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Southern Railway
2 NOL

(Nos.1813 - 1890)

With ‘unicycling Lion’ crest and having arrived from Brighton, 2 NOL unit no.1824 (with another unidentified 2 NOL in rear) sits at Hastings platform 3 with headcode stencils removed but awaiting departure to Ore on 18^th June 1958. Withdrawn week ending 28th Feb 1959 still in early BR Green, its underframes were placed beneath 2 EPB units nos.5651 (Motorcoach) and 5653 (Driving Trailer).

© Chris Wilson collection

Contents
Units 1813 ‑ 1823	Units 1824 ‑ 1855	Units 1856 – 1862	Units 1863 – 1882
Units 1883 – 1890	Allocations	Disposal Movements	Origin of Vehicles

2-car No-Lavatory units

(Nos.1813 - 1890)

Unit Nos.1813 ‑ 1823

On 23^rd March 1934 the SR ordered three batches of two car general purpose units totalling fifty units and split into three sub-batches for budgetary purposes.

The first eleven units were to HO 804, with new 62' 0" underframes from Lancing and bodywork to be converted from ex-LSWR bogie thirds or second /third composites with eight compartments or firsts with six compartments, these vehicles originally having 46' or 48' bodies. These units were built to basically suburban specifications with all passenger accommodation in compartments and had similar MV339 motors, MV electro-magnetic control equipment and bogies (8’ 9” wheelbase motor and 8’ 0” wheelbase trailer) to suburban stock being built concurrently. However, the bogie beneath the driving cab of the DTC was also to 8’ 9” wheelbase to enable the use of standard shoe beams, this being a feature in common with the older two-coach 2 SL and 2 WIM units and was perpetuated in all later built two-coach Southern units.

All the 2 NOL units were new in SR dark green livery, from about 1945 units overhauled were turned-out in the later ‘malachite’ shade (‘early’ BR Green after May 1949); all being done by 1951. No units were repainted into the darker ‘Southern Region’ green applied from July 1956 although due to their impending withdrawal. Intermediate (i.e. approximately two-yearly) ‘varnishes’ were normally done at Selhurst rather than Lancing as customary for other main line units.

West Coastway

The first batch of eleven units were intended for use on the recently electrified Brighton to West Worthing route, this service having been inaugurated in December 1932 using eight of the original ex-LSWR 1915 built units of the 1201 ‑ 1284 batch with some first class downgraded to third. The actual new units authorised to cover this service were suburban units 1795 ‑ 1801 utilising spare underframes from the reduction in the order for 4 LAV units from 40 to 33 units. However, these units were used from new in the suburban area, the ex-LSWR 1915 units having a higher standard of interior accommodation.

Subsequently it was decided to work the coastal service with two car units to provide more flexibility, hence the order for the eleven new units which appeared as 2 NOL units mos.1813 ‑ 1823, extending the number series onwards from the existing two coach 2 SL and 2 WIM units. The units consisted of a Motor Brake Third (7½ compartments) and a Driving Trailer Composite (6 third & 3 first compartments). As units for the Brighton to West Worthing service had already been budgeted for (1795 ‑ 1801), these units were charged to the Sevenoaks electrification scheme of 1934 though it was not intended that they would work there.

Conversion at Lancing

These units had their bodies converted at Lancing works and placed on the new underframes, the unit being coupled by the centre buffer /three-link chain arrangement and had the smaller suburban buffers fitted at cab ends.

Motor coaches were rebuilt from 48' eight compartment bogie thirds, the compartment at one end being reduced in size to a coupe and a new cab and van area grafted onto the body end. The cab was 9' 1" wide, the van was 7' 3.7/8" wide whilst the coupe was 4' 0" wide and the remaining compartments were 5' 10.3/8" in width. These conversions became diagram 686, and weighed about 41 tons 6cwt and seated seventy-five third. They were just over 64' long (62' 6" over bodywork) and the overall width was 8' 0¾" over bodywork. The guard's compartment had side lookout duckets each side and the coupe compartment was adjacent with the single ¼ light window against the van end. It also had only a half-height partition (i.e. to top of seat backs) with the adjacent full compartment. Smoking compartments were the three adjacent to the guard's compartment and also the centremost three of the remaining five.

The driving trailer composites were rebuilt from 48' eight compartment bogie thirds, utilising six of the compartments and adding three compartments taken from a 46' six compartment bogie first, with a driving cab added at the other end, giving a layout of driving cab, six third and three first class compartments. The cab was 5' 6½" deep, third class compartments being 5' 10.3/8" wide and first class ones 6' 11" wide. The vehicles were to diagram 795 and they weighed 29¼ tons and seated sixty third and twenty-four first giving an overall unit capacity of twenty-four first and one-hundred & thirty-five third with a weight of 70½ tons. The overall length was 129' 3". Smoking was permitted in the two First-class compartments at the inner end of the coach and in the centremost four of the six third compartments. These units retained many LSWR bodyside features including ridged ventilators over the door droplights, LSWR pattern door and commode handles and some wooden beading picking out the panelling.

With their MV electro-magnetic control equipment these units had differing arrangements at each cab end for the power cable conduit routes, the motor coaches (when facing the cab) had conduits running from the two power junction boxes below the cab windows upwards to the roof on the left hand side of each cab observation window, whereas the driving trailer had a power conduit running from solebar level on the offside of the cab up to waist height then across to the left hand power junction box, it then looped up over the headcode window to reach the other junction box below the left hand side of the driver’s observation light.

The units were completed in late 1934 and entered service based at Lovers Walk depot (Brighton) on the West Worthing shuttle service, displacing the 1915 units back to the Western Section suburban area, allowing seven other units to move to the Eastern Section to make up the allocation for the Sevenoaks scheme. There were diagrams for twelve units on the West Worthing service in January 1935, so obviously a few of the next batch of units for the Eastbourne /Hastings scheme which were delivered immediately following this batch were required from the outset to make up the required number of units available.

Interworking with Units Nos.1824 – 1855

The electrification of the lines to Seaford /Eastbourne /Hastings in 1935 saw a further batch of 2 NOL units delivered to the coastal lines based at Brighton (units nos.1824 – 1855) and these then interworked with the first batch, further extensions of the third rail from West Worthing to Portsmouth extending their area of operations still further.

Units were then also used in conjunction with 2 BIL units on slow trains from the coast to London and on the Reading line. The use of units between the coast and London enabled some interworking with the later batches of units working in the Western Section suburban area to take place. However, this became less easy from October 1941 when the units allocated to the Windsor /Weybridge service, by this time units nos.1853 ‑ 1890 had their First-class accommodation downgraded to third.

