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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 18th 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 Withdrawn week ending 28th Feb 1959 still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). |
|
Contents |
|||
2-car No-Lavatory units
(Nos.1813 - 1890)
On 23rd 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 (7˝ 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' 0ľ" over bodywork. The guard's compartment had
side lookout duckets each side and the coupe compartment was
adjacent with the single Ľ 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' 6˝" 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
29Ľ 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 70˝ 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 Ľ 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.
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. |
MBT |
DTC |
Wdn date |
Body
removal |
MBT frame
to new coach /unit & (date) |
DTC frame
to new coach /unit & (date) |
|
Diag. No. |
|
6811 |
795 |
1601 |
|
||
|
1813 |
Nov-34 |
9861 |
9940 |
28-Feb-59 |
16-Mar-59 |
14585 /5679 |
16111 /5661 |
|
1814 |
Nov-34 |
9862 |
9941 |
21-Feb-59 |
16-Mar-59 |
14569 /5663 |
16130 /5680 |
|
1815 |
Nov-34 |
|
9942 |
11-Jul-59 |
27-Jul-59 |
14581 /5675 |
16125 |
|
1816 |
Nov-34 |
9864 |
9943 |
7-Feb-59 |
16-Feb-59 |
14574 /5668 |
16122 /5672 |
|
1817 |
Nov-34 |
9865 |
9944 |
25-Jul-59 |
24-Aug-59 |
14579 /5673 |
16123 /5673 |
|
1818 |
Nov-34 |
9866 |
9945 |
11-Jul-59 |
27-Jul-59 |
14589 /5683 |
16134 /5684 |
|
1819 |
Nov-34 |
9867 |
|
14-Jun-59 |
10-Nov-59 |
14559 /5653 |
16107 /5657 |
|
1820 |
Nov-34 |
9868 |
9947 |
4-Jul-59 |
20-Jul-59 |
14577 /5671 |
16124 /5674 |
|
1821 |
Nov-34 |
9869 |
9948 |
7-Feb-19 |
16-Feb-59 |
14561 /5655 |
16110 /5660 |
|
1822 |
Nov-34 |
9870 |
9949 |
4-Jul-59 |
20-Jul-59 |
14571 |
16118 /5668 |
|
1823 |
Nov-34 |
9871 |
9950 |
13-Sep-58 |
10-Nov-58 |
14567 /5661 |
16101 /5651 |
|
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. |
A further batch of thirty-two units numbered 1824 ‑ 1855
were also ordered 23rd 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 7th 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. |
MBT |
DTC |
Withdrawn date |
Body removal |
MBT frame to new coach /unit &
(date) |
DTC frame to new coach /unit & (date) |
|
Diag. No. |
|
6812 |
795 |
|
|
||
|
1824 |
Dec-34 |
9871 |
9964 |
28-Feb-59 |
23-Feb-59 |
14557 /5651 |
16103 /5653 |
|
1825 |
Dec-34 |
9873 |
9965 |
14-Mar-59 |
30-Mar-59 |
14565 /5659 |
16108 /5658 |
|
1826 |
Dec-34 |
9874 |
9963 |
1-Aug-59 |
7-Sep-59 |
14587 /5681 |
16133 |
|
1827 |
Dec-34 |
9875 |
9962 |
27-Jun-59 |
6-Jul-59 |
14578 |
16112 |
|
1828 |
Dec-34 |
9876 |
9961 |
Jun-41 |
|
|
|
|
1829 |
Dec-34 |
9877 |
9966 |
4-Jul-59 |
20-Jul-59 |
14572 |
16126 |
|
1830 |
Dec-34 |
9878 |
9967 |
1-Aug-59 |
7-Sep-59 |
14586 /5680 |
16129 /5679 |
|
1831 |
Jan-35 |
9879 |
9968 |
21-Feb-59 |
2-Mar-59 |
14590 /5684 |
16127 /5677 |
|
1832 |
Jan-35 |
9880 |
9969 |
18-Jul-59 |
10-Aug-59 |
14588 /5682 |
16115 /5665 |
|
1833 |
Jan-35 |
9881 |
9970 |
14-Jun-58 |
23-Feb-59 |
14576 |
16120 |
|
1834 |
Jan-35 |
9882 |
9971 |
27-Jun-59 |
6-Jul-59 |
14570 /5664 |
16119 /5669 |
|
1835 |
Jan-35 |
9883 |
9972 |
15-Feb-58 |
7-Mar-58 |
14535 /5615 |
16019 /5619 |
|
1836 |
Jan-35 |
9884 |
9973 |
25-Jul-59 |
13-Jul-59 |
14583 /5677 |
16116 /5666 |
|
1837 |
Jan-35 |
9885 |
9974 |
14-Mar-59 |
30-Mar-59 |
14575 /5669 |
16109 /5659 |
|
1838 |
Jan-35 |
9886 |
