967. However, it might just be unit no.3006 as this unit ran with 62153 (ex.3007) from 19th May 1967 until 13th June 1967. Note that to blue-painted buckeye coupler on the front is in the dropped position.
© John Hayward

New 4 REP unit no.3007 heads a train between Lyndhurst Road & Beaulieu Road on Saturday 3rd June 1967; possibly a crew training run as records show no.3007 entered passenger service from 19th June 1967. However, it might just be unit no.3006 as this unit ran with 62153 (ex.3007) from 19th May 1967 until 13th June 1967. Note that to blue-painted buckeye coupler on the front is in the dropped position.

© John Hayward

 

TC & REP Liveries

All the stock delivered for the Bournemouth electrification scheme was painted in the then current all over blue livery, with a matt paint finish. The cab ends of units were also blue with small yellow warning panels on the gangway doors and white unit numbers. On the restaurant cars with the exception of unit no.3001 the red UIC ‘catering’ cantrail band only extended along part of the coach.

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

 

Liveries 3TC Units Nos.301 - 304

Unit no.

Blue /Grey

Reformed

Date

Notes

301

c.May-70

429

28-Jun-74

 

302

29-May-69

430

4-Jul-74

 

303

28-Aug-69

431

28-Jun-74

 

304

Disbanded

 

 

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

Units introduced in all-blue with small yellow panels.

 

Liveries 4TC Units Nos.401 - 434

Unit no.

Blue /Grey

Renumbered

Date

Notes

401

c.May-68

8001

Jul-86

 

402

15-Oct-68

8002

Jun-86

 

403

24-Sep-68

8003

Nov-86

 

404

17-Jun-68

8004

Oct-86

 

405

30-Jul-68

Wdn

 

 

406

Dec-68

8006

Jun-86

 

407

21-Jan-68

8007

Nov-86

 

408

8-Nov-68

8008

Oct-86

 

409

4-Sep-69

8009

Oct-86

 

410

20-Aug-69

8010

Aug-86

 

411

11-Dec-68

8011

Oct-86

 

412

23-Oct-69

8012

Jun-86

 

413

18-Mar-69

8013

May-86

 

414

26-Nov-69

8014

Sep-86

 

415

25-Jun-70

8015

Oct-86

 

416

c.May-69

8016

Jun-86

 

417

24-Sep-69

8017

Oct-86

 

418

Dec-68

8018

Oct-86

 

419

14-Jul-70

8019

Aug-86

 

420

c.Sep-70

8020

Sep-86

 

421

6-May-70

8021

Oct-86

 

422

c.29-Oct-70

8022

Jun-86

 

423

21-May-69

8023

Jun-86

 

424

23-Nov-70

8024

May-86

Last all-over blue unit.

425

23-Jul-69

8025

Sep-86

 

426

8-Jan-70

8026

Sep-86

 

427

9-Jun-69

8027

Jun-86

 

428

8-Aug-70

8028

Jun-86

 

429

* Jun-74

8029

Oct-86

* As introduced

430

* Jul-74

8030

Sep-86

* As introduced

431

* Jun-74

8031

Oct-86

* As introduced

432

(see 3TC)

8032

Jun-86

 

433

(see 3TC)

8033

Sep-86

 

434

(see 3TC)

8034

Sep-86

 

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

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

 

 

Liveries 4TC Units Nos.8001 - 8033

Unit no.

Became TCB

Date

NSE

Notes

8001

 

 

21-Oct-88 (2)

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

8002

2802

8-Dec-86

 

4TCB Disbanded in blue /grey

8003

2805

5-Jun-87

 

4TCB Disbanded in blue /grey

8004

2808 *

1-Sep-88

26-Apr-88 (1)

2808 disbanded 30‑Jan‑89

8004

 

 

Jan-89 (1)

Reinstated from 30-Jan-89

8006

 

 

May-88 (1)

 

8008

2801

2-Dec-86

 

4TCB Disbanded in blue /grey

8009

2803

29-Nov-86

 

4TCB Disbanded in blue /grey

8010

 

 

28-Oct-88 (2)

Renumbered 410 Oct-91

8011

2804

2-Feb-87

 

4TCB Disbanded in blue /grey

8012

 

 

c.Aug-88 (1)

 

8013

2806

4-Jun-87

 

4TCB Disbanded in blue /grey

8015

 

 

2-Sep-88 (2)

 

8017

 

 

7-Jul-88 (2)

Renumbered 417 Oct-91

8018

 

 

29-Jun-88 (2)

 

8023

 

 

22-Dec-88(2)

 

8027

 

 

16-Nov-88 (2)

 

8028

 

 

10-Mar-89 (2)

 

8031

2809 *

Dec-88 #

 

 

8033

2807

7-Jun-87

 

4TCB Disbanded in blue /grey

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

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

* 5 TCB

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

 

 

Liveries 4 REP Units Nos.3001 - 3015

Unit no.

