Southern Railway
Augmented
3-car Motor Units
(forming 4 SUB units)
CONTENTS
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Plans for
Augmentation of the 3-car Suburban (SUB) Units
During 1937 a decision was taken by the SR operating management
to progressively abandon the operation of two coach trailer sets in the
suburban area and augment the three coach motor units to four coaches, using
some of the displaced coaches from the disbanded trailer units. At this time,
electrification of the suburban network was virtually completed, and the main
line schemes to Portsmouth were under conversion. With the deteriorating
international situation, tentative plans for further expansion of the third
rail into Kent & Sussex were not progressed. The suburban services were
also under some pressure with overcrowding due to success of the improved
services in attracting extra traffic.
Plans were drawn up to begin the replacement of the suburban
stock with ‘second generation’ vehicles; these would be to a new design using
curved welded‑steel bodysides 9’ 0” wide which would then allow
six-aside seating, increasing train capacities without having to increase train
lengths which would involve considerable expenditure altering platforms, track
layouts and signalling with some heavy engineering in certain locations to
create space.
Apart from fifty-five contractor built units new in 1925 /1926
with 8‘ 6“ wide bodies, the bulk of the suburban fleet was made up of
converted former steam hauled suburban coach bodies mounted onto SR standard
62' 0" underframes with 8‘ 0“ wide bodies, and these underframes
and the bogies and electrical equipment still had many years of life left in
them. However, some of the converted bodies dated back to before the turn of
the century (though most were built between about 1910 and 1925) and these were
beginning to show their age.
It was planned to introduce thirty new four coach motor units,
disband one hundred and twenty five trailer units, using
vehicles from these that were on standard underframes to make up a similar
number of three coach units to four coaches, build fifty-five new all-steel
trailers to augment the fifty-five contractor built units new in 1925/6, build
a further twenty three new units and then one hundred &
seventy nine further all-steel trailers to augment the remaining three
coach motor units to four coaches. Augmented units would then start to be
withdrawn and their bodies scrapped releasing standard underframes for later
stages of construction of further new units. The new units would then allow the
scrapping of other older vehicles mounted onto non-standard underframes which
were not suitable for further use.
Impact of Second World War
The outbreak of the Second World War in September 1939 somewhat
disrupted these plans, but the stages were followed roughly as planned and
wartime restrictions did allow some flexibility as train service curtailments
released some stock as surplus, though this was offset by the loss of some
vehicles due to enemy action damage.
During this period the abolition of the trailer units also
simplified train running operations at many locations and avoided the need for
‘blind shunting’ where trailer units had to be propelled onto standing stock to
make-up eight coach trains for the peak-periods.
Part of Eastleigh works had been put over to military production,
ranging from railway bogie well-wagons through components for landing craft (and
other motor boats) through to parts for aircraft. With the railway carrying
hugely increased volumes of freight and passenger traffic, stock damage from
enemy action and various mishaps (in part due to blackout conditions) the Eastleigh
workshop’s remaining capacity was stretched with essential maintenance amongst
a period of staff shortages.
When the end of the war was in sight, Governmental restrictions
on rolling stock constructions started to ease. However, labour shortages
persisted (particularly amongst specialist crafts) along with difficulties in
obtaining materials (including electrical equipment). Furthermore, considerable
arrears of rolling stock repairs and maintenance had accrued leading to
competing demands on the limited resources available.
New 4 SUB
units (4101-on)
The first of the new four-coach units was delivered in September
1941 and was known as a 4 SUB and numbered 4101. However, the war
prevented delivery of any more until 4102 arrived late in 1944; all of the
first thirty planned had been delivered by the end of 1946.
1942 and the
Augmented SUBs
The first augmented units began to appear in 1942, newly
overhauled in a brighter green livery. By this stage as first-class
accommodation had been withdrawn from the suburban area in October 1941 so the
new units were third class only. However, all contained some compartments to
former first-class dimensions; indeed, the newly built all‑steel units
also contained a ‘Pseudo‑Composite’ coach in case first class was
reintroduced after the war. Reinstatement never took place and no augmented
4 SUB ever ran as other than third class only.
2 NOL
Trailer Sets
To release trailer units to enable them to donate vehicles to
the augmented motor units, with non-suitable coaches either being scrapped or
used for wartime purposes mostly as ARP and Home Guard hutments, a number
of 2 NOL units in the 1847 ‑ 1890 series had their
shoegear (and possibly motors) removed and were used temporarily as
trailer sets in replacement.