9975 |
3-Mar-51 |
- |
14520 /5260 |
- |
|
1839 |
Jan-35 |
9887 |
9976 |
25-Jul-59 |
24-Aug-59 |
14584 /5678 |
16131 /5681 |
|
1840 |
Feb-35 |
9888 |
9977 |
18-Jul-59 |
10-Aug-59 |
14580 /5674 |
16121 /5671 |
|
1841 |
Feb-35 |
9889 |
9978 |
21-Feb-59 |
2-Mar-59 |
14562 /5656 |
16104 /5654 |
|
1842 |
Feb-35 |
9890 |
9979 |
11-Jul-59 |
27-Jul-59 |
14582 /5676 |
16132 /5682 |
|
1843 |
Feb-35 |
9891 |
9980 |
15-Feb-58 |
7-Mar-58 |
14538 /5618 |
16009 /5609 |
|
1844 |
Feb-35 |
9892 |
9981 |
25-Jul-59 |
13-Jul-59 |
14573 /5667 |
16128 /5678 |
|
1845 |
Mar-35 |
9893 |
9982 |
7-Mar-59 |
23-Mar-59 |
14558 /5652 |
16102 /5652 |
|
1846 |
Mar-35 |
9894 |
9983 |
21-Mar-59 |
6-Apr-59 |
14566 /5660 |
16105 /5655 |
|
Diag. No. |
|
6813 |
795A4 |
|
|
|
|
|
1847 |
Mar-35 |
9895 |
9984 |
21-Feb-59 |
9-Mar-59 |
14564 /5658 |
16114 /5664 |
|
1848 |
Mar-35 |
9896 |
9985 |
27-Jun-59 |
29-Jun-59 |
14568 /5662 |
16117 /5667 |
|
1849 |
Mar-35 |
9897 |
9986 |
21-Mar-59 |
6-Apr-59 |
14563 /5657 |
16106 /5656 |
|
1850 |
Mar-35 |
9898 |
9987 |
7-Mar-59 |
23-Mar-59 |
14560 /5654 |
16113 /5663 |
|
Diag. No. |
|
6815 |
795A6 |
|
|
|
|
|
1851 |
Apr-35 |
9899 |
9988 |
13-Apr-57 |
11-May-57 |
14547 /5627 |
16017 /5617 |
|
1852 |
Apr-35 |
9900 |
9989 |
14-Dec-57 |
7-Jan-58 |
14551 /5631 |
16032 /5632 |
|
1853 |
Apr-35 |
9901 |
9990 |
10-Dec-55 |
|
|
|
|
1854 |
Apr-35 |
9902 |
9991 |
5-Oct-57 |
c.10-Dec-57 |
14543 /5623 |
16008 /5608 |
|
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. |
|
|
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. |
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. |
MBT |
DTC7 |
Wdn date |
Body removal |
MBT frame to new coach /unit &
(date) |
DTC frame to new coach /unit & (date) |
|
Diag. No. |
|
6848 |
795A9 |
|
|
||
|
1856 |
Apr-35 |
9904 |
9993 |
6-Jul-57 |
22-Jul-57 |
14549 /5629 |
16028 /5628 |
|
1857 |
Apr-35 |
9905 |
9994 |
27-Apr-57 |
11-May-57 |
14552 /5632 |
16030 /5630 |
|
1858 |
May-35 |
9906 |
9995 |
6-Apr-57 |
c.May-57 |
14521 /5601 |
16014 /5614 |
|
1859 |
May-35 |
9907 |
9996 |
6-Apr-57 |
c.May-57 |
14523 /5603 |
16005 /5605 |
|
1860 |
May-35 |
9908 |
9997 |
21-Sep-57 |
12-Oct-57 |
14548 /5628 |
16024 /5624 |
|
1861 |
May-35 |
9909 |
9998 |
1-Jun-57 |
24-Jun-57 |
14550 /5630 |
16029 /5629 |
|
1862 |
May-35 |
9910 |
9999 |
18-May-57 |
11-Jun-57 |
14527 /5607 |
16036 /5636 |
|
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. |
The next batch of units ordered were to number HO 874, placed on
7th 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 5th 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 5th 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. |
MBT |
DTC10 |
Withdrawn date |
Body removal |
MBT frame to new coach /unit &
(date) |
DTC frame to new coach /unit & (date) |
|
Diag. No. |
|
684 |
795A11 |
|
|
||
|
1863 |
Jan-36 |
8596 |
9920 |
7-Sep-57 |
12-Oct-57 |
14542 /5622 |
16025 /5625 |
|
1864 |
Jan-36 |
8597 |
9921 |
21-Sep-57 |
29-Oct-57 |
14555 /5635 |
16031 /5631 |
|
1865 |
Jan-36 |
8598 |
9922 |
14-Dec-57 |
21-Jan-58 |
14554 /5634 |
16015 /5615 |
|
1866 |
Jan-36 |
8599 |
9923 |
12-Oct-57 |
29-Oct-57 |
14556 /5636 |
16035 /5635 |
|
1867 |
Jan-36 |
8600 |
9924 |
29-Jun-57 |
22-Jul-57 |
14530 /5610 |
16001 /5601 |
|
1868 |
Feb-36 |
8601 |
9925 |
30-Nov-57 |
7-Jan-58 |
14537 /5617 |
16021 /5621 |
|
1869 |
Jan-36 |
8602* |
9926 |
8-Jun-57 |
24-Jun-57 |
14524 /5604 |
16007 /5607 |
|
1870 |
Feb-36 |
8603 |
9927 |
30-Jun-56 |
16-Jul-56 |
14497 /5249 |
15435 /5247 |
|
1871 |
Feb-36 |
8604 |
9928 |
30-Jun-56 |
