lyBR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard

 

© 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 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.

Back to 3 Car Motor Units

 

 

 

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.

© 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 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) +
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 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
No.

Unit
No.

Date
conv.

1st LSWR
No.

New
date

2nd 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

2nd 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

2nd 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

2nd 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

2nd 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 8th 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 29th March 1935) for a hundred new standard bogies was placed and this was then supplemented by H.O. 912 of 31st 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 6th 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, 26th 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, 22nd 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 1st January 1923

Following the formation of the Southern Railway from 1st 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 6th 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 27th 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 15th 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 1st 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

-

8327-84164

1451-1495

MBT

AFD

STD(E)

SECR

1925

8T

662

-

8417-84745

1496-1524

MBT

NEW

62’ 0”

NEW

1925

8T

670

-

8475-8494

1525-1534

MBT

AFD

STD(E)

SECR

1926

8T

662

135

8495-85246

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

85729

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

1799-180110

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

970217

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.

Back to 3 Car Motor Units


 
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 9th July 1925 with an inaugural special train and the new timetable from the first day of public traffic, 12th 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 1st December 1925 which resulted in the Guildford services now using the through lines from Waterloo and running non‑stop to Surbiton.

Back to 3 Car Motor Units

 

 

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 2nd June 1925) with the first trial runs to Guildford taking place on 24th June 1925.

Units up to no.1299 were ready for the opening day and all were in service by 15th 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 6th 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
941218

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
1st 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 12th 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 21st 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 1st April 1925 between Nunhead and Crystal Palace, extended with St Pauls to Shortlands trips from 8th June 1925. Trial trips from Holborn Viaduct to Orpington commenced from 22nd June 1925 and between Victoria and Herne Hill from 1st 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 12th 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

842819
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
2nd 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 1st 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 28th February 1926.

The Hayes branch from Elmers End was worked by electric trains from 21st 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 6th 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 18th 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 19th 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 20th 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
825621

