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© BloodandCustard

London & South Western Railway
3 Car Motor Units
(Suburban Electric Stock inc. Southern Railway)

LSWR 3 Car Motor Unit no.E1 at Strawberry Hill in 1923

© Chris Wilson collection

3 Car Motor Units
(‘3s’)

Usually referred to as ‘3s’ in internal railway publications, the 3 Car Motor Units provided the mainstay for DC electric suburban services between the wars. Initially this was for the LSWR 1915 electrification (London & South Western Railway) then subsequently the Southern Electric (following the formation of the Southern Railway from 1^st January 1923) right through to the units’ Wartime augmentation to 4-car.

The 3 Car Motor Units were introduced into service in fourteen builds between 1914 & 1937, with just two unit-types being completely new-builds; all the other unit-builds were conversions of existing pre-grouping vehicles.

Often operating in pairs with 2-coach Trailer Sets (coupled in between) to form an 8-car train, during the Second World War these 3 Car Motor Units were augmented to 4-cars so as to bring the Trailer Set operations to a close. Eventually these augmented 4-car units were referred to as 4 SUB when the ‘Bulleid’ 4 SUB units started to appear from 1941.

London & South Western Railway
(1914)

LSWR units nos.E1-E84 for the LSWR 26^th January 1915 electrification from Waterloo to Shepperton and Kingston including the Hounslow Loop. Conversion of LSWR steam-hauled coaches; units later renumbered by SR to 1201-1284.

Southern Railway
Western Section
(1925)

SR Contractor-built units nos.1285-1310 for the Western Section 12^th July 1925 electrification Raynes Park to Dorking & Claygate to Guildford including via Bookham. New-build units to LSWR pattern.

Eastern Section
(1925)

SR Contractor-built units nos.1496-1524 for the Eastern Section 12^th July 1925 (1^st Phase) electrification Victoria to Orpington & Holborn to Shortlands. New-build units on standard 62’ underframes with ‘flat’ cabs.

SR units nos.1401-1495 & 1525-1534 for the Eastern Section 1^st December 1925 (2^nd Phase) electrification Mid-Kent Line /Bromley North including the 6^th June 1925 Dartford Lines. Conversion of SECR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs.

Central Section
(1928)

SR units nos.1601-1630 for the Central Section 1928 electrification schemes. Conversion of SECR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs.

SR units nos.1631-1657 for the Central Section 1928 electrification schemes. Conversion of LBSCR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs.

SR units nos.1658-1701 for the Central Section 1928 electrification schemes. Conversion of LSWR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs.

SR units nos.1702-1716 for the Central Section 1928 electrification schemes. Conversion of LBSCR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs.

All sections
(1929-31)

SR units nos.1717-1772 for the Southern Railway’s expanded electrification including the newly-opened electric railway line Wimbledon to South Merton 7^th July 1929 thence 5^th January 1930 to Sutton, 6^th July 1930 Whitton to Windsor, Wimbledon to West Croydon via Mitcham and Dartford to Gravesend Central. Units nos.1717-1772 were conversions of LBSCR steam-hauled coaches & AC-electric cars of mixed length on 62’ underframes with ‘flat’ cabs.

SR units nos.1773-1785 for increasing traffic growth (1930). Conversions of LSWR steam-hauled coaches on mixed new and rebuilt 62’ underframes with ‘flat’ cabs.

SR units nos.1786-1796 for increasing traffic growth (1930). Conversion of LSWR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs.

SR units nos.1797-1801 for increasing traffic growth (1931). Conversion of LBSCR steam-hauled coaches on new standard 62’ underframes (intended for 4 LAV stock) with ‘flat’ cabs.

Eastern Section
(1934)

SR units nos.1585-1599 for the 1934 electrification schemes Sevenoaks scheme both via Swanley & Knockholt and Elmers End to Sanderstead and Nunhead to Lewisham. Conversion of LSWR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs.

Western Section
(1937)

SR units nos.1579-1584 for the newly-built electric railway line 29^th May 1938 Motspur Park to Tolworth thence 5^th January 1939 to Chessington South. Conversion of LSWR steam-hauled coaches on standard 62’ underframes with ‘flat’ cabs. These were the first units to be constructed with electro-pneumatic control gear leading to smaller cabs.

Wartime Augmentation
(1941-on)

Usually referred to as ‘3s’ in internal railway publications these 3 Car Motor Units were subsequently augmented to ‘4s’ eventually being referred to as 4 SUB when the ‘Bulleid’ 4 SUB units started to appear from 1941. However, even these new 4 SUB units were often referred to as ‘4s’ in internal railway publications. As 3 Car Motor Units the ‘SUB’ designation was not previously used.

Back to 3 Car Motor Units

Towards the end of its working life, on Tuesday 5^th July 1955 (being just six months away from withdrawal) former LSWR ‘Nutcracker’ Motor Brake Third 8092 enters platform 4 at London Bridge (on a Charing Cross service from Dartford via Bexleyheath) against a backdrop of the 1925 colour-light ‘electrification’ signalling.

Originally in 3 Car Motor Unit no.E61 (later no.1261) this car now in augmented 4 SUB unit no.4206. Rebuilt and lengthened to 7½ compartments (diag. no.676) on a new underframe at Lancing Works in January 1938, this now partially panelled car is coupled to trailer 9165 (11-compartment to diag. no.742 ex. Trailer Set 1193).

‘Unchained Melody’ by Jimmy Young sat at the top of the hit parade, Sir Anthony Eden was Prime Minister and across the ‘pond’ Dwight D. Eisenhower, US President.

© Chris Wilson collection

LSWR Electrification

Waterloo to Shepperton & Kingston inc. Hounslow Loop

Early in 1913 the London & South Western Railway (LSWR) announced plans to begin electrification of its suburban network to counter the loss of traffic to the competing electrified District Railway serving Wimbledon and Richmond, the development of the electric tramways and the planned threat of the Central London Railway extending its lines into LSWR territory towards Chertsey.

These plans involved electrifying the lines between Waterloo and Wimbledon (via East Putney), Waterloo to Shepperton & Hampton Court, Waterloo to Kingston via Twickenham, also the Hounslow Loop line. It was also planned to electrify to Guildford via all three routes (via Woking, Claygate and Epsom) but due to the onset of war, this part of the scheme was postponed although the line from Surbiton to Claygate was included.

Third Rail

The system of electrification decided upon was the 600v DC third rail arrangement with running rail current return, a decision which was to have far reaching consequences in later years for railways in Southern England as this system was chosen as the standard for the newly formed Southern Railway in 1923 and greatly extended to cover other lines, including the eventual abandonment of the LBSCR 6700v DC overhead network and its conversion to the new SR standard.

Power Supply

To supply power to the newly electrified network, a power station was built at Durnsford Road, near Wimbledon and adjacent to the River Wandle, work on this commenced in July 1913 and it was ready at the end of the year although much other electrification work was still incomplete and was further delayed by the outbreak of war in August 1914, the first electric trains not commencing running until October 1915.

The turbines in the power station were supplied by Dick Kerr, these being supplied with steam from sixteen Babcock & Wilcox boilers, coal fired with rail-delivered coal via an inclined plane siding into the upper part of the boiler house. The power station generated three-phase alternating current at 11,000v 25 cycles which was distributed via lineside cables to nine rotary converter substations located at Waterloo, Clapham Junction, Raynes Park, Hampton Court Junction, Kingston, Sunbury, Barnes, Isleworth and Twickenham. Two sizes of rotary converter were used, the larger 1875kw version being used at Waterloo (four), Clapham Jct. & Twickenham (three) and Raynes Park & Barnes (two), whilst the remainder each had two of 1250kw capacity. The substations were manned at all times.

These substations then supplied the live rails which were 100 lb. per yard high‑conductivity steel mounted 16" outside the running rails on porcelain insulator pots with the top surface 3" above running rail level. The running rails were bonded with copper bonds under the fishplates to assist with the return current and signalling track circuits were changed from DC to AC to avoid interference. The voltage at the busbars of the substations was 660v, dropping to a nominal 600v at the third rail.

Infrastructure Work

Other major works associated with the electrification scheme were the widening to eight running lines between Vauxhall and Nine Elms (Loco Junction), provision of a flyover at Surbiton to carry the Down Hampton Court line over the four running lines, opening of a new station at Barnes Bridge on the Hounslow Loop (to coincide with introduction of the new electric service) and the conversion of a number of stations to electric lighting.

Back to 3 Car Motor Units

Units nos.E1‑E84
(LSWR)
Conversion to Electric Stock

The rolling stock provided for this initial scheme was formed of eighty-four 3 Car Motor Units numbered E1 to E84, all vehicles being converted at Eastleigh from four‑coach bogie block locomotive-hauled suburban carriages. These locomotive-hauled coaches were built between 1902 and 1912 when the building programme was stopped in anticipation of electrification. As these vehicles were still quite new, it made sense to convert them to electric vehicles with a worthwhile saving in costs estimated at about £56,000, the final cost of converting the rolling stock was reported as just over £383,000.

Many of these vehicles were mounted on wooden underframes of either 49' or 51' length, though on some of the later built ones the solebars were of steel channel. However, all had timber headstocks. These locomotive-hauled bogie block sets were all close coupled within sets by a jointed drawbar which was attached via India rubber shock absorbers to the stretchers carrying the bogie centre castings. These drawbars passed through a slot in an almost circular steel disc which served to keeps the coach bodies apart at a distance of 1' 2", this disc being kept in place vertically by two horizontal steel plates on each headstock (one above and the other below the outer faces of the steel disc).

Conventional side buffers with centre screw couplings were fitted at unit ends, headstocks of intermediate ends having small wooden blocks each side which served as dumb buffers for use when sets were split (usually in works for overhaul /repair). As steam stock, these bogie block trains had contained accommodation of all three classes, but on conversion only first-class and third-class were provided; no electric train running with second-class accommodation.

A total of one-hundred & forty-five four-coach steam sets had been built by 1912 and all were non‑lavatory and formed as Brake Third – Trailer Composite – Trailer Composite ‑ Brake Third. Both the Brake Thirds and one of the composites were 51' over body (53' 7" over buffers /couplers) whilst the remaining composites was 49' over body and 51' 7" over couplers. In the first seventy-three sets the 51' composite was a first /second-class bi‑composite, whilst the final seventy-two (built after 1905) had this changed to a tri-composite with one less first-class and a third-class compartment added.

This second series of seventy-two sets had the underframes with steel solebars, though the changeover had taken place part way through building the first seventy-three so that some vehicles from this series also had this feature. Sixty-three of these sets were used to form units nos.E1‑E84 (two-hundred & fifty-two vehicles) resulting in the electric units being formed with three different seating layout arrangements and differing overall lengths and weights, in order to use all the available vehicles.

Conversion work at Eastleigh involved working on sets of three bogie block trains at one time, the twelve vehicles being converted to four 3 Car Motor Units. Each train sent to Eastleigh for conversion consisted of one set from the first batch of seventy-three (including a 51' bi-composite) and two sets of the second batch of 72 (including a 51' tri-composite). On arrival at Eastleigh of the first set of coaches for conversion there were therefore:

six Brake Thirds (11' 6" van space and 7-compartments each 5' 6" in width, 51' long),

one 51' Bi-composite (8-compartments arranged 5 first-class 6' 6" wide and 3 second-class 5' 10" wide),

two 51' Tri-composites (8-compartments arranged 4 first-class 6' 6" wide, 3 second-class 6' 0" wide and 1 third-class also 6' 0" wide),

three 49' Tri-composites (8-compartments arranged 3 first-class 6' 6" wide, 3 second-class 5' 10" wide and 2 third-class 5' 6" wide).

All six Brake Thirds became 6-compartment Motor Brake Thirds with the cab and luggage area replacing the existing van area and the compartment adjacent. They then seated sixty third-class and weighed 36½ tons and were numbered from 6701 to 6706 (upwards to 6826).

The two 51' Bi-composites became Motor Brake Composites with the cab and van replacing the third-class and two of the second-class compartments. The remaining adjacent second-class was downgraded to third-class, as was the innermost former first-class compartment. This gave four 6' 6" wide compartments and one at 6' 0" wide, so the 6' 6" compartment adjacent to the 6' 0" one was also reduced to this width by the insertion of false partitions (3.7/8" wide). Therefore, as converted these vehicles had five compartments, two 6' 0" wide adjacent to the guard’s compartment and three 6' 6" wide at the opposite end of the car. This gave two third-class and three first-class compartments. Units then seated twenty-four first-class and twenty third-class, weighed 36½ tons and were numbered 7201 & 7202 (upwards to 7242).

The 51' Bi-composite became a Trailer Composite with no internal alterations, giving five first-class (6' 6") and three third-class (5' 10") compartments. It then seated forty first-class and thirty third-class and weighed about 22¾ tons, and was numbered 7551 (following similar conversions were numbered 7555, 7559 etc. upwards to 7631).

One of the 49' Tri-composites became a Trailer Composite with the three second-class compartments opened out into an 17' 8" first-class saloon seating eighteen. The centremost doors were sealed and over-panelled with five seats arranged longitudinally each side, with four aside transverse seating at each end. The longitudinal seats were low-backed so as not to obstruct the windows. This coach now had three first-class compartments, first-class saloon and two third-class compartments. It now seated forty-two first-class and twenty third-class, weighed about 22½ tons and was numbered 7552 (following similar conversions were numbered 7556, 7560 etc. upwards to 7632).

Units with 49' trailers were 157' 5" long overall, those with 51' trailers were 159' 5" long.

The remaining two 49' Tri-composites had the three second-class compartments downgraded to third-class, giving three first-class and five third-class. They now seated twenty-four first-class and fifty third-class weighed about 22½ tons and were numbered 7553 & 7554 (following similar conversions were numbered 7557/8 upwards to 7633/4).

The cycle of conversion was then repeated a further twenty-one times to give the total of eighty-four units.

Bogies

The original trailer bogies were retained, these having an 8' wheelbase and fixed bolsters, but new motor bogies were fitted incorporating two British Westinghouse (later part of Metropolitan Vickers) type 339 275hp traction motors, which were geared 21/59 to 3' 7" wheels. These motor bogies were of a design with 8' 9" wheelbase which later became known as the ‘Central’ type, being also fitted to a large number of units to subsequently work on that section.

Electric lighting and heating was installed in all vehicles, each compartment having two liamps within opal glass bowls.

First-class compartments were trimmed in dark blue cloth and seated four‑aside with side and three centre armrests dividing the seating. Third-class was trimmed in red & black repp. Roofs were timber slats covered by sealed canvas.

Motorcoaches

Motorcoaches were rebuilt at what became the cab ends, with a distinctive wedge-shaped cab front with two large windows each side and between them an opal glass panel illuminated from behind at night, on which the route indicator stencil was mounted. The offside front observation light could be opened to allow the driver to lean out to change the headcode stencil, resulting in this observation light having a heavier frame and being smaller than the driver’s observation light.

The unit number was displayed in a panel above the route indicator, behind which was an air ventilator. A window wiper was provided on the driver's observation light (only) along with an air operated whistle.

Shoebeams were fitted on each side of each motorbogie and connected by underfloor mounted power cables so that all were live even when only one shoe was in contact with the live rail. Motorcoaches carried a compressor below the underframe to supply air for the quick acting Westinghouse air brakes fitted throughout the train.

Connectivity

Below the driver's observation light was a power jumper, looping down with the free end held in a dummy socket, and the control jumper socket. Beneath the offside observation light was the control jumper (again with the free end held in a dummy socket) and the power jumper socket; these two jumpers being the only electrical connections between coupled units.

Power jumpers had round ends whilst control jumpers had a flattened oval shape to avoid possible mis-coupling.

Both brake pipes were mounted at solebar level adjacent to the centre drawhook and screw coupling.

Electrical Equipment

The vee-shaped cab end overhung the headstock by 1' giving Motorcoaches an overall body length of 52'; these were sometimes referred to as ‘torpedo’ ends. The cab was entered from either side via an inward opening door fitted with a standard wooden framed droplight, whilst behind the cab were some bodyside louvres allowing ventilation to the all-electric system of automatic relay control, and various other switchgear and fuses.

Electrical equipment was supplied by the Westinghouse Electric & Manufacturing Co Ltd. (later part of Metropolitan‑Vickers Electric Co Ltd) and installed in the units at Eastleigh works by their own staff. These cabs were about 11' deep to allow space for the electrical equipment behind the driver's position. The noise of this contactor equipment gave rise to the nickname ‘nutcrackers’.

Beyond the cab was the guard's compartment with a pair of outward opening doors each side to allow loading of bulky parcels etc, then followed the passenger compartments. There were panels in the partition between the cab and guard’s compartments which could be hinged upwards and held hung from the roof by chains to allow access to the rear of the electrical equipment racks in the cab. A ¼ light was provided between the guard's double opening doors and the adjacent passenger ¼ light (a survivor from the conversion process).

Power from the shoegear was taken up to a shoe fuse, the holder for this being suspended from the solebar, then by external cables over the outside of the solebar and in through the bodyside into the equipment area behind the cab.

Westinghouse Air Brakes

The new electric trains were provided with Westinghouse air brakes, Motorcoaches having 14" cylinders whilst those of trailers were 12". Each vehicle had an auxiliary reservoir and triple valve and release cocks. Each Motorcoach was provided with an air compressor, these being electrically linked so all operated together in a train. The brake pipes were connected along the train via 1" flexible hoses and there was also another connection between the main reservoirs along the train via ¾" flexible pipes.

Pressure in the main reservoir pipe was maintained above 90 lb/sq in by the compressors whilst the normal pressure in the train pipe was 70lb/sq in and a fall of about 5 lb/sq in was sufficient for most service braking, a fall of 20 lb/sq in giving a full brake application.

The brakes could be applied by passengers by the operation of the communication cord, the butterfly indicator to show if one had been operated being at the vehicle end on trailers, but between the luggage van /first-class compartment on Motorcoaches.

Lamps

Though most of the converted steam coaches already had electric lighting, it all had to be renewed so as to now operate off the 600v supply with 40W lamps wired in series. Two circuits were provided in each coach, each compartment having two separate lamp fittings, one in each circuit. Light fittings in first-class compartments were more ornate with oxidised copper fittings whilst those in third-class compartments had fittings in black bronze. Bulbs were contained within glass bowls in each case.

Doors and Droplights

Throughout the units, all doors had wooden‑framed droplights with ¼ light each side. Above each door droplight was a slatted hood covering a ventilation louvre and there was some wooden beading along the sides of all vehicles as part of the panelling.

Livery

Units were finished in overall sage green with black and yellow lining whilst lettering and class designation numbers on door panels was in gold block characters. External body width was 8' 0¾" with overall width over footboards (these ran along the whole length of the solebars) was 8' 10½". The roof above the cab end was to a rather flattish dome and there were gently curved rainstrips along the roof sides of each vehicle running the whole length of the car.

Depot & Stabling Facilities

A new inspection shed with nine roads and repair shop with six roads were built for the new trains just south of the Durnsford Road power station, in more recent times this depot became known as Wimbledon Park. A carriage cleaning shed was also provided at the adjacent Wimbledon Park sidings, this being a later addition to the plans and opening in March 1917.

Other berthing points were Waterloo, Hounslow, Shepperton & Hampton Court. A further depot was later established at Strawberry Hill when the steam shed located there closed on opening of the new depot at Feltham during 1921.

Great War

The first set of steam stock had been delivered to Eastleigh works at the end of 1913, and the first electric unit to start trial running was unit no.E4 from June 1914. The outbreak of war had slowed progress, both with the rolling stock conversions and the electrification works.

Trial Running

There were some teething problems with the trial running associated with the automatic relay control, resulting in no further unit deliveries until November, the others then following at a steady rate until the last arrived in 1917. Prior to the war slowing progress, it was hoped to have the Waterloo ‑ Wimbledon via East Putney and Kingston loop services running during 1914 and the whole scheme completed in 1915.

Route Indicators

The first few units delivered were initially not fitted with a route indicator glass, some having this aperture covered with a metal pane; others having an additional observation light (possibly to assist with crew training). However, all units were fitted with route indicators prior to entering public service, which commenced on the Waterloo ‑ East Putney ‑ Wimbledon route on 25^th October 1915.

Into Service

The first unit to commence service was recorded as unit no.E5 from 26^th January 1915, presumably for driver and staff training purposes. The next section commissioned was planned to be the Waterloo – Kingston – Waterloo ‘roundabout’ service along with the Shepperton branch from 5^th December 1915 but various problems delayed this until 30^th January 1916. The Hounslow loop service was the next converted from March 12^th, followed by Hampton Court from June 18^th. The final short section from Hampton Court Junction to Claygate became operational from 20^th November. Not all units had been delivered by this time, the last ones arriving in April 1918.

The new services were lavish in frequency, with a fifteen minute frequency on the Kingston loop, ½ hourly to Shepperton via New Malden and around the Hounslow loop, every twenty-minutes for the Wimbledon via East Putney and Hampton Court routes, these combined services giving nine trains per hour from Waterloo both via Earlsfield and Putney.

As a result, initially there was no alteration in frequencies during the morning and evening peak periods, the only difference being that trains at these times were formed of two units rather than one used in slack hours. Sunday services were half-hourly with the exception of the Hounslow loop which was only hourly and the Shepperton trains were shuttles to & from Twickenham, but these quickly had to be altered to run through to Waterloo due to heavy demand.

Services were slightly revised when the Claygate trains were introduced (every ½ hour), but demand continued to grow and these trains were withdrawn in July 1919 and the Wimbledon via East Putney service reduced to run during rush hours only to release units to intensify the service on other routes.

Increasing Passenger Numbers

Prior to electrification, the lines converted were carrying about 25 million passengers each year, this fell to 23.3 million in 1915 but then rose to 29.4 million in 1916 and had reached 52.6 million by 1920, greatly exceeding the original predications. This caused the LSWR to convert some further bogie‑block steam stock into two coach Trailer Sets for use between pairs of 3 Car Motor Units to give eight-car trains at busy times. These dramatic traffic increases led the LSWR to commence planning further extensions of the system, many of these plans being taken forward to the newly formed Southern Railway after 1923 and set the standard for the rapid expansion of the third rail network in the next twenty years.

LSWR Unit Formations

To utilise all the former steam stock under conversion at Eastleigh, the new units had to be formed in a variety of ways. Three patterns of formation appeared, repeating after every fourth unit built as follows:

Unit E1 was formed of a Motor Brake Third (MBT) with seating for sixty third-class in six compartments, a Trailer Composite (TC) which had five first-class compartments and three third-class compartments, this vehicle therefore seating forty first-class and thirty third-class. An identical MBT was provided at the other end of the unit which therefore seated forty first-class and one-hundred & fifty third-class overall. The TC was 51' long and the unit length 159' 5" with an overall weight of 95¾ tons.

Unit E2 had identical MBT cars at both ends of the unit, the TC having three first-class compartments, a first-class saloon seating eighteen and two third-class compartments and seated forty-two first-class and twenty third-class, giving the unit an overall capacity of forty-two first-class and one-hundred & forty third-class. The TC was 49' long and the unit length 157' 5" with an overall weight of 95¾ tons.

Unit E3 had another MBT seating sixty third-class, the TC had three first-class compartments and five third-class compartments and seated twenty-four first-class and fifty third-class, this was followed by a motor brake composite (MBC) which behind the guard's compartment had two third-class and three first-class compartments and therefore seated twenty-four first-class and twenty third-class, giving an overall unit total of forty-eight first-class and one-hundred & thirty third-class. The TC was 49' long and the unit length 157' 5" with an overall weight of 95½ tons. The first-class of the TC was marshalled against that of the MBC.

Unit E4 was identical to unit E3.

Unit E5 was then identical to unit no.E1, unit no.E6 to E2 etc. throughout the remainder of the whole fleet of eighty units. These units were renumbered 1201‑1284 by the SR during 1923 with the coaches being renumbered also, all the MBT cars becoming SR 8001-8126, the MBC cars became SR 8751-8792 whilst the TC cars were split, the 51' all compartment variety becoming SR 9414-9434, the 51' saloons becoming SR 9351-9371 and the 49' vehicles becoming SR 9372-9413. All were rebuilt from 1934 onwards with the bodies mounted onto a by then SR standard 62' 0" steel underframe and suitably lengthened.

Smoking Compartments

Smoking was permitted in compartments so marked. In the 6-compartment MBT cars these were the two adjacent to the guard's compartment and the centremost two of the remaining four. In the 5 compartment MBC cars these were the third-class adjacent to the guard's compartment and the first-class at the opposite end of the coach.

In the TC cars of the E1 type units these were three of the five firsts at one end of the coach and the two thirds at the opposite end of the coach. The saloon TC cars in the E2 type units had smoking permitted in the endmost first-class compartment and also the first-class saloon, whilst the compartment TC cars in the E3 /E4 type units had all three first-class compartments for smoking along with the three centremost compartments of the five third-class.

Unit Configuration

Unit configuration were as shewn below, with the of the internal layout arrangement denoted by a code letter after the unit number. These were as follows:

Type A	MBT (sixty third-class) + TC (forty first-class, thirty third-class) + MBT (sixty third-class).
Type B	MBT (sixty third-class) + TC (forty-two first-class, twenty third-class) + MBT (sixty third-class).
Type C	MBT (sixty third-class) + TC (twenty-four first-class, fifty third-class) + MBC (twenty-four first class, twenty third-class).

The ‘New’ date column is the date when the steam stock coaches were recorded as being renumbered for electric use, the units probably entering service shortly afterwards, though wartime shortages of equipment may have delayed their completion.

Unit No.	Type	Date (new)	MBT	TC	MBT (67xx) MBC (72xx)	SR No.
E1	A	Nov-14	6701	7551	6702	1201
E2	B	Dec-14	6703	7552	6704	1202
E3	C	Nov-14	6705	7553	7201	1203
E4	C	Jun-14	6706	7554	7202	1204
E5	A	Jan-15	6707	7555	6708	1205
E6	B	Jan-15	6709	7556	6710	1206
E7	C	Jan-15	6711	7557	7203	1207
E8	C	Jan-15	6712	7558	7204	1208
E9	A	Jan-15	6713	7559	6714	1209
E10	B	Feb15	6715	7560	6716	1210
E11	C	Feb-15	6717	7561	7205	1211
E12	C	Feb-15	6718	7562	7206	1212
E13	A	Mar-15	6719	7563	6720	1213
E14	B	Mar-15	6721	7564	6722	1214
E15	C	Mar-15	6723	7565	7207	1215
E16	C	Mar-15	6724	7566	7208	1216
E17	A	Mar-15	6725	7567	6726	1217
E18	B	Mar-15	6727	7568	6728	1218
E19	C	Apr-15	6729	7569	7209	1219
E20	C	Apr-15	6730	7570	7210	1220
E21	A	Apr-15	6731	7571	6732	1221
E22	B	Apr-15	6733	7572	6734	1222
E23	C	Jun-15	6735	7573	7211	1223
E24	C	Apr-15	6736	7574	7212	1224
E25	A	May-15	6737	7575	6738	1225
E26	B	May-15	6739	7576	6740	1226
E27	C	May-15	6741	7577	7213	1227
E28	C	May-15	6742	7578	7214	1228
E29	A	May-15	6743	7579	6744	1229
E30	B	May-15	6745	7580	6746	1230
E31	C	Jun-15	6747	7581	7215	1231
E32	C	Jun-15	6748	7582	7216	1232
E33	A	Jun-15	6749	7583	6750	1233
E34	B	Jul-15	6751	7584	6752	1234
E35	C	Jul-15	6753	7585	7217	1235
E36	C	Jul-15	6754	7586	7218	1236
E37	A	Jul-15	6755	7587	6756	1237
E38	B	Jul-15	6757	7588	6758	1238
E39	C	Jul-15	6759	7589	7219	1239
E40	C	Jul-15	6760	7590	7220	1240
E41	A	Aug-15	6761	7591	6762	1241
E42	B	Aug-15	6763	7592	6764	1242
E43	C	Sep-15	6765	7593	7221	1243
E44	C	Sep-15	6766	7594	7222	1244
E45	A	Sep-15	6767	7595	6768	1245
E46	B	Dec-15	6769	7596	6770	1246
E47	C	Dec-15	6771	7597	7223	1247
E48	C	Dec-15	6772	7598	7224	1248
E49	A	Feb-16	6773	7599	6774	1249
E50	B	Feb-16	6775	7600	6776	1250
E51	C	Feb-16	6777	7601	7225	1251
E52	C	Mar-16	6778	7602	7226	1252
E53	A	Mar-16	6779	7603	6780	1253
E54	B	Mar-16	6781	7604	6782	1254
E55	C	Jun-16	6783	7605	7227	1255
E56	C	Jun-16	6784	7606	7228	1256
E57	A	Jun-16	6785	7607	6786	1257
E58	B	Jun-16	6787	7608	6788	1258
E59	C	Jun-16	6789	7609	7229	1259
E60	C	Jun-16	6790	7610	7230	1260
E61	A	Jul-16	6791	7611	6792	1261
E62	B	Aug-16	6793	7612	6794	1262
E63	C	Aug-16	6795	7613	7231	1263
E64	C	Aug-16	6796	7614	7232	1264
E65	A	Sep-16	6797	7615	6798	1265
E66	B	Sep-16	6799	7616	6800	1266
E67	C	Nov-16	6801	7617	7233	1267
E68	C	Nov-16	6802	7618	7234	1268
E69	A	Nov-16	6803	7619	6804	1269
E70	B	Nov-16	6805	7620	6806	1270
E71	C	Dec-16	6807	7621	7235	1271
E72	C	Dec-16	6808	7622	7236	1272
E73	A	Jan-17	6809	7623	6810	1273
E74	B	Jan-17	6811	7624	6812	1274
E75	C	Mar-17	6813	7625	7237	1275
E76	C	Mar-17	6814	7626	7238	1276
E77	A	Mar-17	6815	7627	6816	1277
E78	B	May-17	6817	7628	6818	1278
E79	C	Apr-17	6819	7629	7239	1279
E80	C	Apr-17	6820	7630	7240	1280
E81	A	Aug-17	6821	7631	6822	1281
E82	B	Aug-17	6823	7632	6824	1282
E83	C	May-17	6825	7633	7241	1283
E84	C	Aug-17	6826	7634	7242	1284

Origin of LSWR Conversions

The origin of the coaches converted for units no.E1-E84 is shewn below, with the new electric number and the unit it was allocated to, date of conversion, original LSWR number and building date, 2nd LSWR number (post-1912 renumbering scheme), followed by the subsequent SR number and new SR unit number. Virtually all the steam coaches had been wired for electric light from new, those few which originally had gas lighting are marked with a ‘*’ after the LSWR coach number/s. All the steam stock had been constructed at Eastleigh works as part of ‘Bogie-Block’ suburban sets. The 2^nd LSWR numbers allocated were almost all not actually carried on these vehicles prior to their conversion for electric stock and are therefore shewn in brackets and italics.

Motor Brake Third
(rebuilt at Eastleigh to diagram no.660)

Converted from 51' 0" 7-compartment Brake Thirds, with new cab and brakevan area replacing the original van and first-class compartment.