First Batch
of Augmented Units
The ex LSWR 1915 units 1201 – 1284 (rebuilt
between 1934 and 1940) were selected as the first batch to be augmented. Being
of three distinct sub-types these units were therefore sub-divided, one type
becoming units 4131 ‑ 4171 augmented with a 10-compartment
ex LSWR conversion, the second type becoming units 4195 ‑ 4215
augmented with an 11-compartment ex LSWR conversion, the third type
becoming units 4216 ‑ 4234 again with an 11-compartment
ex LSWR conversion inserted. These arrangements ensured units had a
similar seating capacity, and the bodystyle of the additional coach was similar
to that of the other three vehicles, though some were flush panelled. The
augmentation of all three sub-batches took place side by side steadily from mid-1942
until early 1948. Coaches from trailer units to be used for augmentation were
taken to Eastleigh for conversion where buffing gear was altered and jumpers
repositioned as necessary. Some were then worked back to Selhurst alongside new
all‑steel coaches and inserted into three coach units there.
A small batch of units commenced being augmented in mid-1943
using vehicles taken from war damaged or accident damaged units, all vehicles
utilised coming from three coach motor units. Due to the origins of this batch,
vehicles converted from all three pre-grouping companies' coaches were used in
some mixed formations, most being on standard underframes, though a few were on
lengthened AC ones. Eight of these non-standard units were augmented by 1948
with the numbers 4250 ‑ 4257 allocated.
New-build
Augmentation Trailers
Following the construction of the first batch of ten new
4 SUB units 4101 ‑ 4110 at Eastleigh, a start was then
made on producing the first batch of augmentation trailers. This coincided with
the changeover at Eastleigh to construction of complete ‘all-steel’ coaches, as
4101 ‑ 4110 had canvas covered wooden roofs like all the
previous suburban stock. This alteration took place part way through the
building of the first lot of fifty-five augmentation trailers, the first forty-five
having wooden roofs, the last ten being all‑steel. This batch of coaches
was used to augment the 1925 contractor built units 1285 ‑ 1310
and 1496 ‑ 1524, augmentation of both batches running in
parallel between June 1945 and April 1946, and with the new coaches
being allocated in numerical order to the next unit due for revarnishing, this
resulted in the new coaches not being allocated in any sort of number order
within the batches. As augmented, these units were renumbered 4300 ‑ 4325
(1285 batch) and 4326 ‑ 4354 (1496 batch).
The next stage of the augmentation process involved the
construction of a further one hundred and sixteen augmentation trailers at
Eastleigh between October 1946 and June 1947; this batch following the
construction of all‑new units 4111 ‑ 4130. These were
again 10-compartment coaches of all‑steel construction, ordered to H.O.
3351 and to Diagram 2013, and they seated 120 third and weighed 28 tons. They
were numbered 10230 ‑ 10345. The resulting 4 SUB units
were numbered 4401 ‑ 4516, but due to the varied origins of the
three coach motor units used, there were seating capacity and weight
differences between groups of them.
Whilst the above batch of augmentation trailers were being
delivered, the process of augmenting units using coaches from disbanded trailer
units was also continuing, the next batch of units to be commenced late in 1946
being ex LSWR conversions from the 1658 ‑ 1701 batch,
these units taking the numbers 4172 ‑ 4194 when augmented with
10-compartment coaches and 4235 ‑ 4250 when augmented with 11-compartment
coaches, as they were dealt with. Once again some of the augmentation vehicles
were flush panelled, but again the ex LSWR bodystyle matched those of the
rest of the unit fairly closely.
The last two units of the second batch (4249 and 4250) reverted
to 10-compartment augmentation trailers and the number 4250 was used for the
second time as the original unit (one of the hybrid wartime augmentations) had
been withdrawn by this stage. This completed the stage of units being made up
to four cars using pre‑war trailer coaches, the final stage of the
augmentation scheme then utilising a further sixty-three new all‑steel 10-compartment
coaches.
The final batch of sixty-three augmentation trailers were built
at Eastleigh on new Lancing underframes between January and July 1948 and were
numbered 10167 ‑ 10229. These had followed the construction of completely
new units 4355 ‑ 4377, but due to post war material
shortages, many of these units had their motor coaches stored at Micheldever
awaiting fitting of electrical equipment, and as a result some of the trailers
intended for this batch were used instead to augment pre‑war units.