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
837222

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
829923

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
837724

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
869125

-

-

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
848526

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
825927

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
833328

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
837129

9489

8372

-

-

Nov-40

1474

26-Nov-25

8373

9527

8374

4254

-

22-Mar-47

1475

15-Oct-25

8375

9529

8376
828230

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
827931

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

3rd
3rd

All
2

8228

1401

533
552

Jan-97
Mar-97

CVN
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8229

1402

562
544

Apr-97
Mar-97

LRCW
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8230

1402

505
544

Apr-97
Mar-97

BM
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8231

1403

56
600

Dec-94
Nov-97

AFD
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8232

1403

545
600

Mar-97
Nov-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8233

1404

566
519

Jun-97
May-97

LRCW
BM

6
6

6
6

G
G

3rd
3rd

All
2

8234

1404

134
519

Mar-97
May-97

AFD
BM

6
6

6
6

G
G

3rd
3rd

All
2

8235

1405

582
543

Aug-97
Mar-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8236

1405

546
543

Mar-97
Mar-97

LRCW
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8237

1406

61
21

Dec-94
Dec-91

AFD
AFD

6
6

6
6

G
G/E

3rd
3rd

All
2

8238

1406

65
21

Dec-95
Dec-91

AFD
AFD

6
6

6
6

G
G/E

3rd
3rd

All
2

8239

1407

512
499

Apr-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8240

1407

501
499

Apr-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8241

1408

551
565

Mar-97
Jun-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8242

1408

92
565

Dec-96
Jun-97

AFD
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8243

1409

126
117

Nov-95
Nov-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8244

1409

585
117

Sep-97
Nov-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8245

1410

564
587

Jun-97
Sep-97

LRCW
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8246

1410

583
587

Aug-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

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

3rd
3rd

All
3

8248

1411

3708
3703

May-01
May-01

ABY
ABY

4
4

5
5

E
E

3rd
3rd

All
3

8249

1412

3673
3662

Jan-01
Oct-00

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8250

1412

3744
3728

Jun-01
Apr-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8251

1413

3754
3751

Jul-01
Jul-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8252

1413

3664
3674

Oct-00
Apr-01

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8253

1414

3724
3720

Apr-01
Mar-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8254

1414

3666
3661

Oct-00
Oct-00

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8255

1415

3693
3686

Jun-01
Apr-01

BM
BM

4
4

5
5

E
E

3rd
3rd

All
3

8256

1415

3719
3717

Mar-01
Mar-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8257

1416

3738
3740

May-01
May-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8258

1416

3710
3713

Feb-01
Feb-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

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

3rd
3rd Brake

All
All

8260

1417

3657
272

Jul-00
Jun-99

CVN
CVN

4
4

5
3

E
E

3rd

3rd Brake

All
All

8261

1418

3743
338

May-01
Dec-98

GRCW
GRCW

4
4

5
1S/2T

E
E

3rd
Compo Bke

All
All

8262

1418

3677
421

Apr-01
Aug-97

CVN
BM

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8263

1419

3695
405

Apr-01
Jun-97

ABY
AFD

4
4

5
1S/2T

E

G/E

3rd
Compo Bke

All
All

8264

1419

3699
406

Apr-01
Jun-97

ABY
AFD

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8265

1420

3681
419

Apr-01
Oct-97

BM
BM

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8266

1420

3737
339

May-01
Jan-99

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8267

1421

3741
337

May-01
Dec-98

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8268

1421

3658
414

Jul-00
Jun-97

CVN
CVN

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8269

1422

3676
412

Apr-01
Jun-97

CVN
CVN

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8270

1422

3690
423

Jun-01
Aug-97

BM
BM

4
4

5
3

E
G/E

3rd
3rd 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

3rd
3rd Brake

All
All

8272

1423

3753
344

Jul-01
Feb-99

GRCW
GRCW

4
4

5
1S/2T

E
E

3rd
Compo Bke

All
All

8273

1424

3706
343

May-01
Feb-99

ABY
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8274

1424

3653
411

Jul-00
Sep-97

CVN
AFD

4
4

5
1S/2T

E
G/E

3rd
Compo Bke

All
All

8275

1425

3701
407

Apr-01
Sep-97

ABY
AFD

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8276

1425

3758
346

Aug-01
Mar-99

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8277

1426

3727
418

Apr-01
Oct-97

GRCW
BM

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8278

1426

3752
347

Jul-01
May-99

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8279

1427

3730
336

May-01
Nov-98

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8280

1427

3660
273

Oct-00
Jun-99

CVN
CVN

4
4

5
3

E
E

3rd
3rd Brake

All
All

8281

1428

3735
333

May-01
Nov-98

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8282

1428

3696
416

Apr-01
Oct-97

ABY
BM

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8283

1429

3655
415

Jul-00
Jun-97

CVN
CVN

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8284

1429

3668
274

Jan-01
May-99

CVN
CVN

4
4

5
3

E
E

3rd
3rd Brake

All
All

8285

1430

3694
417

Jun-01
Oct-97

BM
BM

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8286

1430

3726
335

Apr-01
Nov-98

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8287

1431

3665
271

Oct-00
Apr-99

CVN
CVN

4
4

5
3

E
E

3rd
3rd Brake

All
All

8288

1431

3760
345

Aug-01
Mar-99

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8289

1432

3734
340

May-01
Jan-99

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8290

1432

3761
348

Aug-01
May-99

GRCW
GRCW

4
4

5
3

E
E

3rd
3rd Brake

All
All

8291

1433

3675
408

Apr-01
Sep-97

CVN
AFD

4
4

5
3

E
E

3rd
3rd Brake

All
All

8292

1433

3679
275

Apr-01
May-99

CVN
CVN

4
4

5
3

E
E

3rd
3rd Brake

All
All

8293

1434

3725
403

Apr-01
Jun-97

GRCW
AFD