Coach No.	Unit No.	Date conv.	1^st LSWR No.	New date	2^nd LSWR No.	SR No.	SR unit No.
6701	E1	Nov-14	727	Feb-04	(1852)	8001	1201
6702	E1	Nov-14	557	Feb-04	(1724)	8002	1201
6703	E2	Dec-14	586	May-08	(1749)	8003	1202
6704	E2	Dec-14	584	May-08	(1747)	8004	1202
6705	E3	Nov-14	585	May-08	(1748)	8005	1203
6706	E4	Jun-14	594	May-08	(1757)	8006	1204
6707	E5	Jan-15	1279	Aug-03	-	8007	1205
6708	E5	Jan-15	1280	Aug-03	-	8008	1205
6709	E6	Jan-15	598	Jun-08	(1761)	8009	1206
6710	E6	Jan-15	592	Jun-08	(1755)	8010	1206
6711	E7	Jan-15	590	Jun-08	(1753)	8011	1207
6712	E8	Jan-15	597	Jun-08	(1760)	8012	1208
6713	E9	Jan-15	1290	Aug-03	-	8013	1209
6714	E9	Jan-15	1289	Aug-03	-	8014	1209
6715	E10	Feb-15	569*	Dec-07	(1733*)	8015	1210
6716	E10	Feb-15	567*	Dec-07	(1731*)	8016	1210
6717	E11	Feb-15	566*	Dec-07	(1730*)	8017	1211
6718	E12	Feb-15	568*	Dec-07	(1732*)	8018	1212
6719	E13	Mar-15	59	Dec-02	(1369)	8019	1213
6720	E13	Mar-15	348	Jul-03	(1666)	8020	1213
6721	E14	Mar-15	575*	Jan-08	(1738*)	8021	1214
6722	E14	Mar-15	1463	Jan-08	-	8022	1214
6723	E15	Mar-15	574*	Jan-08	(1737*)	8023	1215
6724	E16	Mar-15	581	Jan-08	(1744)	8024	1216
6725	E17	Mar-15	1278	Aug-03	-	8025	1217
6726	E17	Mar-15	1277	Aug-03	-	8026	1217
6727	E18	Mar-15	1469	Jun-08	-	8027	1218
6728	E18	Mar-15	600	Jun-08	(1763)	8028	1218
6729	E19	Apr-15	599	Jun-08	(1762)	8029	1219
6730	E20	Apr-15	1468	Jun-08	-	8030	1220
6731	E21	Mar-15	1282	Aug-03	-	8031	1221
6732	E21	Apr-15	1281	Aug-03	-	8032	1221
6733	E22	Apr-15	1489	Dec-08	-	8033	1222
6734	E22	Apr-15	603	Dec-08	(1765)	8034	1222
6735	E23	Jun-15	601	Dec-08	(1764)	8035	1223
6736	E24	Apr-15	606	Dec-08	(1768)	8036	1224
6737	E25	May-15	1283	Aug-03	-	8037	1225
6738	E25	May-15	1284	Aug-03	-	8038	1225
6739	E26	May-15	1493	Dec-08	-	8039	1226
6740	E26	May-15	1374	Mar-09	-	8040	1226
6741	E27	May-15	1490	Dec-08	-	8041	1227
6742	E28	May-15	1492	Dec-08	-	8042	1228
6743	E29	May-15	1286	Aug-03	-	8043	1229
6744	E29	May-15	1285	Aug-03	-	8044	1229
6745	E30	May-15	1491	Dec-08	-	8045	1230
6746	E30	May-15	1495	Dec-08	-	8046	1230
6747	E31	Jun-15	1494	Dec-08	-	8047	1231
6748	E32	Jun-15	1373	Mar-09	-	8048	1232
6749	E33	Jun-15	175	Jul-03	(1578)	8049	1233
6750	E33	Jun-15	157	Jul-03	(1514)	8050	1233
6751	E34	Jul-15	608	Mar-09	(1770)	8051	1234
6752	E34	Jul-15	611	Apr-09	(1773)	8052	1234
6753	E35	Jul-15	1375	Mar-09	-	8053	1235
6754	E36	Jul-15	609	Apr-09	(1771)	8054	1236
6755	E37	Jul-15	267	Jul-03	(1625)	8055	1237
6756	E37	Jul-15	299	Jul-03	(1638)	8056	1237
6757	E38	Jul-15	617	Apr-09	(1779)	8057	1238
6758	E38	Jul-15	622	Apr-09	(1783)	8058	1238
6759	E39	Jul-15	613	Apr-09	(1775)	8059	1239
6760	E40	Aug-15	620	Apr-09	(1782)	8060	1240
6761	E41	Aug-15	296	Dec-03	(1637)	8061	1241
6762	E41	Aug-15	304	Dec-03	(1641)	8062	1241
6763	E42	Aug-15	87	Nov-09	(1443)	8063	1242
6764	E42	Aug-15	627	May-09	(1788)	8064	1242
6765	E43	Sep-15	626	May-09	(1787)	8065	1243
6766	E44	Sep-15	92	Nov-09	(1445)	8066	1244
6767	E45	Sep-15	90	Jun-05	(1444)	8067	1245
6768	E45	Sep-15	767	Jun-05	(1875)	8068	1245
6769	E46	Dec-15	631	May-09	(1791)	8069	1246
6770	E46	Dec-15	633	Jun-09	(1793)	8070	1246
6771	E47	Dec-15	630	May-09	(1790)	8071	1247
6772	E48	Dec-15	632	Jun-09	(1792)	8072	1248
6773	E49	Feb-16	22	Dec-04	(1307)	8073	1249
6774	E49	Feb-16	8	Dec-04	(1300)	8074	1249
6775	E50	Feb-16	639	Jun-09	(1799)	8075	1250
6776	E50	Feb-16	643	Nov-09	(1803)	8076	1250
6777	E51	Feb-16	637	Jun-09	(1797)	8077	1251
6778	E52	Mar-16	642	Nov-09	(1802)	8078	1252
6779	E53	Mar-16	583	Dec-04	(1746)	8079	1253
6780	E53	Mar-16	775	Dec-04	(1877)	8080	1253
6781	E54	Mar-16	100	Dec-09	(1485)	8081	1254
6782	E54	Mar-16	95	Dec-09	(1448)	8082	1254
6783	E55	Jun-16	93	Dec-09	(1446)	8083	1255
6784	E56	Jun-16	97	Dec-09	(1482)	8084	1256
6785	E57	Jun-16	1275	Dec-03	-	8085	1257
6786	E57	Jun-16	1276	Aug-03	-	8086	1257
6787	E58	Jun-16	1441	Dec-09	-	8087	1258
6788	E58	Jun-16	596	Dec-09	(1759)	8088	1258
6789	E59	Jun-16	595	Dec-09	(1758)	8089	1259
6790	E60	Jun-16	1431	Dec-09	-	8090	1260
6791	E61	Jul-16	1291	Sep-03	-	8091	1261
6792	E61	Jul-16	1292	Sep-03	-	8092	1261
6793	E62	Aug-16	1349	Oct-05	-	8093	1262
6794	E62	Aug-16	782	Dec-10	(1881)	8094	1262
6795	E63	Aug-16	1348	Oct-05	-	8095	1263
6796	E64	Aug-16	664	Dec-10	(1821)	8096	1264
6797	E65	Sep-16	1035	Dec-04	(1950)	8097	1265
6798	E65	Sep-16	715	Dec-04	(1846)	8098	1265
6799	E66	Sep-16	151	Nov-05	(1510)	8099	1266
6800	E66	Sep-16	860	Dec-10	(1907)	8100	1266
6801	E67	Nov-16	1351	Nov-05	-	8101	1267
6802	E68	Nov-16	836	Dec-10	(1898)	8102	1268
6803	E69	Nov-16	211	Dec-04	(1609)	8103	1269
6804	E69	Nov-16	309	Dec-04	(1644)	8104	1269
6805	E70	Nov-16	1364	Dec-05	-	8105	1270
6806	E70	Nov-16	1365	Dec-05	-	8106	1270
6807	E71	Nov-16	74	Dec-05	(1428)	8107	1271
6808	E72	Dec-16	1366	Dec-05	-	8108	1272
6809	E73	Jan-17	614	Nov-04	(1776)	8109	1273
6810	E73	Jan-17	580	Nov-04	(1743)	8110	1273
6811	E74	Jan-17	756	Jun-06	(1869)	8111	1274
6812	E74	Jan-17	660	Nov-10	(1817)	8112	1274
6813	E75	Mar-17	1363	Jun-06	-	8113	1275
6814	E76	Mar-17	659	Nov-10	(1816)	8114	1276
6815	E77	Mar-17	1331	Dec-04	-	8115	1277
6816	E77	Mar-17	1332	Dec-04	-	8116	1277
6817	E78	May-17	663	Nov-10	(1820)	8117	1278
6818	E78	May-17	653	Dec-10	(1811)	8118	1278
6819	E79	Apr-17	662	Nov-10	(1819)	8119	1279
6820	E80	Apr-17	277	Dec-10	(1630)	8120	1280
6821	E81	Aug-17	1337	Feb-05	-	8121	1281
6822	E81	Aug-17	1338	Feb-05	-	8122	1281
6823	E82	Aug-17	1435	Jan-12	-	8123	1282
6824	E82	Aug-17	667	Dec-10	(1824)	8124	1282
6825	E83	May-17	658	Dec-10	(1815)	8125	1283
6826	E84	Aug-17	1434	Jan-12	-	8126	1284

Motor Brake Composite
(rebuilt at Eastleigh to diagram no.690)

Converted from 51' 0" Tri-composites (original layout 11112223) with new cab and brakevan area replacing the third-class and two second-class compartments. The former first-class compartment adjacent to the surviving second-class reduced in width from 6' 6" to 6' 0" by false partitions.

Coach No.	Unit No.	Date conv.	LSWR No.	New date	2^nd LSWR No.	SR No.	SR unit No.
7201	E3	Nov-14	27	May-08	(2275)	8751	1203
7202	E4	Jun-14	256	May-08	(2494)	8752	1204
7203	E7	Jan-15	267	Jun-08	(2505)	8753	1207
7204	E8	Jan-15	258	Jun-08	(2496)	8754	1208
7205	E11	Feb-15	299	Dec-07	(2534)	8755	1211
7206	E12	Feb-15	301	Jan-08	(2536)	8756	1212
7207	E15	Mar-15	303	Jan-08	(2538)	8757	1215
7208	E16	Mar-15	963	Jan-08	(3082)	8758	1216
7209	E19	Apr-15	307	Jun-08	(2542)	8759	1219
7210	E20	Apr-15	295	Jun-08	(2530)	8760	1220
7211	E23	Jun-15	288	Dec-08	(2523)	8761	1223
7212	E24	Apr-15	305	Dec-08	(2540)	8762	1224
7213	E27	May-15	308	Dec-08	(2543)	8763	1227
7214	E28	May-15	324	Dec-08	(2559)	8764	1228
7215	E31	Jun-15	983	Dec-08	(3096)	8765	1231
7216	E32	Jun-15	311	Jun-09	(2546)	8766	1232
7217	E35	Jul-15	313	Jun-09	(2548)	8767	1235
7218	E36	Jul-15	315	Apr-09	(2550)	8768	1236
7219	E39	Jul-15	317	Apr-09	(2552)	8769	1239
7220	E40	Aug-15	327	Apr-09	(2562)	8770	1240
7221	E43	Sep-15	329	Apr-09	(2564)	8771	1243
7222	E44	Sep-15	369	Nov-09	(2589)	8772	1244
7223	E47	Dec-15	331	May-09	(2566)	8773	1247
7224	E48	Dec-15	1	Jun-09	(2251)	8774	1248
7225	E51	Feb-16	?	?	?	8775	1251
7226	E52	Mar-16	7	Nov-09	(2257)	8776	1252
7227	E55	Jun-16	371	Dec-09	(2591)	8777	1255
7228	E56	Jun-16	374	Dec-09	(2594)	8778	1256
7229	E59	Jun-16	376	Dec-09	(2596)	8779	1259
7230	E60	Jun-16	885	Dec-09	(3012)	8780	1260
7231	E63	Aug-16	896	Oct-05	(3022)	8781	1263
7232	E64	Aug-16	1017	Dec-10	(3114)	8782	1264
7233	E67	Nov-16	903	Nov-05	(3029)	8783	1267
7234	E68	Nov-16	1019	Dec-10	(3116)	8784	1268
7235	E71	Dec-16	907	Dec-05	(3033)	8785	1271
7236	E72	Dec-16	909	Dec-05	(3035)	8786	1272
7237	E75	Mar-17	916	Jun-06	(3041)	8787	1275
7238	E76	Mar-17	1013	Nov-10	(3110)	8788	1276
7239	E79	Apr-17	1015	Nov-10	(3112)	8789	1279
7240	E80	Apr-17	954	Dec-10	(3074)	8790	1280
7241	E83	May-17	273	Dec-10	(2509)	8791	1283
7242	E84	Aug-17	358	Jan-12	(2579)	8792	1284

Trailer Composite
(rebuilt at Eastleigh to diagram no.752)

Converted from 51' 0" Bi-composites (original layout 11111222) same layout after conversion.

Coach No.	Unit No.	Date conv.	LSWR No.	New date	2^nd LSWR No.	SR No.	SR unit No.
7551	E1	Nov-14	856	Feb-04	(2985)	9414	1201
7555	E5	Jan-15	825	Aug-03	(2964)	9415	1205
7559	E9	Jan-15	834	Sep-03	(2973)	9416	1209
7563	E13	Mar-15	175	Jun-03	(2418)	9417	1213
7567	E17	Mar-15	822	Aug-03	(2961)	9418	1217
7571	E21	Apr-15	826	Aug-03	(2965)	9419	1221
7575	E25	May-15	829	Sep-03	(2968)	9420	1225
7579	E29	May-15	830	Sep-03	(2969)	9421	1229
7583	E33	Jun-15	199	Jun-03	(2441)	9422	1233
7587	E37	Jul-15	200	Jun-03	(2442)	9423	1237
7591	E41	Aug-15	232	Dec-03	(2471)	9424	1241
7595	E45	Sep-15	877	Jun-05	(3006)	9425	1245
7599	E49	Feb-16	162	Nov-04	(2405)	9426	1249
7603	E53	Mar-16	180	Nov-04	(2422)	9427	1253
7607	E57	Jun-16	821	Dec-03	(2960)	9428	1257
7611	E61	Jul-16	837	Sep-03	(2976)	9429	1261
7615	E65	Sep-16	774	Dec-04	(2913)	9430	1265
7619	E69	Nov-16	147	Nov-04	(2390)	9431	1269
7623	E73	Jan-17	192	Sep-04	(2434)	9432	1273
7627	E77	Mar-17	776	Jan-04	(2915)	9433	1277
7631	E81	Aug-17	136	Feb-05	(2379)	9434	1281

Trailer Composite
(rebuilt at Eastleigh to diagram no.750)

Converted from 49' 0" Tri-composites (original layout 11122233) the three second-class compartments opened out and converted to a first-class saloon.

Coach No.	Unit No.	Date conv.	LSWR No.	New date	2^nd LSWR No.	SR No.	SR unit No.
7552	E2	Dec-14	855	Feb-04	(2984)	9351	1202
7556	E6	Jan-15	824	Aug-03	(2963)	9352	1206
7560	E10	Feb-15	835	Aug-03	(2974)	9353	1210
7564	E14	Mar-15	135	Jul-03	(2378)	9354	1214
7568	E18	Mar-15	823	Aug-03	(2962)	9355	1218
7572	E22	Apr-15	827	Aug-03	(2966)	9356	1222
7576	E26	May-15	828	Aug-03	(2967)	9357	1226
7580	E30	May-15	831	Aug-03	(2970)	9358	1230
7584	E34	Jul-15	123	Jun-03	(2367)	9359	1234
7588	E38	Jul-15	158	Jul-03	(2401)	9360	1238
7592	E42	Aug-15	9	Nov-09	(2259)	9361	1242
7596	E46	Dec-15	876	Jun-05	(3005)	9362	1246
7600	E50	Feb-16	215	Dec-04	(2455)	9363	1250
7604	E54	Mar-16	159	Dec-04	(2402)	9364	1254
7608	E58	Jun-16	820	Dec-03	(2959)	9365	1258
7612	E62	Aug-16	836	Sep-03	(2975)	9366	1262
7616	E66	Sep-16	773	Dec-04	(2912)	9367	1266
7620	E70	Nov-16	114	Nov-04	(2358)	9368	1270
7624	E74	Jan-17	224	Nov-04	(2463)	9369	1274
7628	E78	May-17	775	Dec-04	(2914)	9370	1278
7632	E82	Aug-17	864	Mar-05	(2993)	9371	1282

Trailer Composite
(rebuilt at Eastleigh to diagram no.751)

Converted from 49' 0" Tri-composites (original layout 11122233) the three second-class compartments downgraded to third-class.

Coach No.	Unit No.	Date conv.	LSWR No.	New date	2^nd LSWR No.	SR No.	SR unit No.
7553	E3	Nov-14	4	May-08	(2254)	9372	1203
7554	E4	Jun-14	252	May-08	(2490)	9373	1204
7557	E7	Jan-15	261	Jun-08	(2499)	9374	1207
7558	E8	Jan-15	974	Jun-08	(3087)	9375	1208
7561	E11	Feb-15	298	Dec-07	(2533)	9376	1211
7562	E12	Feb-15	300	Dec-07	(2535)	9377	1212
7565	E15	Mar-15	302	Jan-08	(2537)	9378	1215
7566	E16	Mar-15	962	Jan-08	(3081)	9379	1216
7569	E19	Apr-15	260	Jun-08	(2498)	9380	1219
7570	E20	Apr-15	309	Jun-08	(2544)	9381	1220
7573	E23	Jun-15	283	Dec-08	(2518)	9382	1223
7574	E24	Apr-15	304	Dec-08	(2539)	9383	1224
7577	E27	May-15	306	Dec-08	(2541)	9384	1227
7578	E28	May-15	271	Dec-08	(2507)	9385	1228
7581	E31	Jun-15	326	Dec-08	(2561)	9386	1231
7582	E32	Jun-15	296	Mar-09	(2531)	9387	1232
7585	E35	Jul-15	312	Jun-09	(2547)	9388	1235
7586	E36	Jul-15	314	Apr-09	(2549)	9389	1236
7589	E39	Jul-15	316	Apr-09	(2551)	9390	1239
7590	E40	Aug-15	320	Apr-09	(2555)	9391	1240
7593	E43	Sep-15	328	May-09	(2563)	9392	1243
7594	E44	Sep-15	172	Dec-03	(2415)	9393	1244
7597	E47	Dec-15	330	May-09	(2565)	9394	1247
7598	E48	Dec-15	332	Jun-09	(2567)	9395	1248
7601	E51	Feb-16	2	Jun-09	(2252)	9396	1251
7602	E52	Mar-16	6	Nov-09	(2256)	9397	1252
7605	E55	Jun-16	370	Dec-09	(2590)	9398	1255
7606	E56	Jun-16	372	Dec-09	(2592)	9399	1256
7609	E59	Jun-16	375	Dec-09	(2595)	9400	1259
7610	E60	Jun-16	378	Dec-09	(2598)	9401	1260
7613	E63	Aug-16	895	Oct-05	(3021)	9402	1263
7614	E64	Aug-16	1016	Dec-10	(3113)	9403	1264
7617	E67	Nov-16	904	Nov-05	(3030)	9404	1267
7618	E68	Nov-16	1018	Dec-10	(3115)	9405	1268
7621	E71	Dec-16	908	Dec-05	(3034)	9406	1271
7622	E72	Dec-16	910	Dec-05	(3036)	9407	1272
7625	E75	Mar-17	290	Jun-06	(2525)	9408	1275
7626	E76	Mar-17	1012	Nov-10	(3109)	9409	1276
7629	E79	Apr-17	1014	Nov-10	(3111)	9410	1279
7630	E80	Apr-17	276	Dec-10	(2512)	9411	1280
7633	E83	May-17	272	Dec-10	(2508)	9412	1283
7634	E84	Aug-17	357	Jan-12	(2578)	9413	1284

SR renumbering of LSWR units
(E1-E84 to 1201–1284)

The LSWR units nos.E1‑E84 were renumbered by the Southern Railway as units nos.1201‑1284 in order. Each car was also renumbered into a new SR series which split the three different types of Trailer Composites into separate series.

Unit numbers were changed quite quickly, but the car numbers were only altered on general overhauls when cars were also repainted into SR dark green livery and the last was not altered until 1929. The cars were allocated SR diagram numbers, the MBT cars becoming diagram no.660, the MBC cars becoming diagram no.690, the TC cars (5F/3T) becoming diagram no.752, those with 3F+Saloon /2T becoming diagram no.750 and those with 3F/5T becoming diagram no.751.

Southern Railway Operations
Lookout Duckets

From about 1924, units were fitted with a guard's side lookout ducket, replacing the light in the van. Also, those with an MBC in the formation had one compartment in this coach downgraded to third, these coaches now having 2F/3T compartments seating sixteen first-class and thirty-class third-class, bringing the unit total more in line with the other two sub‑types at forty first-class and one-hundred & forty third-class.

Bogie Modifications

The original LSWR bogies under these units were causing concern owing to poor riding and wear, and an order (H.O. 391 authorised 8^th November 1928) was placed with Lancing for three-hundred & eighty-two bogies to be modified with moving bolsters, this total also included the bogies under the ex. LSWR Trailer Sets 1001-1024. This work was completed by August 1933, but these bogies were still a source of trouble and a further order (H.O. 854 authorised 29^th March 1935) for a hundred new standard bogies was placed and this was then supplemented by H.O. 912 of 31^st March 1936 for a further seventy-eight new bogies (including fourteen spares), these new bogies being fitted to units in advance of their body rebuilding, owing to the poor condition of the originals, these being virtually worn out. The motor bogies of the units were re-motored, re-sprung and re-geared between 1934 and 1936, those completed prior to 1935 having MV 339 motors, whilst those done after had EE 339 motors.

Area of Operation

With the spread of electrification, following rebuilding these units could be found throughout the suburban area after 1938 and also received routine maintenance at Selhurst and Slades Green. Prior to this time, they had been restricted to the South Western section.

West Coastway Deployment

Due to late delivery of the 2 NOL units (intended for the newly electrified coastal services from Brighton to West Worthing) eight units were sent to Brighton for the commencement of electric services in January 1933, these units, all ones including a MBC vehicle having the two first-class compartments in this coach downgraded to third-class and altering the seating from forty first-class and one-hundred & forty third-class to twenty-four first-class and one-hundred & sixty third-class.

The downgraded MBC cars (now MBT) were temporarily renumbered 8596-8602/4 and given the revised diagram no.684. Only the centremost of the five compartments was non‑smoking and one of the three existing first-class compartments in the TC was also altered to non-smoking.

Following delivery of the 2 NOL units, these units returned to the suburban area late in 1934 and the former seating arrangements and coach numbers were restored. The (sometimes) approximate dates of units being outshopped from Eastleigh or Lancing after rebuilding are known, and they went in random order as units became due for shopping and the whole programme took nearly six years to complete.

SR Rebuilding
1934 to 1938

The whole batch of units were authorised to be rebuilt at Eastleigh and Lancing from 1934 with the bodies being lengthened and mounted on standard SR 62' 0" steel underframes from Lancing. Overhauled motor and new trailer bogies were also provided (where not already fitted) and in their rebuilt form the units all seated one-hundred & eighty third-class bringing them into line with the vast majority of the remaining suburban units, and only the first-class totals varied with units having fifty, fifty-two of fifty-six seats depending on their original configuration, they now had much more in common with many of the later built units.

Overall length was increased to 193' 8" and the overall weight altered to about 112 tons. Some variation in weight between units was explained by the fact that from mid-1938 the SR standard 62' 0" underframe had the end loading strength increased from 90 to 120 tons following the partial collapse of the frame of a 2 BIL unit in an accident, the additional strengthening resulting in each frame weighing 1 ton more.

Forty of the eighty-two rebuilt units were mounted onto the revised underframes, these being distinguished by having the heavier self‑contained Spencer Moulton buffers as fitted to the PUL /PAN /BEL and later batches of 2 BIL units. The units gained the central lighting jumpers on cab ends, allowing them to then work with all other suburban stock, the Western Section units then becoming common-user with the remainder of the fleet from 1938.

There were many detail differences within the batch following rebuilding, nearly all those gaining the strengthened underframes and heavier self-contained buffers also losing the louvres over the door droplights and being repanelled in steel on the lower bodyside panels, and the interior of the compartments differed in detail with some gaining flush upper partitions and ceilings and lift out cushions in third-class.

All XXX Motor Coaches lost their ventilation louvres between the cab and guard's van doors and a side ducket lookout for the guard was provided. Each vehicle gained either one and a ½ (coupe) or two extra compartments on lengthening. For the purposes of the following notes the units have been sub-divided into three types, units 1201/5/9 etc. shewn as ‘Type A’, 1202 /1206 /1210 etc. shewn as ‘Type B’ and 1203 /1204, 1207 /1208, 1211 /1212 etc. shewn as ‘Type C’.

Following rebuilding all the vehicles were given new diagram numbers, the MBT cars with 7½- compartments becoming diagram no.676, those with 8-compartments becoming diagram no.685, the MBC cars becoming diagram no.698, the TC cars (3F+12saloon/5T) becoming diagram no.772, TC cars (3F+10saloon/5T) becoming 771 and TC cars (5F/5T) becoming diagram no.769.

Unit Rebuilding - H.O. numbering

H.O. numbers were issued for these conversions and the units rebuilt to each order are known, these being as follows (units dealt with at Lancing are marked with *).

HO No.	Date authorised	No. of units	Completed date	Units involved
771	4-Jul-33	10	30-Nov-35	1203* /07* /27* /28* /31* /56 /59 /60 /79 /84, [all type C]
808	23-Mar-34	5	31-Dec-35	1208 /11 /51 /63 /68, [all type C]
842	13-Feb-35	1	30-Oct-35	1232, [type C]
863	18-Apr-35	10	Aug-37	1215 /39 /40 /43 /44 /48 /52 /55 /64 /67, [all type C]
930	28-May-36	16	May-38	1205* /06* /19* /22* /34* /37* /41* /46* /58* /61* /62* /1265* /69* /71* /80* /83*, [mixed types]
966	16-Apr-37	13	Apr-39	1201 /09 /17 /23 /24 /25 /33 /45 /49 /72 /75 /76 /77, [mixed types]
967	16-Apr-37	8	Jun-39	1226 /38 /42* /50* /54 /66* /70 /82*, [all type B]
1050	3-Oct-38	21	7-Aug-40	1204 /12 /13 /14 /16 /18 /20 /21 /29 /30 /35 /36 /47 /53 /57 /73 /1274 /78 /81, [mixed types]

H.O. 842 was placed the same day as H.O. 843 for units nos.1585-1594.

H.O. 1050 was later reduced to include only nineteen units (nos.1202 & 1210 not being included).

The last three batches of conversions were those mounted on the strengthened underframes and had self-contained buffers. Two units (nos.1202 & 1210) were withdrawn without conversion to provide spare parts, giving the final total of 82 units rebuilt.

The H.O. 842 unit was authorised as part of the Sanderstead /Lewisham Loop scheme, whilst the H.O. 771 batch of ten were rebuilt in two batches of five with the stock for the Sevenoaks extension being completed between the two batches.

Both H.O. 771 and H.O. 930 batches were shewn as allocated to be completed at Lancing with the remainder done at Eastleigh, though this was later amended and half the H.O. 771 rebuildings were carried out at Eastleigh late in 1935 whilst Lancing had completed the first-half early in 1934, whilst H.O. 808 was shewn initially to be done at Lancing but was actually done at Eastleigh.

The split between H.O. 966 & H.O. 967 authorised the same day was initially for the allocated works, as 966 was for Eastleigh & H.O. 967 for Lancing, though eventually half of the H.O. 967 units were done at Eastleigh, though some months after Lancing had completed the first-half of the order.

Further complications arose with the change of body styling during August 1938 to the flush-panelled style. All units to H.O. 966 & H.O. 1050 were flush-panelled, whilst those to H.O. 967 had flush-panelling when rebuilt at Eastleigh but Lancing turned out the original panelled type. One odd unit (no.1246) in H.O. 930 was also flush panelled, possibly as a trial for the later batches. The rebuilding of these units was no doubt affected by the onset of wartime conditions towards the end of the programme.

Method of Rebuilding

Rebuilding of the vehicles of these units was done in several different ways:

The 6-compartment MBT cars in the ‘Type A’ and ‘Type B’ units were rebuilt as 7½-compartment vehicles. The bodies were split between the guard's compartment and the existing six 5' 6" wide compartments and a new coupe compartment and a further full compartment inserted. The coupe was 3' 11¾" in width and seated five, the seat being along the partition with the guard's van facing the non-driving end of the coach. The new full compartment was 5' 5.3/8" wide. The new body length was now 63' 0½" long and the van was now 8' 3.13/16" in width, the cab being 10' 11¼" deep. This coach now weighed 42 tons and seated seventy-five third-class and was to diagram no.676.

The 8-compartment TC cars in the ‘Type A’ units were altered with the insertion between the existing first-class and third-class compartments of a first-class saloon. This was 10' 11.1/8" long and seated ten, with a transverse seat for four along the partition against the existing first-class compartments. The entrance doors were adjacent to this seat. The remaining seats were two longitudinal seats facing inwards along each side seating three. There was no transverse seat along the other partition against the third-class compartments. The three existing third-class compartments remained at 5' 10" wide. Overall, this coach was now 62' 0" over body and weighed 28 tons. It now seated fifty first-class and thirty third-class and was to diagram no.772.

The 5 compartment + saloon TC cars in the ‘Type B’ units had their three compartment length saloons reduced to two compartment lengths, these being very similar to those in the ‘Type A’ rebuilds, but were slightly longer at 11' 8.7/8" long allowing the longitudinal seats to seat four with a saloon capacity of twelve. The two existing 5' 6" wide third-class compartments at the end of the coach remained, with a new 5' 10" one created in the space where the saloon had been shortened. Two new first-class compartments were built onto the opposite end of the coach, these being 6' 5.1/8" wide. This coach was therefore almost identical to the ‘Type A’ conversions above only differing by the wider saloon and the two narrower third-class compartments at the coach end. It now seated fifty-two first-class and thirty third-class and was to diagram no.771.

The 6-compartment MBT cars in the ‘Type C’ units were altered by the addition of two new 5' 5.3/8" width third-class compartments at the non-driving end of the coach. The six existing 5' 6" wide compartments remained. These coaches had a smaller Guard's van than the 7½-compartment conversions, this being 6' 10.15/16" wide whilst the cab was 11' 2¾" deep. Again, the new overall body length was 63' 0½" and the coach now weighed 41tons 16cwt and seated eighty third-class and was to diagram no.685.

The 5 compartment MBC cars in the ‘Type C’ units originally consisted of one 6' 0" width compartment (adjacent to the guard's van), a further 6' 0" compartment, originally reduced from 6' 6" by false partitions and three 6' 6" wide ones. These coaches had earlier been downgraded from 1924 and only two first-class compartments remained (at the non-driving end), with three thirds, one 6' 6" wide, the other two 6' 0" wide. Rebuilding saw the body once again split between the guard's compartment and the first passenger one and two new 5' 5.3/8" third-class compartments inserted. The cab and van dimensions of these coaches was identical to those of the 8-compartment MBT conversions. As rebuilt the coaches then consisted of 7-compartments, from the van end these being two 5' 5.3/8" wide, two 6' 0" wide and three 6' 6" wide. Overall body length was once again 63' 0½" and the coach now weighed 41tons 10cwt. It now seated sixteen first-class and fifty third-class and was to diagram no.698.

The 8-compartment TC cars in the ‘Type C’ units originally consisted of 5 third-class and 3 first-class compartments, the two thirds at the end of the coach being 5' 6" wide whilst the next three (former seconds) were 5' 10" wide. The three firsts were 6' 6" wide. Rebuilding saw two new first-class compartments added at that end of the coach, these both being 6' 5.1/8" in width, the revised coach once again being 62' 0" long overall and now weighing 28tons 12cwt. It now seated 40 first-class and fifty third-class and was to diagram no.769.

SR Rebuilding Summary

Type A	As built	MBT (sixty third-class in 6 compt.) TC (forty first-class in 5 compt. thirty third-class in 3 compt.) MBT (sixty third-class in 6 compt.) Overall seating fifty first-class, one-hundred & fifty third-class. [Diagram nos.660 + 752 + 660]
	Rebuilt	MBT (seventy-five third-class in 7½-compt.) TC (fifty first-class in 5 compt, thirty third-class in 3 compt.) MBT (seventy-five third-class in 7½-compt.) Overall seating fifty first-class, one-hundred & eighty third-class. [Diagram nos.676 + 772 + 676] Weight 112 tons.
Type B	As built	MBT (sixty third-class in 6 compt.) TC (forty-two first-class in 3 compt + saloon, twenty third-class in 2 compt.) MBT (sixty third-class in 6 compt.) Overall seating forty-two first-class, one-hundred & forty third-class. [Diagram nos.660 + 750 + 660]
	Rebuilt	MBT (seventy-five third-class in 7½-compt.) TC (fifty-two first-class in 5 compt+saloon, thirty third-class in 3 compt.) MBT (seventy-five third-class in 7½-compt.) Overall seating fifty-two first-class, one-hundred & eighty third-class. [Diagram nos.676 + 771 + 676] Weight 112 tons.
Type C	As built	MBT (sixty third-class in 6 compt.) TC (twenty-four first-class in 3 compt, fifty third-class in 5 compt.) MBC (sixteen first-class in 2 compt, thirty third-class in 3 compt. [after 1924 downgrading]. Overall seating forrty first, one-hundred & twenty third. [Diagram nos.660 + 751 + 690]
	Rebuilt	MBT (eighty third-class in 8-compt.) TC (forty first-class in 5 compt, fifty third-class in 5 compt.) MBC (sixteen first-class in 2 compt, fifty third-class in 5 compt.) Overall seating fifty-six first-class, one-hundred & eighty third-class. [Diagram nos.685 + 769 + 698] Weight 111 tons 18cwt.

Wartime

From 6^th October 1941 all suburban services were downgraded to third-class only as a wartime economy measure, these units then seating two-hundred & thirty, two-hundred & thirty-two or two-hundred & thirty-six third-class (depending on detail variations). A few units were reformed due to accident damage and a further few lost to enemy action during the war. However, most survived until reformed as 4 SUB units from 1942 ‑ 1948 in the 41xx and 42xx unit number series.

Units of ‘Type A’ became nos.4195-4215, units of ‘Type B’ became nos.4216-4234 and units of ‘Type C’ became nos.4131-4171 with all three series of conversions running in parallel with units converted in order of shopping for body overhaul and repaint and not in any sort of numerical order.

Unit formations are shewn below with the original coach number shewn below the new one in italics. Units marked with an ‘*’ in the ‘Date Rebuilt’ column were those mounted onto the strengthened underframes, those marked ‘f’ had flush panelling and those with an ‘L’ after the date were done at Lancing. These dates were those when the rebuilt units were outshopped.

