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Southern Railway Design
British Railways Built
4 DD
(4001 & 4002)

Unit no.4002 arriving at Charing Cross

© Michael Taylor

Southern Railway Design

Following the Second World War there was an increase in passenger traffic and solutions were being considered by the Southern Railway for the Dartford loop lines where the lengthening of trains would have been problematic due to the considerable infrastructure changes that would be needed to extend many of platforms along each route.

Furthermore, the physical constraints of the Southern Railway’s loading gauge prevented the use of the ‘conventional’ design of double-decked cars (as used overseas). Accordingly, an innovative solution emerged from Oliver Bulleid and the Southern Railway's carriage works at Eastleigh Works for a double-decked design of electric multiple unit.

Bulleid’s design achieved two levels through the interleaving of upper and lower-level compartments along the length of each car; the upper level compartments being reached by a short flight of steps from the adjacent lower (platform height) compartment.

Courtesy of Motorman Deadman

Construction under British Railways

During the summer of 1949 (now under the nationalised company, British Railways) two experimental Double‑Deck units were constructed at Lancing Works, unit no.4001 being completed in September 1949 and no.4002 in October 1949.

These 4DD (4-car Double-Deck) units owed much to the 4 SUB design (Southern Railway /Bulleid) of which construction was ongoing. The cab end appearance was similar to the 4 SUB units although with a taller profile. Screw couplings with side buffers were fitted at unit ends, with the central buffer and three-link chain arrangement employed within the set.

The frames for these Double-Deck units were built at Lancing Works and then taken to Eastleigh Works where some of the body construction was carried; the part-built cars then being moved back to Lancing Works for fitting out and painting.

Unit no.4001 left Lancing Works on 10^th September 1949 and ran trials between Brighton and Haywards Heath before moving to Slade Green on 19^th September 1949 for clearance tests in the suburban area. However, it returned to Lancing Works on 17^th to 22^nd October 1949, 6^th to 15^th December 1949 and again 23^rd December 1949 to 4^th January 1950.

Unit no.4002 was built with cast trailer wheels and left Lancing Works 3^rd October 1949 but returned to Lancing for adjustments and modifications between 6^th December 1949 and 4^th January 1950.

Load Testing & Modification

When the units were ‘load tested’ at Lancing, the motorcoaches failed with the frames going into reverse camber. To correct this, all four motorcoaches had their roofs cut right across in the centre of the car and the solebars were cut across the bottom flange and a vee cut up the web to the top flange.

The truss bars were then released by cutting through and the car jacked-up until the requisite alignment was reached when the solebars and truss bars were then welded up and ‘dressed off’. Long stiffening plates were then fitted and welded over the cut areas. The cut in the roof was then welded-up and ‘dressed off’.

With a northbound 2 NOL unit entering Haywards Heath tunnel, 4DD unit no.4001 heads south. With a second person in the cab this was probably when the unit was on test from Lancing Works between 10^th and 18^th September 1949

© Alan Hawes

Unit Formation

Both units entered service on 1^st November 1949. They consisted of two motor brake seconds flanking two trailer seconds. The compartments were arranged alternately high and low, and the bodies were on standard 62' 0" underframes.

Total unit weight was 136 tons and they were 257' 5" long and seated five-hundred & fifty-two passengers, giving a total of eleven-hundred and four seats in the 8-car train. Units were designed for a maximum speed of 75mph. When new, the units were provided with the standard air whistle on cab ends, these were replaced by two-tone horns on the roof later in the units’ lives.

Coupling Arrangements

Each unit was close-coupled within, using the standard suburban centre-buffer and three-link chain arrangement; this being bolted with shackles underneath the headstock (keeping the centre-buffer under compression). One corridor trailer had a centre buffer at both ends; the other trailer had a buffer at the one end with a rubbing plate at the other whilst both motorcoaches had rubbing plates. On cab ends there was the usual central drawhook with side buffers, these being self-contained Spencer-Moulton ‘mainline-style’ buffers.