16-Jul-56 |
15430 /5242 |
15434 /5246 |
|
1872 |
Feb-36 |
8605 |
9929 |
20-Jul-57 |
6-Aug-57 |
- |
16026 /5626 |
|
1873 |
Mar-36 |
8606* |
9930 |
6-Jul-57 |
6-Aug-57 |
14528 /5608 |
16006 /5606 |
|
1874 |
Mar-36 |
8607 |
9931 |
13-Apr-57 |
6-May-57 |
14526 /5606 |
16002 /5602 |
|
1875 |
Mar-36 |
8608 |
9932 |
6-Apr-57 |
6-May-57 |
14525 /5605 |
16004 /5604 |
|
1876 |
Mar-36 |
8609 |
9933 |
13-Jul-57 |
1-Sep-57 |
14540 /5620 |
16018 /5618 |
|
1877 |
Mar-36 |
8610 |
9934 |
7-Jul-56 |
23-Jul-56 |
14502 /5251 |
15447 /5259 |
|
1878 |
Apr-36 |
8611* |
9935 |
7-Jul-56 |
23-Jul-56 |
14501 /5251 |
15437 /5249 |
|
1879 |
Apr-36 |
8612 |
9936 |
13-Jul-57 |
1-Sep-57 |
14545 /5625 |
16022 /5622 |
|
1880 |
Apr-36 |
8613 |
9937 |
12-Oct-57 |
18-Nov-57 |
14534 /5614 |
16013 /5613 |
|
1881 |
Apr-36 |
8614 |
9938 |
11-May-57 |
27-May-57 |
14553 /5633 |
16033 /5633 |
|
1882 |
May-36 |
8615 |
9939 |
17-Aug-57 |
16-Sep-57 |
14541 /5621 |
16023 /5623 |
|
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. |
Ordered as H.O.
899 on 8th 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' 5Ľ" wide whilst the coupe compartment was also slightly wider at
4' 2ľ" 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 3rd 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. |
MBT |
DTC13 |
Withdrawn date |
Body removal |
MBT frame to new coach /unit &
(date) |
DTC frame to new coach /unit & (date) |
|
Diag. No. |
|
688 |
795A14 |
|
|
||
|
1883 |
Jul-36 |
9781 |
9913 |
14-Dec-57 |
20-Jan-58 |
14533 /5613 |
16010 /5610 |
|
1884 |
Aug-36 |
9782 |
9914 |
22-Jun-57 |
8-Jul-57 |
14522 /5602 |
16003 /5603 |
|
1885 |
Aug-36 |
9783 |
9915 |
25-May-57 |
11-Jun-57 |
14546 /5626 |
16034 /5634 |
|
1886 |
Aug-36 |
9784 |
9916 |
22-Jun-57 |
8-Jul-57 |
14531 /5611 |
16011 /5611 |
|
1887 |
Aug-36 |
9785 |
9917 |
4-May-57 |
27-May-57 |
14539 /5619 |
16027 /5627 |
|
1888 |
Sep-36 |
9786 |
9918 |
17-Aug-57 |
16-Sep-57 |
14536 /5616 |
16020 /5620 |
|
1889 |
Sep-36 |
9787 |
9912 |
15-Jun-57 |
8-Jul-57 |
14529 /5609 |
16016 /5616 |
|
1890 |
Sep-36 |
9788 |
9919 |
16-Nov-57 |
24-Feb-58 |
14532 /5612 |
16012 /5612 |
|
Notes |
|
|
#13 #14 |
Coaches classified as DTT from October 1941. |
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 |
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 |
|
|
|
||
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' 10˝" wide), one of the end compartments being reduced in width to
4' 2ľ" 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 (7˝-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 |
Unit |
Date |
LSWR |
Date new |
Lights |
LSWR |
LSWR |
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 (7˝ compts) used in conversion.
|
Coach |
Unit |
Date |
LSWR |
Date new |
Lights |
LSWR |
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 (7˝ 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 |
Unit |
Date |
LSWR |
Date new |
Lights |
LSWR |
LSWR |
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 (7˝ 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 |
Unit |
Date |
LSWR |
Date new |
Lights |
LSWR |
LSWR |
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 ˝ 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 |
Unit |
Date |
LSWR |
Date new |
Lights |
LSWR |
LSWR |
SR No. |
Other ˝ 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 ˝ 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 |
Unit |
Date |
LSWR |
Date new |
Lights |
LSWR |
LSWR |
SR No. |
Other ˝ 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 |
|
|
|