Unit	Type	MBT	TC	MBT (80xx)	LSWR	Date	4 SUB	Date
Diag. No.	See notes			MBC (87xx)	No.	rebuilt	No.	reformed
1201	A	8001 (6701)	9414 (7551)	8002 (6702)	E1	21-Dec-38f*	4200	25-May-43
1202	B	8003 (6703)	9351 (7552)	8004 (6704)	E2	-	-	Wdn 27-Dec-39
1203	C	8005 (6705)	9372 (7553)	8751 (7201)	E3	Mar-34 L	4169	30-Sep-46
1204	C	8006 (6706)	9373 (7554)	8752 (7202)	E4	26-Oct-39f*	4131	15-Apr-42
1205	A	8007 (6707)	9415 (7555)	8008 (6708)	E5	Oct-37 L	4211	31-Oct-47
1206	B	8009 (6709)	9352 (7556)	8010 (6710)	E6	Mar-38 L	4218	24-Sep-43
1207	C	8011 (6711)	9374 (7557)	8753 (7203)	E7	Apr-34 L	4160	Nov-45
1208	C	8012 (6712)	9375 (7558)	8754 (7204)	E8	Nov-35	4152	Aug-44
1209	A	8013 (6713)	9416 (7559)	8014 (6714)	E9	10-Feb-39f*	4202	18-Nov-43
1210	B	8015 (6715)	9353 (7560)	8016 (6716)	E10	-	-	Wdn 27-Dec-39
1211	C	8017 (6717)	9376 (7561)	8755 (7205)	E11	Dec-35	4154	1-Nov-44
1212	C	8018 (6718)	9377 (7562)	8756 (7206)	E12	29-Nov-39f*	4146	17-Mar-43
1213	A	8019 (6719)	9417 (7563)	8020 (6720)	E13	19-Dec-39f*	4199	21-Dec-42
1214	B	8021 (6721)	9354 (7564)	8022 (6722)	E14	25-Aug-39f*	4226	9-May-44
1215	C	8023 (6723)	9378 (7565)	8757 (7207)	E15	Sep-36	4153	18-Oct-44
1216	C	8024 (6724)	9379 (7566)	8758 (7208)	E16	Feb-40f*	4158	Jul-45
1217	A	8025 (6725)	9418 (7567)	8026 (6726)	E17	13-Apr-39f*	4203	10-Dec-43
1218	B	8027 (6727)	9355 (7568)	8028 (6728)	E18	26-Jan-40f*	4232	Dec-47
1219	C	8029 (6729)	9380 (7569)	8759 (7209)	E19	Aug-37 L	4162	20-Apr-46
1220	C	8030 (6730)	9381 (7570)	8760 (7210)	E20	8-Nov-39f*	4156	17-Feb-45
1221	A	8031 (6731)	9419 (7571)	8032 (6732)	E21	Apr-40f*	4207	23-Jul-46
1222	B	8033 (6733)	9356 (7572)	8034 (6734)	E22	Jan-38 L	4229	26-Sep-46
1223	C	8035 (6735)	9382 (7573)	8761 (7211)	E23	18-Aug-38f*	4170	Nov-46
1224	C	8036 (6736)	9383 (7574)	8762 (7212)	E24	6-Sep-38f*	4164	31-Jan-46
1225	A	8037 (6737)	9420 (7575)	8038 (6738)	E25	6-Mar-39f*	4208	11-Sep-46
1226	B	8039 (6739)	9357 (7576)	8040 (6740)	E26	9-Jul-39f*	4223	17-Dec-43
1227	C	8041 (6741)	9384 (7577)	8763 (7213)	E27	Mar-34 L	4141	Jan-43
1228	C	8042 (6742)	9385 (7578)	8764 (7214)	E28	Apr-34 L	4165	Feb-46
1229	A	8043 (6743)	9421 (7579)	8044 (6744)	E29	6-Dec-39f*	4201	20-Jul-43
1230	B	8045 (6745)	9358 (7580)	8046 (6746)	E30	Jul-40f*	4228	16-Oct-46
1231	C	8047 (6747)	9386 (7581)	8765 (7215)	E31	Apr-34 L	4140	4-Jan-43
1232	C	8048 (6748)	9387 (7582)	8766 (7216)	E32	Nov-35	4133	23-Oct-42
1233	A	8049 (6749)	9422 (7583)	8050 (6750)	E33	24-Nov-38f*	4205	Jul-44
1234	B	8051 (6751) 8877 [1]	9359 (7584)	8052 (6752)	E34	Jun-38 L	4216	21-Jan-43
1235	C	8053 (6753)	9388 (7585)	8767 (7217)	E35	Mar-40f*	4138	5-Dec-42
1236	C	8054 (6754)	9389 (7586)	8768 (7218)	E36	5-Jan-40f*	4159	Aug-45
1237	A	8055 (6755)	9423 (7587)	8056 (6756)	E37	Feb-38 L	4198	26-Nov-42
1238	B	8057 (6757)	9360 (7588)	8058 (6758)	E38	5-May-39f*	4230	16-Aug-47
1239	C	8059 (6759)	9390 (7589)	8769 (7219)	E39	Jul-36	4132	23-Apr-42
1240	C	8060 (6760)	9391 (7590)	8770 (7220)	E40	Aug-36	4135	Oct-42
1241	A	8061 (6761)	9424 (7591)	8062 (6762)	E41	Dec-37 L	4204	1-May-44
1242	B	8063 (6763)	9361 (7592)	8064 (6764)	E42	Oct-38* L	4224	Jan-44
1243	C	8065 (6765)	9392 (7593)	8771 (7221)	E43	Mar-37	4147/ 4150	May-44
1244	C	8066 (6766)	9393 (7594)	8772 (7222)	E44	Aug-37	4167	25-May-46
1245	A	8067 (6767)	9425 (7595)	8068 (6768)	E45	24-Jan-39f*	4209	14-Nov-46
1246	B	8069 (6769)	9362 (7596)	8070 (6770)	E46	Mar-38f L	4220	Nov-43
1247	C	8071 (6771)	9394 (7597)	8773 (7223)	E47	Mar-40f*	4134	19-Sep-42
1248	C	8072 (6772)	9395 (7598)	8774 (7224)	E48	Jul-36	4147	Apr-43
1249	A	8073 (6773)	9426 (7599)	8074 (6774)	E49	10-Jan-39f*	4213	Dec-47
1250	B	8075 (6775)	9363 (7600)	8076 (6776)	E50	Dec-38* L	4231	Dec-47
1251	C	8077 (6777)	9396 (7601)	8775 (7225)	E51	Dec-35	4166	21-May-46
1252	C	8078 (6778)	9397 (7602)	8776 (7226)	E52	Jun-37	4151	Jul-44
1253	A	8079 (6779)	9427 (7603)	8080 (6780)	E53	Aug-39f*	4210	4-Feb-47
1254	B	8081 (6781)	9364 (7604)	8082 (6782)	E54	27-Jun-39f*	4221	Oct-43
1255	C	8083 (6783)	9398 (7605)	8777 (7227)	E55	Jul-37	4143	2-Jul-43
1256	C	8084 (6784)	9399 (7606)	8778 (7228)	E56	Nov-35	4157	Mar-45
1257	A	8085 (6785)	9428 (7607)	8086 (6786)	E57	25-Aug-39f*	4195	3-Nov-42
1258	B	8087 (6787)	9365 (7608)	8088 (6788)	E58	Apr-38 L	4219	Oct-43
1259	C	8089 (6789)	9400 (7609)	8779 (7229) 8791	E59	Nov-35	4145	Feb-43
1260	C	8090 (6790)	9401 (7610)	8780 (7230)	E60	Nov-35	4137	21-Oct-42
1261	A	8091 (6791)	9429 (7611)	8092 (6792)	E61	Jan-38 L	4206	16-May-45
1262	B	8093 (6793)	9366 (7612)	8094 (6794)	E62	Nov-37	4217	18-May-43
1263	C	8095 (6795)	9402 (7613)	8781 (7231)	E63	Dec-35	4163	Jan-46
1264	C	8096 (6796)	9403 (7614)	8782 (7232)	E64	Jul-36	4144	5-Mar-43
1265	A	8097 (6797)	9430 (7615)	8098 (6798)	E65	Dec-37 L	4214	Dec-47
1266	B	8099 (6799)	9367 (7616)	8100 (6800)	E66	Aug-38* L	4233	Mar-48
1267	C	8101 (6801)	9404 (7617)	8783 (7233)	E67	May-37	4155	Wdn 28-Oct-44
1268	C	8102 (6802)	9405 (7618)	8784 (7234)	E68	Dec-35	4171	22-Nov-46
1269	A	8103 (6803)	9431 (7619)	8104 (6804)	E69	Jan-38 L	4196	16-Nov-42
1270	B	8105 (6805)	9368 (7620)	8106 (6806)	E70	19-May-39f*	4225	Feb-44
1271	C	8107 (6807)	9406 (7621)	8785 (7235)	E71	Aug-37 L	4139	2-Dec-42
1272	C	8108 (6808)	9407 (7622)	8786 (7236)	E72	3-Oct-38f*	4142	19-Feb-43
1273	A	8109 (6809)	9432 (7623)	8110 (6810)	E73	26-Sep-39f*	4215	Mar-48
1274	B	8111 (6811)	9369 (7624)	8112 (6812)	E74	2-Aug-39f*	4234	May-48
1275	C	8113 (6813)	9408 (7625)	8787 (7237)	E75	24-Sep-38f*	4149	1-Sep-43
1276	C	8114 (6814)	9409 (7626)	8788 (7238)	E76	24-Oct-38f*	4161	Nov-45
1277	A	8115 (6815)	9433 (7627)	8116 (6816)	E77	2-Dec-38f*	4212	31-Oct-47
1278	B	8117 (6817)	9370 (7628)	8118 (6818)	E78	12-Jul-39f*	4227	1-Dec-44
1279	C	8119 (6819)	9410 (7629)	8789 (7239)	E79	Nov-35	4148	20-Aug-43
1280	C	8120 (6820)	9411 (7630)	8790 (7240)	E80	Oct-37 L	4136	14-Oct-42
1281	A	8121 (6821)	9434 (7631)	8122 (6822)	E81	26-Sep-39f*	4197	23-Nov-42
1282	B	8123 (6823)	9371 (7632)	8124 (6824)	E82	Feb-39* L	4222	25-Nov-43
1283	C	8125 (6825)	9412 (7633)	8791 (7241)	E83	Oct-37 L	-	Wdn c.Dec-40
1284	C	8126 (6826)	9413 (7634)	8792 (7242)	E84	Nov-35	4168	21-Sep-46

Footnote
1	Ex. LBSCR conversion, 7-compartment, diag. no.694.

Individual Unit Notes
(nos.E1-E84 /1201–1284)

Unit
1201	Unit commenced service (as E1) 8-Dec-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 12-Dec-38. Bodies were now flush panelled. Unit blast damaged by enemy action near Petts Wood 26-Oct-40 but repaired. Unit to Eastleigh for varnish and TT 9232 (ex. disbanded Trailer Set 1144) inserted and unit released 25-May-43 as 4 SUB no.4200 in malachite green livery.
1202	Unit commenced service (as E2) 30-Jun-15. Unit withdrawn 27-Dec-39 without rebuilding. MBT 8004 and TC 9351 broken-up at Eastleigh Mar‑40, body of 8003 used in repair of 8581 (unit 1794), underframe cut-up 27-May-44.
1203	Unit commenced service (as E3) 30-Jun-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Mar‑34. TT 9207 (ex. disbanded Trailer Set 1067) inserted and unit released as 4 SUB no.4169 30-Sep-46.
1204	Unit commenced service (as E4) 3-Jul-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 26-Oct-39. Bodies were now flush panelled. Unit to Eastleigh for overhaul and TT 10411 (ex. disbanded Trailer Set 989) inserted and unit released 15-Apr-42 as 4 SUB no.4131 in malachite green livery.
1205	Unit commenced service (as E5) 26-Jan-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Oct‑37. Unit to Eastleigh for varnish and TT 9297 (ex. disbanded Trailer Set 1198) inserted and unit released 31-Oct-47 as 4 SUB no.4211 in malachite green livery.
1206	Unit commenced service (as E6) 30-Jul-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Mar‑38. Two compartments of MBT 8010 slightly damaged by fire due to enemy incendiaries at Clapham Junction 7‑Jan-41 but quickly repaired. Unit to Eastleigh for varnish and TT 9231 (ex. disbanded Trailer Set 1143) inserted and unit released 24-Sep-43 as 4 SUB no.4218 in malachite green livery.
1207	Unit commenced service (as E7) 2-Feb-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Apr‑34. TT 9195 (ex. disbanded Trailer Set 1040) inserted and unit released as 4 SUB no.4160 Nov‑45.
1208	Unit commenced service (as E8) 30-Jun-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Nov‑35. Unit to Eastleigh for varnish and TT 10416 (ex. disbanded Trailer Set 1104) inserted and unit released Aug‑44 as 4 SUB no.4152.
1209	Unit commenced service (as E9) 6-Feb-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 10-Feb-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9215 (ex. disbanded Trailer Set 1127) inserted and unit released 18-Nov-43 as 4 SUB no.4202 in malachite green livery.
1210	Unit commenced service (as E10) 16-Feb-15. Unit withdrawn 27-Dec-39 without rebuilding. Bodies of all coaches broken-up at Eastleigh Mar‑40, underframes of 8016 and 9353 cut-up Sep‑41, that of 8015 27-May-44.
1211	Unit commenced service (as E11) 23-Feb-15. Unit used between Brighton and West Worthing from Jan‑33 to Dec‑34 with MBC 8755 downgraded to all third-class and renumbered 8596 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Dec‑35. Unit to Eastleigh for varnish and TT 10418 (ex. disbanded Trailer Set 1061) inserted and unit released 1-Nov-44 as 4 SUB no.4154.
1212	Unit commenced service (as E12) 22-Feb-15. Unit used between Brighton and West Worthing from Jan‑33 to Dec‑34 with MBC 8756 downgraded to all third-class and renumbered 8597 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 29-Nov-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 10414 (ex. disbanded Trailer Set 1086) inserted and unit released 17-Mar-43 as 4 SUB no.4146
1213	Unit commenced service (as E13) 30-Sep-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 19-Dec-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9213 (ex. disbanded Trailer Set 1125) inserted and unit released 21-Dec-42 as 4 SUB no.4199 in malachite green livery.
1214	Unit commenced service (as E14) 30-Sep-15. MBT 8022 damaged in collision with 1493 at Wimbledon Park 29-May-39 but repaired during rebuilding. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 25-Aug-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9229 (ex. disbanded Trailer Set 1141) inserted and unit released 9-May-44 as 4 SUB no.4226 in malachite green livery.
1215	Unit commenced service (as E15) 9-Jun-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Sep‑36. Unit to Eastleigh for varnish and TT 9827 (ex. disbanded Trailer Set 1081) inserted and unit released 18-Oct-44 as 4 SUB no.4153.
1216	Unit commenced service (as E16) 30-Jun-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released Feb‑40. Bodies were now flush panelled. TT 10412 (ex. disbanded Trailer Set 1082) inserted and unit released as 4 SUB no.4158 Jul‑45.
1217	Unit commenced service (as E17) 30-Sep-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 13-Apr-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9251 (ex. disbanded Trailer Set 1163) inserted and unit released 10-Dec-43 as 4 SUB no.4203 in malachite green livery.
1218	Unit commenced service (as E18) 25-Aug-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 26-Jan-40. Bodies were now flush panelled. TT 9246 (ex. disbanded Trailer Set 1158) inserted and unit released to service 31-Dec-47 as 4 SUB no.4232, unit to Selhurst for varnish and released 10-Jan-48 in malachite green livery.
1219	Unit commenced service (as E19) 19-Aug-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Aug‑37. Unit not fitted with flush panelling during rebuilding but partly flush-panelled at a later date, possibly after repairs to enemy blast damage sustained by MBT 8029 and TC 9380 at Dartford 9-Sep-40. TT 10417 (ex. disbanded Trailer Set 990) inserted and unit released Dec‑45 as 4 SUB no.4162, varnished at Selhurst in malachite green livery and released 20-Apr-46.
1220	Unit commenced service (as E20) 15-Sep-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 8-Nov-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 10402 (ex. disbanded Trailer Set 994) inserted and unit released 17-Feb-45 as 4 SUB no.4156.
1221	Unit commenced service (as E21) 19-Aug-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released Apr‑40. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9236 (ex. disbanded Trailer Set 1148) inserted and unit released 23-Jul-46 as 4 SUB no.4207 in malachite green livery.
1222	Unit commenced service (as E22) 25-Nov-15. MBT 8033 damaged at Wimbledon Apr‑37, body broken-up except cab and van section used in repair of 8779 (1259) and withdrawn 27-Nov-37. A replacement 8033 converted during rebuilding programme at Lancing using a further identical 51' 0" Brake Third body as with original conversion, this vehicle (LSWR No 1274) having been converted from a bogie-block coach to a Pull & Push driving coach for the Guildford - Claygate service in Nov-16. It was renumbered 2775 by the SR as part of Trailer Set No. 355. The Pull & Push equipment was removed during June 1937 and the coach body was then used as the basis for MBT 8033. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Aug‑37. Unit damaged by F/B (V1 flying bomb) blast near Shortlands 1-Jul-44 (repair details unknown). Unit to Eastleigh for varnish and TT 9248 (ex. disbanded Trailer Set 1160) inserted and unit released 26-Sep-46 as 4 SUB no.4229 in malachite green livery.
1223	Unit commenced service (as E23) 30-Jun-15. Unit used between Brighton and West Worthing Jan‑33 to Dec‑34 with MBC 8761 downgraded to all third-class and renumbered 8598 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 18-Aug-38. Bodies were now flush panelled. TT 9828 (ex. disbanded Trailer Set 1084) inserted and unit released as 4 SUB no.4170 Nov‑46. Only TT 9828 in malachite green livery
1224	Unit commenced service (as E24) 25-Nov-15. Unit used between Brighton and West Worthing Jan‑33 to Dec‑34 with MBC 8762 downgraded to all third-class and renumbered 8599 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 6-Sep-38. Bodies were now flush panelled. Unit to Eastleigh for overhaul and TT 9300 (ex. disbanded Trailer Set 999) inserted and unit released 31-Jan-46 as 4 SUB no.4164 in malachite green livery.
1225	Unit commenced service (as E25) 18-May-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 6-Mar-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9241 (ex. disbanded Trailer Set 1153) inserted and unit released 11-Sep-46 as 4 SUB no.4208 in malachite green livery.
1226	Unit commenced service (as E26) 20-May-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 9-Jul-39. Bodies were now flush panelled. MBT 8039 blast damaged by enemy action at Wimbledon Park 8-Sep-40 but repaired. Unit to Eastleigh for varnish and TT 9219 (ex. disbanded Trailer Set 1131) inserted and unit released 17-Dec-43 as 4 SUB no.4223 in malachite green livery.
1227	Unit commenced service (as E27) 13-May-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Mar‑34. TT 9170 (ex. disbanded Trailer Set 1115) inserted and unit released as 4 SUB no.4141 Jan‑43.
1228	Unit commenced service (as E28) 8-Jun-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Apr‑34. TT 9826 (ex. disbanded Trailer Set 1200) inserted and unit released as 4 SUB no.4165 Feb‑46.
1229	Unit commenced service (as E29) 28-May-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 6-Dec-39. Bodies were now flush panelled. Unit damaged by enemy action at Westcombe Park 14-Sep-40 but repaired. Unit to Eastleigh for varnish and TT 9254 (ex. disbanded Trailer Set 1166) inserted and unit released 20-Jul-43 as 4 SUB no.4201 in malachite green livery.
1230	Unit commenced service (as E30) 9-Jul-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released Jul‑40. Bodies were now flush panelled. Unit damaged by H/E blast at Slades Green 4-Feb-44, repaired at Durnsford Road and released 11-Feb-44. Two coaches of unit slightly damaged by F/B (V1 flying bomb) blast near London Bridge 15-Jul-44, quickly repaired. Unit to Eastleigh for overhaul and TT 9210 (ex. disbanded Trailer Set 1122) inserted and unit released 16-Oct-46 as 4 SUB no.4228 in malachite green livery.
1231	Unit commenced service (as E31) 25-Jun-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Apr‑34. Unit to Eastleigh for varnish and TT 9187 (ex. disbanded Trailer Set 1097) inserted and unit released 4-Jan-43 as 4 SUB no.4140 in malachite green livery.
1232	Unit commenced service (as E32) 6-Jul-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Oct‑35. Unit to Eastleigh for overhaul and TT 9174 (ex. disbanded Trailer Set 1198) inserted and unit released 23-Oct-42 as 4 SUB no.4133 in malachite green livery.
1233	Unit commenced service (as E33) 6-Jul-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 24-Nov-38. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9238 (ex. disbanded Trailer Set 1150) inserted and unit released Jul‑44 as 4 SUB no.4205 in malachite green livery.
1234	Unit commenced service (as E34) 19-Jul-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Jun‑38. Unit damaged by enemy action (date and location unknown) c.Dec‑40 and temporarily withdrawn. MBT 8052 and TC 9359 subsequently repaired and from Dec‑41 unit reinstated with MBT 8877 (ex.1742) replacing damaged 8051. Damaged 8051 was stored at Hampton Court from early 1942 along with the two damaged coaches of no.1742 (which were subsequently broken-up there) and 8051 was then sent for repair and overhaul in Dec‑42 and reinstated to traffic. MBT 8877 in unit no.1234 was a sixty-four seat LBSCR bodied coach on lengthened ‘AC’ underframe weighing 39 tons 9cwt giving a revised overall capacity of two-hundred & twenty-one third-class and weight of 109 tons 11cwt. In Dec‑42 MBT 8877 was formed into LBSCR bodied unit no.1633 and the remaining two coaches of no.1234 sent for overhaul in Dec‑42. Here, they were reunited with repaired 8051 and the unit augmented with TT 9235 (ex. disbanded Trailer Set 1147) inserted as 4 SUB no.4216 (the first of a new batch of augmented units) from 21-Jan-43. 4 SUB no.4216 was new in malachite green livery.
1235	Unit commenced service (as E35) 19-Jul-15. Unit used between Brighton and West Worthing Jan‑33 to Dec‑34 with MBC 8767 downgraded to all third-class and renumbered 8600 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released Mar‑40. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9181 (ex. disbanded Trailer Set 1047) inserted and unit released 5-Dec-42 as 4 SUB no.4138 in malachite green livery.
1236	Unit commenced service (as E36) 21-Jul-15. Unit used between Brighton and West Worthing Jan‑33 to Dec-34 with MBC 8768 downgraded to all third-class and renumbered 8601 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 5-Jan-40. Bodies were now flush panelled. TT 9169 (ex. disbanded Trailer Set 1195) inserted and unit released as 4 SUB no.4159 Aug‑45.
1237	Unit commenced service (as E37) 30-Sep-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Feb‑38. Unit damaged by enemy action near Hampton Wick 16-Aug-40, repaired at Durnsford Road. Unit to Eastleigh for varnish and TT 9214 (ex. disbanded Trailer Set 1126) inserted and unit released 26-Nov-42 as 4 SUB no.4198 in malachite green livery.
1238	Unit commenced service (as E38) 17-Aug-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 5-May-39. Bodies were now flush panelled. TT 9259 (ex. disbanded Trailer Set 1190) inserted and unit released to service 29-Jul-47 as 4 SUB no.4230, varnished at Selhurst and released 16-Aug-47 in malachite green livery.
1239	Unit commenced service (as E39) 17-Aug-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Jul‑36. Unit to Eastleigh for overhaul and TT 9172 (ex. disbanded Trailer Set 1197) inserted and unit released 23-Apr-42 as 4 SUB no.4132 in malachite green livery.
1240	Unit commenced service (as E40) 20-Sep-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Aug‑36. TT 9204 (ex. disbanded Trailer Set 1120) inserted into unit Oct‑42 and released as 4 SUB no.4135.
1241	Unit commenced service (as E41) 14-Sep-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Dec‑37. Unit to Eastleigh for varnish and TT 9247 (ex. disbanded Trailer Set 1149) inserted and unit released 1-May-44 as 4 SUB no.4204 in malachite green livery.
1242	Unit commenced service (as E42) 20-Sep-15. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new strengthened underframes and released Oct‑38. Unit to Eastleigh for varnish and TT 9249 (ex. disbanded Trailer Set 1161) inserted and unit released Jan‑44 as 4 SUB no.4224 in malachite green livery.
1243	Unit commenced service (as E43) 8-Oct-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Mar‑37. TT 10413 (ex. disbanded Trailer Set 992) inserted and unit released as 4 SUB no.4150 May‑44.
1244	Unit commenced service (as E44) 30-Oct-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Aug‑37. Unit to Selhurst for varnish and TT 9205 (ex. disbanded Trailer Set 1199) inserted and unit released 25-May-46 as 4 SUB no.4167 in malachite green livery.
1245	Unit commenced service (as E45) 8-Oct-15. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 24-Jan-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9228 (ex. disbanded Trailer Set 1140) inserted and unit released 14-Nov-46 as 4 SUB no.4209 in malachite green livery.
1246	Unit commenced service (as E46) 14-Dec-15. MBT 6769 (of E46) damaged when struck by a steam train (hauled by M7 tank engine no.47) outside Waterloo on Wednesday, 26^th March 1919. As unit no.1246 underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Mar‑38. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9242 (ex. disbanded Trailer Set 1154) inserted and unit released Oct‑43 as 4 SUB no.4220 in malachite green livery.
1247	Unit commenced service (as E47) 14-Dec-15. Unit used between Brighton and West Worthing Jan‑33 to Dec‑34 with MBC 8773 downgraded to all third-class and renumbered 8602 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released Mar‑40. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 10405 (ex. disbanded Trailer Set 1108) inserted and unit released 19-Sep-42 as 4 SUB no.4134.
1248	Unit commenced service (as E48) 5-Feb-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Jul‑36. TT 9180 (ex. disbanded Trailer Set 1048) inserted and unit released as 4 SUB no.4147 Apr‑43. When formed only TT 9180 was in malachite green.
1249	Unit commenced service (as E49) 28-Feb-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 10-Jan-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9237 (ex. disbanded Trailer Set 1149) inserted and unit released Dec‑47 as 4 SUB no.4213 in malachite green livery.
1250	Unit commenced service (as E50) 2-Mar-16. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new strengthened underframes and released Dec‑38. Unit to Eastleigh for varnish and TT 9225 (ex. disbanded Trailer Set 1137) inserted and unit released Dec‑47 as 4 SUB no.4231 in malachite green livery.
1251	Unit commenced service (as E51) 28-Feb-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Dec‑35. Unit damaged by enemy H/E blast at Slades Green 4-Feb-44, repaired at the depot by 9-Feb-44. Unit slightly damaged by F/B (V1 flying bomb) blast near Shortlands 1-Jul-44 (repair details unknown). Unit to Eastleigh for overhaul and TT 9190 (ex. disbanded Trailer Set 1071) inserted and unit released 21-May-46 as 4 SUB no.4166 in malachite green livery.
1252	Unit commenced service (as E52) 11-Mar-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Jun‑37. TT 9194 (ex. disbanded Trailer Set 1059) inserted and unit released as 4 SUB no.4151 Jul‑44.
1253	Unit commenced service (as E53) 11-Mar-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released Aug‑39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9239 (ex. disbanded Trailer Set 1151) inserted and unit released 4-Feb-47 as 4 SUB no.4210 in malachite green livery.
1254	Unit commenced service (as E54) 13-Mar-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 27-Jun-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9222 (ex. disbanded Trailer Set 1134) inserted and unit released Oct‑43 as 4 SUB no.4221 in malachite green livery.
1255	Unit commenced service (as E55) 8-Jun-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Jul‑37. Unit to Eastleigh for varnish and TT 10407 (ex. disbanded Trailer Set 1099) inserted and unit released 2-Jul-43 as 4 SUB no.4143.
1256	Unit commenced service (as E56) 19-Jun-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Nov‑35. MBC 8778 damaged at Strawberry Hill 5-Mar-38 in collision with a light engine but repaired. Unit damaged by enemy bombing at Lancing works 30-Sep-42, repaired there by 27-Oct-42. Unit to Eastleigh for varnish and TT 9168 (ex. disbanded Trailer Set 1117) inserted and unit released Mar‑45 as 4 SUB no.4157 in malachite green livery.
1257	Unit commenced service (as E57) 19-Jun-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 25-Aug-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9157 (ex. disbanded Trailer Set 1189) inserted and unit released 3-Nov-42 as 4 SUB no.4195 in malachite green livery.
1258	Unit commenced service (as E58) 26-Jun-16. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Apr‑38. Unit to Eastleigh for varnish and TT 9245 (ex. disbanded Trailer Set 1157) inserted and unit released Oct‑43 as 4 SUB no.4219 in malachite green livery.
1259	Unit commenced service (as E59) 30-Jun-16. Unit used between Brighton and West Worthing Jan‑33 to Dec‑34 with MBC 8779 downgraded to all third-class and renumbered 8604 (diag. no.684). Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Nov‑35. Unit damaged in collision with light engine at Victoria 4-Apr-37 and one cab of MBC 8779 crushed but repaired using cab and van section of original 8033 (ex.1222). Unit damaged by enemy action at Selhurst depot 14-Oct-40 and stored in yard pending repairs when unit further damaged by incendiary bombs 30-Oct-40 and MBC 8779 damaged by fire. MBC 8779 to unit no.1697 Jun‑41 following repairs, replaced by 8791 (ex.1283) c.Dec‑40. TT 9825 (ex. disbanded Trailer Set 1000) inserted and unit released as 4 SUB no.4145 Feb‑43.
1260	Unit commenced service (as E60) 5-Jul-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Nov‑35. Unit to Eastleigh for overhaul and TT 9183 (ex. disbanded Trailer Set 1050) inserted and unit released 21-Oct-42 as 4 SUB no.4137 in malachite green livery.
1261	Unit commenced service (as E61) 15-Jul-16. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Jan‑38. Unit to Eastleigh for varnish and TT 9165 (ex. disbanded Trailer Set 1193) inserted and unit released 16-May-45 as 4 SUB no.4206 in malachite green livery.
1262	Unit commenced service (as E62) 12-Aug-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Nov‑37. Unit to Eastleigh for varnish and TT 9211 (ex. disbanded Trailer Set 1123) inserted and unit released 18-May-43 as 4 SUB no.4217 in malachite green livery.
1263	Unit commenced service (as E63) 15-Aug-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Dec‑35. TT 10415 (ex. disbanded Trailer Set 996) inserted and unit released as 4 SUB no.4163 by 1-Feb-46. Possible only TT 10415 in malachite green livery.
1264	Unit commenced service (as E64) 21-Aug-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Jul‑36. Unit to Eastleigh for varnish and TT 10410 (ex. disbanded Trailer Set 991) inserted and unit released 5-Mar-43 as 4 SUB no.4144.
1265	Unit commenced service (as E65) 9-Oct-16. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new strengthened underframes and released Dec‑37. Unit to Eastleigh for varnish and TT 9252 (ex. disbanded Trailer Set 1164) inserted and unit released Dec‑47 as 4 SUB no.4214 in malachite green livery.
1266	Unit commenced service (as E66) 13-Oct-16. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new strengthened underframes and released Aug‑38. Unit to Eastleigh for varnish and TT 9221 (ex. disbanded Trailer Set 1133) inserted and unit released Mar‑48 as 4 SUB no.4233 in malachite green livery.
1267	Unit commenced service (as E67) 20-Nov-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released May‑37. Unit damaged by V1 blast near South Bermondsey 26-Oct-44, withdrawn 28-Oct-44 and body of MBT 8101 scrapped at New Cross Gate 28-Oct-44. MBT 8793 and TT 9404 both to 4 SUB no.4155 from 29-Dec-44 after repairs. Underframe of 8101 later used in construction of new 4 SUB vehicle 12717 (unit no.4693) Sep‑50.
1268	Unit commenced service (as E68) 20-Nov-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Dec‑35. Unit damaged by F/B (V1 flying bomb) blast near South Bermondsey 26-Oct-44, repair details unknown. TT 10406 (ex. disbanded Trailer Set 997) inserted and unit released as 4 SUB no.4171 22-Nov-46.
1269	Unit commenced service (as E69) 21-Nov-16. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Jan‑38. Unit to Eastleigh for varnish and TT 9163 (ex. disbanded Trailer Set 1192) inserted and unit released 16-Nov-42 as 4 SUB no.4196 in malachite green livery.
1270	Unit commenced service (as E70) 22-Nov-16. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 19-May-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9161 (ex. disbanded Trailer Set 1191) inserted and unit released Feb‑44 as 4 SUB no.4225 in malachite green livery.
1271	Unit commenced service (as E71) 8-Jan-17. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Aug‑37. Unit to Eastleigh for varnish and TT 9179 (ex. disbanded Trailer Set 1046) inserted and unit released 2-Dec-42 as 4 SUB no.4139 in malachite green livery.
1272	Unit commenced service (as E72) 18-Jan-17. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 3-Oct-38. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9186 (ex. disbanded Trailer Set 1113) inserted and unit released 19-Feb-43 as 4 SUB no.4142.
1273	Unit commenced service (as E73) 19-Jan-17. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 26-Sep-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9255 (ex. disbanded Trailer Set 1167) inserted and unit released Mar‑48 as 4 SUB no.4215 in malachite green livery.
1274	Unit commenced service (as E74) 23-Jan-17. U nit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 2-Aug-39. Bodies were now flush panelled. Unit to Eastleigh for overhaul and TT 9224 (ex. disbanded Trailer Set 1136) inserted and unit released May‑48 as 4 SUB no.4234 in malachite green livery.
1275	Unit commenced service (as E75) 12-Apr-17. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 24-Sep-38. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 10401 (ex. disbanded Trailer Set 1093) inserted and unit released 1-Sep-43 as 4 SUB no.4149.
1276	Unit commenced service (as E76) 16-Apr-17. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 24-Oct-38. Bodies were now flush panelled. TT 9201 (ex. disbanded Trailer Set 1072) inserted and unit released as 4 SUB no.4161 Nov‑45. Only TT 9201 in malachite green livery.
1277	Unit commenced service (as E77) 13-Apr-17. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 2-Dec-38. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9233 (ex. disbanded Trailer Set 1145) inserted and unit released 31-Oct-47 as 4 SUB no.4212 in malachite green livery.
1278	Unit commenced service (as E78) 26-Jul-17. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 12-Jul-39. Bodies were now flush panelled. One MBT (which?) quite badly damaged by V1 blast at Wimbledon Park 4-Jul-44, repair details unknown. Unit to Eastleigh for varnish and TT 9226 (ex. disbanded Trailer Set 1138) inserted and unit released 1-Dec-44 as 4 SUB no.4227 in malachite green livery.
1279	Unit commenced service (as E79) 2-May-17. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Nov‑35. Unit to Eastleigh for varnish and TT 9199 (ex. disbanded Trailer Set 1073) inserted and unit released 20-Aug-43 as 4 SUB no.4148.
1280	Unit commenced service (as E80) 22-May-17. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Oct‑37. Unit to Eastleigh for varnish and TT 9173 (ex. disbanded Trailer Set 1116) inserted and unit released 19-Sep-42 as 4 SUB no.4136.
1281	Unit commenced service (as E81) 14-Feb-18. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new strengthened underframes and released 26-Sep-39. Bodies were now flush panelled. Unit to Eastleigh for varnish and TT 9217 (ex. disbanded Trailer Set 1129) inserted and unit released 23-Nov-42 as 4 SUB no.4197 in malachite green livery.
1282	Unit commenced service (as E82) 22-Apr-18. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new strengthened underframes and released Feb‑39. Unit to Eastleigh for varnish and TT 9220 (ex. disbanded Trailer Set 1132) inserted and unit released 25-Nov-43 as 4 SUB no.4222 in malachite green livery.
1283	Unit commenced service (as E83) 20-Nov-17. Unit underwent major rebuilding at Lancing with bodies lengthened and mounted onto new underframes and released Oct‑37. Unit damaged by enemy bombing near Selsdon 18-Oct-40 and withdrawn 11-Dec-40 when MBT 8125 body broken-up at Selhurst. TC 9412 to unit no.1305 Apr-41 after repairs at Lancing, MBC 8791 to unit no.1259 c.Dec-40. Underframe of 8125 later cut-up at Lancing 21-Jul-43.
1284	Unit commenced service (as E84) 10-Apr-18. Unit underwent major rebuilding at Eastleigh with bodies lengthened and mounted onto new underframes and released Nov‑35. TC 9413 slightly damaged by enemy incendiaries at Waterloo 14-Oct-40. TT 9829 (ex. disbanded Trailer Set 1095) inserted and unit released as 4 SUB no.4168 21-Sep-46.