Motorcoaches

The motorcoaches weighed 42 tons and seated one-hundred & twenty (fifty-five seats on each level + ten tip‑up seats on the upper level). At the outer end was the motorman’s compartment followed by the guard’s brake (which was 9' 2" wide) then the first of five upper-level compartments interspersed with the five lower level compartments, the last of which was adjacent to the inner-end bulkhead of the car. These cars were to SR diagram number 2128. The doors to the guard’s brake were inset.

Trailer Cars

In the trailer cars there were seven lower-level compartments (the outermost ones adjacent to the end bulkheads of the car) interspersed with six upper-level compartments. These cars were to diagram numbers 2020 and 2021; the difference being related to the buffing gear, jumper box arrangements and roof-conduits in otherwise essentially identical vehicles.

Seating

Throughout the units each compartment seated eleven; six on one side and five on the other with one of the centre seats being replaced by the steps into the neighbouring compartment. Upper level compartments also had two tip‑up seats each, one on each side facing inwards against the side of the car where the door opening was normally situated in a conventional compartment. The trailer cars therefore seated one-hundred & fifty-six (sixty-six + twelve tip‑up on the upper level and seventy-eight on the lower level).

The centre compartment on the lower level seated twelve as there was no gangway to an upper level compartment from this compartment. The three-aside seats were on the nearside in each motorcoach. However, in the trailers they were offside for the four compartments adjacent to the motorcoach and nearside for the four towards the centre of the unit.

Each lower compartment also had conventional ¼ sidelight (windows) each side of the door. Upper compartments also had normal size ¼ sidelights and between them a larger one‑piece sidelight where the doorway would be in a normal compartment. All the sidelights in upper compartments were sharply curved inwards towards the top as the sidelight line was located across the normal cantrail curve of the body.

The passenger side and quarter lights (windows) were fitted from inside the car (mounted in a rubber U-shaped loop clamped to the bodyside by a steel hoop bolted to the bodyside with machine screws) and sealed with mastic so they were almost flush with the bodyside

A passenger communication valve was provided above each door, there being none in the upper-level compartments or a conventional cord arrangement.

Interiors

Seating differed from earlier units with thinner cushions only 3" thick (the usual was 7") and they were also narrower at 16½" as opposed to 18" in conventional stock, and compartments were lit by specially made 70v filament lamps about 6" long, those in lower compartments being built into the partitions above passenger’s heads. These were provided as there was insufficient clearance for a normal electric lamp, and they were often confused for a fluorescent tube.

Compartments were heated via the pressure ventilation system which was thermostatically controlled under overall control of the guard.

A number of grab rails were provided to assist any standing passengers and most internal surfaces were painted or varnished plywood panels.

Loading Gauge

To keep within the loading gauge the units had no commode handles or footboards and (for the same reason) had fixed sidelights (windows) with a pressure heating and ventilation system on the upper level. Equipment to power this ventilation system was located in a cupboard beneath the large centre sidelights of each upper-level compartment, drawing air from below the train and supplying it beneath the feet of passengers in the upper level compartments.

Doors were flat, not curved as normal, to match the bodyside profile, each one having a conventional droplight (opening window) arrangement (with a small oval light above) as fitted to all‑steel 4 SUB units and later SR pattern EPB units.

These units were 9' 0" wide at waist level, the almost flat sides tapering inwards very slightly towards the cantrail level; body height was 9’ ⁷/₈”. Overall height was 12' 9" (4 SUB units were 12' 4½") and as a result were restricted in passenger service to the lines between Charing Cross & Cannon Street to Gravesend Central by all four routes. However, they spent most of their time on the Bexleyheath line. Workings to other depots (mostly Selhurst or Lancing) were dealt with specially (i.e. via Special Traffic Notices).

Electrical Equipment

Electrical equipment included lightweight EE507 motors with EP control gear and Westinghouse EP self‑lapping brakes which were unique to the 4 DD units; as a consequence, these units could not work in multiple with any other type of unit. The EP brake equipment was recovered from the experimental equipment fitted to 6 PUL unit no.3016 and 6 PAN unit no.3034 in 1947/48.