The luggage vans of the units were found to be too small in main line use due to the large amounts of luggage /parcels /perishables being conveyed during the war and all this batch of units had the partition between the van and the coupe compartment removed to create a larger van area 11' 10" wide, almost identical in size with those of the 2 BIL units. The droplight and ¼ light windows in the former coupe were panelled over. However, the doorway remained, now marked ‘Luggage‘. As modified the coach now seated seventy and the diagram number was altered to 684, the overall unit capacity of these units now being twenty-four first and one-hundred & thirty third. This alteration was carried out between April 1943 and September 1944, unit no.1818 being the first modified.

After the war these units remained working on the coastal routes.

1953 Compressor Governor Modification

Following a runaway accident to a 2 BIL unit at Guildford in November 1952 a modification was carried out in 1953 to provide a compressor governor which prevented units taking power until sufficient brake pressure was available to stop the train. A temporary restriction was applied which prevented units running solo until all were modified, though as most of the duties of this batch were in four or six coach formations this did not affect them too much.

Displacement to Suburban Services

This entire batch of units was displaced into the suburban area from mid-1958 (by 2 HAL units transferred from the Eastern section) and were withdrawn from late-1958; all had gone by July 1959. Disposal involved electrical stripping at Wimbledon Park, a tow to Strawberry Hill where further equipment was recovered, then being hauled away for breaking-up. Their bodies were removed and broken-up at Newhaven; the underframes were then reconditioned at Lancing and used in the construction of the SR style 2 EPB units nos.5651 ‑ 5684 at Eastleigh in 1959. Similar disposal arrangements applied for all the subsequent batches of units as well.

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Unit Formations Nos.1813 - 1823

Unit formations were as follows, with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

Unit	Conv. Date	MBT	DTC	Wdn date	Body removal	MBT frame to new coach /unit & (date)	DTC frame to new coach /unit & (date)
Diag. No.		681^1	795	1601
1813	Nov-34	9861	9940	28-Feb-59	16-Mar-59	14585 /5679 (Dec-59)	16111 /5661 (Oct-59)
1814	Nov-34	9862	9941	21-Feb-59	16-Mar-59	14569 /5663 (Oct-59)	16130 /5680 (Dec-59)
1815	Nov-34	9863 8605	9942	11-Jul-59	27-Jul-59	14581 /5675 (Nov-59)	16125 /5675 (Nov-59)
1816	Nov-34	9864	9943	7-Feb-59	16-Feb-59	14574 /5668 (Nov-59)	16122 /5672 (Nov-59)
1817	Nov-34	9865	9944	25-Jul-59	24-Aug-59	14579 /5673 (Nov-59)	16123 /5673 (Nov-59)
1818	Nov-34	9866	9945	11-Jul-59	27-Jul-59	14589 /5683 (Dec-59)	16134 /5684 (Dec-59)
1819	Nov-34	9867	9946 9975	14-Jun-59	10-Nov-59	14559 /5653 (Oct-59)	16107 /5657 (Oct-59)
1820	Nov-34	9868	9947	4-Jul-59	20-Jul-59	14577 /5671 (Nov-59)	16124 /5674 (Nov-59)
1821	Nov-34	9869	9948	7-Feb-19	16-Feb-59	14561 /5655 (Oct-59)	16110 /5660 (Oct-59)
1822	Nov-34	9870	9949	4-Jul-59	20-Jul-59	14571 /5665 (Oct-59)	16118 /5668 (Nov-59)
1823	Nov-34	9871	9950	13-Sep-58	10-Nov-58	14567 /5661 (Oct-59)	16101 /5651 (Sep-59)

Note
^#1	Altered from diagram 686 when larger van area installed 1943/4.

Individual Unit Notes

1815	MBT 9863 damaged in collision with light engine 30932 at Hastings 5-Jun‑57 and bodywork scrapped Aug‑57 at Hastings, underframe then used in construction of new 14544 (unit no.5624) in Sep‑58. Replaced by 8605 (ex.1872) from Jul‑57.
1819	DTC 9946 damaged in collision with loco 31891 at Eastbourne 6‑Jan‑51 and scrapped. Replaced by 9975 (ex.1838). Unit in collision with no.1833 at Lovers Walk May‑58 and withdrawn 14‑Jun‑58.

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Unit Nos.1824 ‑ 1855

A further batch of thirty-two units numbered 1824 ‑ 1855 were also ordered 23^rd March 1934 to HO 807 in order to cover part of the rolling stock requirements of the Seaford /Eastbourne /Hastings electrification of 1935. The remaining stock for this scheme being the seventeen 6 PAN units to HO 805 and the first ten 2 BIL units to HO 806 (this scheme beginning operation from 7^th July 1935) though the 2 BIL units were not delivered until early 1936.

This batch of 2 NOL units had their bodywork rebuilt at Eastleigh works (again on new Lancing underframes) and were ready by April 1935, many being stored in the London area at locations such as Crystal Palace (Low Level) and in the new as yet unused engine shed at Norwood Junction until required for the new services. A few went straight into service to make-up the required number of units for the Brighton to West Worthing service.

They were identical to the first batch (1813 – 1823) and were again based at Brighton for maintenance purposes and worked mainly on the Brighton to Ore, Brighton to Seaford and Horsted Keynes to Brighton /Seaford stopping services; also interworking with the earlier batch of units to West Worthing. The subsequent extension of electrification from West Worthing to Portsmouth allowed these units to intermix with the last two batches of units working on the Western Section suburban lines, units being exchanged by working between the coast and London (usually coupled with 2 BIL units) on Portsmouth - Waterloo stopping trains. This practice became much less common after the outbreak of war, and even less so following the downgrading to all third class of the suburban batches.

Displacement from the East Coastway

Shortly after the start of the war both batches (1813 – 1823 & 1824 – 1855) were almost completely displaced from the coastal lines east of Brighton; being replaced by a much smaller number of newly built 2 HAL units nos.2677 – 2692. The reasons for this are uncertain, but possibly in connection with keeping the 2 NOL units ‘in reserve’ for wartime use.

The 2 NOL units were back in use on the eastern coastal routes by late 1941, though units 1853 ‑ 1855 had been transferred to the Windsor /Weybridge service by this time and were then joined in the suburban area by units nos.1847 – 1850; these four being used on wartime shuttle services from Nunhead to Crystal Palace (H.L.) and Crystal Palace (L.L.) to Beckenham Jct.