‘Pseudo‑Composite’
Trailers
This batch of units had been constructed before a decision that
first class would not be re-introduced on suburban trains and as a result, they
included a ‘Pseudo‑Composite’ trailer with nine compartments, seven of
which were to first class dimensions. Nine of these coaches and fourteen
standard 10-compartment trailers intended for 4355 ‑ 4377 were
eventually used for augmentation, their place in these units being taken by 23
of the subsequent build of augmentation trailers.
The 9 ‘Pseudo‑Composite’ were allocated to new 4 SUB
units with the highest numbers of the augmented units between 4587 and 4614,
though no more than nine existed at any one time. The number range of this
final batch of augmented three coach units ran from 4517 to 4614 though numbers
4595 ‑ 4600, 4609, 4611 and 4612 were not used and there were
never more than sixty three units in existence at any one time, this being
accounted for as some of the earlier withdrawals for underframe recovery
donated their augmentation trailers to further three coach units.
This batch also included all the units which had their pre-war
coach bodies mounted on lengthened AC underframes, and many of these lasted
longer in traffic than those on standard underframes as the lengthened frames
were now considered unsuitable for further use, and on withdrawal the whole
vehicle was scrapped. Throughout the augmentation process, three coach units
for augmentation had their intermediate bar couplers (where still so fitted)
altered to the three-link chain and centre buffer type, though quite a number
of units had been fitted with these earlier.
The normal arrangement of couplings after treatment was that
both motorcoaches had rubbing plates, the pre-war trailer had a centre buffer
at both ends and the augmentation trailer had a rubbing plate at one end and a
centre buffer at the other. However, there were some exceptions to this, whilst
the buffing arrangements were often later amended as units were reformed.
Withdrawal
of LSWR Conversions
The above phases of the augmentation programme steadily
eliminated the former ‘standard’ three coach motor units from traffic, the last
ex LSWR conversions running early in 1949 (unit 1599 augmented January 1949 and
unit 1783 augmented February 1949), the final ex LBSC conversions, units
1727/47/68 becoming 4 SUB units in September 1949 and an ex SECR
conversion running as the final three coach unit in traffic, 1609 becoming
4 SUB 4588 in October 1949. The last services requiring three coach units,
the Caterham /Tattenham Corner lines were altered to 4 SUB operation from
1st March 1949, with 8-car trains replacing 9-car formations.
This huge fleet of 4 SUB units then dominated the suburban
system, with all the sub‑batches of units being seen anywhere on the
system as there was no formal depot allocation of individual units, units
receiving routine running maintenance at any of the three main depots,
Selhurst, Slade Green and Durnsford Road, with lesser attention also
at Strawberry Hill, Orpington and Gillingham. Main works attention for heavy
body repairs continued to take place at both Eastleigh and Lancing and
Selhurst Paint Shops dealt with intermediate body overhauls (‘Varnishes’,
though this often involved some repainting). Running gear and bogie exchanges
combined with overhauls of the electrical equipment took place at both
Slade Green and Durnsford Road, whilst Peckham Rye shops dealt
with some body defects not sufficient to require a visit to one of the main
works.
Units were also often to be seen further afield, particularly
during summer weekends and Bank Holidays, when 12-coach trains formed of three
units were frequently used as special and relief trains from the London area to
the Sussex Coast. Augmented units were mixed indiscriminately with newer all‑steel
4 SUB units throughout the suburban system, but as the 4 EPB units
entered service, with the majority on the Eastern Section, the older units
were seen mostly on the Central & Western Sections only in their later
years. In 1950, before the introduction of any of the 4 EPB type, a total
of 496 4 SUB units were required to meet traffic and maintenance
requirements.
Decline of
the Augmented SUBs
As the building programme for the all‑steel 4 SUB
units continued, the numbers of augmented former three coach units began
to decline as vehicles were withdrawn and many then donated their underframes
to new all‑steel coaches under construction at Eastleigh. Withdrawn units
were worked to Strawberry Hill for electrical stripping by the English Electric
Co. then hauled away, sometimes via a period in store, prior to arrival at
Lancing for rebuilding. Mostly the original wooden bodies were demolished at
either Longhedge or Lancing up to about 1956, thereafter at Newhaven, and the
underframes then taken to Lancing Works for reconditioning. This involved
transposing the position of the inner and outer solebars and provision of
additional strengthening to increase collision resistance.