These units also had the first application of the 27-way control jumpers on unit ends, replacing the separate lighting and control jumpers of previous types of SR unit; this being provided at the centre of the cab below the route indicator, which was a roller blind type from new (originally with larger style numbers).

Problems with mis-coupling the control jumpers led to them being moved to beneath the secondman’s observation light, leaving three small plates on the cab ends covering the earlier holes, these remaining visible on the units throughout their lives. Power jumpers were provided between units as in earlier designs.

Underframes

Underframes were a deep girder type and together with special bolsterless bogies with smaller wheels than usual allowed a lower underframe level and more body space within the loading gauge. The solebars were fabricated in two different height sections, mostly 9" below the passenger accommodation, but increasing to 15" below the guard’s and motorman’s section to enable the buffing gear to be set at a conventional height, resulting in the side panelling stepping-up in this area and allowing fitment of a footboard alongside the cab and brake van doors.

Bogies

Trailer bogies were to a novel design with side bearers transferring the weight directly to the bogie framing with no swing plank. The bogie wheelbase was 8' 0" and the BFB (Bulleid Firth Brown) type wheels were 3' 0" diameter. However, these bogies gave problems immediately with wheelsets cracking; the two units only running on 1^st and 2^nd November 1949 before returning to Lancing Works for further repairs and going back into service on 18^th November 1949.

Late delivery of the new wheels from Firth Brown for unit no.4001 had led to some improvisation and tyres of the correct size in store at Ashford were used, with new wheel centres welded together from matched segments and welded-up onto some old axles. Unit no.4002 had cast BFB wheels from new, those on unit no.4001 soon being changed at Slade Green. However, further problems arose and both units were extensively modified between 22^nd November 1949 and 6^th January 1950 when the train was out of use.

Unit no.4001 arrived at Charing Cross

© Michael Taylor

Liveries & Depot Visits

When new, the train was finished in early BR Green livery (akin to malachite). Underframes and car ends were painted black and the roof was silver grey, though this soon weathered to a darker shade. The car numbers (in gold Gill Sans typeface) were originally positioned on the bodysides’ left-hand ends (between the compartment sidelights /to the right of the brake van doors); no ownership markings were applied.

Subsequent to this, units received their first varnish at Lancing Works when individual car numbers were moved to a more conventional right-hand end of the cars and the BR Lion & Wheel coaching stock emblem appeared on the sides of each motorcoach between the first & second low level compartments. The car numbers carried both ‘S’ prefix and ‘S’ suffix. Unit no.4001 was in Lancing Works between 17^th & 26^th September 1951 and unit no.4002 17^th & 28^th September 1951.

Further varnishes took place at Selhurst with units outshopped 5^th November 1953 (4001 & 4002) and again on 29^th November 1955 (4002) /1^st December 1955 (4001) before their 1958 repaint into the darker shade of green.

1958 Repaint

A darker shade of green was applied at Lancing Works during the units' first major overhaul (E-repair); both entered Lancing works on 30^th October 1957 with unit no.4002 released on 6^th February 1958 followed by unit no.4001 on 14^th February 1958. Appearing with carriage roundels on the motorcoaches (first use on Southern Region motorcoaches being the Hastings units in January 1957), the units returned to traffic thus, from 24^th February 1958.

Coach numbers (etc) were changed from gold to yellow Gill Sans Medium typeface.

Further varnishes took place at Selhurst with units outshopped 2^nd December 1959 (4002) /3^rd December 1959 (4001) and again on 9^th February 1962 (4001) /10^th February 1962 (4002) before their 1965 major overhaul at Eastleigh.

Small Yellow Warning Panels

Small yellow warning panels were applied during their second major overhauls at Eastleigh Works; air-horns would have been fitted at this time. Unit no.4001 overhaul was between 4^th January 1965 and 23^rd April 1965 and unit no.4002 overhaul between 9^th February 1965 and 18^th June 1965.