Trailer Units

Units nos.1849 - 1854 all spent some time in use in the suburban area running as trailer units with shoegear (and probably motors) removed; all these units having their first class downgraded to third from October 1941 (the DTT then seating eighty-four third and the unit total now being one-hundred & fifty-nine third). The diagram number for the DTT was amended to 795A after this alteration.

Removal of Coupé Compartment

As with the first batch of units, the luggage space of the MBT was enlarged by merging it with the former coupé compartment between April 1943 and September 1944, all the coastal allocated units nos.1824 ‑ 1846 being completed (except for unit no.1828 lost to war damage). Most of the units transferred to the London area (nos.1849 – 1854) had spent some time between 1944 and 1948 working as ‘trailer units’ and (following the end of the war) units nos.1847 ‑ 1850 returned to the coastal fleet, regaining their First-class accommodation and also having the larger luggage space conversion in November 1948.

However, units nos.1851 ‑ 1854 remained in use in the suburban area (unit no.1855 had been withdrawn following war damage), these four units remaining all third class; all having had the larger luggage space modification carried out by 1950.

Displacement into Withdrawal

The coastal batch continued in traffic on their original routes, but as there was a surplus odd units could be found from time to time on other parts of the electrified network substituting for 2 BIL units. The three units remaining in the suburban fleet were withdrawn in 1957 along with most of the others allocated there; their underframes being re-used in the SR type 2 HAP units under construction at Eastleigh during 1958.

The delivery of the 2 HAP units, both BR and SR styles, during 1958 displaced 2 HAL units from the Medway services, these then moving to the coastal lines, becoming common user with 2 BIL units and displacing the whole of the number 1813 ‑ 1850 batch of 2 NOL units to the suburban area for a short while before they too were also withdrawn, the bodies being scrapped at Newhaven and the underframes again re-used, this time for SR style 2 EPB units nos.5651 ‑ 5684 built at Eastleigh in 1959. However, two units were used for SR style 2 HAP units nos.5601 ‑ 5636 and one odd motor coach frame was used for the final SR type 4 EPB motor coach constructed.

Units nos.1826 and 1830 were the last of the class to run in August 1959, and unit no.1837 spent its last months from Dec‑58 until withdrawal in March 1959 working on the Wimbledon to West Croydon line.

Unit Formations 1824 - 1855

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown. A few units show body removal dates before their ‘official’ withdrawal dates.

Unit	Conv. Date	MBT	DTC	Withdrawn date	Body removal	MBT frame to new coach /unit & (date)	DTC frame to new coach /unit & (date)
Diag. No.		681^2	795
1824	Dec-34	9871	9964	28-Feb-59	23-Feb-59	14557 /5651 (Sep-59)	16103 /5653 (Oct-59)
1825	Dec-34	9873	9965	14-Mar-59	30-Mar-59	14565 /5659 (Oct-59)	16108 /5658 (Oct-59)
1826	Dec-34	9874	9963	1-Aug-59	7-Sep-59	14587 /5681 (Dec-59)	16133 /5683 (Dec-59)
1827	Dec-34	9875	9962	27-Jun-59	6-Jul-59	14578 /5672 (Nov-59)	16112 /5662 (Oct-59)
1828	Dec-34	9876	9961	Jun-41
1829	Dec-34	9877	9966	4-Jul-59	20-Jul-59	14572 /5666 (Nov-59)	16126 /5676 (Nov-59)
1830	Dec-34	9878	9967	1-Aug-59	7-Sep-59	14586 /5680 (Dec-59)	16129 /5679 (Dec-59)
1831	Jan-35	9879	9968	21-Feb-59	2-Mar-59	14590 /5684 (Dec-59)	16127 /5677 (Nov-59)
1832	Jan-35	9880	9969	18-Jul-59	10-Aug-59	14588 /5682 (Dec-59)	16115 /5665 (Oct-59)
1833	Jan-35	9881	9970	14-Jun-58	23-Feb-59	14576 /5670 (Nov-59)	16120 /5670 (Nov-59)
1834	Jan-35	9882	9971	27-Jun-59	6-Jul-59	14570 /5664 (Oct-59)	16119 /5669 (Nov-59)
1835	Jan-35	9883	9972	15-Feb-58	7-Mar-58	14535 /5615 (Aug-58)	16019 /5619 (Sep-58)
1836	Jan-35	9884	9973	25-Jul-59	13-Jul-59	14583 /5677 (Nov-59)	16116 /5666 (Nov-59)
1837	Jan-35	9885	9974	14-Mar-59	30-Mar-59	14575 /5669 (Nov-59)	16109 /5659 (Oct-59)
1838	Jan-35	9886	9975	3-Mar-51	-	14520 /5260 (Mar-57)	-
1839	Jan-35	9887	9976	25-Jul-59	24-Aug-59	14584 /5678 (Dec-59)	16131 /5681 (Dec-59)
1840	Feb-35	9888	9977	18-Jul-59	10-Aug-59	14580 /5674 (Nov-59)	16121 /5671 (Nov-59)
1841	Feb-35	9889	9978	21-Feb-59	2-Mar-59	14562 /5656 (Oct-59)	16104 /5654 (Oct-59)
1842	Feb-35	9890	9979	11-Jul-59	27-Jul-59	14582 /5676 (Nov-59)	16132 /5682 (Dec-59)
1843	Feb-35	9891	9980	15-Feb-58	7-Mar-58	14538 /5618 (Aug-58)	16009 /5609 (Jul-58)
1844	Feb-35	9892	9981	25-Jul-59	13-Jul-59	14573 /5667 (Nov-59)	16128 /5678 (Dec-59)
1845	Mar-35	9893	9982	7-Mar-59	23-Mar-59	14558 /5652 (Oct-59)	16102 /5652 (Oct-59)
1846	Mar-35	9894	9983	21-Mar-59	6-Apr-59	14566 /5660 (Oct-59)	16105 /5655 (Oct-59)
Diag. No.		681^3	795A^4
1847	Mar-35	9895	9984	21-Feb-59	9-Mar-59	14564 /5658 (Oct-59)	16114 /5664 (Oct-59)
1848	Mar-35	9896	9985	27-Jun-59	29-Jun-59	14568 /5662 (Oct-59)	16117 /5667 (Nov-59)
1849	Mar-35	9897	9986	21-Mar-59	6-Apr-59	14563 /5657 (Oct-59)	16106 /5656 (Oct-59)
1850	Mar-35	9898	9987	7-Mar-59	23-Mar-59	14560 /5654 (Oct-59)	16113 /5663 (Oct-59)
Diag. No.		681^5	795A^6
1851	Apr-35	9899	9988	13-Apr-57	11-May-57	14547 /5627 (Sep-58)	16017 /5617 (Aug-58)
1852	Apr-35	9900	9989	14-Dec-57	7-Jan-58	14551 /5631 (Oct-58)	16032 /5632 (Oct-58)
1853	Apr-35	9901	9990	10-Dec-55
1854	Apr-35	9902	9991	5-Oct-57	c.10-Dec-57	14543 /5623 (Sep-58)	16008 /5608 (Jul-58)
1855	Apr-35	9903	9992	Dec-41

Notes
^#2	Altered from 686 when larger van area installed 1943/4.
^#3	Altered from 686 when larger van area installed 1948.
^#4	Amended from 795 from October 1941 when vehicles downgraded to all third. Reverted to 795 from November 1948 when first class reinstated. Coaches were classified DTT whilst downgraded.
^#5	Altered from 686 when larger van area installed by 1950.
^#6	Amended from 795 from October 1941 when vehicles downgraded to all third. Coaches now classified DTT.