Back to 3 Car Motor Units

Monday, 22^nd March 1954 and former 3 Car Motor Unit (now augmented to a 4 SUB unit) awaits departure from Lordship Lane on the former LCDR Nunhead to Crystal Palace (High Level) line.

© Chris Wilson collection (photographer Alan A. Jackson)

‘Southern Electric’
Southern Railway 1^st January 1923

Following the formation of the Southern Railway from 1^st January 1923, the new company took stock of its suburban system which was becoming increasingly difficult to work due to rising traffic and congestion in the inner areas. The excellent results of both of the existing electrification schemes, the 6700v AC overhead system on the former LBSCR lines and the 600v DC third rail system on the former LSWR lines made it obvious that further electrification was a solution to these problems.

All three of the constituent companies of the SR had planned further electrification schemes, those of the former SECR being based on a 1500v third & fourth rail system, though no actual work had started on any SECR lines, whilst the extension of the LBSCR overhead system to Coulsdon North & Sutton was already in hand, having recommenced in 1922 after a pause caused by wartime restrictions. The LSWR had plans well advanced to extend to Guildford via all three routes.

Central Section Electrification

The SR had to make some early decisions about the best way to proceed, having three different electrification systems was obviously unsatisfactory and within a short time it was decided upon to standardise on the LSWR 600v third rail system. However, as work was well advanced with the extension of the AC system on the Central Section (the new designation of the former LBSCR lines), this work would be completed and a later review of the future of the overhead system would be undertaken.

AC electrification technology was still in its infancy and in many areas would require rebuilding of infrastructure including bridges and tunnels.

Eastern Section Electrification

The plans for the Eastern Section (former SECR lines) were altered for the third rail system and the electrification of the inner suburban lines (Charing Cross/Cannon Street to Dartford via all four routes, the Mid Kent line to Addiscombe & Hayes, and to Orpington & Bromley North, also the lines from Victoria /Holborn Viaduct to Orpington via both routes along with the Crystal Palace branch) were authorised during 1923.

Western Section Electrification

It was also announced in 1923 that the Western Section (former LSWR lines) electrification would be extended to Guildford (via Epsom) and from Leatherhead to Dorking North. The first sections of these schemes to be ready for public traffic were expected to be completed during 1925. The SR Board approved this scheme in December 1923 at a planned cost of £833,000 covering the electrification of 67 route miles of track

Further decisions were made regarding rolling stock provision and general train operation and again the LSWR pattern of 3 Car Motor Units and two coach Trailer Sets was adopted, this giving operational flexibility to run 3, 6 or 8 coach trains as required. Platforms at many stations had to be extended to 520' long to accommodate 8 coach trains, whilst improvements to signalling and track layout alterations and rationalisations were carried out where necessary.

Passenger Accommodation

Accommodation in the trains was all in compartments, with both first-class and third-class being provided. A small number of units were newly built by outside contractors, but most vehicles were provided by conversion of displaced steam suburban stock coach bodies mounted onto new SR ‘standard’ 62' 0" underframes (actually 61' 11½" long) with bogies at 44' 0" centres, 9' 0" from each end. Although there were minor variations between batches, overall body widths were just over 8' wide, though 9' was allowed at stepboard level, giving all the units unlimited route availability within the electrified area.

Livery

The new electric trains were finished in all‑over olive green livery with black and yellow lining. Passenger lights and door droplight frames were brown and the coach numbers and 'SOUTHERN RAILWAY' were placed on the top panels of the bodysides, the gold block figures and letters being black shaded. Similar large ‘1’ or ‘3’ figures were painted on the door panels to indicate the class of the compartment, whilst 'Guard' and 'Luggage' appeared on the double doors of the Guard's compartment.

New Electric Trains

Each motor unit had a motorman's cab at each end, with the electro-magnetic control equipment mounted above floor level in a suitable casing behind, and the guard's compartment. Electrical equipment was cooled by ducts to roof mounted vents.

The driver’s observation light was provided with a window wiper, the offside one was not ( but this could be opened to allow the changing of the headcode). The headcode was mounted between the two observation lights with route indications being displayed by stencils covering an opal glass panel ( illuminated at night).

Each unit had an air whistle and the power controller was a ‘hold down’ type which cut off power and applied the brakes if released by the driver, the so called deadman’s handle.

The motor bogie was below the cab and fitted with two 275hp motors geared to 3' 7" steel disc wheels, giving an 8 coach train a maximum speed of 54mph on level track. The motors were axle hung and nose suspended and each weighed just over 3½ tons. There was some variation however in the motors fitted to different batches of units, with some 250hp and other 300hp variants. Motor units were close-coupled within the unit and had side buffers and screw couplings at each end, with a buffer height of about 3' 5½" and centres at about 5' 8", though there were minor differences between batches.

Braking was by quick acting Westinghouse air brakes, supplied with air by compressors, one being mounted on the underframe of each Motor Coach. Connections on the cab nose ends consisted of a power jumper below the driver’s window, a lighting jumper in the centre below the headcode and a control jumper below the offside window. The lighting jumper was much thinner than the other two jumpers. There were also jumper receptacles and retaining clips adjacent to the jumpers to take the jumper of a coupled unit, the unit’s own jumper head being placed here when not in use.

However, the original LSWR units did not have the central lighting jumper fitted and as a consequence, the stock built for the Dorking & Guildford electrification was also similar as these units had to work together, along with the Western Section Trailer Sets 1001-1037. These units were modified to standard between 1934 and 1940 when the ex. LSWR units were rebuilt. Suburban stock was compatible to run in multiple with the later built main line units of the 2 NOL, 2 BIL, 2 HAL types and also the new ‘all-steel’ 4 SUB units.

Control cables ran along the coach roofs, the two air braking hoses, one for the train pipe and the other linking the main reservoirs along the train were at solebar level.

Interiors

First- class compartments were upholstered in floral tapestry and seated four aside, each compartment seating eight, whilst third-class was trimmed in velvet and seated five aside, each compartment seating ten. Most third-class had ‘half back’ cushions, though some units had ‘full back’ cushions installed and others were later modified to this arrangement; all compartments had six glazed panels for the display of advertisements, notices and scenic views.

Droplights were controlled by leather straps and compartment windows carried indication as to whether the accommodation was for smokers or non-smokers.

Lighting was by electric lamps and electric heating was provided throughout, with two lamps in each compartment; some with oval shades, some in glass bowls and later just with a reflective backplate. Lamps were wired in series strings along each coach across the line voltage, one lamp in each compartment being on one circuit, the other on the second circuit. Roofs were canvas covered timber which required fairly regular painting to maintain a weatherproof seal.

Detail Differences

Due to the varied origin of the vehicles used in the electric units, there were numerous detail differences between batches, some coaches were mainly wooden panelled with panel joints picked out with wooden beading, whilst others had flush steel panelling and a much smoother appearance. A few had matchboard vertical slatted panelling.

Fittings such as luggage racks, door and commode handles etc. also differed depending on the origin of converted vehicles, some retaining features associated with the pre-grouping company which had built the vehicles.

Apart from the first batch of SR units (which had a similar style of ‘vee’ end to the original LSWR sets) the cab ends of subsequent units were flatter and all were to the same general appearance.

Vehicles converted from former LBSCR coaches had a flatter roof profile, more of an arc than an ellipse. Motor units seated about fifty-six first-class and one-hundred and eighty third-class passengers, though there were slight differences and overall length was usually 193' 8" where all vehicles were mounted on the SR 62' 0" underframes. However, unit weights varied between batches. Trailer sets also varied between batches, having vehicles of 8, 9, 10 or 11 compartments included and some being close‑coupled whilst others were not, so there was no ‘standard’ length or seating capacities for these sets, though all accommodation in Trailer Sets was third-class only.

Unit Batches

Batches of units were ordered against specific extensions of electrification for accountancy purposes, being ordered against an H.O. (Head Office) number, and each vehicle has a ‘diagram number’ which referred to seating diagrams which showed traffic staff the seating layout of each coach, though vehicles with similar or identical layouts often had different numbers to take account of other design differences such as body origin or coupling type.

The SR did not allocate units to specific services or depots, and with the spread of electrification, units could be found working anywhere on the suburban system, though in the early years whilst the Central Section was still running the AC system, units on the Western and Eastern Section DC networks were not easily interchanged and remained fairly captive to their sections.

Once the decision to convert the AC system to DC third rail had been taken at the October 1925 board meeting, the conversion of the Central Section lines took place fairly speedily, the last AC train running in September 1929. This allowed much greater interworking of the stock, though the Western Section units did not become ‘Common User’ with those of the Central & Eastern Sections until after 1938.

Smoking

Smoking was permitted in compartments so marked (this being etched onto the ¼ light lights) but from December 1934 this was altered and all compartments were marked either with green ‘Non‑Smoking’ or red ‘Smoking’ labels. This was again revised from December 1938 when only ‘Non‑Smoking’ compartments were labelled.

Wartime

Blackout

With the outbreak of war, steps were taken to modify all the rolling stock to comply with ‘Blackout’ regulations. It was deemed too dangerous to run trains with no lamps at all working and the solution with the suburban fleets (both motor and trailer units) was to modify the lighting circuits; one of the ‘strings’ which provided one lamp in each compartment was modified and connected to the headcode lamp supply which was on all the time.

This ‘string’ was then equipped with ‘dark’ bulbs, blue coated and 240v 100w (these being in a 65v circuit barely glowed) giving just enough illumination for passengers to be able to find the doorhandles at station stops. The other lamp string retained its normal bulbs and it was the responsibility of the guard to extinguish these when trains were near or at stations and during air raids.

The edges of all the passenger lights (windows) were overpainted to reduce their areas and the blinds were pulled down during the hours of darkness. Later during the war, many units ran with passenger lights which had been broken replaced by boarding due to wartime shortages of glass and labour to effect repairs.

Livery

The livery of the units also changed from early in the war with a darker green colour and the coach numbers shewn in block letters below cantrail level whilst 'Southern' appeared at waist height. The class of each compartment was shewn by a block ‘1’ or ‘3’ on the doors just below droplight level. This was changed again in 1940 when the green was altered to a much brighter ‘Malachite’ shade and from early 1941 only first-class compartments were marked as such.

Suburban Third-class Only

As a wartime economy measure, all first-class accommodation in suburban stock was downgraded to third-class from 6^th October 1941. The end compartments in each unit were also labelled for the use of ‘Ladies Only’ at this time.

Augmentation

A number of trailer units were withdrawn and some vehicles used to make the three car motor units up to 4-cars, this process continued after the war with the abandonment of all the Trailer Sets and standardisation on 4 coach motor units, many being augmented with a much more modern all‑steel six-aside seating trailer vehicle of the ‘Bulleid’ style found in the later 4 SUB stock built after the war.

The standard peak-hour “3-car motor unit + 2-car Trailer Set + 3-car motor unit” formation was therefore gradually changed to two 4-car motor units, the last Trailer Sets being diagrammed until 27^th September 1948. Due to platform length constraints, peak hour trains on the Hounslow loop line had been restricted to two 3 Car Motor Units, this line had alterations made to platforms and was able to accept 8-car trains from 15^th November 1948.

Peak hour trains working from London Bridge to Caterham /Tattenham Corner were made up of 9-cars using three 3 Car Motor Units. It was planned to carry out some track alterations at the north end of Purley station to allow the operation of 10-car trains using two 4-car motor units with a 2 NOL unit added but this plan was dropped and peak hour trains on these lines were reduced to 8-car formations with a 4 Car Motor Unit for each branch from 1^st March 1949.

These alterations allowed the continuing replacement of the 3 Car Motor Units and the last of these ran in this form in October 1949. Thereafter the formations of suburban services were virtually all of four or eight-car trains as required, and very few six-car formations were then used, though this was still possible by combining a 2 NOL unit with a four-car suburban one.

Post-War
Power Supplies

By the early 1950's, much of the original electrical equipment in the rotary converter substations installed during the suburban electrification extensions in the 1920's and 1930's was becoming life expired and a large modernisation programme was undertaken, installing new cabling, replacing the rotary converter substations with new unmanned ones controlled remotely from a supervisory control room, and the power supply was then taken from the National Grid at various locations, the railway owned power station at Durnsford Road then being closed down and later demolished.

New Electrical Control Rooms (ECRs) were established at Raynes Park, Selhurst & Lewisham to control all the substations in the suburban area, their areas of supervision roughly equating to the three operating divisions of the network.

Back to 3 Car Motor Units

3 Car Motor Units in Lancing Works

© Glen Woods collection

Origin of Conversions

A total of three-hundred & eighty-two units (one-thousand one-hundred & forty-six vehicles) were converted to form the 3 Car Motor Unit fleet, rising to four-hundred & sixty-six (one-thousand three-hundred & ninety-eight vehicles) if the LSWR units were included. Four vehicles were rebuilt again with newly converted Second bodies following accident damage, whilst a number of similar conversions for use in two coach Trailer Sets were later mixed with this fleet as units were progressively reformed as four coach motor units from 1942 until 1949.

The following is a summary of all the vehicles used in 3 Car Motor Units and gives some details of the following:

Column	Details
1	Individual vehicle numbers.
2	Units these vehicles (in column 1) were allocated to (usually, but not always, in numerical order and some units having two identical vehicles of one type).
3	Type of vehicle: MBT - Motor Brake Third TC - Trailer Composite MBC - Motor Brake Composite.
4	Works where the bodywork conversion was undertaken (many were fitted out with electrical equipment and painted at Brighton subsequently).
5	Origin of the underframe (STD is new 62' 0" frame constructed at Lancing Works and 6’ 11” between solebars, though those for the nos.1401-1495 batch of units were built at Ashford and were 7’ 3” between solebars and Lancing then built thirty identical ones for units nos.1525‑1534, these frames are shewn as STD(E), new non-standard contractor built ones are shewn along with their lengths, whilst ‘AC’ is a lengthened ex. LBSCR AC underframe).
6	Pre-grouping company which built the vehicle bodies.
7	Date of conversion.
8	Layout of the vehicle with number of compartments, 'T' being third-class and 'F' being first-class with 'Sal' for Saloon.
9	SR diagram number allocated to the modified body.
10	H.O. order number for the batch of units.

Where coach numbers were not in numerical order in the batch of units they were allocated to (or coaches of this particular type did not appear in each unit) the unit number range is shewn in brackets. Similarly, some batches of coaches though numbered in one series utilised bodies from different sources in otherwise identical coaches and had different diagram numbers as a result; these are also shewn in square brackets.

This summary includes the second rebuilding (from 1934 to 1938) of the ex. LSWR units nos.1201-1284 onto standard underframes with body lengthening to suit. These vehicles were authorised for rebuilding in sub-batches to H.O. numbers 771 /808 /842 /930 /966 /967 /1050; more details are shewn in the earlier section dealing with this batch, their H.O. numbers in the following summary being shewn as ‘*’.

1	2	3	4	5	6	7	8	9	10
Coach Numbers	Into Unit no.	Car type	Conv. at	Frame type	Body origin	Date conv.	Compt. layout	Diag. No.	H.O. No.
[8001-8124]^2	(1201-1282)	MBT	ELGH	STD	LSWR	1934-40	7½T	676	*
[8005-8126]^3	(1203-1284)	MBT	ELGH	STD	LSWR	1934-40	8T	685	*
8127-8178	1285-1310	MBT	NEW	56’ 11”	NEW	1925	7T	661	-
8179-8222	1658-1701	MBT	ELGH	STD	LSWR	1928	8T	671	206
8223-8225	1783-1785	MBT	ELGH	STD	LSWR	1930	8T	671	584
8226	1786	MBT	ELGH	STD	LSWR	1931	8T	682	584
8227-8246	1401-1410	MBT	ELGH	STD(E)	SECR	1925	8T	662	-
8247-8258	1411-1416	MBT	ELGH	STD(E)	SECR	1925	8T	665	-
8259-8297	1417-1436	MBT	ELGH	STD(E)	SECR	1925	8T	666	-
8298-8326	1436-1450	MBT	ELGH	STD(E)	SECR	1925	8T	665	-
8327-8416^4	1451-1495	MBT	AFD	STD(E)	SECR	1925	8T	662	-
8417-8474^5	1496-1524	MBT	NEW	62’ 0”	NEW	1925	8T	670	-
8475-8494	1525-1534	MBT	AFD	STD(E)	SECR	1926	8T	662	135
8495-8524^6	1601-1615	MBT	AFD	STD	SECR	1927	8T	663	206
8525-8538	1616-1622	MBT	AFD	STD	SECR	1927	8T	667	206
8539-8548	1623-1627	MBT	AFD	STD	SECR	1927	8T	669	206
8549-8553	1628-1630	MBT	AFD	STD	SECR	1927	8T	668	206
8554	1630	MBT	AFD	STD	SECR	1927	8T	664	206
8555-8563	1773-1781	MBT	ELGH	STD	LSWR	1930	8T	671	553
8564	1782	MBT	ELGH	AC	LSWR	1930	8T	671	553
[8565-8571]^7	1786-1789	MBT	ELGH	STD	LSWR	1931	8T	680	584
[8566-8570]^8	1787-1789	MBT	ELGH	STD	LSWR	1931	8T	682	584
8572-8581	1790-1794	MBT	ELGH	STD	LSWR	1931	8T	683	584
8572^9	1790	MBT	ELGH	STD	LSWR	1937	7½T	697	-
8582-8585	1795-1796	MBT	ELGH	STD	LSWR	1932	8T	683	663
8586-8589	1797-1798	MBT	AFD	STD	LBSCR	1931/2	8T	674	663
8590-8595	1799-1801^10	MBT	AFD	STD	LBSCR	1931/2	8T	679	663
[8617-8639]^11	1631-1642	MBT	AFD	STD	LBSCR	1928	8T	672	206
[8618-8638]^12	1631-1641	MBT	AFD	STD	LBSCR	1928	8T	673	206
8640-8644	1642-1644	MBT	AFD	STD	LBSCR	1928	8T	673	206
[8645-8651]^13	1645-1648	MBT	AFD	STD	LBSCR	1928	8T	672	206
[8646-8652]^14	1645-1648	MBT	AFD	STD	LBSCR	1928	8T	673	206
8653-8656	1649-1650	MBT	AFD	STD	LBSCR	1928	8T	673	206
[8657-8661]^15	1651-1653	MBT	AFD	STD	LBSCR	1928	8T	672	206
[8658-8662]^16	1651-1653	MBT	AFD	STD	LBSCR	1928	8T	673	206
8663-8665	1654-1655	MBT	AFD	STD	LBSCR	1928	8T	673	206
8666	1654	MBT	AFD	STD	LBSCR	1928	8T	674	206
8667-8670	1656-1657	MBT	AFD	STD	LBSCR	1928	8T	673	206
8671-8685	1702-1716	MBT	AFD	STD	LBSCR	1928	8T	672	206
8686-8692	1717-1723	MBT	AFD	STD	LBSCR	1930	8T	675	373
8693-8696	1724-1727	MBT	AFD	AC	LBSCR	1930	8T	675	373
8697-8705	1728-1736	MBT	AFD	AC	LBSCR	1930	8T	678	373
8706-8708	1737-1979	MBT	ELGH	AC	LBSCR	1930	8T	675	374
8709-8718	1740-1749	MBT	ELGH	AC	LBSCR	1930	8T	678	374
8719-8722	1750-1753	MBT	ELGH	AC	LBSCR	1930	8T	678	398
8731-8733	1754-1756	MBT	ELGH	AC	LBSCR	1930	8T	678	396
8734-8745	1757-1768	MBT	AFD	AC	LBSCR	1930	8T	678	480
8746	1769	MBT	AFD	STD	LBSCR	1930	8T	678	515
8747-8748	1770-1771	MBT	AFD	STD	LBSCR	1930	8T	674	553
8749	1772	MBT	AFD	STD	LBSCR	1930	8T	678	553
8751-8792	(1201-1284)	MBC	ELGH	STD	LSWR	1934-40	2F/5T	698	*
8793-8829	1658-1695	MBC	ELGH	STD	LSWR	1928	2F/5T	691	206
8830	1695	MBC	ELGH	STD	LSWR	1928	3F/4T	697	206
8831-8836	1696-1701	MBC	ELGH	STD	LSWR	1928	2F/5T	691	206
8837-8851	1702-1716	MBC	AFD	STD	LBSCR	1928	3F/4T	692	206
8852-8858	1717-1723	MBC	AFD	STD	LBSCR	1930	3F/4T	693	373
8859-8862	1724-1727	MBC	AFD	AC	LBSCR	1930	3F/4T	693	373
8863-8871	1728-1736	MBC	AFD	AC	LBSCR	1930	3F/4T	694	373
8872-8874	1737-1739	MBC	ELGH	AC	LBSCR	1930	3F/4T	693	374
8875-8884	1740-1749	MBC	ELGH	AC	LBSCR	1930	3F/4T	694	374
8885-8888	1750-1753	MBC	AFD	AC	LBSCR	1930	3F/4T	695	398
8889	1754	MBC	AFD	AC	LBSCR	1930	3F/4T	694	396
8890-8891	1755-1756	MBC	AFD	AC	LBSCR	1930	3F/4T	695	396
8892-8900	1757-1765	MBC	AFD	AC	LBSCR	1930	3F/4T	695	480
9301	1783	TC	ELGH	STD	LSWR	1930	5F/5T	759	584
9302-9303	1784-1785	TC	ELGH	STD	LSWR	1930	4F/6T	760	584
9304-9306	1786-1788	TC	ELGH	STD	LSWR	1931	7F/2T	766	584
9307-9343	1658-1694	TC	ELGH	STD	LSWR	1928	5F/5T	759	206
9344	1695	TC	ELGH	STD	LSWR	1928	4F/6T	760	206
9345-9350	1696-1701	TC	ELGH	STD	LSWR	1928	5F/5T	759	206
9351-9371	(1201-1284)	TC	ELGH	STD	LSWR	1934-40	5FS3T	771	*
9372-9413	(1201-1284)	TC	ELGH	STD	LSWR	1934-40	5F/5T	769	*
9414-9434	(1201-1284)	TC	ELGH	STD	LSWR	1934-40	5FS3T	772	*
9435-9460	1285-1310	TC	NEW	59’ 11”	NEW	1925	1T/6F/2T	753	-
9461-9464	1750-1753	TC	AFD	AC	LBSCR	1930	4F/6T	761	398
9465-9467	1754-1756	TC	AFD	AC	LBSCR	1930	4F/6T	761	372
9468-9479	1757-1768	TC	AFD	AC	LBSCR	1930	4F/6T	761	480
9480	1769	TC	AFD	AC	LBSCR	1930	4F/6T	768	515
9481-9483	1770-1772	TC	AFD	STD	LBSCR	1930	4F/6T	768	553
9484	1789	TC	ELGH	STD	LSWR	1931	7F/2T	766	584
9485-9504	(1403-1489)	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	754	62
9505-9518	(1402-1492)	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	755	62
9519	1465	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	754	62
9520-9523	(1419-1490)	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	755	62
9524-9544	(1401-1491)	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	754	62
9545-9555	(1410-1479)	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	755	62
9556	1477	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	754	62
9557	1472	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	755	62
9558-9579	(1426-1495)	TC	AFD	STD(E)	SECR	1925	1T/7F/1T	754	62
9580-9608	(1496-1524)	TC	NEW	62’ 0”	NEW	1925	1T/7F/1T	758	-
9609-9618	(1525-1534)	TC	AFD	STD(E)	SECR	1926	1T/7F/1T	754	135
9619-9624	1601-1606	TC	AFD	STD	SECR	1927	1T/7F/1T	756	206
9625-9628	1607-1610	TC	AFD	STD	SECR	1927	1T/7F/1T	757	206
9629-9631	1611-1613	TC	AFD	STD	SECR	1927	1T/7F/1T	756	206
9632	1614	TC	AFD	STD	SECR	1927	1T/7F/1T	757	206
9633-9648	1615-1630	TC	AFD	STD	SECR	1927	1T/7F/1T	756	206
9649-9655	1773-1779	TC	ELGH	STD	LSWR	1930	4F/6T	760	553
9656-9658	1780-1782	TC	ELGH	AC	LSWR	1930	4F/6T	760	553
9659-9661	1790-1792	TC	ELGH	STD	LSWR	1931	7F/2T	765	584
9662-9663	1793-1794	TC	ELGH	STD	LSWR	1931	7F/2T	767	584
9664-9665	1795-1796	TC	ELGH	STD	1932	1932	1T/7F/1T	770	663
9666-9670	1797-1801	TC	AFD	STD	LBSCR	1931/2	7F/2T	762	663
9671-9674	1579-1582	TC	ELGH	STD	LSWR	1937	1T/7F/1T	770	90
9675-9701	1631-1657	TC	AFD	STD	LBSCR	1928	7F/2T	762	206
9702-9716	1702-1716	TC	AFD	STD	LBSCR	1928	4F/6T	763	206
9702^17	1702	TC	AFD	STD	LBSCR	1928	4F/6T	764	-
9717-9723	1717-1723	TC	AFD	AC	LBSCR	1930	4F/6T	761	373
9724-9736	1724-1736	TC	AFD	AC	LBSCR	1930	4F/6T	761	373
9737-9749	1737-1749	TC	ELGH	AC	LBSCR	1930	4F/6T	761	374
9759-9760	1583-1584	TC	ELGH	STD	LSWR	1937	1T/7F/1T	770	900
9761-9765	1595-1599	TC	ELGH	STD	LSWR	1934	1T/7F/1T	770	803
9766-9775	1585-1594	TC	ELGH	STD	LSWR	1934/5	1T/7F/1T	770	843
9789-9800	1579-1584	MBT	ELGH	STD	LSWR	1937	8T	689	900
9801-9803	1766-1768	MBC	AFD	AC	LBSCR	1930	3F/4T	695	480
9804	1769	MBC	AFD	AC	LBSCR	1930	3F/4T	695	515
9805-9807	1770-1772	MBC	AFD	STD	LBSCR	1930	3F/4T	695	553
9808-9814	1773-1779	MBC	ELGH	STD	LSWR	1930	3F/4T	697	553
9815-9817	1780-1792	MBC	ELGH	AC	LSWR	1930	3F/4T	697	553
9822	1783	MBC	ELGH	STD	LSWR	1930	2F/5T	691	584
9823-9824	1784-1785	MBC	ELGH	STD	LSWR	1930	3F/4T	697	584
9831-9850	1585-1594	MBT	ELGH	STD	LSWR	1934/5	7½T	687	843
9851-9860	1595-1599	MBT	ELGH	STD	LSWR	1934	7½T	687	803

Footnotes
2	Numbers 8001-4 /8007-10 /8013-16 /8019-22 /8025-28 /8031-34 /8037-40 /8043-46 /8049-52 /8055-58 /8061-64 /8067-70 /8073-76 /8079-82 /8085-88 /8091-94 /8097-8100 /8103-06 /8109-12 /8115-18 /8121-24. 8033 was withdrawn in 1937 and replaced by new conversion with same number.
3	Numbers 8005 /8006 /8011 /8012 /8017 /8018 /8023 /8024 /8029 /8030 /8035 /8036 /8041 /8042 /8047 /8048 /8053 /8054 /8059 /8060 /8065 /8066 /8071 /8072 /8077 /8078 /8083 /8084 /8090 /8091 /8095 /8096 /8101 /8102 /8107 /8108 /8113 /8114 /8119 /8120 /8125 /8126.
4	8371 withdrawn 1937, replaced by new conversion with same number, ex. LSWR 7½-compartment converted at Eastleigh.
5	8428 withdrawn October 1940, replaced by new construction at Eastleigh in June 1942.
6	8523 withdrawn 1937, replaced by new conversion with same number, ex. LSWR 7½-compartment converted at Eastleigh.
7	Odd numbers only.
8	Even numbers only.
9	8572 withdrawn 1937, replaced by new conversion with same number (albeit to diag. no.697).
10	Unit no.1801 renumbered 1600 April 1934.
11	Odd numbers only.
12	Even numbers only.
13	Odd numbers only.
14	Even numbers only.
15	Odd numbers only.
16	Even numbers only.
17	9720 withdrawn 1928, replaced by new conversion with same number.

The few gaps in the number series of vehicles allocated were utilised for coaches allocated to other types of unit (8596‑8615 to 2 NOL MBT cars, 8723‑8730 for 2 SL MBT cars, 9751‑9758 for 2 SL DBTC cars, 9781‑9788 for 2 NOL MBT cars and 9818‑9821 for 2 WIM MBC cars). The following numbers were not used, 8616, 8750, 9750, 9776‑9780, 9825‑9830.

The numbering system became complex. due to the expansion of the number of vehicles filling the gaps in the number ranges and requiring some juggling to fit later batches into the correct series, this eventually resulted in some renumbering of units in 1934, the only 3 Car Motor Unit being affected was no.1801 which then became no.1600.

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Western Section Electrification
Raynes Park to Dorking & Claygate to Guildford inc. via Bookham

The first extension of electrification to be completed under to auspices of the SR was the extension of the Western Section electrification to Dorking North & Guildford, involving the electrification of the lines from Raynes Park to Dorking North, the extension of electrification from Claygate to Guildford via Cobham and the line between Leatherhead and Effingham Jct. Electric trains between Hampton Court Jct. and Claygate had been suspended since July 1919 to release stock to intensify services elsewhere, this scheme restored electric trains to this section of line, though Claygate was no longer a terminating point.

Infrastructure

A seven road carriage shed was erected at Effingham Junction where services from Waterloo via Epsom terminated, access to the shed being from the reversing siding where terminating electric trains shunted beyond the station. A new station was opened at Motspur Park and 520' bay platforms were provided at both Guildford and Dorking North for terminating electric trains.

Additional berthing sidings were also installed at Strawberry Hill. Platforms on the Up line between London Road (Guildford) and Horsley were unable to accommodate a full 8 coach train and the guard had to ride in the rear van of the leading unit as far as Effingham Jct and this led to a restriction on the Guildford ‘New‘ line where only 3 Car Motor Units of the no.1201-1284 and no.1285-1310 classes were allowed as their shorter overall length helped at the short platforms. This restriction was finally removed in 1938 when the platforms were extended to the standard 520’ suburban length.

Power Supply

Power was again supplied by the railway's own generating station at Durnsford Road, and distributed at 11,000v 25 cycle AC to seven substations for conversion to 600v DC. One of the original 5000kw turbo alternators had to be replaced with one of 12,500kw capacity to cope with the increased demand for this scheme and future planned extensions.

Substations at Epsom, Dorking North, Effingham Jct. and Guildford each had two rotary converters of 1,250kw capacity and were again manned, an innovation of this scheme however was that the remaining three substations, which had only a single rotary converter were unmanned and controlled remotely, those at Leatherhead and Clandon from the new substation at Effingham Jct, whilst that at Oxshott was supervised from the existing substation at Hampton Court Jct.

Passenger Service

A formal opening took place on 9^th July 1925 with an inaugural special train and the new timetable from the first day of public traffic, 12^th July 1925, integrated the service with the existing electric services from Waterloo and provided a ½ hourly frequency to Dorking North, a twenty-minute frequency to Guildford via Cobham and an hourly frequency to Effingham Jct. via Leatherhead, integrated with the Dorking trains to give a 20 minute frequency from London to Leatherhead.

It was planned for all electric trains to use the local lines from Waterloo to Hampton Court Jct. and to even out loadings, various trains missed some stops. However, the new timetable drew criticism (particularly from users of Raynes Park who now had to change at New Malden to reach Kingston) and the service was recast from 1^st December 1925 which resulted in the Guildford services now using the through lines from Waterloo and running non‑stop to Surbiton.

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Units nos.1285–1310
(Western Section)
New Builds

Rolling stock authorised for this scheme was one-hundred & four coaches, consisting of twenty-six 3 Car Motor Units (nos.1285‑1310) and thirteen Trailer Sets (1025‑1037). There was still some internal debate amongst SR managers as to the way forward, the Western Section wanting further equipment similar to that already in service, whilst the Eastern Section planned for stock using standard 62' 0" underframes, a different design of motor bogie and preferred the use of 4-car units rather than 3-car /Trailer Sets formations. For this scheme, the Western Section view prevailed and the units as built were again on shorter underframes than what became standard, has similar motors and bogies to the original LSWR units and included Trailer Sets.

Contractor Built

The 3 Car Motor Units were ordered from outside contractors, all the underframes being constructed by Cammell‑Laird, those for Motor Coaches being 56' 11" over headstocks, those for trailers being 59' 11" over headstocks. On Motor Coaches the bogie centres were at 41' 2½", the motor bogie being 7' 8½" from the headstock, the trailing one 8' 0" from the headstock, whilst the trailers had 44' 0" bogie centres with both bogies 8' 0" from the headstock.