As built, units 1401 ‑ 1495 & 1525 ‑ 1534
were mounted on 62’ 0” frames mostly built at Ashford (though 1525 ‑ 1534
had theirs from Lancing to the Ashford specification) and these underframes
were 7’ 3” between solebars, whereas the many hundreds of later ones
manufactured at Lancing were 6’ 11” between solebars. It is presumed that
these 315 ‘Ashford’ frames were altered to standard when they were
reconditioned at Lancing prior to the new all-steel bodies being mounted onto
them. The refurbished frames were then hauled to Eastleigh prior to re-use,
often after a period of storage.
Last of the
4 SUB builds and into the BR design 4 EPBs
Construction of 4 SUB units ceased in November 1951 but the
rebuilding process continued at the same pace with the first of the 4 EPB
units also appearing that month. New units were outshopped at the rate of about
four or five per month from late in 1948 until the final ‘SR’ pattern
4 EPB was turned out in March 1957 by which time two hundred and twenty-one
4 SUB and two hundred & thirteen 4 EPB units had been
produced. This influx of new stock continued to displace the augmented units
(except the 4301 ‑ 4354 batches) and virtually all had been
withdrawn by 1956, all the all‑steel augmentation trailers by now having
been incorporated into new all-steel units.
As rebuilding progressed, new all steel units were mostly fitted
with new EE507 ‘lightweight’ motors, displacing older EE 339 ones, these
then being used to replace the earlier Westinghouse 339 ones in ex LSWR
units in the 1201 ‑ 1284 number series. Then the DK 77
motors in ex SECR conversions were also replaced by the EE 339 types.
This was done as the use of EE 507 motors required alterations to
motorcoaches, principally fitting of air-ducting and altered motor junction
boxes along with underslung contactor gear and it was not felt economic to
alter the older motorcoaches, especially as the new all-steel ones were
designed to accept the EE 507 type.
Swapping motorbogies and thereby changing units from the
‘Eastern’ to the ‘Central’ type also involved structural alterations to the
vehicles as centre castings, friction blocks and brake pull rods needed
modifications, so this was kept to a minimum, whilst the motorbogies themselves
required modifications where a different motor type was to be installed.
However, to speed-up replacement of the last DK 77 motors still in use,
the contractor-built batch of units 4326 ‑ 4354 had their
‘Eastern’ motorbogies removed and altered for EE 507 motors, these being
replaced by ‘Central’ ones fitted with EE 339 motors. The EE 507
powered ‘Eastern’ motorbogies were then used for 4 EPB units 5001 ‑ 5053.
BR-design 2
EPBs
The first of the ‘BR’ pattern 2 EPB units began to enter
traffic during September 1954 and seventy eight units were authorised,
most of these to enable the ‘ten car scheme’ to be implemented on the
Eastern Section, though a number displaced the 2 SL and 2 WIM
units for withdrawal, this being a priority owing to complaints by the motormen
regarding high cab temperatures in the motorcoaches of these sets.
The Last
Augmented SUBs
By the start of 1957, with the end of 4 EPB production
approaching, attention then turned to the 2 NOL fleet, those working
suburban services on the Waterloo – Windsor /Weybridge lines then
being steadily withdrawn, again for underframe recovery to enable construction
of the ‘SR’ pattern 2 HAP units, this stock being intended as part of the
first phase of the Kent Coast electrification scheme. Later stages of this
programme saw those 2 NOL units working on the Sussex Coastal lines also
withdrawn and their underframes were used for the final batch of units built to
the ‘SR’ pattern, a batch of thirty four 2 EPB units intended to
replace the original 2 NOL units on the Windsor/Weybridge service, these
units being delivered between October and December 1959. This resulted in a
final phase of augmented units being formed as eighteen units were made up
during 1956 and early 1957 to cover this shortfall on the Windsor service
pending the arrival of the 2 EPB units.
This final batch of augmented units were numbered 4501 ‑ 4518,
re-using numbers vacated by already withdrawn stock, and all were formed of
four pre-war vehicles, virtually all of ex LBSC body origin and mounted
onto lengthened former ‘AC’ stock underframes which were not deemed suitable
for further use. As third class had been redesignated as second from 3rd June
1956, this batch had vehicles classified as MBS and TS from their formation. As
these units were only a stop-gap they had quite short lives, all being
withdrawn during 1959 for scrapping as the last 2 EPB units were
delivered. They did however work over most of the suburban network, though less
so on the Eastern Section which was by this time a virtual EPB monopoly.