Individual Unit Notes

1825	Unit damaged by enemy action (probably at Fratton depot 12-Jun-41) but repaired.
1828	Unit damaged by enemy action at Portsmouth & Southsea DCS 4-May-41 and DTC 9961 destroyed by delayed action bomb Body remains were scrapped 25-Jun-41 and the underframe cut‑up 25-Mar-42. Unit disbanded and MBT 9876 to three coach unit 1799 after repairs.
1832	Leaving Fishersgate station on a West Worthing to Brighton service (headcode ‘1’), unit no.1832 featured in the 1952 film ‘Ghost Ship’ starring Dermot Walsh and Hazel Court. Similar scenes at Fishersgate station featured 2 BIL units 2116 (solo) and 2151 (coupled to 2020).
1833	Unit in collision with 1819 at Lovers Walk May-58 and withdrawn 14-Jun-58.
1835	Unit damaged by H/E blast at Eastbourne 4-May-42 and repaired at Brighton.
1838	MBT 9886 damaged in collision (where?) c.Mar-51 and unit withdrawn. DTC 9975 to 1819, bodywork of 9886 broken‑up at Lancing 16-Jun-51 and underframe stored, for some years at Horsted Keynes, until taken to Lancing for repair and used in construction of new 14520 for unit 5260 in Mar-57.
1840	Unit damaged by H/E blast at Maidstone Barracks 1-Oct-40 but repaired. DTC 9977 damaged by enemy action at Eastbourne 4-May-42 and repaired at Lancing by Jul‑42.
1850	Unit badly damaged by enemy bombing at Bognor 11-Apr-41 but repaired.
1853	Unit in collision with goods train near Barnes and DTT 9990 burnt out 2-Dec-55. Unit withdrawn 10-Dec-55 and MBT 9901 broken‑up later on site c.17-Dec-55.
1855	Unit damaged in blackout collision at Staines 24-Nov-41 and DTT 9992 withdrawn 10-Dec-41 and body scrapped. Unit disbanded and MBT 9903 to three coach unit 1679 after repairs. Underframe of 9992 cut‑up at Lancing 18-Aug-43.

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Unit Nos.1856 ‑ 1862

Order number HO 807 also included a further seven units numbered 1856 to 1862 (delivered in April /May 1935 - these again being charged to the Sevenoaks scheme) with bodywork conversion again carried out at Eastleigh. However, this batch of units was also delivered to Brighton for operation on the coastal services.

They were again identical to the previous two batches, but were transferred away from the coastal lines to work on the Western Section suburban lines; certainly by the start of the war and possibly when the next batch were delivered new during February & March 1936 to these lines as a larger fleet than required was supplied with special traffic considerations in mind. As a result of being used on suburban services, all were downgraded to all third class from October 1941, the diagram No. of the DTT now being 795A (this coach now seating 84 third giving a revised unit total of 159 third).

All of this batch of units had their shoegear removed and were used as trailer sets in the general suburban area during the latter part of the war, being replaced by newly augmented 4 SUB units on the Waterloo – Windsor /Weybridge services during 1941. Their use as trailer sets continued after the war during the changeover from trailer set to all motor unit operations at this time.

Following reinstatement as motor units between 1946 and 1948, the MV 339 motors were replaced by the EE 339 type and the 2 NOL units returned to the Windsor /Weybridge service. All units also had the larger luggage van modification done between 1944 and January 1950 the MBTs then seating 70 giving a revised overall unit capacity of 152. The MBTs gained a revised diagram number of 684 after this modification.

These units (along with all other 2 NOL units working in the suburban area) were affected by the temporary restriction on two coach units working solo in early 1953 whilst they were modified with compressor governors; being taken off the Waterloo - Windsor /Weybridge service and used elsewhere (where they always ran with other units). They were replaced by 4 SUB units in the meantime (but returned to their normal duties later in 1953) although there were more than needed to cover the requirements of this service so they were also used on other routes in conjunction with 2 BIL units.

These units were all withdrawn during the middle of 1957 and their bodies removed and scrapped at Newhaven, the underframes then being reconditioned at Lancing and used in construction of new SR type 2 HAP units 5601 ‑ 5636 at Eastleigh during 1958.

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

Unit	Conv. Date	MBT	DTC^7	Wdn date	Body removal	MBT frame to new coach /unit & (date)	DTC frame to new coach /unit & (date)
Diag. No.		684^8	795A^9
1856	Apr-35	9904	9993	6-Jul-57	22-Jul-57	14549 /5629 (Oct-58)	16028 /5628 (Sep-58)
1857	Apr-35	9905	9994	27-Apr-57	11-May-57	14552 /5632 (Oct-58)	16030 /5630 (Oct-58)
1858	May-35	9906	9995	6-Apr-57	c.May-57	14521 /5601 (Feb-58)	16014 /5614 (Aug-58)
1859	May-35	9907	9996	6-Apr-57	c.May-57	14523 /5603 (Feb-58)	16005 /5605 (Feb-58)
1860	May-35	9908	9997	21-Sep-57	12-Oct-57	14548 /5628 (Sep-58)	16024 /5624 (Sep-58)
1861	May-35	9909	9998	1-Jun-57	24-Jun-57	14550 /5630 (Oct-58)	16029 /5629 (Oct-58)
1862	May-35	9910	9999	18-May-57	11-Jun-57	14527 /5607 (Jun-58)	16036 /5636 (Oct-58)

Notes
^#7	Coaches classified as DTT from October 1941.
^#8	Altered from 686 when larger van area installed between 1944 and January 1950.
^#9	Amended from 795 from October 1941 when vehicles downgraded to all third.

