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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 |
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 1st 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
26th 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 12th 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
12th July 1925 (1st 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 1st December 1925 (2nd Phase) electrification Mid-Kent Line /Bromley North including the 6th
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 7th July 1929 thence 5th January 1930 to Sutton, 6th
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 29th May 1938 Motspur
Park to Tolworth thence 5th 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.
|
Towards the end of its working
life, on Tuesday 5th 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. |
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.
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 25th October 1915.
Into
Service
The
first unit to commence service was recorded as unit no.E5 from 26th
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 5th December 1915
but various problems delayed this until 30th January 1916. The
Hounslow loop service was the next converted from March 12th,
followed by Hampton Court from June 18th. The final short
section from Hampton Court Junction to Claygate became operational from 20th 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) + |
|
Type
B |
MBT
(sixty third-class) + |
|
Type
C |
MBT
(sixty 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 |
Type |
Date |
MBT |
TC |
MBT (67xx) |
SR |
|
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 2nd 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 |
Unit |
Date |
1st LSWR |
New |
2nd LSWR |
SR |
SR unit |
|
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 |
Unit |
Date |
LSWR |
New |
2nd LSWR |
SR |
SR unit |
|
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 |
Unit |
Date |
LSWR |
New |
2nd LSWR |
SR |
SR unit |
|
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 |