The Last
Pre-War SUB Units
Following the withdrawal of the 4501 ‑ 4518
batch in 1959, the only surviving pre-war 4 SUB units in traffic were the
survivors of the 4301 ‑ 4354 batches, these having been formed
of the contractor built 1925 stock and therefore had the most recent wooden
framed bodies. These units also incorporated the non‑standard
augmentation trailers with the wooden roofs which were unsuitable for further
use in all-steel units. A further batch of fifty-six BR type 4 EPB units
were therefore ordered to replace them, and units 5301 ‑ 5356
were delivered between January 1960 and January 1962, resulting in the last of
the pre‑war Southern Railway suburban stock being withdrawn from
service in January 1962. They did however release their ‘Central’ motorbogies,
which were modified for EE 507 motors and used to replace the ‘Eastern’
type under 4 EPB units 5001 ‑ 5053, this being done as the
brake rigging was simpler on the ‘Central’ type of bogie, so easing maintenance
requirements.
Information on livery changes from SR to BR(S) is currently
being sought. None of the augmented SUB units survived long enough to receive
yellow warning panels or air-horns (units 4342 and 4358 were fitted with
experimental air horns early in 1952).
With the exception of 4235, all the batch 4235-4250 were
augmented following Nationalisation and appeared in early British Railways
style livery; some with an ‘S’ prefix to the unit number.
The first augmented units were planned to be numbered from 4131
upwards leaving the first thirty numbers of this series vacant for the new
4 SUB units being built at Eastleigh, and the first batch of units chosen
for augmentation were the original ex LSWR units of the 1201 ‑ 1284
batch dating from 1915, though extensively rebuilt between 1934 and 1940 on
standard 62' 0" underframes. The additional coaches used to make‑up
these units to four coaches were taken from various trailer set batches, but
all had similar LSWR style bodywork to the coaches of the motor units.
The motor units selected for this batch were all from the units
formed with an all-compartment Trailer Composite (TC) and one Motor Brake Third
(MBT) and one Motor Brake Composite (MBC), those units which included one of
the small former first class saloons in their trailers and having two MBTs
being used for two further series of similar units numbered upwards from 4195
and 4216. As units were now all third class the coaches from the motor units
were by now designated as MBT and TT. The additional trailer coach was an
ex LSWR 10-compartment TT of quite recent conversion to electric
operation, all being converted for use in trailer units between 1934 and 1937.
Some of these had flush panelled bodywork, contrasting with the panel beading
of some of the motor unit coaches.
Augmented units were delivered in numerical order, the seemingly
random order of selection from the original units was caused by units being
augmented once they were due for a body overhaul or revarnishing. Owing to
wartime constraints, there was a pause in augmentations after unit 4149
completed in the autumn of 1943, conversions recommencing with 4150 in May
1944. These units retained the distinctive ‘wedge end’ cab design of the LSWR
units, and Westinghouse 339 motors.
These units were formed as follows:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 41 tons 16cwt |
|
|
TT |
10-compartments |
Seated 100 |
Weight 27 tons |
|
|
TT |
10-compartments |
Seated 100 (five
compartments at one end downgraded firsts) |
Weight 28 tons 12cwt. |
|
|
MBT |
7-compartments |
Seated 70 (two
compartments at non-driving end downgraded firsts) |
Weight 41 tons |
Overall these units were 257 5" long, weighed 138
tons 18cwt and seated 350 third. The weight of the units varied slightly
as the later ones rebuilt after 1937 in the 1934 ‑ 1940
programme had strengthened underframes which weighed about 1 ton more, raising
the overall weight by about 3 tons. Twelve of these units were included in this
batch.
The 100-seat trailer was modified prior to inclusion in the
units as the side buffers at the former outer end had to be replaced with a
central buffer to couple to the motorcoach with a three link chain, revising
the overall length to 64' 2¾". Their Diagram Numbers were altered to
reflect this, but they had varied between 731 and 732 before conversion and continued
to do so after, those of 731 becoming 741, those of 732 becoming 740. When
running as 3 coach motor units, the first-class sections of the trailer and
former motor brake composite were marshalled together, this (with one
exception) remained the case with these units and the additional coach was
inserted between the trailer and the motor brake third.