Individual Unit Notes

1861	Unit at Micheldever with collision damage c.Nov‑47 (details unknown). Unit had larger luggage van modification completed 17-Apr-48 during repairs at Lancing.

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Unit Nos.1863 ‑ 1882

The next batch of units ordered were to number HO 874, placed on 7^th June 1935 and was for a further 20 units numbered 1863 – 1882; these units being delivered to the Western Section suburban lines between January and May 1936, being run-in on various suburban services prior to taking over the Waterloo - Windsor service from the summer timetable in 1936, displacing twelve 3 coach suburban units for use elsewhere.

These units were again converted at Eastleigh and were identical to the previous batches except for the provision of EE339 motors (they still retained MV electro-magnetic control equipment). As the Windsor line had already had stock allocated to it when electrified (units 1757 ‑ 1768 being the budgeted stock) the 2 NOL units had to be allocated to another scheme and were therefore paid for by funds earmarked for the ‘Motspur Park & Leatherhead extension’ which actually meant the Chessington branch as finally constructed. These new units were therefore delivered more than two years before their ‘budgeted’ line opened.

The units working on the Western Section received their regular maintenance at Wimbledon Park depot. However, the whole 2 NOL fleet had their electrical and bogie overhauls carried out at Slade Green repair shops, whilst heavy body overhauls were dealt with at either Eastleigh or Lancing works and re-varnishing at Selhurst paint shops.

Initially there were a number of surplus units allocated to the Western Section with a number of units also used elsewhere in the suburban area (possibly covering for the original 1915 LSWR units of the 1201 ‑ 1284 batch being rebuilt on lengthened underframes) and (from the electrification of the Reading line in January 1939) were available to cover special traffic requirements, often in connection with race meetings at Ascot, Kempton Park or Sandown Park. All of this batch had their first class accommodation downgraded to third in October 1941, the DTC being reclassified as DTT, now to diagram No. 795A and seating 84 third; the unit total now being 159 third.

All of the units spent periods working with shoegear removed as two-coach trailer sets from 1941 until 1948 during the changeover period from use of trailer sets to all motor units at this time; reconversion to motor unit commenced in 1946 and the last was done 27-Sep-48. As trailer sets, the units worked over the whole of the suburban system, but all were back on the Windsor /Weybridge service by late 1948. However, surplus units continued to work elsewhere, including occasional use on the Eastern Section and as spare units to occasionally cover the 2 SL and 2 WIM units.

All but three units received the larger luggage space modification between 1944 and January 1950; this having been applied to all the coastal based units. The units involved 1863-68, 1870-72, 1874-77 and 1879-82 then seating 70 in the MBT which was now to diagram 684, with an overall unit capacity of 152 third. Units 1868, 1873 and 1878 did not have the luggage space modification.

From December 1956, the 2 NOL units were taken off the Waterloo - Windsor/Weybridge route (being replaced by 4 SUB units which were in turn replaced by 4 EPB units from 5^th May 1957) and the survivors were used mostly on the Western Section suburban services though a few were also used on the Central Section.

Concern over the bodywork condition of the units remaining in traffic led to their all being stored from 5^th May 1957, some at Twickenham & Chessington South with others at depots. After body examinations, units 1852 /54 /63 /64 /65 /66 /82 /83 /84 /88 /90 were reinstated and saw use on all three sections of the Southern Region. There was a pause in the withdrawal programme from October 1957 whilst Eastleigh works concentrated on completing the second batch of Hastings diesel units.

These units began to be withdrawn from July 1956 and all had gone by January 1958, their bodies being scrapped at Newhaven and the underframes being re-used in the construction of new SR type 2 HAP units at Eastleigh during 1958, though four of the earlier withdrawals were used in the final stages of the 4 EPB construction programme in early 1957 (in one case a motor coach underframe being re-used in a new trailer vehicle).

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

Unit	Conv. Date	MBT	DTC^10	Withdrawn date	Body removal	MBT frame to new coach /unit & (date)	DTC frame to new coach /unit & (date)
Diag. No.		684	795A^11
1863	Jan-36	8596	9920	7-Sep-57	12-Oct-57	14542 /5622 (Sep-58)	16025 /5625 (Sep-58)
1864	Jan-36	8597	9921	21-Sep-57	29-Oct-57	14555 /5635 (Oct-58)	16031 /5631 (Oct-58)
1865	Jan-36	8598	9922	14-Dec-57	21-Jan-58	14554 /5634 (Oct-58)	16015 /5615 (Aug-58)
1866	Jan-36	8599	9923	12-Oct-57	29-Oct-57	14556 /5636 (Oct-58)	16035 /5635 (Oct-58)
1867	Jan-36	8600	9924	29-Jun-57	22-Jul-57	14530 /5610 (Jul-58)	16001 /5601 (Feb-58)
1868	Feb-36	8601	9925	30-Nov-57	7-Jan-58	14537 /5617 (Aug-58)	16021 /5621 (Sep-58)
1869	Jan-36	8602*	9926	8-Jun-57	24-Jun-57	14524 /5604 (Feb-58)	16007 /5607 (Jun-58)
1870	Feb-36	8603	9927	30-Jun-56	16-Jul-56	14497 /5249 (Jan-57)	15435 /5247 (Dec-56)
1871	Feb-36	8604	9928	30-Jun-56	16-Jul-56	15430 /5242 (Nov-56)^#12	15434 /5246 (Nov-56)
1872	Feb-36	8605	9929	20-Jul-57	6-Aug-57	-	16026 /5626 (Sep-58)
1873	Mar-36	8606*	9930	6-Jul-57	6-Aug-57	14528 /5608 (Jul-58)	16006 /5606 (Jun-58)
1874	Mar-36	8607	9931	13-Apr-57	6-May-57	14526 /5606 (Jun-58)	16002 /5602 (Feb-58)
1875	Mar-36	8608	9932	6-Apr-57	6-May-57	14525 /5605 (Feb-58)	16004 /5604 (Feb-58)
1876	Mar-36	8609	9933	13-Jul-57	1-Sep-57	14540 /5620 (Sep-58)	16018 /5618 (Aug-58)
1877	Mar-36	8610	9934	7-Jul-56	23-Jul-56	14502 /5251 (Jan-57)	15447 /5259 (Mar-57)
1878	Apr-36	8611*	9935	7-Jul-56	23-Jul-56	14501 /5251 (Jan-57)	15437 /5249 (Jan-57)
1879	Apr-36	8612	9936	13-Jul-57	1-Sep-57	14545 /5625 (Sep-58)	16022 /5622 (Sep-58)
1880	Apr-36	8613	9937	12-Oct-57	18-Nov-57	14534 /5614 (Aug-58)	16013 /5613 (Aug-58)
1881	Apr-36	8614	9938	11-May-57	27-May-57	14553 /5633 (Oct-58)	16033 /5633 (Oct-58)
1882	May-36	8615	9939	17-Aug-57	16-Sep-57	14541 /5621 (Sep-58)	16023 /5623 (Sep-58)

Notes
^#10	Coaches classified as DTT from October 1941.
^#11	Amended from 795 from October 1941 when vehicles downgraded to all third.
^#12	Underframe of former motor coach used in new trailer vehicle.
^*	Vehicle with unmodified luggage van and retaining coupe compartment, diagram 686.