Cammell‑Laird also part completed the bodyshells of the trailer coaches, the Motor Coach bodies being built by the Metropolitan Carriage Wagon & Finance Co. Ltd. the trailers finished by the Midland Railway Carriage & Wagon Co. Ltd. Electrical equipment was supplied by Metropolitan Vickers Limited, with two MV 339 275hp motors being fitted to each Motor Coach within a ‘Central’ type 8' 9" wheelbase motor bogie. Trailer bogies were of 8' 0" wheelbase to a design unique to this batch of units.

Body construction was of steel panels fixed to a teak framing and the sides of these units were almost flat, giving a much smoother appearance than the original LSWR units and most subsequent converted bodies. Rectangular air vents with open ends were provided above each door droplight. Within units an MCB automatic coupler was provided between coaches, with the usual side buffers at unit ends.

Details

Overall unit length was 181' 8" and units weighed 105 tons 13 cwt and seated 48 first-classand 170 third-class. These units were constructed on underframes shorter than the SR standard 62' 0" and each coach had one less compartment than the many subsequent units built or converted. Width over bodies was 8’ 6” and this feature was (along with the contractor-built batch of units for the Eastern Section) was another unique feature of this batch.

Couplings within unit were the MCB type of automatic coupling, a simpler form of the buckeye coupling later extensively used on electric stock, but these couplers proved unsatisfactory after a number of breakages and all were later replaced by the centre buffer and three link chain arrangement.

At unit ends, these had round headed buffers similar to the LSWR units, though all other batches of 3 Car Motor Units had oval buffer heads. They also had a non-standard buffer height of 3' 7" at 5' 8½" centres, and lacked the central lighting jumper, presumably to be compatible with the ex. LSWR units with which they worked.

Motor Brake Third
(diag. no.661)

The Motor Brake Thirds (MBT), an identical one at each end of the unit to diagram number 661, consisted of driver's cab with inwards opening door, behind which was the electrical switchgear cases, this cab being 9' 10" deep.

Unlike the LSWR units which had bodyside louvres for cooling this equipment, these units had ducts to roof mounted vents and all subsequent suburban Motor Coaches built had this feature. Then came the guard's compartment 7' 7" long and 7 third-class compartments each 5' 8" wide, the body being 58' 0" long overall. These vehicles weighed just over 39 tons 6 cwt and seated 70 third. Smoking was permitted in the three compartments adjacent to the guard's compartment and the centremost two of the remaining four.

They also had similar vee-shaped cab ends to the original LSWR units nos.1201‑1284 and the guard's compartment was fitted with a ducket on the nearside (when Motor Coach trailing in direction of travel). These duckets were removed from about 1929 and replaced by periscopes as they restricted the route availability of the units.

Trailer Composite
(diag. no.753)

The Trailer Composite (TC) consisted of 9-compartments, one third-class followed by six first, then two further thirds. The third-class compartments were again 5' 8" wide, whilst the firsts were 7' 0" wide and the overall body length was 60' 1". This coach weighed 27 tons 1 cwt and seated 48 first-class and 30 third-class and was to diagram number 753. Smoking was permitted in the third- class compartment adjacent to the firsts at the end with two thirds, and also in the two first-class compartments at each end of the group of six firsts. The first-class compartments were upholstered in ‘Saladin’ with standard SR velvet in thirds.

Deliveries

Units were to have been delivered from March 1925 at about six per month though there were delays, not helped by a strike at the carriage builders (only six were ready by 2^nd June 1925) with the first trial runs to Guildford taking place on 24^th June 1925.

Units up to no.1299 were ready for the opening day and all were in service by 15^th September 1925 when unit no.1310 commenced service. All were common user with the original ex. LSWR units already in service and received routine maintenance at Wimbledon Park depot.

Modification

After modifications between 1934 and 1938 (when they were provided with the central lighting jumper) these units later worked on other sections of the SR and were also then dealt with at Selhurst or Slades Green as convenient.

Augmentation

Units were downgraded to all third-class from 6^th October 1941, units then seating 218 third. All units were later augmented with new ‘Bulleid’ style trailers after the war, becoming 4 SUB units mo.4300-4325. Unit formations were as follows:

Unit	New	MBT	TC	MBT	4 SUB no.	Date
Layout		7T	1T/6F/2T	7T		Augmented
Diag. No.		661	753	661
1285	Jun-25	8127	9435	8128	4300	3-Jan-46
1286	Jun-25	8129	9436	8130	4301	5-Sep-45
1287	Jun-25	8131	9437	8132	4302	29-Nov-45
1288	Jun-25	8133	9438	8134	4303	1-Nov-45
1289	Jun-25	8135	9439	8136	4304	2-Apr-46
1290	Jun-25	8137	9440	8138	4305	4-Dec-45
1291	Jun-25	8139	9441	8140	4306	19-Feb-46
1292	Jun-25	8141	9442	8142	4307	12-Nov-45
1293	Jun-25	8143	9443	8144	4308	2-Nov-45
1294	Jun-25	8145	9444	8146	4309	19-Oct-45
1295	Jun-25	8147	9445	8148	4310	7-Nov-45
1296	Jun-25	8149	9446	8150	4311	22-Nov-45
1297	Jun-25	8151	9447	8152	4312	6-Dec-45
1298	Jun-25	8153	9448	8154	4313	12-Feb-46
1299	Jul-25	8155	9449	8156	4314	31-Jan-46
1300	Jul-25	8157	9450	8158	4315	22-Aug-45
1301	Jul-25	8159	9451	8160	4316	15-Oct-45
1302	Jul-25	8161	9452	8162	4317	14-Feb-46
1303	Jul-25	8163	9453	8164	4318	31-Oct-45
1304	Jul-25	8165	9454	8166	4319	17-Aug-45
1305	Jul-25	8167	9455 9412^18	8168	4320	8-Feb-46
1306	Jul-25	8169	9456	8170	4321	18-Jan-46
1307	Aug-25	8171	9457	8172	4322	16-Nov-45
1308	Aug-25	8173	9458	8174	4323	28-Feb-46
1309	Aug-25	8175	9459	8176	4324	11-Dec-45
1310	Aug-25	8177	9460	8178	4325	13-Nov-45

Footnote
18	Ex. LSWR 10-compartment vehicle, diag. no.769.

Individual Unit Notes
(nos.1285–1310)

Unit
1285	Unit commenced service 8-May-25. New TT 10384 inserted and unit released 3-Jan-46 as 4 SUB unit no.4300.
1286	Unit commenced service 19-May-25. Unit damaged by enemy bombing at Slades Green 4-Feb-44, repaired by 3-Apr-44, (repair details unknown). New TT 10383 inserted and unit released 5-Sep-45 as 4 SUB unit no.4301.
1287	Unit commenced service 21-May-25. New TT 10381 inserted and unit released 29-Nov-45 as 4 SUB unit no.4302.
1288	Unit commenced service 27-May-25. New TT 10371 inserted and unit released 1-Nov-45 as 4 SUB unit no.4303.
1289	Unit commenced service 12-Jun-25. New TT 10397 inserted and unit released 2-Apr-46 as 4 SUB unit no.4304.
1290	Unit commenced service 23-Jun-25. New TT 10382 inserted and unit released 4-Dec-45 as 4 SUB unit no.4305.
1291	Unit commenced service 24-Jun-25. New TT 10388 inserted and unit released 19-Feb-46 as 4 SUB unit no.4306.
1292	Unit commenced service 25-Jun-25. New TT 10374 inserted and unit released 12-Nov-45 as 4 SUB unit no.4307.
1293	Unit commenced service 26-Jun-25. MBT 8144 badly damaged by F/B (V1 flying bomb) blast at Charing Cross 18-Jun-44, unit repaired at Lancing. New TT 10380 inserted and unit released 2-Nov-45 as 4 SUB unit no.4308.
1294	Unit commenced service 29-Jun-25. Unit to Selhurst for varnish 26-Sep-45 and released 6-Oct-45 including new TT 10369 as 4 SUB unit no.4309, unit commenced service 19-Oct-45.
1295	Unit commenced service 30-Jun-25. New TT 10372 inserted and unit released 7-Nov-45 as 4 SUB unit no.4310.
1296	Unit commenced service 2-Jul-25. One MBT (which?) damaged in collision at Effingham Jct. Shed 10-Nov-28. Unit damaged by F/B (V1 flying bomb) blast near Plumstead 2-Aug-44, (repair details unknown). Unit to Selhurst for varnish 29-Oct-45 and released 8-Nov-45 including new TT 10379 as 4 SUB unit no.4311, unit commenced service 22-Nov-45.
1297	Unit commenced service 3-Jul-25. New TT 10378 inserted and unit released 6-Dec-45 as 4 SUB unit no.4312.
1298	Unit commenced service 9-Jul-25. New TT 10376 inserted and unit released 12-Feb-46 as 4 SUB unit no.4313.
1299	Unit commenced service 10-Jul-25. Unit damaged by F/B (V1 flying bomb) blast at New Cross Gate 2-Jul-44, repaired at Selhurst.
1300	Unit commenced service 13-Jul-25. New TT 10357 inserted and unit released 22-Aug-45 as 4 SUB unit no.4315.
1301	Unit commenced service 15-Jul-25. Unit to Lancing 6-Sep-45 and released 11-Oct-45 including new TT 10366 as 4 SUB unit no.4316, unit commenced service 15-Oct-45.
1302	Unit commenced service 17-Jul-25. Unit to Selhurst for varnish 1-Feb-46 and released to service 14-Feb-46 including new TT 10390 as 4 SUB unit no.4317.
1303	Unit commenced service 20-Jul-25. Unit damaged by F/B (V1 flying bomb) blast at Herne Hill 13-Aug-44, repaired at Selhurst. New TT 10367 inserted and unit released 31-Oct-45 as 4 SUB unit no.4318.
1304	Unit commenced service 21-Jul-25. New TT 10355 inserted and unit released 17-Aug-45 as 4 SUB unit no.4319.
1305	Unit commenced service 5-Aug-25. TC 9455 destroyed by enemy action at Lancing works 25-Apr-41 and withdrawn, remains scrapped 30-Apr-41. Replaced by 9412 (ex.1283), a ten compartment coach seating forty first-class and fifty third-class, unit then seating forty first-class and two-hundred & twenty third-class, altered to two-hundred & sixty third-class following downgrading. The unit was also slightly longer than standard at 182' 8" as this trailer was mounted on a 62' 0" underframe. New TT 10387 inserted and unit released 8-Feb-46 as 4 SUB unit no.4320.
1306	Unit commenced service 6-Aug-25. Unit to Selhurst for varnish 9-Jan-46 and released to service 18-Jan-46 including new TT 10385 as 4 SUB unit no.4321.
1307	Unit commenced service 13-Aug-25. New TT 10375 inserted and unit released 16-Nov-45 as 4 SUB unit no.4322.
1308	Unit commenced service 2-Sep-25. Unit to Selhurst for varnish 18-Feb-46 and released to service 28-Feb-46 including new TT 10377 as 4 SUB unit no.4323.
1309	Unit commenced service 7-Sep-25. New TT 10386 inserted and unit released 11-Dec-45 as 4 SUB unit no.4324.
1310	Unit commenced service 15-Sep-25. Unit to Eastleigh Oct‑39 for repairs to a damaged headstock. Unit to Selhurst for varnish 5-Nov-45 and released to service 13-Nov-45 including new TT 10370 as 4 SUB unit no.4325.

Back to 3 Car Motor Units

Eastern Section Electrification
1^st Phase
Victoria to Orpington, Holborn to Shortlands & Crystal Palace (HL)

The SR ordered fifty-five new 3 Car Motor Units for its 1925 electrification schemes from outside contractors. Twenty-six of these, on non-standard shorter underframes were delivered as units nos.1285‑1310 to the Western Section for the Guildford & Dorking electrification. The remaining twenty-nine units were for use on the newly electrified Eastern Section lines, the first parts of which were used for public traffic from 12^th July 1925, the same day as the Guildford /Dorking lines were brought into use.

Infrastructure

This involved the former ‘Chatham’ lines between Victoria and Orpington via Herne Hill, Holborn Viaduct to Herne Hill, Loughborough Jct. to Shortlands via the Catford Loop and the Crystal Palace (High Level) branch from Nunhead.

Also included were the lines between Brixton and Cambria Jct /Loughborough Jct. which had no scheduled regular service but were included for ease of stock movements. Only one of the two Up lines from Sheperds Lane into Victoria was electrified at this stage.

These lines were only a part of the on-going conversion of all the Eastern Section suburban routes, but extensive track and signalling alterations at Charing Cross & Cannon Street meant that services from these terminals to the Mid‑Kent line, Orpington /Bromley North and the Dartford lines did not commence until 1926.

The first sections completed also involved some fairly extensive engineering works, including a problematical extension of platforms at Brixton, remodelling the layout at Herne Hill to provide two island platforms, one for Up, the other for Down trains, a rearrangement of the tracks outside St Pauls (later renamed Blackfriars) to allow parallel working of through trains to Holborn Viaduct and those using the terminal platforms and the re-erection of Nunhead station on a new site with a 520' island platform.

Subsequent resignalling early in 1926 provided the first section of 4-aspect colour-light signalling in the world between Elephant & Castle and Holborn Viaduct. The layout was also altered at Shortlands to allow trains to terminate there.

Power Supply

Power for the traction supply was taken from the London Electric Supply Corporation at Deptford and fed to the railway at Lewisham where a distribution switchroom was constructed.

The whole Eastern section scheme had nineteen rotary converter substations containing 1,500kw rotary converters, substations containing three of these were located at Cannon Street, Catford, Chislehurst, Elmers End, Holborn Viaduct, Loughborough Jct, Shortlands and Upper Sydenham, whilst those containing only two were at Barnehurst, Belvedere, Charlton, Dartford, Eltham, Grove Park, Nunhead, Plumstead, Shooters Hill, Sidcup and Victoria.

Third Rail

Some of the conductor rail for this scheme was 100 lb per yard as used on the Western Section but about ¾ was 150 lb per yard. Certain sections of line had a fourth rail laid on the sleepers between the running rails, bonded to the running rails to increase the earth return capacity, mostly on the Mid-Kent line and in the Lewisham area.

Depot & Stabling Facilities

Carriage sheds were provided at Orpington with four pitted roads (each capable of holding two 8-car trains) though the main servicing depot was planned to be at Slades Green, near Dartford and was not accessible until later in 1926 when further stages of the electrification were brought into use.

Slades Green

Slades Green station opened in 1901 and followed the name given in the earliest Ordnance Survey map of the area (1864). However, in 1953 the local Member of Parliament deemed this spelling to be incorrect and took his case to Parliament (a Deed of 1561 spelled ‘Slade Green’). The Southern Region capitulated and both station and depot changed their name to Slade Green on 21^st September 1953.

Service Pattern

The new electric service provided a twenty-minute frequency from both Victoria & Holborn Viaduct via Herne Hill, and at the same frequency from St Pauls to Shortlands (via the Catford Loop) and to Crystal Palace (High Level), there were some additional trains during peak hours to give a ten-minute frequency from Holborn Viaduct to Bickley. Off-Peak trains were timed about five-minutes apart both via Herne Hill and the Catford Loop to allow the maximum gap to path main line and continental boat trains.

Back to 3 Car Motor Units

Units nos.1496‑1524
(Eastern Section)
New Build

The twenty-nine new units for this scheme were built on 62' 0" underframes and each therefore included one extra compartment per coach compared with the Guildford /Dorking stock, the units appearing as nos.1496‑1524. This underframe length became the SR standard, but these frames differed from the huge number later produced at Lancing for further electric stock.

The Motor Coaches for these units were built by the Metropolitan Carriage Wagon & Finance Co. Ltd. whilst the trailers came from the Birmingham Railway Carriage & Wagon Co. Ltd. These were equipped with 300hp Dick Kerr DK77 motors fitted within an ‘Eastern’ 9' 0" wheelbase motor bogie, though other electrical equipment was supplied by Metrovick.

Interiors were also similar to the Guildford /Dorking units, though the lights were fitted inside glass bowls. When new, there were small armrests below the ¼ lights in third-class compartments, these being subsequently removed, as were the duckets fitted to the nearside (when Motor Coach trailing) of the guard's compartment from 1929 as these restricted route availability. They were fitted with periscopes in replacement.

The MCB automatic couplers fitted within unit were also later gradually replaced by the centre buffer and three link chain arrangement.

Overall, these units weighed 109½ tons, were 193' 8" long and seated fifty-six first-class and one-hundred & eighty third-class. Width over bodies was 8’ 6” like the Guildford & Dorking units. These units were the last suburban stock built entirely new for the SR, all subsequent electric suburban stock being conversions of steam stock mounted on 62’ 0” underframes in the SR's own workshops and only 8‘ 0“ over body width.

Motor Brake Third
(diag. no.570)

These units comprised an MBT at each end with driver's cab 9' 1" deep, guard's compartment 6' 11¼" wide and eight third-class compartments each 5' 8" wide and seated 80 third-class and weighed 41 tons and were to diagram number 670. They had similar steel flush panelled bodywork to the Guildford /Dorking stock, though the ventilators above the door droplights were of a different pattern with the vent along the bottom edge rather than at each end.

The cab ends also differed as the vee‑shape or 'torpedo' end was abandoned, the cab fronts being much flatter with only a slight bow, this style of cab end then being adopted for all subsequent conversions for electric Motor Coaches.

Smoking was permitted in the three compartments adjacent to the guard's compartment and also the centremost three of the remaining five compartments.

Trailer Composite
(diag. no.758)

The TC comprised 9-compartments, one 5' 8" wide third-class at each end flanking seven 7' 0¾" wide firsts and seated fifty-six first-class and twenty third-class. They weighed 27½ tons and were to diagram no.758. Smoking was permitted in three of the first-class at one end and the two at the other end of the group of seven first-class compartments.

Temporary 4-car Formations

Due to late delivery of stock for the commencement of this scheme, a number of temporary 4-car units were formed using two of the TC coaches marshalled between two MBT cars, though this gave the units an over‑provision of first-class as units in this formation seated one-hundred & twelve first-class and two-hundred third-class. As a result, the TC vehicles were not allocated to units in any sort of number order. Eleven of this batch of units were involved (units of the no.1401-1495 batch were also similarly altered), and all were formed as three cars from mid-October.

These units ran in public service for about two months before being reduced to 3 coaches as intended. The unit that the additional trailer was later allocated to is shewn, in one case both trailers were exchanged. The displaced trailers are marked with an *

Initial temporary 4-car formations
(from June 1925)
Nos.1496-1524

Unit No.	MBT	TC	TC	MBT	Final unit/s
Layout	8T	1T/7F/1T	1T/7F/1T	8T	for addnl TC
Diag. No.	670	758	758	670
1496	8417	9583	9582*	8418	1512
1497	8419	9594*	9592*	8420	1513 /1514
1499	8423	9581*	9584	9424	1519
1500	8425	9601*	9603	8426	1521
1501	8427	9600*	9604	8428	1509
1502	8429	9602*	9598	8430	1522
1503	8431	9606	9608*	8432	1515
1504	8433	9607	9605*	8434	1524
1505	8435	9597	9595*	8436	1497
1506	8437	9586*	9588	8438	1516
1507	8439	9580*	9587	8440	1518

Trial Running

Trial running with the new trains for staff training commenced on 1^st April 1925 between Nunhead and Crystal Palace, extended with St Pauls to Shortlands trips from 8^th June 1925. Trial trips from Holborn Viaduct to Orpington commenced from 22^nd June 1925 and between Victoria and Herne Hill from 1^st July 1925.

The 4-car unit formations also allowed drivers to become accustomed to handling 8-car trains before any of the Trailer Sets for this scheme had been delivered, Trailer Sets 1051-1117 being allocated to this electrification. However, these being converted ex. LBSCR vehicles they were not released in time due to late conversion of some of the AC services to DC operation.

Further Conversions

Further 3 Car Motor Units nos.1401‑1495 and 1525‑1534 were being converted from steam stock at the same time as units nos.1496‑1524 were being built to complete the stock for the Eastern Section electrification. The first phase of public services from 12^th July 1925 required forty-two 4-car units for traffic with seven spares.

Wartime

When units were downgraded to all-third-class from October 1941, these units then seated 236. All this batch of 29 units survived the war, one having a replacement MBT body built, and were augmented with an all-steel ‘Bulleid’ style trailer after the war and renumbered as 4 SUB units nos.4326‑4354.

3 Car Motor Unit Formations

3 Car Motor Unit formations were as follows.

Nos.1496-1524

Unit	Into Service	MBT	TC	MBT	4 SUB no.	Date
Layout		8T	1T/7F/1T	8T		augmented
Diag. No.		670	758	670
1496	1-Jul-25*	8417	9583	8418	4326	19-Sep-45
1497	1-Jul-25*	8419	9595	8420	4327	6-May-46
1498	1-Jul-25	8421	9591	8422	4328	24-Jul-45
1499	1-Jul-25*	8423	9584	8424	4329	4-Sep-45
1500	1-Jul-25*	8425	9603	8426	4330	5-Jun-45
1501	13-Jul-25*	8427	9604	8428^19 8428	4331	18-Sep-45
1502	12-Jul-25*	8429	9598	8430	4332	20-Jul-45
1503	13-Jul-25*	8431	9606	8432	4333	2-Apr-46
1504	12-Jul-25*	8433	9607	8434	4334	21-Aug-45
1505	13-Jul-25*	8435	9597	8436	4335	8-Mar-46
1506	10-Jul-25*	8437	9588	8438	4336	29-Sep-45
1507	10-Jul-25*	8439	9587	8440	4337	27-Sep-45
1508	21-Sep-45	8441	9596	8442	4338	19-Sep-45
1509	9-Jul-25	8443	9600	8444	4339	2-Aug-45
1510	2-Nov-25	8445	9589	8446	4340	27-Mar-46
1511	2-Nov-25	8447	9599	8448	4341	21-Aug-45
1512	11-Feb-26	8449	9582	8450	4342	20-Sep-45
1513	24-Sep-25	8451	9594	8452	4343	16-Jul-45
1514	23-Sep-25	8453	9592	8454	4344	28-Mar-46
1515	1-Oct-25	8455	9608	8456	4345	8-May-46
1516	7-Oct-25	8457	9586	8458	4346	14-Jul-45
1517	17-Nov-25	8459	9590	8460	4347	13-Sep-45
1518	2-Dec-25	8461	9580	8462	4348	1-May-46
1519	2-Nov-25	8463	9581	8464	4349	2-May-46
1520	9-Feb-26	8465	9593	8466 8486^#20	4350	8-Nov-45
1521	5-Feb-26	8467	9601	8468	4351	9-Apr-46
1522	14-Feb-26	8469	9602	8470	4352	1-Sep-45
1523	12-Dec-25	8471	9585	8472	4353	20-Sep-45
1524	5-Jul-26	8473	9605	8474	4354	25-Jul-45

Footnotes
*	Unit used initially as a 4-car.
#	Coach mounted on Ashford underframe.
19	Original withdrawn 25-Oct-40, replacement body built at Eastleigh 6-42.
20	Ex SECR conversion, diag. no.662.

Individual Unit Notes
(nos.1496–1524)

Unit
1496	Unit commenced service as 4-car 1-Jul-25 with TC 9582 in formation, this coach to 1512 c.Sep‑25. One MBT (which?) badly damaged by F/B (V1 flying bomb) blast at Wimbledon Park 4-Jul-44, (repair details unknown). New TT 10362 inserted and unit released 19-Sep-45 as 4 SUB unit no.4326.
1497	Unit commenced service as 4-car 1-Jul-25 with TC cars 9592 & 9594 in formation. Reformed c.Sep‑25 and 9592 to unit no.1514, 9594 to unit no.1513, replaced by 9595 (ex.1505). New TT 10394 inserted and unit released 6-May-46 as 4 SUB unit no.4327.
1498	Unit commenced service 1-Jul-25. New TT 10351 inserted and unit released 24-Jul-45 as 4 SUB unit no.4328.
1499	Unit commenced service as 4-car 1-Jul-25 with TC 9581 in formation, this coach to unit no.1519 c.Sep‑25. New TT 10346 inserted and unit released 4-Sep-45 as 4 SUB unit no.4329.
1500	Unit commenced service as 4-car 1-Jul-25 with TC 9601 in formation, this coach to unit no.1521 c.Sep‑25. New TT 10368 inserted and unit released 5-Jun-45 as 4 SUB unit no.4330.
1501	Unit commenced service as 4-car 13-Jul-25 with TC 9600 in formation, this coach to unit no.1509 c.Sep‑25. Body of MBT 8428 destroyed by enemy action at Orpington 25-Oct-40 and broken-up. Unit out of use for repairs and a new body for 8428 built at Eastleigh Jun‑42. New TT 10361 inserted and unit released 18-Sep-45 as 4 SUB unit no.4331.
1502	Unit commenced service as 4-car 12-Jul-25 with TC 9602 in formation, this coach to unit no.1522 c.Sep‑25. MBT 8429 damaged by F/B (V1 flying bomb) blast at Cannon Street 23-Jul-44, (repair details unknown). New TT 10348 inserted at Selhurst and unit released 20-Jul-45 as 4 SUB unit no.4332.
1503	Unit commenced service as 4-car 13-Jul-25 with TC 9608 in formation, this coach to unit no.1515 c.Sep‑25. New TT 10310398 inserted and unit released 2-Apr-46 as 4 SUB unit no.4333.
1504	Unit commenced service as 4-car 12-Jul-25 with TC 9605 in formation, this coach to unit no.1524 c.Sep9‑25. New TT 10356 inserted and unit released 21-Aug-45 as 4 SUB 4334.
1505	Unit commenced service as 4-car 13-Jul-25 with TC 9595 in formation, this coach to unit no.1497 c.Sep‑25. New TT 10391 inserted and unit released 8-Mar-46 as 4 SUB unit no.4335.
1506	Unit commenced service as 4-car 10-Jul-25 with TC 9586 in formation, this coach to unit no.1516 c.Sep‑25. New TT 10365 inserted and unit released 29-Sep-45 as 4 SUB unit no.4336.
1507	Unit commenced service as 4-car 10-Jul-25 with TC 9580 in formation, this coach to unit no.1518 c.Sep‑25. MBT 8440 damaged by enemy bombing at Lancing works 30-Sep-42 and repaired there by 10-Oct-42. New TT 10364 inserted and unit released 27-Sep-45 as 4 SUB unit no.4337.
1508	Unit commenced service 21-Sep-25. Unit to Selhurst for varnish 13-Sep-45. New TT 10359 inserted and unit released 19-Sep-45 as 4 SUB unit no.4338.
1509	Unit commenced service 9-Jul-25. TC 9600 ran initially in unit no.1501 until c.Sep‑25. Unit slightly damaged by F/B (V1 flying bomb) blast at West Croydon 17-Jun-44, repaired at Selhurst by 19-Jun-44. New TT 10352 inserted and unit released 2-Aug-45 as 4 SUB unit no.4339.
1510	Unit commenced service 2-Nov-25. New TT 10396 inserted and unit released 27-Mar-46 as 4 SUB unit no.4340.
1511	Unit commenced service 2-Nov-25. New TT 10354 inserted and unit released 21-Aug-45 as 4 SUB unit no.4341.
1512	Unit commenced service 11-Feb-26. TC 9582 ran initially in unit no.1496 until c.Sep‑25. New TT 10358 inserted and unit released 20-Sep-45 as 4 SUB unit no.4342.
1513	Unit commenced service 24-Sep-25. TC 9594 ran initially in unit no.1497 until c.Sep‑25. Unit to Selhurst for varnish 9-Jul-45, new TT 10347 inserted and unit released 16-Jul-45 as 4 SUB 4343.
1514	Unit commenced service 23-Sep-25. TC 9592 ran initially in unit no.1497 until c.Sep‑25. New TT 10395 inserted and unit released 28-Mar-46 as 4 SUB unit no.4344.
1515	Unit commenced service 1-Oct-25. TC 9608 ran initially in unit no.1503 until c.Sep‑25. MBT 8455 damaged by F/B (V1 flying bomb) blast at Tattenham Corner 17-Jun-44, repaired (at Selhurst?). New TT 10392 inserted and unit released 8-May-46 as 4 SUB unit no.4345.
1516	Unit commenced service 7-Oct-25. TC 9586 ran initially in unit no.1506 until c.Sep‑25. Unit machine-gunned near Hampton Wick 16-Aug-40, repaired at Durnsford Road. New TT 10349 inserted and unit released 14-Jul-45 as 4 SUB unit no.4346.
1517	Unit commenced service 17-Nov-25. Unit machine-gunned near Hampton Wick 16-Aug-40, repaired at Durnsford Road. New TT 10360 inserted and unit released 13-Sep-45 as 4 SUB unit no.4347.
1518	Unit commenced service 2-Dec-25. TC 9580 ran initially in unit no.1507 until c.Sep‑25. New TT 10393 inserted and unit released 1-May-46 as 4 SUB unit no.4348.
1519	Unit commenced service 2-Nov-25. TC 9581 ran initially in unit no.1499 until c.Sep‑25. MBT 8464 and TT 95811 damaged by enemy action at Spa Road 20-Feb-44, repaired at Selhurst between 24-Feb-44 and 25-Feb-44. New TT 10400 inserted and unit released 2-May-46 as 4 SUB unit no.4349.
1520	Unit commenced service 9-Feb-26. MBT 8466 damaged in head-on collision with loco 1092 on a London to Dover train at Woolwich Arsenal 12-Nov-40 and withdrawn 20-Nov-40, broken‑up on site. Replaced by 8486 (ex.1530) with SECR bodywork (diag. no.662). New TT 10373 inserted and unit released 8-Nov-45 as 4 SUB unit no.4350.
1521	Unit commenced service 5-Feb-26. TC 9601 ran initially in unit no.1500 until c.Sep‑25. Unit slightly damaged by enemy bombing at Gillingham 6-Nov-40, repaired at the depot. New TT 10399 inserted and unit released 9-Apr-46 as 4 SUB unit no.4351.
1522	Unit commenced service 14-Feb-26. TC 9602 ran initially in unit no.1502 until c.Sep‑25. Unit damaged by F/B (V1 flying bomb) blast at New Cross Gate 2-Jul-44, (repair details unknown). New TT 10353 inserted and unit released 1-Sep-45 as 4 SUB unit no.4352.
1523	Unit commenced service 12-Dec-25. MBT 8471 and TT 9585 slightly damaged by F/B (V1 flying bomb) blast near Clock House 21-Jun-44 (repair details unknown). New TT 10363 inserted and unit released 20-Sep-45 as 4 SUB unit no.4353.
1524	Unit commenced service 5-Jul-26. TC 9605 ran initially in unit no.1504 until c.Sep‑25. New TT 10350 inserted and unit released 25-Jul-45 as 4 SUB unit no.4354.

Back to 3 Car Motor Units

Eastern Section Electrification
2^nd Phase
Mid-Kent Line /Orpington / Bromley North /Dartford Loop Lines

The second phase of the Eastern Section suburban electrification involved the conversion of the former ‘South Eastern’ lines from Charing Cross and Cannon Street to Addiscombe and Hayes via the Mid Kent line, to Orpington via Grove Park and including the Bromley North branch and all four routes to Dartford.

Infrastructure

This second phase was ready later than the former ‘Chatham’ lines from Victoria & Holborn Viaduct partly due to the more extensive track and signalling alterations required to allow operation of more frequent electric trains at both the terminals and in the London Bridge area.

The lines from Charing Cross to Metropolitan Jct. were unusually arranged as an Up line each side flanking two Down lines, a legacy of the days when many trains run into & out of Cannon Street on their way to Charing Cross. Extensive alterations to provide two pairs of tracks took place in the second-half of 1925 and were completed by November 1925.

New Electric Service

The existing layout at Cannon Street required alteration but was temporarily electrified and it was planned to commence electric working from 1^st December 1925 on the Mid Kent line, running to Addiscombe, Hayes and Beckenham Jct. and also to Bromley North and Orpington. However, problems with the power supply resulted in this having to be postponed until 28^th February 1926.

The Hayes branch from Elmers End was worked by electric trains from 21^st September 1925, and this assisted with staff training. The temporary timetable provided off peak frequencies of one train each hour from both Cannon Street and Charing Cross to Addiscombe, Beckenham Jct. and Bromley North. The Hayes branch was served by a shuttle from Elmers End. Orpington had an hourly service, alternately from Cannon Street and Charing Cross, but these were supplemented by slow steam services.

Cannon Street Remodelling

Cannon Street station was completely closed for much of June 1926 to allow complete replacement of the track layout and alterations to the platforms. All traffic had to be dealt with at London Bridge and to assist with this, operation of electric trains on all four routes to Dartford commenced on 6^th June 1926.

When Cannon Street reopened, the whole of the signalling from Borough Market Jct. to both Cannon Street and Charing Cross was converted to 4 aspect colour lights. The temporary timetable continued until 18^th July 1926 with electric trains now running into Cannon Street to allow staff to gain experience with the new layout in readiness for the full electric timetables which commenced on 19^th July 1926.

Service Pattern

The new service provided the suburban routes with the following frequencies off peak:-

All routes had one train each from both Cannon Street and Charing Cross, trains running to Plumstead via Greenwich, Dartford via Blackheath and Woolwich, Dartford via Bexleyheath, Dartford via Sidcup, Orpington, Bromley North, Beckenham Jct. and Addiscombe.

The Hayes branch was served by connections with Addiscombe trains at Elmers End. This service gave eight trains per hour from both Charing Cross and Cannon Street.

Peak hour services were increased, mostly by additional trains from Cannon Street and the Hayes line had some through peak hour services.

Most Charing Cross services did not call at New Cross whilst those from Cannon Street missed St Johns; the Beckenham Jct. trains ran fast to Ladywell.

General Strike

The on-going effects of the General Strike badly affected coal supplies to the power stations and the services were quite severely curtailed until 20^th September 1926 when the full timetable was finally able to be operated.

Depot & Stabling Facilities

A carriage shed was provided at Orpington, site constraints meant that it was only of four roads so each was 1050' long and able to accommodate two 8-car trains.