Blue /Grey

Renumbered

Date

Notes

3001

1-Jan-69

2001

Jun-86

 

3002

1-Apr-69

2002

May-86

 

3003

By Feb-69

2003

Sep-86

 

3004

28-Feb-69

2004

Jun-86

 

3005

2-Feb-70

2005

Aug-86

 

3006

By Feb-70

2006

Jun-86

 

3007

28-Ap-70

2007

Jun-86

 

3008

Mar-70

Wdn

 

Last all-over blue unit.

3009

Oct-69

2009

Jun-86

 

3010

c.May-70

2010

Sep-86

 

3011

Dec-69

2011

Sep-86

 

3012

* Sep-74

2012

May-86

* As introduced

3013

* Sep-74

2013

Jun-86

* As introduced

3014

* Oct-74

2014

Apr-86

* As introduced

3015

* Dec-74

2015

Apr-86

* As introduced

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

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

 

 

Liveries 4TCT Units Nos.8101 - 8106

Unit no.

Formed

Notes

8101

16-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8102

12-Jan-88

Blue /grey with full yellow ends. Unit disbanded.

8103

8-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8104

3-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8105

7-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

8106

31-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

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

 

 

Liveries 4 REP Units Nos.2901 - 2906

Unit no.

Formed

Notes

2901

17-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2902

17-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2903

5-Mar-88

Blue /grey with full yellow ends. Unit disbanded.

2904

16-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2905

29-Dec-87

Blue /grey with full yellow ends. Unit disbanded.

2906

5-Mar-88

Blue /grey with full yellow ends. Unit disbanded.

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

 

 

Liveries 4 REP Units Nos.2001, 2003 & 2007

Unit no.

Formed

Notes

2001

16-May-88

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

2003

12-Apr-88

Blue /grey with full yellow ends.
Unit withdrawn.

2007

6-May-88

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

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

 

 

Liveries 5 TCB Units Nos.2804 - 2809

Unit no.

Formed

Notes

2901

11-May-88

Blue /grey with full yellow ends. Unit disbanded.

2902

16-Apr-88

Blue /grey with full yellow ends. Unit disbanded.

2903

16-May-88

Blue /grey with full yellow ends. Unit disbanded.

2904

22-Apr-88

Blue /grey with full yellow ends. Unit disbanded.

2905

1-Sep-88

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

2906

30-Jan-89

Blue /grey with full yellow ends. Unit disbanded.

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

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

 

 

Livery 5 TCT Unit No.8101

Unit no.

Formed

Notes

8101

2-May-88

Blue /grey with full yellow ends. Unit withdrawn.

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

 

 

Liveries 5 TCB Units Nos.2804 - 2809

Unit no.

Formed

Notes

8102

27-Apr-88

Blue /grey with full yellow ends. Unit withdrawn.

8104

27-Apr-88

Blue /grey with full yellow ends. Unit withdrawn.

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

 

 

Livery 5 TC Unit No.8110

Unit no.

Formed

Notes

8110

23-Jun-90

NSE (2) livery. Unit disbanded.

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

 

 

Liveries 4 REP Units Nos.1901 & 1902

Unit no.

Formed

Notes

1901

9-Dec-88

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

1902

20-Mar-89

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

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

 

 

Liveries 6 REP Units Nos.1903 - 1906

Unit no.

Formed

Notes

1903

11-Apr-90

NSE (2) livery. Unit disbanded.

1904

19-Apr-90

NSE (2) livery. Unit disbanded.

1905

6-May-90

NSE (2) livery. Unit disbanded.

1906

2-May-90

NSE (2) livery. Unit disbanded.

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

 

 

Liveries 6 REP Units Nos.1901 - 1904

Unit no.

Formed

Notes

1903

25-Mar-91

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

1904

14-Sep-90

NSE (2) livery. Centre motor

1905

15-Jan-91

NSE (2) livery. Centre motor

1906

Sep-91

NSE (2) livery. Centre motor

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

 

 

Livery 8-VAB Unit No.8001

Unit no.

All-blue full yellow ends

Blue/grey

Notes

8001

6-Apr-68

Feb-72

Unit disbanded.

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

 

Back to top

 

4 REP 2007 approaching Pokesdown UP copyright BloodandCustard.JPG

4 REP unit number 2007 approaching Pokesdown
© BloodandCustard

 

Under TOPS

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

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

 

Increased Traffic & the 8 VAB Unit

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

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

 

 

3001 Woking 27-5-83 w.jpg

4 REP unit no 3001 leads entering Woking on Friday 27th May 1983
© John Atkinson

 

Second Build of TC & REP Units

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

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

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

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

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

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

 

Maintenance

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

 

 

413 Clapham Junction 3-3-80 w.jpg

4TC no.413 leads entering Clapham Junction on Monday 3rd March 1980
© John Atkinson

 

TC Workings

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

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

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

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

 

REP Workings

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

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

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

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

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

 

Demise & Withdrawal

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

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

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

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

 

6 REP Units

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

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

Back to top

 

 

4 TC 8022 @ Bournemouth Central copyright BloodandCustard.JPG

4TC unit no.8022 at Bournemouth Central
© BloodandCustard


4TC (Class 438)
(Units nos.401 – 428)

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

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

Driving Trailer Second

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

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

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

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

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

Trailer First Corridor

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

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

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

Trailer Brake Second Corridor

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

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

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

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

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

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

Delivery

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

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

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

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

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

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

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

 

Formation Units Nos.401 - 428

Unit

DTS

TFK

TBSK

DTS

New No.