Individual Unit Notes

1872	Unit withdrawn 20-Jul-57 and MBT 8605 to 1815, DTS 9929 had bodywork scrapped at Newhaven 6-Aug-57 and underframe used in construction of new 2 HAP vehicle 16026 for unit 5626.
1875	Unit slightly damaged by fire at Addlestone 20-Jan-56.
1879	Modified luggage van completed at Lancing 26-Jun-48.
1880	Unit damaged by V1 explosion at West Croydon 23-Jun-44 but repaired.

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Unit Nos.1883 ‑ 1890

Ordered as H.O. 899 on 8^th January 1936 the final batch of eight 2 NOL units were nominally part of the ‘Portsmouth No. 1’ scheme, to cover the extension of electrified services from Staines to Weybridge in July 1937. They differed from the previous batches in that, like the very last batch of 3 coach suburban units, they were equipped with electro-pneumatic control gear in place of the electro-magnetic gear fitted to the earlier units.

As the electrical equipment was now mounted below the floor, these units had a smaller cab and larger van space than the originals. They weighed slightly more at about 42 tons. The cab was 4' 8.5/16" deep and the van was 11' 5¼" wide whilst the coupe compartment was also slightly wider at 4' 2¾" wide. The full compartments remained at 5' 10.3/8" wide as in the earlier units. The DTC coaches of this batch were also slightly heavier than those of the earlier units at 30 tons. Overall weight of this batch was therefore increased to 72 tons. Owing to the under floor EE electro-pneumatic control equipment on this batch, both cabs had the same arrangement of power cable conduit routes (identical to that on the driving trailer on the older units).

This batch of units was delivered during July 1936, in plenty of time for the extension to Weybridge which became operational from 3^rd January 1937. The diagram number of this final batch of motor coaches was altered to 688. These units, like the others in the suburban area, had their first class downgraded to third in October 1941 (then seating 159 third) and many spent a period with shoegear removed working as two-coach trailer sets throughout the suburban system from about 1943 until 1948, when they returned to the Waterloo to Windsor /Weybridge service.

With a larger brake van and being used on Waterloo to Windsor /Weybridge services the larger luggage space modification was not undertaken on this batch of units.

Again like the other batches, they were temporarily displaced onto other routes by 4 SUB units during 1953 whilst they were all fitted with compressor governors.

All were withdrawn during 1957 and early 1958 and taken to Newhaven where the bodies were removed and burnt, the underframes then being overhauled at Lancing prior to being used at Eastleigh during 1958 in the construction of new SR type 2 HAP units 5601 ‑ 5636.

Unit formations were as follows with the unit withdrawal date, body removal date and subsequent re-use of underframes also shown.

Unit	Conv. Date	MBT	DTC^13	Withdrawn date	Body removal	MBT frame to new coach /unit & (date)	DTC frame to new coach /unit & (date)
Diag. No.		688	795A^14
1883	Jul-36	9781	9913	14-Dec-57	20-Jan-58	14533 /5613 (Aug-58)	16010 /5610 (Jul-58)
1884	Aug-36	9782	9914	22-Jun-57	8-Jul-57	14522 /5602 (Feb-58)	16003 /5603 (Feb-58)
1885	Aug-36	9783	9915	25-May-57	11-Jun-57	14546 /5626 (Sep-58)	16034 /5634 (Oct-58)
1886	Aug-36	9784	9916	22-Jun-57	8-Jul-57	14531 /5611 (Jun-58)	16011 /5611 (Jun-58)
1887	Aug-36	9785	9917	4-May-57	27-May-57	14539 /5619 (Sep-58)	16027 /5627 (Sep-58)
1888	Sep-36	9786	9918	17-Aug-57	16-Sep-57	14536 /5616 (Aug-58)	16020 /5620 (Sep-58)
1889	Sep-36	9787	9912	15-Jun-57	8-Jul-57	14529 /5609 (Jul-58)	16016 /5616 (Aug-58)
1890	Sep-36	9788	9919	16-Nov-57	24-Feb-58	14532 /5612 (Aug-58)	16012 /5612 (Aug-58)

Notes
^#13 #14	Coaches classified as DTT from October 1941. Amended from 795 from October 1941 when vehicles downgraded to all third.

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Allocations

A snapshot of unit allocations for the whole 2 NOL fleet is shown below, these being the number of units berthed for traffic at each location overnight.

Berthing location	July 1937	September 1955
Brighton	17	10
Eastbourne	4	5
Haywards Heath	1	4
Ore	3	4
Seaford	4	4
West Worthing	4	4
Chertsey	9	8
Waterloo	6	8
Windsor	9	12
Wimbledon Park	Nil	4
Country units Total	33	31
Suburban units Total	24	32
Fleet Total	57	63

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Disposal Movements

Dates of disposal moves from Strawberry Hill to Newhaven for body breaking are known for most units, most moves taking place overnight, sometimes recessing at Hassocks for a while. Upon arrival bodies were broken-up and burnt within a few days and the underframes then hauled to Lancing for reconditioning prior to being taken to Eastleigh for re-bodying. The day quoted is that of departure from Strawberry Hill.