The first of these units entered service on the Western Section
and they were used on the Windsor lines early on, displacing 2 NOL units
for use elsewhere (often as trailer units). Conversions continued at a steady
rate until the last was done in late 1946, the units by then being used
anywhere in the suburban system. All units survived to be taken into BR
ownership in 1948, some gaining a small ‘s’ prefix to their unit numbers for a
while, and the Westinghouse 339 motors, by now outdated, were steadily replaced
by EE 339 ones from early 1950, these recovered from other units being rebuilt,
and the whole batch were withdrawn for scrapping between 1953 and 1956, all being
scrapped at either Longhedge or Lancing shortly after their withdrawal date. A
large number of underframes were then used in the 4 EPB construction
programme.
Unit formations were as follows, with date of formation below
the unit number, and the number of the vehicles' previous unit being shown in
brackets below, flush panelled vehicles are marked with ‘*’ after the coach
number. Units with the three ex motor unit coaches mounted onto the heavier
underframes are marked with a ‘+’ after the unit number.
|
Unit |
MBT
(8-comp.) |
TT
(10-comp.) |
TT
(10-comp.) |
MBT
(7-comp.) |
Withdrawn |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4131+ |
8006* |
10411* |
9373* |
8752* |
10-Dec-55 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4132 |
8059 |
9172 |
9390 |
8769 |
26-Feb-55 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4133 |
8048 |
|
|
8766 |
26-May-56 |
|
4134+ |
8071* |
|
|
8773* |
2-Jun-56 |
|
4135 |
8060 |
9204 |
9391 |
8770 |
17-Dec-55 |
|
4136 |
8120 |
9173 |
9411 |
8790 |
15-May-54 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4137 |
8090 |
9183 |
9401 |
8780 |
27-Nov-54 |
|
4138+ |
8053* |
9181 |
9388* |
8767* |
23-Apr-54 |
|
4139 |
8107 |
9179 |
9406 |
8785 |
13-Feb-54 |
|
4140 |
8047 |
9187 |
9386 |
8765 |
26-Jun-54 |
|
4141 |
8041 |
9170 |
9384 |
8763 |
19-Feb-55 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4142+ |
8108* |
9186 |
9407* |
8786* |
16-Jun-56 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4143 |
8083 |
10407* |
9398 |
8777 |
25-Sep-54 |
|
4144 |
8096 |
10410* |
9403 |
8782 |
2-Oct-54 |
|
4145 |
8089 |
9825* |
9400 |
8791 |
11-Dec-54 |
|
4146+ |
8018* |
10414* |
9377* |
8756* |
8-May-54 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4147 |
8072 |
9180 |
9395 |
|
20-Nov-54 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4148 |
8119 |
9199 |
9410 |
8789 |
12-Mar-55 |
|
4149+ |
8113* |
10401* |
9408* |
|
12-Nov-55 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4150 |
8065 |
10413* |
9392 |
8774 |
22-Oct-55 |
|
4151 |
8078 |
9194 |
9397 |
8776 |
5-Mar-55 |
|
4152 |
8012 |
10416* |
9375 |
8754 |
6-Aug-55 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4153 |
8023 |
9827* |
9378 |
8757 |
11-Sep-54 |
|
4154 |
8017 |
10418* |
9376 |
8755 |
26-Sep-53 |
|
Diag. No. |
671 |
741 |
769 |
698 |
|
|
4155 |
82137 |
9208 |
9404 |
8783 |
16-Jan-54 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4156+ |
8030* |
10402* |
9381* |
8760* |
18=jun-55 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4157 |
8084 |
9168 |
9399 |
8778 |
17-Jul-54 |
|
4158+ |
8024* |
10412* |
9379* |
8758* |
24-Sep-55 |
|
4159+ |
8054* |
9169 |
9389* |
8768* |
3-Dec-55 |
|
4160 |
8011 |
9195 |
9374 |
|
23-Jul-55 |
|
4161+ |
8114* |
9201 |
9409* |
|
26-Dec-53 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4162 |