Date

Diag. No.
Code

900
FC

930
BU

920
BT

900
FC

 

 

401
c.Oct-67

76331 *
(4338)
76270
72302

76270

70844 *
(13022)

70812*
(34987)

76332
(3937)

8001

Jul-86

402
13-Aug-66

76272
(4023)

70845
(13008)

70813
(34968)

76271
(4022)

8002

Jun-86

403
13-Aug-66

76273
(4021)

70846
(13010)

70814
(34969)

76274
(4024)
76331
76274

8003

Nov-86

404
12-Aug-66

76275
(3929)

(3TC)
-
70847
(13016)

70815
(34958)
70820
70815

76276
(4003)

8004

Oct-86

405
12-Aug-66

76278
(4007)
76283
76278

70848
(13033)

70816
(34959)

76277
(4005)

No

No

406
(17-Aug-66)

76280
(4014)

70849
(13025)

70817
(34960)

76279
(3926)
76331
76279

8006

Jun-86

407
2-Sep-66

76281
(4042)

70850
(13009)

70818
(34961)

76282
(4374)

8007

Dec-86

408
(25-Aug-66)

76284
(4008)

70847
(13016)
70851
(13023)

70819
(34962)

76283
(3932)
76278
76302

76283

8008

Oct-86

409
(14-Sep-66)

76286
(4386)

70852
(13035)

70820
(34963)
70815
70820

76285
(4380)

8009

Oct-86

410
(22-Sep-66)

76288
(4391)

70853
(13030)

70821
(34985)

76287
(4379)

8010

Aug-86

411
(29-Sep-66)

76290
(4394)

70854
(13053)

70822
(34986)

76289
(4029)

8011

Oct-86

412
(29-Sep-66)

76292
(3946)

70855
(13018)

70823
(34970)

76291
(3931)
76331
76291

8012

Jun-86

413
(12-Oct-66)

76293
(3942)

70856
(13015)

70824
(34984)

76294
(3999)

8013

May-86

414
(12-Oct-66)

76295
(3927)

70857
(13014)

70825
(34996)

76296
(3945)

8014

Sep-86

415
(2-Nov-66)

76297
(3938)

70858
(13063)

70826
(34980)

76298
(4004)

8015

Oct-86

416
(25-Oct-66)

76299
(3935)

70859
(13040)

70827
(34997)

76300
(3944)

8016

Jun-86

417
(9-Nov-66)

76302
(4382)
76331
76302
76331
76302
76331
76302
76331

76302

70860
(13019)

70828
(34998)

76301
(4375)

8017

Oct-86

418
(2-Nov-66)

76303
(4017)

70861
(13096)

70829
(34981)

76304
(4384)

8018

Oct-86

419
(26-Nov-66)

76306
(4383)

70862
(13020)

70830
(34976)

76305
(4016)

8019

Aug-86

420
(26-Nov-66)

76307
(4014)

70863
(13003)

70831
(34977)

76308
(4390)

8020

Sep-86

421
(5-Dec-66)

76309
(4006)

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

70832
(34967)

76310
(4027)

8021

Oct-86

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

(4TC)

76312
(4015)

3TC
-
69323
(1718)
70865
(13000)

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

76311
(4001)

8022

May-86

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

(4TC)

76313
(3941)

3TC
-
69322
(1717)
70866
(13037)

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

76314
(3943)

8023

Jun-86

424
(1-Mar-67)

76316
(4028)

(3TC)
-
70867
(13021)

70835
(34973)

76315
(4000)

8024

May-86

425
(31-Jan-67)

76317

(3TC)
-
70868
(13001)

70836
(34974)

76318
(4026)

8025

May-86

426
(13-Feb-67)

76319
(3939)

(3TC)
-
70869
(13002)

70837
(34975)

76320
(3998)

8026

May-86

427
(25-Feb-67)

76321
(3930)

(3TC)
-
70870
(13032)

70838
(34979)

76322
(3926)

8027

Jun-86

428
(3-Mar-67)

76324
(4009)

(3TC)
-
70871
(13017)

70839
(34978)

76323
(3940)

8028

Jun-86

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

 

 

Individual Unit Notes Nos.401 - 428

401

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

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

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

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

402

-

403

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

404

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

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

405

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

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

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

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

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

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

406

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

407

-

408

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

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

409

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

410

-

411

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

412

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

413

-

414

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

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

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

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

415

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

416