Day	Date	Unit(s)	Day	Date	Unit(s)
Thursday	12-Jul-56	1870 + 1871	Thursday	20-Feb-58	1890
Thursday	19-Jul-56	1877 + 1878	Thursday	6-Mar-58	1835 + 1843
Wednesday	17-Apr-57	1858 + 1859	Sunday	9-Nov-58	1819 + 1823
Thursday	2-May-57	1874 + 1875	Friday	13-Feb-59	1816 + 1821
Thursday	9-May-57	1851 + 1857	Friday	20-Feb-59	1824 + 1833
Thursday	23-May-57	1881 + 1887	Friday	27-Feb-59	1831 + 1841
Thursday	6-Jun-57	1862 + 1885	Friday	6-Mar-59	1847
Thursday	20-Jun-57	1861 + 1869	Friday	13-Mar-59	1813 + 1814
Thursday	4-Jul-57	1884 + 1889	Friday	20-Mar-59	1845 + 1850
Thursday	18-Jul-57	1856 + 1867	Wednesday	25-Mar-59	1825 + 1837
Thursday	1-Aug-57	1872* + 1873	Friday	3-Apr-59	1846 + 1849
Thursday	29-Aug-57	1876 + 1879	Friday	26-Jun-59	1848
Thursday	12-Sep-57	1882 + 1888	Friday	3-Jul-59	1827 + 1834
Thursday	10-Oct-57	1860 + 1863	Friday	10-Jul-59	1836 + 1844
Thursday	24-Oct-57	1864 + 1866	Friday	17-Jul-59	1820 + 1822 + 1829
Thursday	14-Nov-57	1880	Friday	24-Jul-59	1815 + 1818 + 1842
Sunday	1/8-Dec-57	1854	Friday	7-Aug-59	1832 + 1840
Friday	3-Jan-58	1852 + 1868	Friday	21-Aug-59	1817 + 1839
Thursday	16-Jan-58	1865	Tuesday	1-Sep-59	1826 + 1830
Friday	17-Jan-58	1883
* One coach only

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Origin of Vehicles Used in 2 Nol Units

The identity of the LSWR vehicles used in the conversions of the bodies for the 2 NOL units is known and tabulated below.

Motor coaches were rebuilt from 48' thirds, originally with eight compartments (each 5' 10½" wide), one of the end compartments being reduced in width to 4' 2¾" to form the coupe, and the new driving cab, guard's compartment and luggage van being grafted on at this end.

Driving trailer composites were formed from six compartments of a 48' third joined to half of the body (three compartments) of a former 46' first, these coaches originally having six compartments, three each side of a central lavatory. The bodies were split at the lavatory compartment and its remains discarded, whilst at the other end of the conversion the new driving cab was fitted onto the end of the third class section of body. Some of the 48' thirds had been built as composites, some with compartments arranged 22223333 and others as 33222233, though all of these had been altered to all‑third between 1918 and 1920.

All these coaches had been built between 1894 and 1902 at Eastleigh works, virtually all with gas lighting, and steam heating was installed between 1908 and 1913.

Conversion work took place at Lancing works [the first ten units] (where all the new 62' 0" underframes were fabricated) or Eastleigh works, where the remaining sixty-eight units were dealt with. Conversion work also included fitting new electric lighting and heating, installation of cable conduits along the vehicle roofs and a complete body overhaul and repaint.

Many coaches had been renumbered once by the LSWR and were again renumbered by the SR prior to their conversions, the new bodies then receiving further new numbers in the electric unit series.

The following table shows the new electric vehicle number and the unit it was allocated to, the date of the conversion, the original LSWR number and the building date, whether fitted with gas (G) or electric (E) lighting when built, the second LSWR number (where applicable), a third LSWR number for former composites when downgraded to third and the SR number

Motor Brake Thirds
(rebuilt Eastleigh for H.O. 874 and to Diagram 684).

Converted from 8-compartment thirds, whole of body (7½-compts) used in conversion.

Coaches marked with * after LSWR number were built as composites with 22223333 layout.

Coaches marked with # after LSWR number were built as composites with 33222233 layout.

Coach no.	Unit no.	Date conv.	LSWR 1^st no.	Date new	Lights	LSWR 2^nd no.	LSWR 3^rd no.	SR No.	X
8596	1863	Jan-36	1123	Mar-96	G	351	-	372
8597	1864	Jan-36	1096	Aug-95	G	40	-	453
8598	1865	Jan-36	40	Jun-94	G	-	-	177
8599	1866	Jan-36	108	Jul-95	G	510	-	481
8600	1867	Jan-36	477	Jun-97	G	-	-	456
8601	1868	Feb-36	1084	Jul-95	G	523	-	488
8602	1869	Jan-36	1089	Jul-95	G	506	-	478
8603	1870	Feb-36	485	Jul-97	G	-	-	462
8604	1871	Feb-36	537	Oct-00	G	-	-	495
8605	1872	Feb-36	561	Jun-02	E	-	-	501
8606	1873	Mar-36	742*	Sep-99	G	2881*	892	519
8607	1874	Mar-36	433	Jun-9	G	-	-	429
8608	1875	Mar-36	230	Dec-95	G	-	-	275
8609	1876	Mar-36	239	Jun-97	G	-	-	283
8610	1877	Mar-36	482	Feb-97	G	-	-	460
8611	1878	Apr-36	257	Jun-97	G	-	-	298
8612	1879	Apr-36	1121	Mar-96	G	360	-	379
8613	1880	Apr-36	1299	Dec-00	G	212	-	261
8614	1881	Apr-36	529	Aug-00	G	-	-	492
8615	1882	May-36	663*	Apr-01	G	2802*	888	517

Motor Brake Thirds
(rebuilt Eastleigh for H.O. 899 and to Diagram 688)

Converted from 8 compartment thirds, whole of body (7½ compts) used in conversion.

Coach no.	Unit no.	Date conv.	LSWR 1^st no.	Date new	Lights	LSWR 2^nd no.	SR No.
9781	1883	Jul-36	323	Jun-97	G	-	349
9782	1884	Aug-36	161	Jun-98	G	-	229
9783	1885	Aug-36	1097	Aug-95	G	469	452
9784	1886	Aug-36	259	May-95	G	-	300
9785	1887	Aug-36	286	Dec-94	G	-	319
9786	1888	Sep-36	76	Jun-02	E	-	189
9787	1889	Sep-36	1227	Nov-00	E	291	322
9788	1890	Sep-36	530	Nov-98	E	-	493

Motor brake thirds
(rebuilt Lancing for H.O. 804 and to Diagram 684)

Converted from 8 compartment thirds, whole of body (7½ compts) used in conversion.

Coaches marked with * after LSWR number were composites with 22223333 layout.

Coaches marked with # after LSWR number were composites with 33222233 layout.