Movement to /from Eastleigh Works normally took place via the Brighton line or Horsham thence along the coast to Fratton; the pair of units then being loco-hauled to Eastleigh. On 18^th June 1965 units returned from Eastleigh Works via Guildford now fitted with airhorns (instead of whistles) whilst temporarily sporting strange reflective bands around their roller-blind headcode box (promptly removed at Slade Green).

Full Yellow Ends

While the units were still in green livery, they both received full yellow ends alongside a varnish at Selhurst; unit no.4001 between 5^th & 24^th January 1968 and unit no.4002 5^th & 25^th January 1968.

Coach numbers (etc) remained as yellow Gill Sans Medium typeface on the right-hand end of each coach.

Blue Livery & Renumbering

During their final repaint taking the units from green to blue livery (both undertaken at Selhurst Depot between 14^th & 26^th September 1970) the 4DD units were officially renumbered 4901 and 4902 on 15^th September 1970. This renumbering was to clear the 40xx number range for the forthcoming 4 PEP experimental sliding door units.

Coach numbers (etc) were changed from yellow Gill Sans Medium to white Rail Alphabet typeface on the right-hand end of each coach.

Summary of Livery Change Dates

Unit	BR Green (Early)	BR Green (Early)	BR Green (Darker)	BR Green (Darker)	BR Green (Darker)	Renum. (In Selhurst)	BR Blue (Selhurst)
Notes	New	Lion-on-Wheel	Plain end	(Yellow Panel)	(Full Yellow)	(15-Sep-70)	(Full Yellow)
4001	10-Sep-49	26-Sep-51	6-Feb-58	23-Apr-65	24-Jan-68	4901	26-Sep-70
4002	3-Oct-49	28-Sep-51	14-Feb-58	18-Jun-65	25-Jan-68	4902	26-Sep-70
Motorcoach Crest	None	Lion-on-Wheel	Carriage Roundel	Carriage Roundel	Carriage Roundel		BR Double-arrow
Coach side numbers	Gold Gill Sans	Gold Gill Sans	Yellow Gill Sans	Yellow Gill Sans	Yellow Gill Sans		White Rail Alphabet

Unit no.4001 CM&EE Record Card
(© Glen Woods)

Unit no.4002 CM&EE Record Card
(© Glen Woods)

Depot Visits

Depot visits for the units were as follows:

4001			4002
	In	Out		In	Out
Lancing		10-Sep-49	Lancing		3-Oct-49
Lancing	17-Oct-49	22-Oct-49
Lancing	6-Dec-49	15-Dec-49
Lancing	23-Dec-49	4-Jan-50	Lancing	6-Dec-49	4-Jan-50
Selhurst	17-Sep-51	29-Sep-51	Selhurst	17-Sep-51	28-Sep-51
Lancing	6-Jul-53	16-Oct-53	Lancing	6-Jul-53	16-Oct-53
Selhurst	21-Oct-53	5-Nov-53	Selhurst	23-Oct-53	5-Nov-53
Selhurst	21-Nov-55	1-Dec-55	Selhurst	21-Nov-55	29-Nov-55
Lancing	30-Oct-57	14-Feb-58	Lancing	30-Oct-59	6-Feb-58
Selhurst	23-Nov-59	3-Dec-59	Selhurst	23-Nov-59	2-Dec-59
Selhurst	29-Jan-62	9-Jan-62	Selhurst	29-Jan-62	10-Feb-62
Eastleigh	4-Jan-65	23-Apr-65
Eastleigh	24-May-65	18-Jun-65	Eastleigh	9-Feb-65	18-Jun-65
Eastleigh	29-Nov-66	16-Dec-66
Selhurst	5-Jan-68	24-Jan-68	Selhurst	5-Jan-68	25-Jan-68
Selhurst	14-Sep-70	26-Sep-70	Selhurst	14-Sep-70	29-Sep-70

MBS 13001 of unit no.4001 was slightly damaged (details unknown) about October 1966 and unit to Eastleigh 29^th November 1966 for C5 repair, released 16^th December 1966.