The main servicing depot for the new trains was provided by converting the existing steam shed at Slades Green into an inspection shed with eight roads whilst a new repair shop was built late in 1925 in readiness to carry out bogie and motor overhauls on the new trains. This was similar to the one built earlier at Wimbledon for the LSWR electrification and had six three coach length roads, four with pits and overhead cranes to allow coaches to be lifted.

It dealt with the DK77 motors and equipment of the Eastern Section units in half the shops, the other half dealing with EE339 motors from units built later for the Central Section scheme, and later, also those originally used on the South Western section too. A further four-road inspection shed was provided at Addiscombe.

Units nos.1401-1495 & 1525-1534
(Eastern Section)

The rolling stock authorised for this scheme (which also included the ‘Chatham’ lines already in operation) was the already described newly built units nos.1496-1524, and a larger batch of very similar units nos.1401–1495 & 1525‑1534, along with two coach trailer units 1051-1117. It is presumed that the original order for these units was for ninety-five and this was later increased to one-hundred & five, hence the jump in numbering.

H.O. Order Numbers

Full details of the H.O. order numbers for these units are not known, but twenty-four Motor Coaches were to H.O. 63 whilst all the trailers for units nos.1401-1495 were to H.O. 62, and all vehicles for units nos.1525-1534 were to H.O. 135.

Converted Coaches

The motor units were all conversions of SECR steam suburban coaches of both 4 and 6 wheel types from suburban block sets constructed between 1890 and 1901. Some had been constructed by the SE&CR itself at Ashford but many were built by contractors, some with electric lighting, whilst others were new with gas lighting. Some of the earlier ones had been mounted on wooden underframes, others had composite wood/steel underframes and some of the later built ones were on all-steel underframes.

These vehicle bodies were mounted onto SR ‘standard’ 62' 0" underframes at Ashford works and the new cab sections built, whilst electrical equipment installation and much finishing off work such as painting and upholstering was done at Brighton, Lovers Walk.

Electrical Equipment

Electrical equipment and motors were then also fitted at Lovers Walk. These units were equipped with DK 77 300hp motors within an ‘Eastern’ pattern 9' 0" wheelbase motor bogie, only this batch and the 1496 batch having these bogies, all other suburban motor units being fitted with the ‘Central’ type 8' 9" wheelbase motor bogies.

Underframes

The ‘standard’ 62' 0" underframes for units 1401-1495 were fabricated at Ashford, whilst those for units nos.1525-1534 were from Lancing (but built to the Ashford specification), as were all subsequent underframes used in conversions to SR electric stock as Lancing was then the designated works to produce these. These underframes were constructed 7’ 3” between solebars whilst those built subsequently from Lancing were 6’ 11” between solebars, though all other dimensions were identical.

Unit Layout

The layout of these units was the same as that of units nos.1496-1524 with two 8-compartment Motor Brake Thirds flanking a Trailer Composite with two third-class (one at each end) and 7 first-class compartments. Due to the varied origin of the vehicles there were some detail differences between units and the internal features were different including SECR marked luggage rack supports, older pattern door and commode handles, whilst some of the compartments were to differing dimensions owing to the varied origins of the donor coach bodies. However, they all retained the Lincrusta ceilings shaped into a shallow clerestory.

Conversion of Steam-hauled Coaches

The majority of bodies used in these conversions had compartment partitions ¾" wide and the coach ends were 2.7/8" thick, though a few had thicker intermediate partitions of 1¼". The TC cars weighed 27½ tons and the MBT cars 41 tons.

Donor bodies were stripped off their running gear at Ashford and remounted in various combinations onto their new 62' 0" frames to give the required layout for the new motor units. Where two bodies were joined together, the resultant partition was thicker than normal, in some cases a ‘dead space’ was created between two bodies, this being a noticeable feature of this batch of units where some compartments had a wider space between their ¼ light windows as a result.

All Motor Coaches had a new 9' 1" cab fitted at one end, whilst between this new cab and the converted bodies was located the guard's & luggage compartment, these differing in width slightly as the length of the passenger section varied depending on the compartment widths of the donor bodies.

Of the two-hundred & ten Motor Coaches required for this batch of units, one-hundred & thirty were built to diagram no.662, forty-one to diagram no.665 and thirty-nine to diagram no.666. For the one-hundred & five trailer coaches, seventy-five were built to diagram no.754 and the remaining thirty to diagram no.755.

Overall length of these units was 193' 8", width 8' 8¼" and height 12' 2¼" and they seated fifty-six first-class and one-hundred & eighty third. They weighed the same as the new units at 109½ tons and had the same arrangement of smoking & non‑smoking compartments. The whole of the unit no.1401-1495 batch were ready in advance of the electrification scheme commencing, being taken into stock in June 1925, whilst the unit no.1525-1534 batch were ready during 1926.

Motor Brake Third
(diag. no.662)

Motor Brake Thirds to diagram no.662 utilised bodies of 6-compartment thirds, these being 34' 6" long. These coaches had the two endmost compartments 5' 7½" wide and the centremost four 5' 7.3/8" wide. Three of these bodies were grouped together to form the bodies of two new Motor Coaches, the centremost body being cut in half.

One complete body was then placed on the new underframe, along with two compartments of the half-body. Part of the structure of the discarded third-class compartment from the half-body was incorporated in the structure of the new guard's brakevan.

The end result was a coach with a 7' 2.9/16" wide luggage space, one compartment 5' 7.3/8" wide, two at 5' 7½", four at 5' 7.3/8" and the last again at 5' 7½". At the body join between the two 5' 7½" compartments, the partition was 5¾" thick whilst all the others were only ¾" thick, this wide partition dividing the compartments 2/6.

The bodies of diagram no.662 MBT cars 8475-8494 converted for the final batch of units nos.1525-1534 were converted from two brake composites, these coaches having one second-class and four third-class compartments. However, these coaches had themselves been rebuilt between 1910 and 1914 from six compartment thirds, having one compartment converted into a luggage van and another upgraded to second.

As such, they therefore had the same internal dimensions as the other six compartment thirds converted earlier, and during conversion for electric working the former luggage compartment was altered back to a passenger compartment so that six compartments were furnished by one old body and two taken from the other.

Motor Brake Third
(diag. no.665)

Motor Brake Thirds to diagram no.665 utilised bodies of two 5 compartment thirds, these being 27' 0" long. All compartments in these coaches were 5' 3" wide. One complete body was placed on the inner end of the new underframe whilst another body with the end compartment removed and the adjacent one stripped and rebuilt as part of the luggage space was added against the first.

To allow for the narrower compartments the luggage van was wider at 10' 2". All compartments were therefore of the same width (5' 3") with the wide 5¾" partition this time being between the third and fourth compartments away from the luggage van dividing them 3/5.

In the first twelve coaches converted to this diagram, the luggage doors were placed the same distance back from the cab as the diagram no.662 conversions, but as the luggage van was about 3' wider, the last twenty-nine conversions had them placed further back, much closer to the passenger compartments. Coaches with the luggage doors further forward were marshalled into units nos.1411-1416.

Motor Brake Third
(diag. no.666)

Motor Brake Thirds to diagram no.666 again used the complete body of a 27' 0" five compartment Third as in the diagram no.665 conversions, these being used as the five compartments at the non-driving end of the new body. The remaining three compartments came from 27' 0" Brake Thirds, these coaches having three compartments 5' 7.3/8" wide.

All three passenger compartments were reused in the new body, whilst part of the former brakevan structure was rebuilt into the new luggage area of the electric body. Again, the wide 5¾" partition divided the compartments 3/5. As three compartments of the passenger accommodation were wider than the diag. no.665 conversions, the width of the luggage compartment was reduced to compensate, these being 9' 0.7/8" wide.

As with the diagram no.665 batch of conversions, the first twelve conversions had the luggage doors further forward, the remaining twenty-seven conversions having them placed further back towards the passenger compartments. Those with the doors further forward were marshalled into new units nos.1417-1422. Passenger compartments in these vehicles were three of 5' 7.3/8" and five of 5' 3" in width.

Trailer Composite
(diag. no.754)

Seventy five Trailer Composites were converted to diagram no.754. To form these coaches, two bodies of 27' 0" four compartment composites were used for the conversion. These coaches consisted of a second-class compartment at each end (6' 2¾" wide) with two first-class compartments between (6' 10½" wide) between. The intermediate partitions in these vehicles were 1¼" thick.

Conversion involved placing one of the bodies at each end of their new 62' 0" underframe and discarding the second-class compartment at the inner end. The space between the bodies was then filled with three new first-class compartments, the outmost two again being 6' 10½" wide, whilst the middle one was slightly wider at 6' 11¾" to fill the remaining space. The new partitions for these compartments were again 1¼" thick.

The resultant new body therefore had compartment widths as follows:- 6' 2¾, three of 6' 10½", 6' 11¾", three of 6' 10½", 6' 2¾". The narrower outermost compartments were now designated as third-class in the electric units.

Trailer Composite
(diag. no.755)

The remaining thirty Trailer Composite bodies were converted to diagram no.755. These coaches were formed of the bodies of two 33' 0" five compartment seconds. These coaches had all compartments 6' 5" wide with 1¼" thick partitions.

The old bodies were shortened, one losing one compartment and the other two, the surviving compartments then being placed on the new underframe, three at one end and four at the other. Two new first-class compartments were then built between them, these both being 7' 0" wide, and between these two new compartments was a 'dead space' of 1' 7¾", presumably to avoid making the two new compartments too wide.

All the new partitions were again 1¼" thick. The resultant new body therefore had compartment widths as follows:- three 6' 5", two 7' 0", four 6' 5" with the 'dead space' between the two 7' 0" ones. The outermost compartment at each end was designated at third-class in the electric units, though it was of the same width as some of the adjacent first-class compartments.

The bodysides were less smooth than the newly built sets which had steel panelling, as the wooden panelling on the converted coaches had some wooden panel beading. A few vehicles had their lower panelling made of vertical wooden slatting, known as matchboarding.

Into Service

As with the new built batch of units, a number of these units entered traffic during 1925 formed temporarily as 4-car units with two TC cars seating one-hundred & twelve first-class and two-hundred third-class. Forty-nine units were involved, eleven from the no.1496-1524 batch and thirty-eight from the no.1401-1495 batch (not all their original formations were recorded).

These forty-nine units in 4-car form were required for ‘phase 1’ of the electrification scheme, using forty-two in traffic with seven spares. Again, as a result the TC cars were not allocated to units in any particular order.

New trailers for units no.1487-1489 & 1491-1495 were stored for a while at Streatham Hill pending completion of their Motor Coaches. These units were also fitted with MCB automatic couplers when new and some were subsequently changed to the centre buffer and three link chain arrangement, though many units remained bar-coupled until augmentation.

Wartime

Units were downgraded to all-third-class in October 1941 then seating 236 third. A few vehicles were withdrawn following war damage but most units survived to be augmented to 4 SUB after the war by inclusion of a ‘Bulleid’ style all‑steel trailer, being renumbered into the 44xx series.

Post-war

A number of units were withdrawn still formed as 3-car units in 1949 /1950 and after electrical stripping were stored at Hassocks for a while en-route to Lancing works where the bodywork was scrapped, the underframes of these units then being reconditioned for use under new all‑steel 4 SUB units being built at Eastleigh.

Unit Formations

Unit formations were as follows, with details of the temporary 4-car formations shewn first, these units running in public service for about two months before being reduced to 3-car as intended. The unit that the additional trailer was later allocated to is shewn, in some cases both trailers were exchanged. The displaced trailers are marked with an ‘*’.

diagram numbers (which were complex. within this batch) are shewn, appearing each time there is a change in that column. The number of the augmented 4 SUB the unit became is also shewn, a few of these numbers were used by more than one unit at different times and where this is the case a number in brackets appears after this number, (1) being the first one formed, (2) the second.

Initial temporary 4-car formations
June 1925 to October 1925

Unit no.	Into service	MBT	TC	TC	MBT	Final unit/s
Layout		8T	1T/7F/1T	1T/7F/1T	8T	for addtl TC
Diag. No.		662	755	755	662
1402	1-Jul-25	8229	9518	9521*	8230	1490
Diag. No.			754	754
1403	1-Jul-25	8231	9501	9499*	8232	1455
Diag. No.			755
1404	1-Jul-25	8233	9517	9519*	8234	1465
Diag. No.			754
1405	1-Jul-25	8235	9502	9504*	8236	1469
1406	1-Jul-25	8237	9498	9500*	8238	1478
Diag. No.				755
1407	1-Jul-25	8239	9534	9520*	8240	1484
1409	1-Jul-25	8243	9495*	9513	8244	1443
Diag. No.			755
1410	1-Jul-25	8245	9549*	9546	8246	1479
Diag. No.		665			665
1411	1-Jul-25	8247	9508*	9512*	8248	1483 /1433
1412	1-Jul-25	8249	9509	9507*	8250	1466
Diag. No.			754	754
1413	1-Jul-25	8251	9530*	9534	8252	1491
Diag. No.			755	755
1414	1-Jul-25	8253	9510*	9506	8254	1492
1415	1-Jul-25	8255	9511*	9505	8256	1461
Diag. No.			754	754
1416	1-Jul-25	8257	9533*	9532	8258	1481
Diag. No.		666			666
1417	1-Jul-25	8259	9527*	9528	8260	1474
Diag. No.				755
1418	1-Jul-25	8261	9491*	9552	8262	1488
Diag. No.			755
1419	1-Jul-25	8263	9523	9522*	8264	1442
Diag. No.			754	754
1420	1-Jul-25	8265	9526	9529*	8266	1475
1421	13-Jul-25	8267	9559*	9564	8268	1459
1422	1-Jul-25	8269	9493	9486*	8270	1432
Diag. No.			755	755
1423	1-Jul-25	8271	9515*	9514	8272	1480
Diag. No.			754	754
1424	1-Jul-25	8273	9485*	9487	8274	1467
1425	1-Jul-25	8275	9488	9494*	8276	1489
1426	7-Jul-25	8277	9574*	9573	8278	1453
1427	1-Jul-25	8279	9489*	9490	8280	1473
Diag No.			755	755
1429	1-Jul-25	8283	9548	9554*	8284	1411
1430	1-Jul-25	8285	9547*	9545	8286	1456
Diag. No.			754	754
1431	1-Jul-25	8287	9565	9570/9*?	8288	1441
1432	13-Jul-25	8289	9492*	9525*	8290	1464/1487
1433	1-Jul-25	8291	9569*	9568*	8292	1486/1476
1434	13-Jul-25	8293	9571	9567*	8294	1482
1435	9-Jul-25	8295	9561*	9563	8296	1468
Diag. No.					665
1436	7-Jul-25	8297	9560	9558*	8298	1471
Diag. No.		665	755
1437	13-Jul-25	8299	9550	9570/9*?	8300	1441
Diag. No.			754	755
1438	9-Jul-25	8301	9566	9516*	8302	1485
1440	27-Jul-25	8305	9542	9540*	8306	1470
Diag. No.			755	754
1444	8-Aug-25	8313	9557*	9556*	8314	1472/1477
Diag. No.			754	755
1445	14-Aug-25	8315	9562	9555*	8316	1444

Notes

TC 9570 shows in both units nos.1431 and 1437, possible one of these was actually 9579.

Some sources show unit no.1437 augmented with 9570 and that unit no.1431 was not formed as a 4-car.

3 Car Motor Unit Formations

Unit no.	Into service	MBT	TC	MBT	4 SUB no.	Date	Date
Layout		8T	1T/7F/1T	8T		augmented	withdrawn
Diag. No.		662	754	662
1401	1-Jul-25	8227	9531	8228	-	-	16-Mar-50
Diag. No.			755
1402	1-Jul-25	8229	9518	8230	4432	Apr-47	-
Diag. No.			754
1403	1-Jul-25	8231	9501	8232	4433	Feb-47	-
Diag. No.			755
1404	1-Jul-25	8233	9517	8234 8376	-	-	11-Jan-49
Diag. No.			754
1405	1-Jul-25	8235	9502	8236	4434	21-Jan-47	-
1406	1-Jul-25	8237	9498	8238	4406 (2)	Oct-48	-
1407	1-Jul-25	8239	9524	8240	4435	May-47	-
1408	1-Jul-25	8241 8256^21	9496	8242	-	-	8-Jun-49
Diag. No.			755
1409	1-Jul-25	8243	9513	8244	4436	Aug-47	-
1410	1-Jul-25	8245	946	8246	4437	14-May-47	-
Diag. No.		665		665
1411	1-Jul-25	8247	9554	8248	4438	20-Jan-47	-
1412	1-Jul-25	8249	9509	8250	4439 (1)	Jul-47	-
Diag. No.			754
1413	1-Jul-25	8251	9534	8252	4440	Jul-47	-
Diag. No.			755
1414	1-Jul-25	8253 8372^22	9506	8254	4441	9-Apr-47	-
1415	1-Jul-25	8255	9505	8256	4442 (1)	Apr-47	-
Diag. No.			754
1416	1-Jul-25	8257	9532	8258	4443	Jun-47	-
Diag. No.		666		666
1417	1-Jul-25	8259 8299^23	9528	8260	4444	7-May-47	-
Diag. No.			755
1418	1-Jul-25	8261	9552	8262	4445	23-Dec-46	-
1419	1-Jul-25	8263	9523	8264	4446	May-47	-
Diag. No.			754
1420	1-Jul-25	8265	9526	8266	4447	Aug-47	-
1421	13-Jul-25	8267	9564	8268	-	-	3-May-50
1422	1-Jul-25	8269	9493	8270	4448	May-47	-
Diag. No.			755
1423	1-Jul-25	8271	9514	8272	4449	Apr-47	-
Diag. No.			754
1424	1-Jul-25	8273	9487	8274	4450	Mar-47	-
1425	1-Jul-25	8275	9488	8276	-	-	30-May-50
1426	7-Jul-25	8277	9573	8278 8377^24	4451	25-Dec-46	-
1427	1-Jul-25	8279	9490	8280	-	-	c.Jan-45
Diag. No.			755
1428	1-Jul-25	8281 8290	9553	8282 8691^25	-	-	c.Jan-45
1429	1-Jul-25	8283	9548	8284	4452	8-Jan-47	-
1430	1-Jul-25	8285	9545	8286	-	-	30-May-50
Diag. No.			754
1431	1-Jul-25	8287	9565	8288	4453	11-Mar-47	-
1432	13-Jul-25	8289	9486	8290 8281	-	-	12-Apr-50
Diag. No.			755
1433	1-Jul-25	8291	9512	8292	4454	25-Mar-47	-
Diag. No.			754
1434	13-Jul-25	8293	9571	8294 8485^26	4455	24-Jan-47	-
1435	9-Jul-25	8295	9563	8296	4456	Jun-47	-
Diag. No.				665
1436	7-Jul-25	8297	9560	8298	4457	Jun-47	-
Diag. No.		665	755
1437	13-Jul-25	8299 8259^27	9550	8300	4458	11-Jan-47	-
Diag. No.			754
1438	9-Jul-25	8301	9566	8302	-	-	16-Mar-50
1439	22-Jul-25	8303	9538	8304	4459	7-Mar-47	-
1440	27-Jul-25	8305	9542	8306	-	-	16-Mar-50
1441	22-Jul-25	8307	9570	8308	4460	22-Jan-47	-
Diag. No.			755
1442	22-Jul-25	8309	9522	8310	4461	Jun-47	-
Diag. No.			754
1443	21-Jul-25	8311	9495	8312	4462	24-Dec-46	-
Diag. No.			755
1444	8-Aug-25	8313	9555	8314	4463	May-47	-
Diag. No.			754
1445	14-Aug-25	8315	9562	8316	-	-	16-Mar-50
1446	30-Aug-25	8317	9544	8318	4464	20-Jan-47	-
1447	31-Aug-25	8319	9541	8320	4465	27-Jan-47	-
1448	30-Aug-25	8321 8333^28	9543	8322	-	-	12-Apr-50
1449	30-Aug-25	8323	9536	8324	-	-	30-May-50
1450	9-Sep-25	8325	9539	8326	4466	30-Dec-46	-
Diag. No.		662		662
1451	14-Sep-25	8327	9535	8328	4467	27-Mar-47	-
1452	21-Nov-25	8329	9503	8330	4468	Jul-47	-
1453	12-Sep-25	8331	9574	8332	4469	May-47	-
1454	12-Sep-25	8333	9497	8334	-	-	Sep-40
1455	21-Sep-25	8335	9499	8336 8391	4470	Jul-47	-
Diag. No.			755
1456	21-Sep-25	8337	9547	8338	4471	Jul-47	-
1457	29-Sep-25	8339	9551	8340 8349	4472	May-47	-
Diag. No.			754
1458	15-Oct-25	8341	9572	8342	-	-	16-Mar-50
1459	12-Oct-25	8343	9559	8344	4473	May-47	-
1460	21-Nov-25	8345	9537	8346	4474	May-47	-
Diag. No.			755
1461	11-Nov-25	8347	9511	8348	-	-	2-Dec-49
Diag. No.			754
1462	21-Sep-25	8349	9579	8350	-	-	Dec-41
1463	21-Sep-25	8351	9577	8352	-	-	30-May-50
1464	4-Jan-26	8353	9492	8354	4475	May-47	-
1465	28-Sep-25	8355	9519	8356	-	-	16-Mar-50
Diag. No.			755
1466	2-Oct-25	8357	9507	8358	4476	4-Mar-47	-
Diag. No.			754
1467	10-Dec-25	8359	9485	8360	4477	Apr-47	-
1468	9-Oct-25	8361	9561	8362	4478	16-Jan-47	-
1469	5-Nov-25	8363	9504	8364	4479	Mar-47	-
1470	17-May-26	8365	9540	8366	-	-	Jan-47
1471	11-Nov-25	8367	9558	8368	4480	Aug-47	-
Diag. No.			755
1472	23-Oct-25	8369	9557	8370	4481	28-Jan-47	-
Diag. No.			754
1473	14-Oct-25	8371 8371^29	9489	8372	-	-	Nov-40
1474	26-Nov-25	8373	9527	8374	4254	-	22-Mar-47
1475	15-Oct-25	8375	9529	8376 8282^30	4482	Jun-47	-
1476	18-Feb-26	8377	9568	8378	-	-	c.Nov-40
1477	21-Oct-25	8379	9556	8380	4483 (1)	Jun-47	-
1478	27-Mar-26	8381	9500	8382	4484	Apr-47	-
Diag. No.			755
1479	5-Feb-26	8383	9549	8384	-	-	25-Jan-50
1480	5-Feb-26	8385	9515	8386	4485	May-47	-
Diag. No.			754
1481	27-Oct-25	8387	9533	8388	-	-	2-Dec-49
1482	23-Jan-26	8389	9567	8390	-	-	30-May-50
Diag. No.			755
1483	28-Oct-25	8391 8279^31	9508	8392	4486	Jun-47	-
1484	12-Dec-25	8393	9520	8394	4487	1-Jan-47	-
1485	1-Jan-26	8395	9516	8396	4488	8-Jan-47	-
Diag. No.			754
1486	29-Dec-25	8397	9569	8398	4489	May-47	-
1487	19-Jan-26	8399	9525	8400	-	-	3-May-50
1488	26-Jan-26	8401	9491	8402	4490	Dec-46	-
1489	14-May-26	8403	9494	8404	4491	Aug-47	-
Diag. No.			755
1490	1-Feb-26	8405	9521	8406	4492	Aug-47	-
Diag. No.			754
1491	16-Feb-26	8407	9530	8408	4493	May-47	-
Diag. No.			755
1492	2-Mar-26	8409	9510	8410	-	-	25-Jan-50
Diag. No.			754
1493	11-Jun-26	8411	9578	8412	4494	May-47	-
1494	23-Jun-26	8413	9576	8414	-	-	3-May-50
1495	11-Jun-26	8415	9575	8416	-	-	2-Dec-49
1525	May-26	8475	9609	8476	4442 (2)	Mar-48	-
1526	May-26	8477	9612	8478	4495	10-Jan-47	-
1527	May-26	8479	9611	8480	4496	May-47	-
1528	Jun-26	8481	9610	8482	-	-	2-Dec-49
1529	Jun-26	8483	9617	8484	4497	May-47	-
1530	Jun-26	8485	9618	8486	-	-	Nov-40
1531	Jul-26	8487	9613	8488	4498	6-Jan-47	-
1532	Jul-26	8489	9614	8490	4499	Jun-47	-
1533	Jul-26	8491	9616	8492	4500	Jun-47	-
1534	Jul-26	8493	9615	8494	4501	May-47	-

Footnotes
21	MBT diag. no.665.
22	MBT diag. no.662.
23	MBT diag. no.665.
24	MBT diag. no.662.
25	Ex. LBSCR conversion, diag. no.675.
26	MBT diag. no.662.
27	MBT diag. no.666.
28	MBT diag. no.662.
29	New vehicle with number of original, body ex. LSWR with 7½ compt, diag. no.687.
30	MBT diag. no.666.
31	MBT diag. no.666.

Individual Unit Notes
(nos.1401–1534)