Coach no.	Unit no.	Date conv.	LSWR 1^st no.	Date new	Lights	LSWR 2^nd no.	LSWR 3^rd no.	SR No.
9861	1813	Oct-34	1105	Sep-95	G	458	-	444
9862	1814	Oct-34	1095	Aug-95	G	471	-	454
9863	1815	Oct-34	750#	Feb-00	G	2889#	900	527
9864	1816	Oct-34	1250	Apr-00	G	213	-	262
9865	1817	Oct-34	1094	Aug-95	G	472	-	455
9866	1818	Oct-34	1099	Jun-95	G	467	-	450
9867	1819	Oct-34	553	Dec-02	E	-	-	499
9868	1820	Oct-34	1305	Dec-00	G	196	-	251
9869	1821	Oct-34	1324	Dec-00	G	152	-	220
9870	1822	Oct-34	118	Aug-98	G	-	-	202
9871	1823	Oct-34	367	Dec-98	G	-	-	385

Motor Brake Thirds
(rebuilt Eastleigh for H.O. 807 and to Diagram 684)

Converted from 8 compartment thirds, whole of body (7½ compts) used in conversion.

Coaches marked with * after LSWR number were composites with 22223333 layout.

Coaches marked with # after LSWR number were composites with 33222233 layout.

Coach no.	Unit no.	Date conv.	LSWR 1^st no.	Date new	Lights	LSWR 2^nd no.	LSWR 3^rd no.	SR No.
9872	1824	Dec-34	109	Nov-99	G	-	-	195
9873	1825	Dec-34	408	Jun-97	G	-	-	414
9874	1826	Dec-34	115	Sep-00	G	-	-	200
9875	1827	Dec-34	216	Jun-97	G	-	-	264
9876	1828	Dec-34	4	May-95	G	-	-	167
9877	1829	Dec-34	1106	Jan-96	G	457	-	443
9878	1830	Dec-34	382	Jun-96	G	-	-	398
9879	1831	Jan-35	232	Jun-97	G	-	-	276
9880	1832	Jan-35	237	Jun-97	G	-	-	281
9881	1833	Jan-35	130	Dec-95	G	-	-	209
9882	1834	Jan-35	247	Jun-97	G	-	-	289
9883	1835	Jan-35	746*	Nov-99	G	2885*	896	523
9884	1836	Jan-35	268	Dec-94	G	-	-	308
9885	1837	Jan-35	226	Jun-97	G	332	-	273
9886	1838	Jan-35	1153	Aug-97	G	-	-	357
9887	1839	Jan-35	131	Nov-99	G	-	-	210
9888	1840	Feb-35	245	Dec-95	G	-	-	287
9889	1841	Feb-35	1147	Jul-97	G	345	-	367
9890	1842	Feb-35	1125	Mar-96	G	348	-	370
9891	1843	Feb-35	488	Jul-97	G	-	-	464
9892	1844	Feb-35	1092	Aug-95	G	490	-	466
9893	1845	Mar-35	762#	Feb-00	G	2901#	912	539
9894	1846	Mar-35	1112	Feb-96	G	431	-	427
9895	1847	Mar-35	38*	Apr-01	G	2286*	879	511
9896	1848	Mar-35	319	Jun-97	G	-	-	346
9897	1849	Mar-35	754*	Feb-00	G	2893*	904	531
9898	1850	Mar-35	50	Dec-95	G	-	-	183
9899	1851	Apr-35	525	Sep-00	G	-	-	489
9900	1852	Apr-35	406	Jun-94	G	-	-	413
9901	1853	Apr-35	1312	Dec-00	G	178	-	238
9902	1854	Apr-35	755#	Feb-00	G	2894#	905	532
9903	1855	Apr-35	1319	Dec-00	G	159	-	227
9904	1856	Apr-35	1114	Feb-96	G	416	-	416
9905	1857	Apr-35	434	Jun-97	G	-	-	430
9906	1858	May-35	1168	Sep-97	G	308	-	335
9907	1859	May-35	49	Jun-97	G	-	-	182
9908	1860	May-35	402	Jun-96	G	-	-	409
9909	1861	May-35	493	Jun-95	G	-	-	468
9910	1862	May-35	394	Jun-97	G	-	-	406

Driving Trailer Composites
(rebuilt Eastleigh for H.O. 899 and to Diagram 795)

Two converted LSWR coach bodies used for each conversion, the top line being the 8 compartment third, six of which were used (composites are marked * for 22223333 layout and # for 33222233 layout), the second line being ½ the body (3 compartments) of the 6-compartment first. The electric coach the other half of this vehicle was used for is also shown.

Coach no.	Unit no.	Date conv.	LSWR 1^st no.	Date new	Lights	LSWR 2^nd no.	LSWR 3^rd no.	SR No.	Other ½ used in
9912	1889	Sep-36	41	Jun-02	E	-	-	178
			201	Jan-95	G	3852	-	7270	9919
9913	1883	Jul-36	114	Oct-99	G	-	-	199
			341	Dec-95	G	3888	-	7136	9914
9914	1884	Aug-36	757#	Oct-99	G	2896#	907	534
			341	Dec-95	G	3888	-	7136	9913
9915	1885	Aug-36	500	Oct-99	G	-	-	473
			211	Dec-96	G	3855	-	7122	9916
9916	1886	Aug-36	1174	Sep-97	G	296	-	325
			211	Dec-96	G	3855	-	7122	9916
9917	1887	Aug-36	1234	Mar-00	E	274	-	312
			313	Sep-95	G	3881	-	7133	9918
9918	1888	Sep-96	446	Nov-02	E	-	-	437
			313	Sep-95	G	3881	-	7133	9918
9919	1890	Sep-96	550	Jun-02	E	-	-	497
			201	Jan-95	G	3852	-	7270	9919

Driving Trailer Composites
(rebuilt Eastleigh for H.O. 874 and to Diagram 795)

Two converted LSWR coach bodies used for each conversion, the top line being the 8 compartment third, six of which were used (composites are marked * for 22223333 layout and # for 33222233 layout), the second line being ½ the body (3 compartments) of the 6 compartment first. The electric coach the other half of this vehicle was used for is also shown.

Coach no.	Unit no.	Date conv.	LSWR 1^st no.	Date new	Lights	LSWR 2^nd no.	LSWR 3^rd no.	SR No.	Other ½ used in
9920	1863	Jan-36	741*	Sep-99	G	2880*	891	518
			32	Oct-95	G	3772		7095	9921
9921	1864	Jan-36	1247	Apr-00	G	223	-	271
			32	Oct-95	G	3772		7095	9920
9922	1865	Jan-36	372	Dec-96	G	-	-	389
			406	May-95	G	3905	-	7149	9923
9923	1866	Jan-36	29	Nov-02	E	-	-	174
			406	May-95	G	3905	-	7149	9922
9924	1867	Jan-36	1151	Jul-97	G	335	-	359
			60	May-96	G	3787	-	7102	9925
9925	1868	Feb-36	184*	Apr-01	G	2426*	882	514
			60	May-96