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8294

1434

3667
268

Jan-01
Mar-99

CVN
CVN

4
4

5
3

E
E

3rd
3rd Brake

All
All

8295

1435

3715
409

Feb-01
Sep-97

GRCW
AFD

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8296

1435

3671
402

Jan-01
Jun-97

CVN
AFD

4
4

5
3

E
G/E

3rd
3rd Brake

All
All

8297

1436

3670
270

Jan-01
Apr-99

CVN
CVN

4
4

5
1S/2T

E
E

3rd
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

3rd
3rd

All
3

8299

1437

3700
3705

Apr-01
May-01

ABY
ABY

4
4

5
5

E
E

3rd
3rd

All
3

8300

1437

3698
3697

Apr-01
Apr-01

ABY
ABY

4
4

5
5

E
E

3rd
3rd

All
3

8301

1438

3746
3729

Jun-01
Apr-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8302

1438

3707
3702

May-01
May-01

ABY
ABY

4
4

5
5

E
E

3rd
3rd

All
3

8303

1439

3757
3756

Jul-01
Jul-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8304

1439

3762
3759

Aug-01
Aug-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8305

1440

3684
3687

Apr-01
Apr-01

BM
BM

4
4

5
5

E
E

3rd
3rd

All
3

8306

1440

3721
3722

Mar-01
Mar-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8307

1441

3672
3669

Jan-01
Jan-01

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8308

1441

3691
3692

Jun-01
Jun-01

BM
BM

4
4

5
5

E
E

3rd
3rd

All
3

8309

1442

3739
3745

May-01
Jun-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8310

1442

3748
3749

Jun-01
Jun-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8311

1443

3659
3680

Jul-00
Apr-01

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8312

1443

3716
3712

Mar-01
Feb-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8313

1444

3742
3747

May-01
Jun-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8314

1444

3685
3688

Apr-01
Jun-01

BM
BM

4
4

5
5

E
E

3rd
3rd

All
3

8315

1445

3736
3732

May-01
May-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8316

1445

3682
3683

Apr-01
Apr-01

BM
BM

4
4

5
5

E
E

3rd
3rd

All
3

8317

1446

3654
3663

Jul-00
Oct-00

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8318

1446

3764
3763

Aug-01
Aug-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8319

1447

3704
3678

May-01
Apr-01

ABY
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8320

1447

3731
3755

May-01
Jul-01

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8321

1448

244
246

Feb-99
May-99

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8322

1448

245
241

Mar-99
Nov-98

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8323

1449

257
258

Jun-99
May-99

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8324

1449

243
242

Jan-99
Dec-98

GRCW
GRCW

4
4

5
5

E
E

3rd
3rd

All
3

8325

1450

255
256

Apr-99
Jun-99

CVN
CVN

4
4

5
5

E
E

3rd
3rd

All
3

8326

1450

434
427

Oct-97
Jun-97

BM
CVN

4
4

5
5

G/E
G/E

3rd
3rd

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

3rd
3rd

All
2

8328

1451

513
517

Apr-97
May-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8329

1452

521
498

Jun-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8330

1452

497
498

Apr-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8331

1453

527
537

Jan-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8332

1453

528
537

Jan-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8333

1454

129
127

Nov-95
Nov-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8334

1454

128
127

Nov-95
Nov-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8335

1455

593
535

Sep-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8336

1455

530
535

Jan-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8337

1456

130
132

Nov-95
Dec-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8338

1456

131
132

Nov-95
Dec-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8339

1457

554
573

Mar-97
Jun-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8340

1457

575
573

Jun-97
Jun-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8341

1458

578
531

Sep-97
Jan-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8342

1458

580
531

Aug-97
Jan-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8343

1459

96
136

Mar-97
Mar-97

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8344

1459

91
136

Dec-96
Mar-97

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8345

1460

558
561

May-97
Apr-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8346

1460

572
561

Jun-97
Apr-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8347

1461

13
14

Dec-90
Dec-90

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8348

1461

15
14

Mar-91
Dec-90

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8349

1462

41
59

Feb-93
Dec-94

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8350

1462

58
59

Dec-94
Dec-94

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8351

1463

120
540

Oct-95
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8352

1463

603
540

Nov-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8353

1464

586
538

Sep-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8354

1464

601
538

Nov-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8355*

1465

577
529*

Sep-97
Jan-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8356

1465

599
529

Sep-97
Jan-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8357

1466

42
52

Feb-93
May-94

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8358

1466

30
52

Jun-92
May-94

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8359

1467

516
520

May-97
Jun-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8360

1467

525
520

Jun-97
Jun-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8361

1468

602
592

Nov-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8362*

1468

539*
592

Feb-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8363

1469

563
555

May-97
Mar-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8364

1469

556
555

Apr-97
Mar-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8365

1470

90
93

Dec-96
Mar-97

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8366

1470

89
93

Dec-96
Mar-97

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8367

1471

534
605

Feb-97
Nov-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8368

1471

595
605

Sep-97
Nov-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8369

1472

119
121

Oct-95
Oct-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8370

1472

118
121

Oct-95
Oct-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8371

1473

590
596