Unit
1401	Unit commenced service 1-Jul-25. Unit withdrawn 16-Mar-50 and stored out of use at Hassocks c.Apr‑50, bodywork broken-up at Lancing that w/e 13-May-50. Underframes sent to Eastleigh, 8227 & 9531 both on 31-May-50, 8228 on 6-Jun-50, all later used in construction of new 4 SUB vehicles: 8227 for 12705 (unit no.4687) Sep‑50, 9531 for 8962 (unit no.4682) Jul‑50 and 8228 for 12734 (unit no.4701) Nov‑50.
1402	Unit commenced service as 4-car 1-Jul-25 with TC 9521 in formation, this car to 1490 by 1-Feb-26.
1403	Unit commenced service as 4-car 1-Jul-25 with TC 9499 in formation, this car to 1455 by 21-Sep-25.
1404	Unit commenced service as 4-car 1-Jul-25 with TC 9519 in formation, this car to 1465 by 28-Sep-25. MBT 8234 badly damaged in head-on collision with unit no.1667 at Caterham 26-Jun-45 and bodywork broken‑up on site. Unit back to traffic Jul‑45 with 8376 (ex.1475 via 1774). Underframe of 8234 part cut‑up at Lancing 14-May-46. Unit withdrawn 11-Jan-49 and bodies broken‑up at Lancing, TT 9517 w/e 21-May-49, MBT 8233 w/e 17-Sep-49 and 8376 w/e 24-Sep-49. Underframe of 9517 sent to Eastleigh 11-Jun-49 and used in construction of new 4 SUB vehicle 12380 (unit no.4640) Oct‑49, underframes of both MBTs sent to Hassocks 23-Sep-49 for store and later used in construction of new 4 SUB vehicles: 8233 for 12759 (unit no.4714) Jan‑51 and 8376 for 12721 (unit no.4695) Oct‑50.
1405	Unit commenced service as 4-car 1-Jul-25 with TC 9504 in formation, this car to 1469 by 5-Nov-25.
1406	Unit commenced service as 4-car 1-Jul-25 with TC 9500 in formation, this car to 1478 by 27-Mar-26.
1407	Unit commenced service as 4-car 1-Jul-25 with TC 9520 in formation, this car to 1484 by 12-Dec-25.
1408	Unit commenced service 1-Jul-25. Unit damaged in collision in Selhurst depot 18-Nov-48 and MBT 8241 to augmented 4 SUB unit no.4332 c.Jan‑49 after repairs. Replaced by 8256 (ex. disbanded unit no.4442[1]). Unit out of use by May 1949 and withdrawn 8-Jun-49, bodywork of all three cars broken-up at Lancing, that of 9496 w/e 21-May-49 and 8242 and 8256 w/e 10-Sep-49. Underframe of 9496 sent to Eastleigh 11-Jun-49 and used in construction of new 4 SUB vehicle 8924 (unit no.4644) Oct‑49, underframes of both MBTs sent to Gatwick 13-Sep-49 for store and later used in construction of new 4 SUB vehicles: 8242 for 12715 (unit no.4692) Sep‑50, 8256 for 12719 (unit no.4694) Sep‑50.
1409	Unit commenced service as 4-car 1-Jul-25 with TC 9495 in formation, this car to 1443 by 21-Jul-25.
1410	Unit commenced service as 4-car 1-Jul-25 with TC 9549 in formation, this car to 1479 by 5-Feb-26.
1411	Unit commenced service as 4-car 1-Jul-25 with TCs 9508 and 9512 in formation. Unit reformed c.Oct‑25 and 9508 to unit no.1483, 9512 to unit no.1433, replaced by 9554 (ex.1429).
1412	Unit commenced service as 4-car 1-Jul-25 with TC 9507 in formation, this car to 1466 by 2-Oct-25. Unit damaged by F/B (V1 flying bomb) blast at Waterloo 23-Jun-44, repaired at Durnsford Road.
1413	Unit commenced service as 4-car 1-Jul-25 with TC 9530 in formation, this car to 1491 by 16-Feb-26. MBT 8252 and TC 9534 damaged by enemy action in Durnsford Road sidings 8-Sep-40, repaired at the depot. Unit damaged by F/B (V1 flying bomb) blast at Selhurst station 14-Jul-44, (repair details unknown). Unit damaged by V2 blast near Eltham Well Hall 14-Nov-44, (repair details unknown).
1414	Unit commenced service as 4-car 1-Jul-25 with TC 9510 in formation, this car to 1492 by 2-Mar-26. MBT 8253 burnt out by enemy incendiaries at Selhurst depot 30-Oct-40 and remains of body broken-up nearby 18-Dec-40. Replaced by 8372 (ex. 1473) c.Nov‑40. Underframe of 8253 sent to Amberley for storage 6-Dec-45 and later used in construction of 4 SUB vehicle 12720 (unit no.4694) Sep‑50.
1415	Unit commenced service as 4-car 1-Jul-25 with TC 9511 in formation, this car to 1461 by 11-Nov-25.
1416	Unit commenced service as 4-car 1-Jul-25 with TC 9533 in formation, this car to 1481 by 27-Oct-25.
1417	Unit commenced service as 4-car 1-Jul-25 with TC 9527 in formation, this car to unit no.1474 by 26-Nov-25. Unit damaged by enemy action (details unknown) and MBT 8259 exchanged with 8299 (ex.1437) during repairs.
1418	Unit commenced service as 4-car 1-Jul-25 with TC 9491 in formation, this car to unit no.1488 by 26-Jan-26.
1419	Unit commenced service as 4-car 1-Jul-25 with TC 9522 in formation, this car to unit no.1442 by 22-Jul-25. Unit record card shows that the identities of the two MBTs of this unit 8263 and 8264 were exchanged whilst the unit undergoing overhaul at Lancing, dated 2-May-32, the reason for this is unknown. Unit blast damaged by enemy bombing at Gillingham 6-Nov-40, repaired at the depot.
1420	Unit commenced service as 4-car 1-Jul-25 with TC 9529 in formation, this car to unit no.1475 by 15-Oct-25.
1421	Unit commenced service as 4-car 13-Jul-25 with TC 9559 in formation, this car to unit no.1459 by 12-Oct-25. Unit withdrawn 3-May-50 and bodywork broken-up at Lancing w/e 10-Jun-50. Underframes sent to Eastleigh, 9564 on 3-Jul-50 and both MBT cars on 8-Jul-50, all later used in construction of new 4 SUB vehicles: 8267 for 12714 (unit no.4691) Sep‑50, 9564 for 8974 (unit no.4694) Sep‑50 and 8268 for 12726 (unit no.4697) Oct‑50.
1422	Unit commenced service as 4-car 1-Jul-25 with TC 9486 in formation, this car to unit no.1432 by c.Jan‑26.
1423	Unit commenced service as 4-car 1-Jul-25 with TC 9515 in formation, this car to unit no.1480 by 5-Feb-26. Unit damaged by V2 blast near Petts Wood 14-Nov-44 and moderate damage to TC 9515, (repair details unknown).
1424	Unit commenced service as 4-car 1-Jul-25 with TC 9485 in formation, this car to unit no.1467 by 10-Dec-25. Unit damaged by F/B (V1 flying bomb) blast at Waterloo 23-Jun-44, repaired at Durnsford Road.
1425	Unit commenced service as 4-car 1-Jul-25 with TC 9494 in formation, this car to unit no.1489 by 14-May-26. Unit withdrawn 30-May-50 and bodywork broken-up at Lancing w/e 15-Jul-50. Underframes sent to Eastleigh 19-Aug-50 and all later used in construction of new 4 SUB vehicles: 8275 for 12740 and 8276 for 12739 (both unit no.4704) Nov‑50, 9488 for 8983 (unit no.4703) Nov‑50.
1426	Unit commenced service as 4-car 7-Jul-25 with TC 9574 in formation, this car to unit no.1453 by 12-Sep-25. MBT 8278 destroyed by enemy bombing at Selhurst depot 14-Oct-40 and withdrawn 20-Nov-40. Replaced by 8377 (ex.1476) from Feb‑41.
1427	Unit commenced service as 4-car 1-Jul-25 with TC 9489 in formation, this car to unit no.1473 by 14-Oct-25. Unit badly damaged by V2 explosion at Peckham Rye depot 6-Jan-45 and MBT 8280 bodywork broken-up on site. Unit disbanded and 8279 to unit no.1483 (no date) after repairs, 9490 to unit no.4520 c.Aug‑47 after repairs. Underframe of 8280 later used in construction of 4 SUB vehicle 12758 (unit no.4713) Jan‑51.
1428	Unit commenced service 1-Jul-25. Unit damaged by enemy action (location unknown) during 1942. MBT 8281 exchanged with 8290 (ex.1432), MBT 8282 to unit no.1475, replaced c.Nov‑42 by 8691 (ex.1722), a former LBSCR vehicle conversion (to diag. no.675) and fitted with a ‘Central’ type motor bogie and MV 339 motors. Unit badly damaged by V2 explosion at Peckham Rye depot 6-Jan-45, MBT 8691 to unit no.4520 after repairs, bodywork of remaining two vehicles broken-up on site and their underframes used in construction of new 4 SUB vehicles: 9553 for 9005 (unit no.4725) Apr‑51 and 8290 for 12728 (unit no.4698) Oct‑50.
1429	Unit commenced service as 4-car 1-Jul-25 with TC 9554 in formation, this car to unit no.1411 c.Oct‑25.
1430	Unit commenced service as 4-car 1-Jul-25 with TC 9547 in formation, this car to unit no.1456 by 21-Sep-25. Unit damaged by enemy bombing at New Cross Gate 17-Oct-40 but repaired. Unit withdrawn 30-May-50 and bodywork broken-up at Lancing w/e 24-Jun-50. Underframes sent to Eastleigh 14-Jul-50 and all later used in construction of new 4 SUB vehicles: 8285 for 12722 (unit no.4695) Oct‑50, 9545 for 8978 (unit no.4698) Oct‑50 and 8286 for 12729 (unit no.4699) Oct‑50.
1431	Unit commenced service as 4-car 1-Jul-25 with TC 9570 in formation, this car to unit no.1441 by 22-Jul-25. NB 9570 also possibly in 1437!
1432	Unit commenced service as 4-car 13-Jul-25 with TC cars 9492 and 9525 in formation. Unit reformed c.Jan‑26 and 9492 to unit no.1464, 9525 to unit no.1487, replaced by 9486 (ex.1422). Unit damaged by enemy action (location unknown) during 1942 and MBT 8290 exchanged with 8281 (ex.1428). Unit withdrawn 12-Apr-50 and bodywork broken-up at Lancing w/e 22-Jul-50. Underframes sent to Eastleigh 29-Aug-50 and all later used in construction of new 4 SUB vehicles: 8289 for 12736 and 8281 for 12735 (both unit no.4702) Nov‑50, 9486 for 8976 (unit no.4696) Oct‑50.
1433	Unit commenced service as 4-car 1-Jul-25 with TC cars 9569 and 9568 in formation. Unit reformed c.Oct‑25 and 9569 to unit no.1486, 9568 to unit no.1476, replaced by 9512 (ex.1411). Unit damaged by enemy bombing at Slades Green 4-Feb-44, probably repaired at the depot.
1434	Unit commenced service as 4-car 13-Jul-25 with TC 9567 in formation, this car to unit no.1482 by 23-Jan-26. MBT 8294 damaged by enemy action 11-Nov-40 (location unknown) and withdrawn 20-Nov-40 and body grounded at Slades Green (minus cab) as lobby for electrical dept. Subsequently broken-up in late 1950s. Replaced by 8485 (ex.1530) c.Jan‑41. Unit damaged by F/B (V1 flying bomb) blast at West Croydon 23-Jun-44, repaired at Selhurst by 29-Jun-44.
1435	Unit commenced service as 4-car 9-Jul-25 with TC 9561 in formation, this car to unit no.1468 by 9-Oct-25.
1436	Unit commenced service as 4-car 7-Jul-25 with TC 9558 in formation, this car to unit no.1471 by 11-Nov-25.
1437	Unit commenced service as 4-car 13-Jul-25 with TC 9570 in formation, this car to unit no.1441 22-Jul-25. NB 9570 also possibly in unit no.1431! Unit damaged by enemy action (no date) and MBT 8299 exchanged with 8259 (ex.1417) during repairs.
1438	Unit commenced service as 4-car 9-Jul-25 with TC 9516 in formation, this car to unit no.1485 by 1-Jan-26. Unit withdrawn 16-Mar-50 and stored briefly at Hassocks c.Apr‑50, bodywork broken-up at Lancing w/e 19-Aug-50. Underframes sent to Eastleigh 9-Sep-50 and all later used in construction of new 4 SUB vehicles: 8301 for 12760 (unit no.4714) Jan‑51, 9566 for 8991 (unit no.4711) Dec‑50 and 8302 for 12761 (unit no.4715) Jan‑51.
1439	Unit commenced service 22-Jul-25. Unit damaged by enemy bombing near Durnsford Road 19-Oct-40 but repaired.
1440	Unit commenced service as 4-car 22-Jul-25 with TC 9540 in formation, this car to unit no.1470 by 17-May-26. Unit withdrawn 16-Mar-50 and bodywork broken-up at Lancing w/e 15-Jul-50. Underframes sent to Eastleigh 26-Aug-50 and all later used in construction of new 4 SUB vehicles: 8305 for 12743 (unit no.4706) Nov‑50, 9542 for 8980 (unit no.4700) Oct‑50 and 8306 for 12737 (unit no.4703) Nov‑50.
1441	Unit commenced service 22-Jul-25. TC 9570 ran initially in unit no.1431 (or 1437!).
1442	Unit commenced service 22-Jul-25. TC 9522 ran initially in unit no.1419.
1443	Unit commenced service 21-Jul-25. TC 9495 ran initially in unit no.1409. Unit damaged in Battersea Park collision 2-Apr-37 but repaired.
1444	Unit commenced service as 4-car 8-Aug-25 with TCcars 9557 and 9556 in formation. Unit reformed c.Sep‑25 and 9557 to unit no.1472, 9556 to unit no.1477, replaced by 9555 (ex.1445).
1445	Unit commenced service as 4-car 14-Aug-25 with TC 9555 in formation, this car to unit no.1444 c.Sep‑25. Unit withdrawn 16-Mar-50 and stored briefly at Hassocks c.Apr‑50, bodywork broken-up at Lancing w/e 19-Aug-50. Underframes sent to Eastleigh 13-Sep-50 and all later used in construction of new 4 SUB vehicles: 8315 for 12747 (unit no.4708) Dec‑50, 9562 for 8985 (unit no.4705) Nov‑50 and 8316 for 12744 (unit no.4706) Nov‑50.
1446	Unit commenced service 30-Aug-25. Unit slightly damaged by F/B (V1 flying bomb) blast near Battersea Park 16-Jul-44, repair details unknown.
1447	Unit commenced service 31-Aug-25.
1448	Unit commenced service 30-Aug-25. Unit burnt by enemy incendiaries at Victoria 8-Sep-40; MBT 8321 withdrawn 25-Sep-40 and body broken‑up at Lancing 30-Oct-40, underframe also later cut‑up there 4-Aug-43. Replaced by 8333 (ex.1454). Unit withdrawn 12-Apr-50 and bodywork broken-up at Lancing w/e 27-May-50. Underframes sent to Eastleigh, 8333 & 9543 both on 13-Jun-50 and 8322 on 20-Jun-50, all later used in construction of new 4 SUB vehicles: 8333 for 12702 and 9543 for 8965 (both unit no.4685) Aug‑50, 8322 for 12718 (unit no.4693) Sep‑50.
1449	Unit commenced service 30-Aug-25. Unit withdrawn 30-May-50 and bodywork broken-up at Lancing w/e 8-Jul-50. Underframes sent to Eastleigh 29-Jul-50 and all later used in construction of new 4 SUB vehicles:- 8323 for 12733 (unit no.4701) Nov‑50, 9536 for 8982 (unit no.4702) Nov‑50 and 8324 for 12738 (unit no.4703) Nov‑50.
1450	Unit commenced service 9-Sep-25. Unit damaged by V2 blast near Petts Wood 14-Nov-44, repair details unknown.
1451	Unit commenced service 14-Sep-25.
1452	Unit commenced service 21-Nov-25.
1453	TC 9574 ran initially in unit no.1426. Unit commenced service 12-Sep-25.
1454	Unit commenced service 12-Sep-25. MBT 8334 and bodywork of TC 9497 both destroyed by enemy incendiaries at Peckham Rye 9-Sep-40. MBT 8333 to unit no.1448 and unit withdrawn. Underframe of 9497 later used in construction of new 4 SUB vehicle 8917 (unit no.4637) Sep‑49.
1455	TC 9499 ran initially in unit no.1403. Unit commenced service 21-Sep-25. MBT 8336 badly damaged in collision with 'C' class loco 1589 at Mottingham 19-Mar-46 and broken-up on site. Replaced by 8391 (ex.1483).
1456	TC 9547 ran initially in unit no.1430. Unit commenced service 21-Sep-25.
1457	Unit commenced service 29-Sep-25. Unit in collision with unit no.1742 in Dorking North sidings 22-Dec-41; MBT 8340 damaged and withdrawn 24-Dec-41, bodywork broken-up at Hampton Court Mar‑42. Replaced by 8349 (ex.1462). Underframe of 8340 later used in construction of new 4 SUB vehicle 12692 (unit no.4680) Jul‑50.
1458	Unit commenced service 15-Oct-25. Unit withdrawn 16-Mar-50 and bodywork broken-up at Lancing w/e 10-Jun-50. Underframes sent to Eastleigh, 9572 on 26-Jun-50 and both MBT cars on 3-Jul-50, all later used in construction of new 4 SUB vehicles: 8341 for 12725 (unit no.4697) Oct‑50, 9572 for 8968 (unit no.4688) Sep‑50 and 8342 for 12727 (unit no.4698) Nov‑50.
1459	TC 9559 ran initially in unit no.1421. Unit commenced service 12-Oct-25.
1460	Unit commenced service 21-Nov-25.
1461	TC 9511 ran initially in unit no.1415. Unit commenced service 11-Nov-25. MBT 8347 damaged by anti-aircraft shell at Waterloo 24-Feb-44, repaired at Selhurst by 28-Feb-44. Unit damaged by F/B (V1 flying bomb) blast at Bromley South 10-Jul-44, repair details unknown. Unit withdrawn 2-Dec-49 and bodywork broken-up at Lancing w/e 29-Apr-50. Underframes sent to Eastleigh, 8348 & 9511 both on 15-May-50 and 8347 on 22-May-50, all later used in construction of new 4 SUB vehicles: 8347 for 12706 (unit no.4687) Sep‑50, 9511 for 8959 (unit no.4679) Jul‑50 & 8348 for 12694 (unit no.4681) Jul‑50.
1462	Unit commenced service 21-Sep-25. Unit in collision (with what? possibly unit no.1234) at Wimbledon 31-Dec-41 and withdrawn. MBT 8350 and bodywork of TT 9579 both broken-up at Hampton Court Mar‑42. MBT 8349 to unit no.1457. Underframe of 9579 stored at Lancing until used in construction of new 4 SUB vehicle 8913 (unit no.4633) Jul‑49.
1463	Unit commenced service 21-Sep-25. Unit withdrawn 30-May-50 and bodywork broken-up at Lancing w/e 29-Jul-50. Underframes sent to Eastleigh 2-Sep-50 and all later used in construction of new 4 SUB vehicles: 8351 for 12745 and 8352 for 12746 (both unit no.4707) Dec‑50, 9577 for 8981 (unit no.4701) Nov‑50.
1464	TC 9492 ran initially in unit no.1432. Unit commenced service 4-Jan-26.
1465	TC 9519 ran initially in unit no.1404. Unit commenced service 28-Sep-25. Unit withdrawn 16-Mar-50 and stored briefly at Hassocks, bodywork broken-up at Lancing w/e 20-May-50. Underframes sent to Eastleigh, 8356 & 9519 both on 6-Jun-50 and 8355 on 13-Jun-50, all later used in construction of new 4 SUB vehicles: 8355 for 12707 (4688) Sep‑50, 9519 for 8979 (4699) Oct‑50 and 8356 for 12732 (4700) Oct‑50.
1466	TC 9507 ran initially in unit no.1412. Unit commenced service 2-Oct-25. Unit damaged by V2 explosion near Brockley 1-Nov-44 but repaired.
1467	TC 9485 ran initially in unit no.1424. Unit commenced service 10-Dec-25.
1468	TC 9561 ran initially in unit no.1435. Unit commenced service 9-Oct-25. Unit damaged by enemy action between Barnes and Putney 3-Mar-43. Repaired at Lancing between 11-Mar-43 and 25-Mar-43.
1469	TC 9504 ran initially in unit no.1405. Unit commenced service 5-Nov-25.
1470	TC 9540 ran initially in unit no.1440. Unit commenced service 17-May-26. Unit damaged by enemy bombing at Victoria 9-Oct-40, repair details unknown. Unit in collision with unit no.1673 at Norwood Junction 17-Dec-46 and disbanded. TC 9540 withdrawn 9-Feb-48 and body broken-up at Lancing w/e 31-Jan-48. Underframe sent to Tisted for store 2-Feb-48 and later used in construction of new 4 SUB vehicle 12395 (unit no.4655) Dec‑49. MBT 8365 damaged and spare after repairs until used in unit no.4481 from Jun‑47. MBT 8366 to unit no.4452 c.Jan‑47.
1471	TC 9558 ran initially in unit no.1436. Unit commenced service 11-Nov-25.
1472	TC 9557 ran initially in unit no.1444. Unit commenced service 23-Oct-25. Unit damaged in collision with unit no.1590 at Streatham Hill 10-Dec-37 but repaired.
1473	TC 9489 ran initially in unit no.1427. Unit commenced service 14-Oct-25. Unit damaged in collision with 1615 at Battersea Park 2-Apr-37 and MBT 8371 withdrawn. Replaced Oct‑37 by a further conversion with ex. LSWR 7½-compartment body seating seventy-five third-class to diagram no.687, overall unit total now fifty-six first-class and one-hundred & seventy-five third-class. This replacement car converted from LSWR 1042 built Jun‑02 with electric lighting and subsequently renumbered 574, SR number 508. Unit damaged by enemy bombing at Orpington 25-Oct-40; TC 9489 and MBT 8371 damaged and bodies broken-up on site, 9489 18-Dec-40 and 8371 by 11-Dec-40. Unit withdrawn 11-Dec-40, MBT 8372 to unit no.1414. Underframe of 8371 eventually cut‑up at Lancing, but that of 9489 stored until reconditioned at Lancing and sent to Eastleigh 6-Apr-49 and used in construction of new 4 SUB vehicle 8909 (unit no.4629) Jul‑49.
1474	TC 9527 ran initially in unit no.1417. Unit commenced service 26-Nov-25. Unit damaged by enemy bombing at Durnsford Road 8-Sep-40, repair details unknown. MBT 8374 damaged in collision with unit no.1730 at Beckenham 23-Oct-46 and unit disbanded 22-Mar-47. MBT 8373 and TT 9527 both to augmented 4 SUB unit no.4254 after repairs May‑47. Bodywork of 8374 broken-up at Lancing 5-Apr-47 and underframe to store at Droxford 12-Apr-47, later used in construction of new 12724 (unit no.4696) Nov‑50.
1475	TC 9529 ran initially in unit no.1420. Unit commenced service 15-Oct-25. Unit damaged by enemy action during 1942 (location unknown) and damaged MBT 8376 to unit no.1774 after repairs. Replaced by 8282 (ex.1428) in 1942. Unit slightly damaged by F/B (V1 flying bomb) blast at Victoria 25-Jun-44, repair details unknown.
1476	TC 9568 ran initially in unit no.1433. Unit commenced service 18-Feb-26. Unit damaged by enemy bombing near Hampton Wick 16-Aug-40; MBT 8378 and TC 9568 badly damaged and broken-up at Waterloo 15-Oct-40. Unit withdrawn from 11-Dec-40 and MBT 8377 to unit no.1426 from Feb‑41. Underframe of 8378 cut-up at Lancing 28-Jul-43, that of 9568 to Lancing and used in construction of new 4 SUB vehicle 12375 (unit no.4635) Aug‑49.
1477	TC 9556 ran initially in unit no.1444. Unit commenced service 21-Oct-25.
1478	TC 9500 ran initially in unit no.1406. Unit commenced service 27-Mar-26. Unit damaged at Herne Hill 15-Oct-38 when hit in rear by loco 770, repair details unknown. Unit slightly damaged by V2 blast near Eltham Well Hall 14-Nov-44, repair details unknown.
1479	TC 9549 ran initially in unit no.1410. Unit commenced service 5-Feb-26. Unit withdrawn 25-Jan-50, stored at Hassocks c.Apr‑50 and bodywork broken-up at Lancing w/e 13-May-50. Underframes sent to Eastleigh, 8383 & 9549 both on 27-May-50 and 8384 on 31-May-50, all later used in construction of new 4 SUB vehicles: 8383 for 12704, 9549 for 8966 and 8384 for 12703 (all unit no.4686) Aug‑50.
1480	TC 9515 ran initially in unit no.1423. Unit commenced service 5-Feb-26.
1481	TC 9533 ran initially in unit no.1416. Unit commenced service 27-Oct-25. MBT 8388 slightly damaged by H/E blast near Gravesend Ctl. 4-Mar-44, repaired at Cannon Street that day. Unit withdrawn 2-Dec-49 and bodywork broken-up at Lancing w/e 6-May-50. Underframes sent to Eastleigh, 8387 & 9533 on 22-May-50 and 8388 on 27-May-50, all later used in construction of new 4 SUB vehicles: 8387 for 12709 (unit no.4689) Sep‑50, 9533 for 8964 (unit no.4684) Aug‑50 and 8388 for 12701 (unit no.4685) Aug‑50.
1482	TC 9567 ran initially in unit no.1434. Unit commenced service 23-Jan-26. Unit withdrawn 30-May-50 and bodywork broken-up at Lancing w/e 17-Jun-50. Underframes sent to Eastleigh, 9567 on 8-Jul-50 and both MBTs on 15-Jul-50, all later used in construction of new 4 SUB vehicles: 8389 for 12730 (unit no.4699) Oct‑50, 9567 for 8972 (unit no.4692) Sep‑50 and 8390 for 12731 (unit no.4700) Oct‑50.
1483	TC 9508 ran initially in unit no.1411. Unit commenced service 28-Oct-25. Unit damaged by enemy action (possibly at Peckham Rye 6-Jan-45) and MBT 8391 after repairs to unit no.1455 c.Mar‑46, replaced by 8279 (ex.1427).
1484	TC 9520 ran initially in unit no.1407. Unit commenced service 12-Dec-25. Unit damaged by enemy bombing at Slades Green 4-Feb-44, repaired at the depot by 9-Feb-44.
1485	TC 9516 ran initially in unit no.1438. Unit commenced service 1-Jan-26. Unit damaged by enemy bombing at Lancing works 30-Sep-42 and repaired there by 17-Nov-42.
1486	TC 9569 ran initially in unit no.1433. Unit commenced service 29-Dec-25.
1487	TC 9525 ran initially in unit no.1432. Unit commenced service 19-Jan-26. Unit damaged by F/B (V1 flying bomb) blast at New Cross Gate 2-Jul-44, repaired at Lancing. Unit withdrawn 3-May-50 and bodywork broken-up at Lancing w/e 1-Jul-50. Underframes sent to Eastleigh 22-Jul-50 and all later used in construction of new 4 SUB vehicles: 8399 for 12723 (unit no.4696) Oct‑50, 9525 for 8971 (unit no.4691) Sep‑50 and 8400 for 12716 (unit no.4692) Sep‑50.
1488	TC 9491 ran initially in unit no.1418. Unit commenced service 26-Jan-26.
1489	TC 9494 ran initially in unit no.1425. Unit commenced service 14-May-26.
1490	TC 9521 ran initially in unit no.1402. Unit commenced service 1-Feb-26. Unit slightly damaged by enemy action near Spa Road 20-Feb-44, repaired at Selhurst by 25-Feb-44.
1491	TC 9530 ran initially in unit no.1413. Unit commenced service 16-Feb-26.
1492	TC 9510 ran initially in unit no.1414. Unit commenced service 2-Mar-26. Unit withdrawn 25-Jan-50 and bodywork broken-up at Lancing w/e 22-Apr-50. Underframes sent to Eastleigh as follows: 8410 on 9-May-50, 8409 on 15-May-50 and 9510 on 17-May-50, all later used in construction of new 4 SUB vehicles: 8409 for 12698 (unit no.4683) Jul‑50, 9510 for 8969 (unit no.4689) Sep‑50 and 8410 for 12693 (unit no.4681) Jul‑50.
1493	Unit commenced service 11-Jun-26. MBT 8412 damaged in collision with unit no.1214 at Wimbledon Park 29-May-39, repair details unknown.
1494	Unit commenced service 23-Jun-26. Unit withdrawn 3-May-50 and bodywork broken-up at Lancing w/e 3-Jun-50. Underframes sent to Eastleigh, 9576 on 20-Jun-50 and both MBT cars on 21-Jun-50, all later used in construction of new 4 SUB vehicles: 8413 for 12708 (unit no.4688) Sep‑50, 9576 for 8977 (unit no.4697) Oct‑50 and 8414 for 12713 (unit no.4691) Sep‑50.
1495	Unit commenced service 11-Jun-26. Unit withdrawn 2-Dec-49 and bodywork broken-up at Lancing w/e 1-Apr-50. Underframes sent to Eastleigh, 8416 & 9575 on 29-Apr-50 and 8415 on 1-May-50 and all used in construction of new 4 SUB vehicles: 8415 for 12687 (unit no.4678) Jul‑50, 9575 for 8956 (unit no.4676) Jun‑50 and 8416 for 12697 (unit no.4683) Jul‑50.
1525	Unit commenced service 19-Jul-26. Unit damaged by V2 blast at Blackheath 8-Mar-45, repair details unknown.
1526	Unit commenced service 19-Jul-26.
1527	Unit commenced service 19-Jul-26. Both MBT cars damaged by F/B (V1 flying bomb) blast at West Croydon 23-Jun-44, repair details unknown.
1528	Unit commenced service 19-Jul-26. Unit withdrawn 2-Dec-49 and bodywork broken-up at Lancing w/e 15-Apr-50. Underframes sent to Eastleigh, both MBT cars on 6-May-50 and 9610 on 9-May-50, all later used in construction of new 4 SUB vehicles: 8481 for 12695 (unit no.4682) Jul‑50, 9610 for 8957 (unit no.4677) Jun‑50 and 8482 for 12691 (unit no.4680) Jul‑50.
1529	Unit commenced service 27-Jul-26. MBT 8483 and TT 9617 damaged by F/B (V1 flying bomb) blast at West Croydon 23-Jun-44, repair details unknown.
1530	Unit commenced service 20-Sep-26. TC 9618 destroyed by H/E bomb near Durnsford Road 19-Oct-40; bodywork broken‑up 13-Nov-40 and unit withdrawn 11-Dec-40. MBT 8485 to 1434 c.Jan‑41, MBT 8486 to unit no.1520. Underframe of 9618 cut‑up 18-Aug-43 at Lancing.
1531	Unit commenced service 12-Aug-26.
1532	Unit commenced service 17-Sep-26.
1533	Unit commenced service 23-Sep-26.
1534	Unit commenced service 9-Sep-26.

Origin of Conversions

The origins of the bodies used in the conversions for units nos.1401-1495 & 1525-1534 are mostly known as listed below. All the converted coach bodies were formed of parts of two old steam-hauled four or six wheeled coaches, some possibly had parts from three. In general, third-class compartments were 5' 3", 5' 7½" or 5' 7.3/8" wide with ¾" thick partitions, whilst first-class and second-class compartments were 6' 2¾", 6' 5" or 6' 10½" wide with 1¼" thick partitions. There were some minor differences in these dimensions, particularly as the bodies came from a number of different builders.

Conversions into Motor Brake Thirds all had eight compartments and the newly built cab and brakevan area added at one end, whilst conversions into Trailer Composites all had nine compartments.

The following lists show the following:

Elect. No. new electric car number, either twice where two older bodies were used in conversion, or three times where parts of three bodies were utilised.

Into Unit number that this vehicle was initially formed into (their 3-car unit formations, the temporary 4-car electric formations are ignored).

SECR No. is the SECR coach number of the original body and its building date.

Builder column shows where the body was constructed, abbreviations used here are as follows:

ABY	Ashbury
AFD	Ashford Works (SECR)
BM	Brown Marshall
CVN	Cravens
GRCW	Gloucester Railway Carriage & Wagon Co.
LRCW	Lancaster Carriage & Wagon Co.
OLD	Oldbury

Wheels is the number of wheels of the coach that the body originally formed, a few six‑wheelers were later altered to four‑wheelers, these are marked as 4*.

Compts is the number of compartments which the coach consisted of, in composite coaches the split is shewn with the suffix T for Third, S for Second and F for First.

Some vehicles had the number of compartments altered whilst still running as steam stock, usually when the coach was converted to a brake, whilst others had some compartments reclassified, in all cases the final configuration prior to electric conversion is shewn.

Lamps is the type of lighting fitted then follows in the next column (G = Gas lamp /E = Electric lamp) though some were converted to electric whilst still running as steam hauled coaches (these are shewn as G/E).

Type is the type of coach.

Parts Used shew the number of compartments of the original body that were incorporated into the new electric car.

Where two coaches of the same type were combined into one new body leaving one or more compartments surplus, i.e. MBT cars to diag. no.665 and TC cars to diag. no.755, it is not certain which of the vehicles was used in its entirety and which had part of the body discarded, so the true position may be the reverse of that shewn in the table.

Most converted bodies were paired with parts of bodies from the same builder, but this was by no means always the case with quite a number of hybrid bodies of mixed manufacture. A few of the four and six wheelers had been repaired using matchboard panelling and this survived the conversion so that parts of some of the bodies of the new electric coaches had this type of panelling. Coaches so affected are marked with a '*' after their coach number.

Motor Brake Third
(rebuilt to diag. no.662)

Converted from two 6-compartment Thirds, each new body using all six compartments of one vehicle and two of the other. There was a 5¾" thick partition between the second /third compartment from the brakevan where the two old bodies were joined.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lamps	Type	Parts used
8227	1401	122 552	Nov-95 Mar-97	CVN LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8228	1401	533 552	Jan-97 Mar-97	CVN LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8229	1402	562 544	Apr-97 Mar-97	LRCW CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8230	1402	505 544	Apr-97 Mar-97	BM CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8231	1403	56 600	Dec-94 Nov-97	AFD CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8232	1403	545 600	Mar-97 Nov-97	CVN CVN	6 6	6 6	G G	3^rd3^rd	All 2
8233	1404	566 519	Jun-97 May-97	LRCW BM	6 6	6 6	G G	3^rd3^rd	All 2
8234	1404	134 519	Mar-97 May-97	AFD BM	6 6	6 6	G G	3^rd 3^rd	All 2
8235	1405	582 543	Aug-97 Mar-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8236	1405	546 543	Mar-97 Mar-97	LRCW CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8237	1406	61 21	Dec-94 Dec-91	AFD AFD	6 6	6 6	G G/E	3^rd 3^rd	All 2
8238	1406	65 21	Dec-95 Dec-91	AFD AFD	6 6	6 6	G G/E	3^rd 3^rd	All 2
8239	1407	512 499	Apr-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8240	1407	501 499	Apr-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8241	1408	551 565	Mar-97 Jun-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8242	1408	92 565	Dec-96 Jun-97	AFD LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8243	1409	126 117	Nov-95 Nov-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8244	1409	585 117	Sep-97 Nov-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8245	1410	564 587	Jun-97 Sep-97	LRCW CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8246	1410	583 587	Aug-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2

Motor Brake Third
(rebuilt to diag. no.665)

Converted from two 5 compartment thirds, each new body using all five compartments of one vehicle and three of the other, with parts of the fourth incorporated into the luggage van. There was a 5¾" wide partition between the third/fourth compartment from the brakevan where the two old bodies were joined. These conversions had their brakevan doors further forward than later conversions to this diagram number. It is possible that the number of compartments used in the conversion is the reverse of that shewn in the table.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
8247	1411	3723 3689	Apr-01 Jun-01	GRCW BM	4 4	5 5	E E	3^rd 3^rd	All 3
8248	1411	3708 3703	May-01 May-01	ABY ABY	4 4	5 5	E E	3^rd 3^rd	All 3
8249	1412	3673 3662	Jan-01 Oct-00	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8250	1412	3744 3728	Jun-01 Apr-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8251	1413	3754 3751	Jul-01 Jul-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8252	1413	3664 3674	Oct-00 Apr-01	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8253	1414	3724 3720	Apr-01 Mar-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8254	1414	3666 3661	Oct-00 Oct-00	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8255	1415	3693 3686	Jun-01 Apr-01	BM BM	4 4	5 5	E E	3^rd 3^rd	All 3
8256	1415	3719 3717	Mar-01 Mar-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8257	1416	3738 3740	May-01 May-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8258	1416	3710 3713	Feb-01 Feb-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3

Motor Brake Third
(rebuilt to diag. no.666)

Converted from one 5 compartment third, and one 3 compartment Brake Third (a few having been altered to composite brakes), each new body using compartments of both vehicles. There was a 5¾" thick partition between the third/fourth compartment from the brakevan where the two old bodies were joined. These conversions had their brakevan doors further forward than later conversions to this diagram number.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
8259	1417	3733 334	May-01 Nov-98	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8260	1417	3657 272	Jul-00 Jun-99	CVN CVN	4 4	5 3	E E	3^rd 3^rd Brake	All All
8261	1418	3743 338	May-01 Dec-98	GRCW GRCW	4 4	5 1S/2T	E E	3^rd Compo Bke	All All
8262	1418	3677 421	Apr-01 Aug-97	CVN BM	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8263	1419	3695 405	Apr-01 Jun-97	ABY AFD	4 4	5 1S/2T	E G/E	3^rd Compo Bke	All All
8264	1419	3699 406	Apr-01 Jun-97	ABY AFD	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8265	1420	3681 419	Apr-01 Oct-97	BM BM	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8266	1420	3737 339	May-01 Jan-99	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8267	1421	3741 337	May-01 Dec-98	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8268	1421	3658 414	Jul-00 Jun-97	CVN CVN	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8269	1422	3676 412	Apr-01 Jun-97	CVN CVN	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8270	1422	3690 423	Jun-01 Aug-97	BM BM	4 4	5 3	E G/E	3^rd 3^rd Brake	All All

Motor Brake Third
(rebuilt to diag. no.666)

Converted from one 5 compartment third, and one 3 compartment Brake Third (a few having been altered to composite brakes), each new body using compartments of both vehicles. There was a 5¾" thick partition between the third/fourth compartment from the brakevan where the two old bodies were joined. These conversions had their brakevan doors located further back closer to the passenger compartments.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
8271	1423	3656 269	Jul-00 Mar-99	CVN CVN	4 4	5 3	E E	3^rd 3^rd Brake	All All
8272	1423	3753 344	Jul-01 Feb-99	GRCW GRCW	4 4	5 1S/2T	E E	3^rd Compo Bke	All All
8273	1424	3706 343	May-01 Feb-99	ABY GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8274	1424	3653 411	Jul-00 Sep-97	CVN AFD	4 4	5 1S/2T	E G/E	3^rd Compo Bke	All All
8275	1425	3701 407	Apr-01 Sep-97	ABY AFD	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8276	1425	3758 346	Aug-01 Mar-99	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8277	1426	3727 418	Apr-01 Oct-97	GRCW BM	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8278	1426	3752 347	Jul-01 May-99	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8279	1427	3730 336	May-01 Nov-98	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8280	1427	3660 273	Oct-00 Jun-99	CVN CVN	4 4	5 3	E E	3^rd 3^rd Brake	All All
8281	1428	3735 333	May-01 Nov-98	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8282	1428	3696 416	Apr-01 Oct-97	ABY BM	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8283	1429	3655 415	Jul-00 Jun-97	CVN CVN	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8284	1429	3668 274	Jan-01 May-99	CVN CVN	4 4	5 3	E E	3^rd 3^rd Brake	All All
8285	1430	3694 417	Jun-01 Oct-97	BM BM	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8286	1430	3726 335	Apr-01 Nov-98	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8287	1431	3665 271	Oct-00 Apr-99	CVN CVN	4 4	5 3	E E	3^rd 3^rd Brake	All All
8288	1431	3760 345	Aug-01 Mar-99	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8289	1432	3734 340	May-01 Jan-99	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8290	1432	3761 348	Aug-01 May-99	GRCW GRCW	4 4	5 3	E E	3^rd 3^rd Brake	All All
8291	1433	3675 408	Apr-01 Sep-97	CVN AFD	4 4	5 3	E E	3^rd 3^rd Brake	All All
8292	1433	3679 275	Apr-01 May-99	CVN CVN	4 4	5 3	E E	3^rd 3^rd Brake	All All
8293	1434	3725 403	Apr-01 Jun-97	GRCW AFD	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8294	1434	3667 268	Jan-01 Mar-99	CVN CVN	4 4	5 3	E E	3^rd 3^rd Brake	All All
8295	1435	3715 409	Feb-01 Sep-97	GRCW AFD	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8296	1435	3671 402	Jan-01 Jun-97	CVN AFD	4 4	5 3	E G/E	3^rd 3^rd Brake	All All
8297	1436	3670 270	Jan-01 Apr-99	CVN CVN	4 4	5 1S/2T	E E	3^rd Compo Bke	All All

Motor Brake Third
(rebuilt to diag. no.665)