Unit no.4002 at Woolwich leading a Cannon Street to Gravesend service.

(May 1957)

© A.J. Wills

In Service

Workings remained fairly constant over the years, with both units being based at Slade Green depot where all routine maintenance was carried out.

Initially both units usually ran two trips from the Dartford area to London and back during the morning peak, one unit then retiring to Slade Green for maintenance if required; the other working a further trip to London solo then also running to Slade Green to attach to its sister and a further three round trips to London and back as 8-car in the evening business period before berthing again at Slade Green.

The exact content of these diagrams varied slightly over the years. However, from about 1951 the two units no longer split during the day and only worked in peak hours and the Saturday midday peak (this ceased about 1959). Thereafter the units were usually restricted to Monday-Friday only operation as an 8-car train.

After the initial bogie problems had been solved the train was a technical success. However, but was not seen as the answer to overcrowding on the Eastern Section suburban services. This was principally due to the extended time the train took to load /unload at station stops, as each door now served twenty-four seats as opposed to twelve in conventional trains.

Other unsatisfactory features were a higher incidence of passenger accidents when joining and leaving the train due to the absence of footboards and commode handles, along with some passenger concerns about security; particularly in the upper compartments as the train emptied out.

New Cross 1968

© BloodandCustard

Unit Formation

Unit formations were as follows with the completion date shown below the unit number, delivery to SR date and car type (letter code) being shown below the number:

Unit	MBS	TS	TS	MBS	New
Diag. No. Code	2128 CC	2020 DD	2021 DD	2128 CC
4001	13001	13501	13502	13002	Sep-49
4002	13003	13503	13504	13004	Oct-49

New Cross 1968

© BloodandCustard

Withdrawal

Despite the many non‑standard features, the two 4 DD units remained in traffic until 30^th September 1971. Both units were officially withdrawn from 9^th October 1971 having been ‘condemned’ on 4^th October 1971 following their last service train (18:04hrs Charing Cross to Dartford via Bexleyheath) on 1^st October 1971.

Units nos.4901 & 4902 were stored for a while at Plumstead and electrically stripped at Slade Green before moving to Hoo Junction yard 13^th November 1971, where unit no.4901 and trailer 13504 from unit no.4902 were scrapped by Smeeth Metals, unit no.4901 being cut-up 17^th June 1972 and 13504 on 25^th January 1973.

Into Preservation

The remaining vehicles from unit no.4902 were sold 22^nd February 1972 for preservation at the Ashford Steam Centre and hauled there on 7^th March 1972. This centre closed amidst financial difficulties and trailer 15303 was scrapped there 15^th August 1984 by agents for the creditors. However, both motorcoaches survived with 13004 being moved to the Northampton Steam Railway at Pitsford (having spent a period in T W Ward’s scrapyard at Silvertown) and 13003 moved to a farm near Molash in Kent where there was no public access.

Attempts to fit conventional buffing gear to 13004 at Pitsford proved abortive and the car remained there in a badly vandalised state until moved to the Northampton Ironstone Museum at Hunsbury Hill 4^th June 1999. 13003 was moved back to the site of the former steam centre at Ashford during June 1997 thence moved to Hope Farm, Sellinge about May 1999.

4DD in Model Form

There has been a number of kits for the 4DD unit, the last offerings both using resin moulding techniques. A manufacturer also offers 3D printed bodyshells. In October 2021 KR models announced a ready to run 4DD 4mm model. With orders being taken from March 2022 for a (then) anticipated delivery in Summer 2023 (deliveries took place in November 2025). Both units (4001 & 4002) were announced to be available in 1958-on (darker) BR Green (no.11) with plain ends, yellow warning panel or full-yellow ends and (4901 & 4902) in BR blue. The pre-1958 liveries were not included.

Thanks go to researcher John Atkinson, webpage author, editorial and additional information from C. Watts with contributions made by Driver Deadman, Bluebell Railway Museum along with the many photographers listed below their images.

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double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit Southern Electric 4DD double-deck trains double decker Dartford Charing Cross emu electric multiple unit emu emu