Sep-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8372

1473

536
595

Feb-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8373

1474

548
559

Mar-97
Apr-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8374

1474

553
559

Mar-97
Apr-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8375

1475

63
66

Dec-95
Dec-95

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8376

1475

60
66

Dec-94
Dec-95

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8377

1476

524
509

Jun-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8378*

1476

510*
509

Apr-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8379

1477

44
40

Aug-93
Feb-93

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8380

1477

43
40

Feb-93
Feb-93

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8381

1478

570
567

May-97
May-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8382

1478

550
567

Mar-97
May-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8383

1479

28
23

Jun-92
Dec-91

AFD
AFD

6
6

6
6

G
G/E

3rd
3rd

All
2

8384

1479

16
23

Mar-91
Dec-91

AFD
AFD

6
6

6
6

G
G/E

3rd
3rd

All
2

8385

1480

581
594

Aug-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8386

1480

604
594

Nov-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8387

1481

507
523

Apr-97
Jun-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8388

1481

500
523

Apr-97
Jun-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8389

1482

560
571

Apr-97
Jub-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8390

1482

569
571

May-97
Jun-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8391

1483

133
124

Dec-95
Oct-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8392

1483

116
124

Oct-95
Oct-95

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8393

1484

598
541

Sep-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8394

1484

526
541

Jan-97
Feb-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8395

1485

17
25

Jun-91
Dec-91

AFD
AFD

6
6

6
1S/4T

G
G/E

3rd
Compo Bke

All
2

8396

1485

26
25

Dec-91
Dec-91

AFD
AFD

6
6

6
1S/4T

G
G/E

3rd
Compo Bke

All
2

8397

1486

557
549

Apr-97
Mar-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8398

1486

547
549

Mar-97
Mar-97

LRCW
LRCW

6
6

6
6

G
G

3rd
3rd

All
2

8399

1487

584
591

Sep-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8400

1487

579
591

Aug-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8401

1488

506
502

Apr-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8402

1488

504
502

Apr-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8403

1489

57
48

Dec-94
Aug-93

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8404

1489

49
48

Aug-93
Aug-93

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8405

1490

88
137

Dec-96
Mar-97

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8406

1490

574
137

Jun-97
Mar-97

LRCW
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8407

1491

589
597

Sep-97
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8408

1491

125
597

Oct-95
Sep-97

CVN
CVN

6
6

6
6

G
G

3rd
3rd

All
2

8409

1492

67
64

Dec-95
Dec-95

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8410

1492

53
64

May-94
Dec-95

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8411

1493

19
18

Jun-91
Jun-91

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8412

1493

22
18

Dec-91
Jun-91

AFD
AFD

6
6

6
6

G
G

3rd
3rd

All
2

8413

1494

29
12

Jun-92
Dec-90

AFD
AFD

6
6

6
1S/4T

G
G/E

3rd
Compo Bke

All
2

8414

1494

46
12

Aug-93
Dec-90

AFD
AFD

6
6

6
1S/4T

G
G/E

3rd
Compo Bke

All
2

8415

1495

503
496

Apr-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

All
2

8416

1495

515
496

May-97
Apr-97

BM
BM

6
6

6
6

G
G

3rd
3rd

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

2nd
2nd

4
3

9506

1414

632
620

Feb-98
Nov-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9507

1466

647
629

Feb-98
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9508

1483

622
626

Dec-97
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9509

1412

631
609

Dec-97
Oct-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9510

1492

616
640

Nov-97
Feb-98

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9511

1461

617
623

Nov-97
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9512

1433

663
665

Dec-97
Dec-97

AFD
AFD

6
6

5
5

G
G

2nd
2nd

4
3

9513

1409

615
627

Nov-97
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9514

1423

610
619

Oct-97
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9515

1480

642
643

Feb-98
Feb-98

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9516

1485

654
648

Jun-97
Jun-97

AFD
AFD

6
6

5
5

G

G/E

2nd
2nd

4
3

9517

1404

794
799

Mar-99
May-99

BM
BM

6
6

5
5

E
E

2nd
2nd

4
3

9518

1402

634
628

Feb-98
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

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

2nd
2nd

4
3

9521

1490

796
797

May-99
May-99

BM
BM

6
6

5
5

E
E

2nd
2nd

4
3

9522

1442

608
641

Oct-97
Feb-98

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9523

1419

630
633

Dec-97
Feb-98

OLD
OLD

6
6

5
5

G
G

2nd
2nd

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

2nd
2nd

4
3

9546

1410

646
636

Feb-98
Feb-98

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9547

1456

644
625

Feb-98
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9548

1429

786
788

Mar-99
Mar-99

BM
BM

6
6

5
5

E
E

2nd
2nd

4
3

9549

1479

782
781

Feb-99
Feb-99

BM
BM

6
6

5
5

E
E

2nd
2nd

4
3

9550

1437

789
787

Mar-99
Mar-99

BM
BM

6
6

5
5

E
E

2nd
2nd

4
3

9551

1457

791
621

Mar-99
Nov-97

BM
OLD

6
6

5
5

E
G

2nd
2nd

4
3

9552

1418

635
613

Feb-98
Oct-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9553

1428

638
618

Feb-98
Dec-97

OLD
OLD

6
6

5
5

G
G

2nd
2nd

4
3

9554

1411

790
785

Mar-99
Mar-99

BM
BM

6
6

5
5

E
E

2nd
2nd

4
3

9555

1444

798
780

May-99
Feb-99

BM
BM

6
6

5
5

E
E

2nd
2nd

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

2nd
2nd

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

2nd
3rd

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 25th 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 17th 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 3rd 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 3rd 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
871032

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