Converted from two 5-compartment Thirds, each new body using all five compartments of one vehicle and three of the other, with parts of the fourth incorporated into luggage van. There was a 5¾" thick partition between the third /fourth compartment from the brakevan where the two old bodies were joined. These conversions had their brakevan doors located further back closer to the passenger compartments. It is possible that the number of compartments used in the conversion is the reverse of that shewn in the table.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
8298	1436	3718 3711	Mar-01 Feb-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8299	1437	3700 3705	Apr-01 May-01	ABY ABY	4 4	5 5	E E	3^rd 3^rd	All 3
8300	1437	3698 3697	Apr-01 Apr-01	ABY ABY	4 4	5 5	E E	3^rd 3^rd	All 3
8301	1438	3746 3729	Jun-01 Apr-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8302	1438	3707 3702	May-01 May-01	ABY ABY	4 4	5 5	E E	3^rd 3^rd	All 3
8303	1439	3757 3756	Jul-01 Jul-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8304	1439	3762 3759	Aug-01 Aug-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8305	1440	3684 3687	Apr-01 Apr-01	BM BM	4 4	5 5	E E	3^rd 3^rd	All 3
8306	1440	3721 3722	Mar-01 Mar-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8307	1441	3672 3669	Jan-01 Jan-01	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8308	1441	3691 3692	Jun-01 Jun-01	BM BM	4 4	5 5	E E	3^rd 3^rd	All 3
8309	1442	3739 3745	May-01 Jun-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8310	1442	3748 3749	Jun-01 Jun-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8311	1443	3659 3680	Jul-00 Apr-01	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8312	1443	3716 3712	Mar-01 Feb-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8313	1444	3742 3747	May-01 Jun-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8314	1444	3685 3688	Apr-01 Jun-01	BM BM	4 4	5 5	E E	3^rd 3^rd	All 3
8315	1445	3736 3732	May-01 May-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8316	1445	3682 3683	Apr-01 Apr-01	BM BM	4 4	5 5	E E	3^rd 3^rd	All 3
8317	1446	3654 3663	Jul-00 Oct-00	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8318	1446	3764 3763	Aug-01 Aug-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8319	1447	3704 3678	May-01 Apr-01	ABY CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8320	1447	3731 3755	May-01 Jul-01	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8321	1448	244 246	Feb-99 May-99	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8322	1448	245 241	Mar-99 Nov-98	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8323	1449	257 258	Jun-99 May-99	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8324	1449	243 242	Jan-99 Dec-98	GRCW GRCW	4 4	5 5	E E	3^rd 3^rd	All 3
8325	1450	255 256	Apr-99 Jun-99	CVN CVN	4 4	5 5	E E	3^rd 3^rd	All 3
8326	1450	434 427	Oct-97 Jun-97	BM CVN	4 4	5 5	G/E G/E	3^rd 3^rd	All 3

Motor Brake Third
(rebuilt to diag. no.662)

Converted from two 6-compartment thirds, each new body using all six compartments of one vehicle and two of the other. There was a 5¾" thick partition between the second /third compartment from the brakevan where the two old bodies were joined.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
8327	1451	508 517	Apr-97 May-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8328	1451	513 517	Apr-97 May-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8329	1452	521 498	Jun-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8330	1452	497 498	Apr-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8331	1453	527 537	Jan-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8332	1453	528 537	Jan-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8333	1454	129 127	Nov-95 Nov-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8334	1454	128 127	Nov-95 Nov-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8335	1455	593 535	Sep-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8336	1455	530 535	Jan-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8337	1456	130 132	Nov-95 Dec-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8338	1456	131 132	Nov-95 Dec-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8339	1457	554 573	Mar-97 Jun-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8340	1457	575 573	Jun-97 Jun-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8341	1458	578 531	Sep-97 Jan-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8342	1458	580 531	Aug-97 Jan-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8343	1459	96 136	Mar-97 Mar-97	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8344	1459	91 136	Dec-96 Mar-97	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8345	1460	558 561	May-97 Apr-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8346	1460	572 561	Jun-97 Apr-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8347	1461	13 14	Dec-90 Dec-90	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8348	1461	15 14	Mar-91 Dec-90	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8349	1462	41 59	Feb-93 Dec-94	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8350	1462	58 59	Dec-94 Dec-94	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8351	1463	120 540	Oct-95 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8352	1463	603 540	Nov-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8353	1464	586 538	Sep-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8354	1464	601 538	Nov-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8355*	1465	577 529*	Sep-97 Jan-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8356	1465	599 529	Sep-97 Jan-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8357	1466	42 52	Feb-93 May-94	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8358	1466	30 52	Jun-92 May-94	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8359	1467	516 520	May-97 Jun-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8360	1467	525 520	Jun-97 Jun-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8361	1468	602 592	Nov-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8362*	1468	539* 592	Feb-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8363	1469	563 555	May-97 Mar-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8364	1469	556 555	Apr-97 Mar-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8365	1470	90 93	Dec-96 Mar-97	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8366	1470	89 93	Dec-96 Mar-97	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8367	1471	534 605	Feb-97 Nov-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8368	1471	595 605	Sep-97 Nov-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8369	1472	119 121	Oct-95 Oct-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8370	1472	118 121	Oct-95 Oct-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8371	1473	590 596	Sep-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8372	1473	536 595	Feb-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8373	1474	548 559	Mar-97 Apr-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8374	1474	553 559	Mar-97 Apr-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8375	1475	63 66	Dec-95 Dec-95	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8376	1475	60 66	Dec-94 Dec-95	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8377	1476	524 509	Jun-97 Apr-97	BM BM	6 6	6 6	G G	3^rd3^rd	All 2
8378*	1476	510* 509	Apr-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8379	1477	44 40	Aug-93 Feb-93	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8380	1477	43 40	Feb-93 Feb-93	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8381	1478	570 567	May-97 May-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8382	1478	550 567	Mar-97 May-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8383	1479	28 23	Jun-92 Dec-91	AFD AFD	6 6	6 6	G G/E	3^rd 3^rd	All 2
8384	1479	16 23	Mar-91 Dec-91	AFD AFD	6 6	6 6	G G/E	3^rd 3^rd	All 2
8385	1480	581 594	Aug-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8386	1480	604 594	Nov-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8387	1481	507 523	Apr-97 Jun-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8388	1481	500 523	Apr-97 Jun-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8389	1482	560 571	Apr-97 Jub-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8390	1482	569 571	May-97 Jun-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8391	1483	133 124	Dec-95 Oct-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8392	1483	116 124	Oct-95 Oct-95	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8393	1484	598 541	Sep-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8394	1484	526 541	Jan-97 Feb-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8395	1485	17 25	Jun-91 Dec-91	AFD AFD	6 6	6 1S/4T	G G/E	3^rd Compo Bke	All 2
8396	1485	26 25	Dec-91 Dec-91	AFD AFD	6 6	6 1S/4T	G G/E	3^rd Compo Bke	All 2
8397	1486	557 549	Apr-97 Mar-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8398	1486	547 549	Mar-97 Mar-97	LRCW LRCW	6 6	6 6	G G	3^rd 3^rd	All 2
8399	1487	584 591	Sep-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8400	1487	579 591	Aug-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8401	1488	506 502	Apr-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8402	1488	504 502	Apr-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8403	1489	57 48	Dec-94 Aug-93	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8404	1489	49 48	Aug-93 Aug-93	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8405	1490	88 137	Dec-96 Mar-97	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8406	1490	574 137	Jun-97 Mar-97	LRCW AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8407	1491	589 597	Sep-97 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8408	1491	125 597	Oct-95 Sep-97	CVN CVN	6 6	6 6	G G	3^rd 3^rd	All 2
8409	1492	67 64	Dec-95 Dec-95	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8410	1492	53 64	May-94 Dec-95	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8411	1493	19 18	Jun-91 Jun-91	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8412	1493	22 18	Dec-91 Jun-91	AFD AFD	6 6	6 6	G G	3^rd 3^rd	All 2
8413	1494	29 12	Jun-92 Dec-90	AFD AFD	6 6	6 1S/4T	G G/E	3^rd Compo Bke	All 2
8414	1494	46 12	Aug-93 Dec-90	AFD AFD	6 6	6 1S/4T	G G/E	3^rd Compo Bke	All 2
8415	1495	503 496	Apr-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2
8416	1495	515 496	May-97 Apr-97	BM BM	6 6	6 6	G G	3^rd 3^rd	All 2

Motor Brake Third
(rebuilt for H.O. 135 to diag. no.662)

Converted from two 5-compartment brake composites (1S/4T), each new body using all five compartments of one vehicle (along with the luggage area now converted to a passenger compartment), and two of the other. The two compartment portions were provided by splitting some of the old bodies into two and converting the former luggage area to a passenger compartment. There was a 5¾" thick partition between the second/third-class compartment from the brakevan where the two old bodies were joined.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
8475	1525	754 771	Dec-98 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8476	1525	745 771	Aug-98 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8477	1526	767 759	Jan-99 Sep-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8478	1526	773 759	Jan-99 Sep-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8479	1527	776 779	Jan-99 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8480	1527	764 779	Dec-98 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8481	1528	756 778	Sep-98 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8482	1528	736 778	Jul-98 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8483	1529	770 763	Jan-99 Dec-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8484	1529	774 763	Jan-99 Dec-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8485	1530	777 757	Jan-99 Sep-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8486	1530	761 757	Oct-98 Sep-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8487	1531	755 775	Dec-98 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8488	1531	748 775	Aug-98 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8489	1532	758 762	Sep-98 Oct-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8490	1532	765 762	Dec-98 Oct-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8491	1533	769 772	Jan-99 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8492	1533	768 772	Jan-99 Jan-99	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8493	1534	766 760	Jan-99 Oct-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2
8494	1534	749 760	Aug-98 Oct-98	CVN CVN	6 6	1S/4T 1S/4T	E E	Compo Bke Compo Bke	All 2

Trailer Composite
(rebuilt for H.O. 62 to diag. no.754)

Converted from two 4 compartment Composites (1S/2F/1S), each new body using three compartments of both older coaches (2F/1S), with the addition of three new first-class compartments built between them.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9485	1467	299 300	Feb-99 Feb-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9486	1432	303 328	Mar-99 May-99	GRCW CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9487	1424	289 287	Dec-98 Dec-98	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9488	1425	3600 3614	May-01 Jul-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9489	1473	3612 3613	Jul-01 Jul-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9490	1427	3527 3528	Jul-00 Jul-00	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9491	1488	3532 3531	Oct-00 Oct-00	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9492	1464	298 301	Feb-99 Feb-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9493	1422	302 305	Mar-99 Mar-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9494	1489	3547 3548	Apr-01 Apr-01	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9495	1443	3601 3597	May-01 May-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9496	1408	3591 3533	May-01 Oct-00	GRCW CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9497	1454	3619 3617	Aug-01 Aug-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9498	1406	280 290	Nov-98 Jan-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9499	1455	266 267	May-99 May-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9500	1478	291 330	Dec-98 May-99	GRCW CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9501	1403	297 265	Feb-99 May-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9502	1405	278 312	Feb-99 Apr-99	GRCW CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9503	1452	3558 3586	Jun-01 Apr-01	BM GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9504	1469	3530 3529	Jul-00 Jul-00	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.755)

Converted from two 5-compartment Seconds, each new body using all four compartments of one older body and three of the other. Two new first-class compartments were then built between the older bodies, these included a 1' 7¾" 'dead space' between their partitions. It is possible that the number of compartments used in the conversion is the reverse of that shewn in the table.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9505	1415	645 664	Feb-98 Dec-97	OLD AFD	6 6	5 5	G G	2^nd 2^nd	4 3
9506	1414	632 620	Feb-98 Nov-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9507	1466	647 629	Feb-98 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9508	1483	622 626	Dec-97 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9509	1412	631 609	Dec-97 Oct-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9510	1492	616 640	Nov-97 Feb-98	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9511	1461	617 623	Nov-97 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9512	1433	663 665	Dec-97 Dec-97	AFD AFD	6 6	5 5	G G	2^nd 2^nd	4 3
9513	1409	615 627	Nov-97 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9514	1423	610 619	Oct-97 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9515	1480	642 643	Feb-98 Feb-98	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9516	1485	654 648	Jun-97 Jun-97	AFD AFD	6 6	5 5	G G/E	2^nd 2^nd	4 3
9517	1404	794 799	Mar-99 May-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3
9518	1402	634 628	Feb-98 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.754)

Converted from two 4-compartment Composites (1S/2F/1S), each new body using three compartments of both older coaches (2F/1S), with the addition of three new first-class compartments built between them.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9519	1465	292 288	Dec-98 Dec-98	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.755)

Converted from two 5-compartment Seconds, each new body using all four compartments of one older body and three of the other. Two new first-class compartments were then built between the older bodies, these included a 1' 7¾" 'dead space' between their partitions. It is possible that the number of compartments used in the conversion is the reverse of that shewn in the table.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9520	1484	614 611	Oct-97 Oct-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9521	1490	796 797	May-99 May-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3
9522	1442	608 641	Oct-97 Feb-98	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9523	1419	630 633	Dec-97 Feb-98	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.754)

Converted from two 4 compartment Composites (1S/2F/1S), each new body using three compartments of both older coaches (2F/1S), with the addition of three new first-class compartments built between them.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9524	1407	3584 3582	Mar-01 Mar-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9525	1487	3565 3566	Apr-01 Apr-01	ABY ABY	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9526	1420	3569 3570	May-01 May-01	ABY ABY	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9527	1474	3538 3539	Jan-01 Jan-01	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9528	1417	3616 3615	Aug-01 Aug-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9529	1475	3560 3559	Jun-01 Jun-01	BM BM	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9530	1491	3605 3608	Jun-01 Jun-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9531	1401	3595 3549	May-01 Apr-01	GRCW BM	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9532	1416	3589 3554	Apr-01 Apr-01	GRCW BM	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9533	1481	3551 3553	Apr-01 Apr-01	BM BM	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9534	1413	3552 3611	Apr-01 Jul-01	BM GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9535	1451	310 308	Mar-99 Mar-99	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9536	1449	307 316	Mar-99 Apr-99	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9537	1460	3618 3620	Aug-01 Aug-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9538	1439	3537 3540	Jan-01 Jan-01	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9539	1450	3562 3563	Apr-01 Apr-01	ABY ABY	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9540	1470	3590 3585	Apr-01 Apr-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9541	1447	3576 3578	Feb-01 Feb-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9542	1440	263 264	May-99 May-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9543	1448	3580 3581	Mar-01 Mar-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9544	1446	3568 3567	May-01 May-01	ABY ABY	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.755)

Converted from two 5-compartment seconds, each new body using all four compartments of one older body and three of the other. Two new first-class compartments were then built between the older bodies, these included a 1' 7¾" 'dead space' between their partitions. It is possible that the number of compartments used in the conversion is the reverse of that shewn in the table.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9545	1430	784 793	Feb-99 Mar-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3
9546	1410	646 636	Feb-98 Feb-98	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9547	1456	644 625	Feb-98 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9548	1429	786 788	Mar-99 Mar-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3
9549	1479	782 781	Feb-99 Feb-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3
9550	1437	789 787	Mar-99 Mar-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3
9551	1457	791 621	Mar-99 Nov-97	BM OLD	6 6	5 5	E G	2^nd 2^nd	4 3
9552	1418	635 613	Feb-98 Oct-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9553	1428	638 618	Feb-98 Dec-97	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3
9554	1411	790 785	Mar-99 Mar-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3
9555	1444	798 780	May-99 Feb-99	BM BM	6 6	5 5	E E	2^nd 2^nd	4 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.754)

Converted from two 4-compartment Composites (1S/2F/1S), each new body using three compartments of both older coaches (2F/1S), with the addition of three new first-class compartments built between them.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9556	1477	3574 3561	Feb-01 Apr-01	GRCW ABY	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.755)

Converted from two 5-compartment Seconds, each new body using all four compartments of one older body and three of the other. Two new first-class compartments were then built between the older bodies, these included a 1' 7¾" 'dead space' between their partitions. It is possible that the number of compartments used in the conversion is the reverse of that shewn in the table.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9557	1472	624 637	Dec-97 Feb-98	OLD OLD	6 6	5 5	G G	2^nd 2^nd	4 3

Trailer Composite
(rebuilt for H.O. 62 to diag. no.754)

Converted from two 4-compartment Composites (1S/2F/1S), each new body using three compartments of both older coaches (2F/1S), with the addition of three new first-class compartments built between them.

Elect. No.	Into unit	SECR No.	New date	Builder	Wheels	Compts	Lights	Type	Parts used
9558	1471	326 327	Jun-99 Jun-99	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9559	1459	3588 3587	Apr-01 Apr-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9560	1436	3604 3603	Jun-01 Jun-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9561	1468	285 283	Nov-98 Nov-98	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9562	1445	3593 3594	May-01 May-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9563	1435	304 314	Mar-99 Apr-99	GRCW CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9564	1421	331 332	May-99 May-99	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9565	1431	296 293	Jan-99 Jan-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9566	1438	3606 3607	Jun-01 Jun-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9567	1482	3556 3557	Jun-01 Jun-01	BM BM	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9568	1476	3609 3610	Jul-01 Jul-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9569	1486	282 286	Nov-98 Nov-98	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9570	1441	309 311	Mar-99 Mar-99	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9571	1434	281 306	Nov-98 Mar-99	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9572	1458	3579 3583	Mar-01 Mar-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9573	1426	323 325	Jun-99 Jun-99	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9574	1453	3598 3602	May-01 May-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9575	1495	315 294	Apr-99 Jan-99	CVN GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9576	1494	3564 3571	Apr-01 May-01	ABY ABY	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9577	1463	3534 3535	Oct-00 Oct-00	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9578	1493	3545 3546	Apr-01 Apr-01	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9579	1462	295 324	Jan-99 Jun-99	GRCW CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9609	1525	3543 3542	Apr-01 Jan-01	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9610	1528	3525 3544	Jul-00 Apr-01	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9611	1527	3550 3557	Apr-01 Jun-01	BM BM	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9612	1526	3526 3541	Jul-00 Jan-01	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9613	1531	3577 3573	Feb-01 Feb-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9614	1532	3596 3575	May-01 Feb-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9615	1534	3599 3592	May-01 May-01	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9616	1533	277 279	Nov-98 Nov-98	GRCW GRCW	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3
9617	1529	284 364	Nov-98 Jan-95	GRCW CVN	4 4	4 5	E G	2^nd 3^rd	3 3
9618	1530	329 313	May-99 Apr-99	CVN CVN	4 4	1S/2F/1S 1S/2F/1S	E E	Compo Compo	3 3

Central Section DC Electrification
London Bridge to Norwood Junction
Sydenham to Crystal Palace & Beckenham Junction
Purley to Caterham & Tattenham Corner
Herne Hill to Wimbledon via Tulse Hill & Haydons Road
Streatham (North Jct.) to Epsom via Sutton
Sutton to Epsom Downs.

The SR board announced in October 1926 that the Central Section lines already electrified on the 6700v AC overhead system were to be converted to third rail 750v DC to conform with the expanding third rail networks on the Western and Eastern Sections. These lines consisted of the ‘South London Line’ from Victoria to London Bridge via Peckham Rye completed in 1909, Victoria to Norwood Jct. via Crystal Palace ready in 1911, Peckham Rye to West Norwood and the Leigham Spur from Tulse Hill towards Streatham Hill opened in 1912, and Balham to Sutton and Coulsdon North via Selhurst finished in 1925. It was also proposed to extend the third rail electrification to the following lines:

London Bridge to Norwood Junction.
Sydenham to Crystal Palace.
Crystal Palace (Bromley Jct.) to Beckenham Junction.
Purley to Caterham and Tattenham Corner.
Herne Hill to Wimbledon via Tulse Hill and Haydons Road.
Streatham (North Jct.) to Epsom via Sutton.
Sutton to Epsom Downs.

This scheme would complete all the SR inner suburban lines (except for West Croydon to Wimbledon) and was expected to start public traffic during 1928. Eighty-three route miles and two-hundred & thirty-two track miles were to be electrified, though only one-hundred and five track miles were converted from steam operation.

Major engineering works took place in the London Bridge area with a rearrangement of running lines on the Central side and colour light signalling was installed throughout the area out to Bricklayers Arms Jct, this also including the Eastern section running lines to Spa Road. The layout was also widened at Tulse Hill to allow parallel running by London Bridge to West Norwood & Holborn Viaduct to Streatham route trains, and the third ‘middle line’ between South Bermondsey Jct. and Peckham Rye was abolished, requiring a new station at South Bermondsey which was an island platform, 520' long to the now standard SR length. The formation was widened at Beckenham Junction to allow terminating trains off the Crystal Palace line into the bay platform without fouling the main lines.

Other incidental works were fairly minor and work proceeded steadily so that the first DC trains commenced operations from London (Charing Cross, Cannon Street and London Bridge) to Caterham/Tattenham Corner and also from London Bridge to Crystal Palace via Sydenham from 25^th March 1928, the electric trains running to the existing steam timings until further stages of the scheme were ready.

The extensive track layout and signalling alterations near London Bridge were completed in time for the introduction of electric services from 17^th June 1928 from London Bridge to Coulsdon North and Sutton via Norwood Junction, the ‘South London line’ to Victoria, Peckham Rye to Crystal Palace via West Norwood, Norwood Junction to Streatham via Selhurst and Sutton to Epsom Downs. The Caterham /Tattenham Corner services were also increased to every 20 minutes at this stage.

Displacement of ‘AC’ Stock

This displaced most of the ‘AC’ trains from London Bridge, but there were some increases in ‘AC’ workings elsewhere with Victoria to Selhurst in peak hours and Victoria to West Croydon via Crystal Palace. ‘AC’ trains continued to run from Victoria to Coulsdon and Sutton at this stage. The final phase was put into operation from 3^rd March 1929 and covered the lines from Tulse Hill to Streatham South Jct, Victoria to Sutton via Mitcham Junction, Balham to West Norwood, Bromley Jct. to Beckenham Junction and Streatham South Jct. to Wimbledon. The line from Tooting Junction to Wimbledon via Merton Abbey was not included in the plans and was closed from 3^rd March. Some ‘AC’ trains continued in service alongside the DC ones until September 1929 as not all the conversions for the new units were completed.

Power Supplies

Power supplies for the new network were mostly supplied by the London Electric Supply Corporation from its Deptford Power Station, supplying an extended Lewisham Distribution Switchroom. Some power in the Clapham Junction area was however supplied by the railway's own Power Station at Durnsford Road. Substations were again provided with 1,500kw rotary converters, those having three being located at Norwood Fork, South Bermondsey, Streatham and Tulse Hill, whilst those with two were at Forest Hill, Kingswood, Purley, Sutton and Warlingham.

New Service Patterns

The new train service patterns from March 1929 covered the following routes:- London Bridge to Dorking North and Effingham Junction via Tulse Hill and Mitcham Junction, Victoria to Epsom via Mitcham Junction, Holborn Viaduct to Wimbledon via Tulse Hill, Victoria to Beckenham Junction and West Croydon via Crystal Palace. The London Bridge to Streatham Hill service was extended through to Victoria in peak hours.

These were integrated with the service patterns established in June 1928 with services running from London Bridge to Epsom Downs via Forest Hill, London Bridge to Coulsdon North via Forest Hill, London Bridge circular via Forest Hill, Crystal Palace and Tulse Hill, London Bridge circular via Norwood Junction, Selhurst and Streatham, London Bridge to Streatham Hill via Tulse Hill (extended to Victoria in peak hours) and London Bridge to Victoria via Peckham Rye.

These services all ran ½ hourly off peak and every 20 minutes during the peak. The trains to Caterham and Tattenham Corner only ran as far as London Bridge in peak hours, it being considered operationally impractical to cross them over onto the Eastern Section lines at busy times, but they still ran through to Charing Cross/Cannon Street in slack hours.

Conversions of Steam-Hauled Stock

To provide sufficient rolling stock to cover the major expansion of services, the following conversions of steam-hauled stock into electric units was authorised:

30 number 3 Car Motor Units converted from ex. SECR stock (units nos.1601-1630).

27 number 3 Car Motor Units converted from ex. LBSCR stock (units nos.1631-1657).

44 number 3 Car Motor Units converted from ex. LSWR stock (units nos.1658-1701).

15 number 3 Car Motor Units converted from ex. LBSCR stock (units nos.1702-1716).

47 number Trailer Sets converted from ex. SECR /LSWR stock (one coach of each) (sets 1121-1167).

20 number Trailer Sets converted from ex. LBSCR ‘AC’ stock (sets 1168-1187).

8 number 2 Car Motor Units converted from ex. LBSCR ‘AC’ stock ( units nos.1901-1908).

All the 3 Car Motor Units were ordered as parts of H.O. 206, whilst the trailer units 1121-1167 were to order number H.O. 214 and the next batch (units no.1168-1187) were ordered in four separate sub‑batches, H.O. 375 covering units nos.1168-1178, H.O. 399 for units nos.1179 /1180, H.O. 455 for unit nos.1181-1186 and H.O. 516 for 1187 (this order also included unit nos.1188 from the next batch). The two coach motor units were authorised as part of order number H.O. 530.

First Batch
(nos.1601-1630)

The first batch of motor units used steam-hauled stock displaced by the Eastern Section electrification of 1925, these units (nos.1601-1630) units were then ready for use in the first stage of the Central Section scheme.

Second Batch
(nos.1631-1657 & 1702-1716)

Conversion for the second batch of motor units (nos.1631-1657 alongside 1702-1716) followed the displacement of some LBSCR stock from the first batch of units and the extension of AC services to Coulsdon & Sutton in 1925.

Third Batch
(nos.1658-1701)
(Trailer Sets 1121-1167)

The third batch of units (nos.1658-1701) utilised LSWR stock displaced by the 1925 electrification on the Western Section, some of these vehicles also being used for the first batch of Trailer Sets (1121-1167) along with similarly displaced SECR vehicles. Trailer sets seated variously one-hundred & seventy-five, one-hundred & eighty or one-hundred & ninety.

Fourth Batch
(2 SL units nos.1901-1908)
(Trailer Sets 1168-1187)

The second part of the scheme displaced much of the CP and SL ‘AC’ stock and this was then rebuilt for DC operation to provide coaches for the final batches of motor units (nos.1901-1908) and trailer sets (1168-1187). Trailer sets seated variously one-hundred & seventy-five, one-hundred & eighty or one-hundred & ninety.

Caterham /Tattenham Corner Services

A feature of the Central Section scheme was that the Caterham /Tattenham Corner services were formed of three motor units in peak hour, splitting en-route at Purley, the higher proportion of first-class passengers on these routes making them unsuitable for Trailer Set operation.

Depot & Stabling Facilities

No new carriage sheds were erected as part of this scheme, the existing facilities at Selhurst and Streatham Hill being available to the new trains. The repair shop at Peckham Rye was initially busy stripping the electrical equipment from the AC stock, but the newly opened repair shop at Slades Green was available for use, indeed the shops there were set-up in two halves, one half dealing with units with the ‘Eastern’ motor bogies, the other being designated for those with the ‘Central’ type.

Other routine maintenance was carried out at Selhurst depot, though from the outset, the stock interworked with the Eastern Section and also received attention at Slades Green and lesser attention at Orpington. All the motor units for this scheme had the same seating capacities, fifty-six first-class and one-hundred & eighty third-class, though there were coach layout variations.

All units were also powered by MV 339 motors within a ‘Central’ type 8' 9" wheelbase motor bogie, these being similar to, but an updated version, of those used in LSWR conversions nos.1201-1284.

Units nos.1601-1630
Central Section

This batch of units authorised as part of order number H.O. 206 was converted from ex. SECR steam stock at Ashford on new 62' 0" underframes from Lancing and were similar in appearance to the earlier units nos.1401-1495 & 1525-1534 supplied for the Eastern Section in 1925. The bodies were taken from the same source of both 4 and 6 wheeled stock built between 1890 and 1901, giving some slight bodywork variations between vehicles, and part completed units were then taken to Brighton (Lovers Walk) where the electrical equipment was installed and upholstery, painting and general ‘finishing-off’ was completed.

Motor Brake Third
(diag.nos.663)

Motor Brake Thirds had MV 339 275hp motors mounted in ‘Central’ 8' 9" wheelbase motor bogies. Each consisted of cab 9' 1" deep and van area (different widths depending on body diagram numbers) and 8 third-class compartments, each seating 10. They weighed 39¾ tons and seated 80 third. The slight body differences resulted in five diagram numbers being issued to cover all the variations, diagram numbers 663/4/7/8/9 being issued, again some having a 5¾" thick partition between certain compartments where two old bodies were joined together.

The first fifteen units (thirty coaches) had Motor Coaches to diagram no.663, these being identical to those of diagram no.662 in the earlier units and used the bodies of two 34' 6" six‑compartment thirds, all six compartments from one body being used along with two from the other.

Some of the six compartment bodies used had been converted into brake composites whilst still running as steam stock, these were altered back to their original arrangement during conversion for electric use. The bodies of these thirds had compartments 5' 7½" wide at each end with the four intermediate ones at 5' 7.3/8". Partitions between compartments were ¾" thick, the body ends being 2.7/8" thick.

One complete body was used at the inner end of the new underframe, along with two compartments taken from one end of the second body to form the two compartments nearest the guard's van. Part of the adjacent compartment of the split body was rebuilt into the structure of the new luggage van, in these vehicles this being 7' 2.9/16" wide. Compartment widths of the completed conversion were (from the luggage van end) therefore:- one 5.7.3/8", two 5' 7½", four 5' 7.3/8" and one 5' 7½". Between the two 5' 7½" compartments second and third from the luggage vans was the thick 5¾" partition dividing the coach 2/6.

Motor Brake Third
(diagram no.664)

One Motor Brake Third (8554) was converted for the last unit completed (no.1630) was to diagram no.664, this was similar to those of diagram no.663 except that the two additional compartments added to the body of the six‑compartment Third were taken from a 27' two-compartment Brake Third. These may have had slightly different internal dimensions from those of diagram no.663 conversions and the width of the luggage compartment also different to compensate. The 5¾" thick partition was again between the second/third compartment away from the luggage van.

Motor Brake Third
(diagram no.667)

The next fourteen conversions (for units nos.1616-1622) had Motor Brake Thirds to diagram no.667. These used the complete body of a 27' 0" five-compartment Third for the five compartments at the non-driving end of the new body, all these compartments being 5' 3" wide with ¾" thick partitions and body end thickness of 2.7/8". The remaining three compartments at the luggage end of the coach were taken from 31' 0" four‑compartment Brake Thirds, these having compartment widths of 5' 6¾". Overall, therefore the passenger compartments were 2' 0" shorter than the diagram no.663 coaches, the luggage van being wider at 9' 3". The 5¾" wide partition was between the third /fourth compartments away from the luggage compartment dividing the coach 3/5.

Ten Motor Coaches for units nos.1623-1627 were converted to diagram no.669. These used the bodies of two 31' 0" four-compartment Brake Thirds. These conversions did not use both sets of 4 passenger compartments however, still being divided 3/5 by the 5¾" thick partition. It is presumed that the luggage compartment of one of the donor bodies was converted into a passenger compartment, though whether this was then reduced in width from 7' 1¼" wide to 5' 6¾" is uncertain. If not, the luggage van would need to be 4' 0" narrower than the diagram no.667 vehicles, though it would only need to have been reduced by 2' 5½" if the compartment had been reduced.

Motor Brake Third
(diagram no.668)

The outstanding five Motor Brake Thirds for this batch of units were to diagram no.668, used for vehicles 8549-8553 for units 1628, 1629 and one for unit 1630. These used the bodies of two 27' 0" Brake Thirds, one originally with three compartments (these being 5' 7.3/8" wide), the other with two compartments (of unknown width). The exact dimensions of the compartments/luggage van for these conversions is unknown, but the 5¾" thick partition divided the coach 4/4.

Trailer Composites
(diagram no.756)

The Trailer Composites had a third-class compartment at each end flanking seven first-class. These coaches weighed 27 tons 2 cwt and seated fifty first-class and twenty third-class. Only two diagram numbers were issued to cover body variations (numbers 756 and 757 being used) the majority to diagram no.756. These used all five compartments from a 33' 0" second, the end compartments being 6' 5.1/8" wide and the three intermediate ones being 6' 5" wide, and all four compartments of a 30' 0" first, this having all compartments 7' 3.5/8" wide, one of these being reduced in width by one foot to fit onto the new 62' 0" underframe. There was a 5¾" thick partition at the join of the two bodies dividing the coach 4/5, compartment widths in the completed conversion then being as follows: one 6' 5.1/8", three 6' 5", one 6.5.1/8", three 7' 3.5/8", one 6' 3.5/8".

Trailer Composites
(diagram no.756)

The diagram no.757 coaches had four compartments each from two 27' 0" first-class, all compartments being 6' 6.5/8" wide. These bodies were mounted one at each end of their new underframe, and the gap between them filled with a new compartment to the same width and a 'dead space' of 1' 7.3/8" between the partition of the fifth/sixth compartment.

Overall, the units therefore weighed 106 tons 12cwt, seated fifty-six first-class and one-hundred & eighty third-class and were 193' 8" long, the same length as the earlier batch although fitted with bar couplers within the unit, the MCB automatic coupler on all the earlier SR units having proved unsatisfactory in service. The coach numbers of this batch followed on directly from the 1525-1534 batch. The layout of smoking and non‑smoking compartments was identical to that in the 1401 batch of units. The first few units were ready for service from December 1927 allowing time for staff training prior to their introduction to service in March 1928.

Wartime

When first-class was abolished in the suburban area in October 1941, the units then seated two-hundred & thirty-six third. All except one unit survived the war and most were augmented by a Bulleid style all‑steel trailer to become 4 SUB units in the 45xx series.

Post-war

A few were withdrawn as 3 Car Motor Units early in December 1949 and the bodywork was broken‑up at Lancing, and their underframes reconditioned and used in the construction of new 4 SUB vehicles. Some units were altered to the three-link chain and centre buffer intermediate couplers whilst running as three cars, but many retained their bar couplers until altered on augmentation.

Unit formations as follows:

Unit	MBT	TC	MBT	4 SUB No.	Date	Date
Layout	8T	1T/7F/1T	8T		augmented	withdrawn
Diag. No.	663	756	663
1601	8495	9619	8496	4439 (2)	Apr-49	-
1602	8497	9620	8498	4502	3-Jan-47	-
1603	8499	9621	8500	4503	31-Jul-47	-
1604	8501	9622	8502	4587	May-49	-
1605	8503	9623	8504	4504	Jun-47	-
1606	8505	9624	8506	-	-	2-Dec-49
Diag. No.		757
1607	8507	9625	8508	-	-	2-Dec-49
1608	8509	9626	8510	4505	23-Dec-46	-
1609	8511	9627	8512	4588	Sep-49	-
1610	8513 8710^32	9628	8514	4483 (2)	Apr-49	-
Diag. No.		756
1611	8515	9629	8516	4506	Mar-47	-
1612	8517	9630	8518	-	-	13-May-41
1613	8519	9631	8520	4507	May-47	-
Diag. No.		757
1614	8521	9632	8522	-	-	2-Dec-49