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

 

4002 CHX mt.jpg 

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 10th September 1949 and ran trials between Brighton and Haywards Heath before moving to Slade Green on 19th September 1949 for clearance tests in the suburban area. However, it returned to Lancing Works on 17th to 22nd October 1949, 6th to 15th December 1949 and again 23rd December 1949 to 4th January 1950.

Unit no.4002 was built with cast trailer wheels and left Lancing Works 3rd October 1949 but returned to Lancing for adjustments and modifications between 6th December 1949 and 4th 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 10th and 18th September 1949

© Alan Hawes

 

Unit Formation

Both units entered service on 1st 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 light windows each side of the door. Upper compartments also had normal size ¼ light windows and between them a larger one‑piece window where the doorway would be in a normal compartment. All the windows in upper compartments were sharply curved inwards towards the top as the window line was located across the normal cantrail curve of the body.

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 passengers 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 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 windows 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 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 1st and 2nd November 1949 before returning to Lancing Works for further repairs and going back into service on 18th 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 22nd November 1949 and 6th January 1950 when the train was out of use.

 

 

 

4001CHX mt.jpg

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 Gill Sans font) were originally positioned on the bodysides’ left hand ends (between the compartment windows /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. Unit no.4001 was in Lancing Works between 17th & 26th September 1951 and unit no.4002 17th & 28th September 1951.

Further varnishes took place at Selhurst with units outshopped 5th November 1953 (4001 & 4002) and again on 29th November 1955 (4002) /1st 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 30th October 1957 with unit no.4002 released on 6th February 1958 followed by unit no.4001 on 14th 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 24th February 1958.

Further varnishes took place at Selhurst with units outshopped 2nd December 1959 (4002) /3rd December 1959 (4001) and again on 9th February 1962 (4001) /10th 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 4th January 1965 and 23rd April 1965 and unit no.4002 overhaul between 9th February 1965 and 18th June 1965.

Movement to /from Eastleigh Works normally took place via the Brighton line or Horsham thence along the coast to Fratton; the units then being loco-hauled to Eastleigh. On 18th June 1965 units returned from Eastleigh Works via Guildford 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 5th & 24th January 1968 and unit no.4002 5th & 25th January 1968.

Blue Livery & Renumbering

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

 

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
(In 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

 

 

4DD unit no.4001 CM&EE Record Card

Unit no.4001 CM&EE Record Card

 

4DD unit no.4002 CM&EE Record Card

Unit no.4002 CM&EE Record Card

 

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 29th November 1966 for C5 repair, released 16th December 1966.

 

 

 

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, 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 30th September 1971. Both units were officially withdrawn from 9th October 1971 having been ‘condemned’ on 4th October 1971 following their last service train (18:04hrs Charing Cross to Dartford via Bexleyheath) on 1st 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 13th November 1971, where unit no.4901 and trailer 13504 from unit no.4902 were scrapped by Smeeth Metals, unit no.4901 being cut-up 17th June 1972 and 13504 on 25th January 1973.

For further details please visit the 4DD website.

 

 

Preservation

The remaining vehicles from unit no.4902 were sold 22nd February 1972 for preservation at the Ashford Steam Centre and hauled there on 7th March 1972. This centre closed amidst financial difficulties and trailer 15303 was scrapped there 15th 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 4th 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. However, KR models announced a ready to run 4DD 4mm model in October 2021. With orders being taken from March 2022 for an anticipated delivery in Summer 2023 both units (4001 & 4002) will be available in 1958-on (darker) BR Green with plain ends, yellow warning panel or full-yellow ends and (4901 & 4902) in BR blue.

 

Thanks go to research author 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