8029 |
10417* |
9380 |
8759 |
5-Nov-55 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4163 |
8095 |
10415* |
9402 |
8781 |
4-May-54 |
|
4164+ |
|
9300 |
9383* |
|
20-Aug-55 |
|
4165 |
8042 |
9826* |
9385 |
8764 |
21-Jan-55 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4166 |
8077 |
9190 |
9396 |
8775 |
31-Dec-55 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4167 |
8066 |
9205 |
9393 |
8772 |
28-Aug-54 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4168 |
8126 |
9829* |
9413 |
8792 |
5-Feb-55 |
|
Diag. No. |
685 |
741 |
769 |
698 |
|
|
4169 |
|
9207 |
9372 |
8751 |
3-Sep-55 |
|
Diag. No. |
685 |
740 |
769 |
698 |
|
|
4170+ |
8055* |
9828* |
9382* |
8761* |
14-Jan-56 |
|
Diag. No. |
685 |
769 |
741 |
698 |
|
|
4171 |
8102 |
9405 |
10406* |
8784 |
21-May-55 |
|
Notes |
|||||
|
1 = 10-Compt. ex
LBSC conversion. Diagram 761. 2 = 10-Compt. ex
LBSC conversion. Diagram 761. 3 = 10-Compt. ex LBSC conversion. Diagram 773. 4 = 10-Compt. ex LBSC conversion. Diagram 761. 5 = 1925 ‘Guildford
/Dorking’ 7-Compt. MBT. Diagram 661. 6 = 10-Compt. ex
LSWR conversion. Diagram 760. |
7 = Ex LSWR 1928 conversion
with flat cab end. 8 = 1925 ‘Guildford/Dorking’ MBT. Diagram 661. 9 = Ex LSWR 1928
conversion with flat cab end. Diagram 691. 10 = 7-Compt. ex LBSC conversion. Diagram 693. 11 = 8-Compt. ex LBSC conversion. Diagram 675. 12 = 7½-Compt. MBT. Diagram 676. |
||||
|
Individual Unit Notes |
|
|
4131 |
Unit withdrawn 10‑Dec-55 and bodywork broken‑up at
Longhedge by 7‑Jan-56. Underframes used in construction of new
4 EPB vehicles: 8006 for 14466, 10411 for 15421 (both 5233) Sep-56, 8752
for 14469 (5235) Sep-56 and 9373 for 15432 (5244) Nov-56. |
|
4132 |
When formed all coaches fully panelled, but part of unit flush‑panelled
later, possibly during repairs to blast damage sustained at Chertsey 24‑Sep-44.
Unit withdrawn 26‑Feb-55 and bodywork broken‑up at
Longhedge by 26‑Mar-55. Underframes used in construction of new
4 EPB vehicles: 8059 for 14506 (5253) Feb-57, 8769 for 14468 (5234)
Sep-56, 9172 for 15327 (5199) Dec-55 and 9390 for 15386 (5208) Feb-56. |
|
4133 |
Both trailers 9174 and 9387 exchanged with 9717 and 9719 (date
and reason unknown) (both ex.4566), these vehicles both being 10-compartment
ex LBSC conversions on lengthened AC frames, each seating 100, four
compartments at one end being to first class dimensions. These vehicles
weighed 25 tons 7cwt so overall unit weight was now reduced to 134 tons
and seating capacity remained 350. When unit withdrawn 26‑May-56, 9719 formed into 4506(2)
from Sep-56 and 9717 condemned 1‑Sep-56 and scrapped (probably at
Newhaven?). Bodywork of both MBTs also broken up (where?) and
their underframes used in construction of new 4 EPB vehicles: 8048 for
14484 (5242) Nov-56 and 8766 for 14479 (5240) Oct-56. |
|
4134 |
TT 9394 withdrawn 11‑Nov-52 at Eastleigh (damaged?)
and bodywork broken‑up at Longhedge 25‑Sep-54, the underframe
being used in construction of new 4 EPB vehicle 15350 (5172) Jun-55.
Unit reformed c.May-53 and TT 10405 to unit 4411. Replaced by TTs 9472
and 9728 (both ex disbanded 4252), these vehicles both being 10-compartment
ex LBSC conversions on lengthened AC underframes, each seating 100, four
compartments at one end being to first class dimensions. These vehicles
weighed 25 tons 7cwt so overall unit weight now reduced to
134 tons and seating capacity remained at 350. When unit withdrawn 2‑Jun-56, 9472 formed into unit
4508(2) from Oct-56 and 9728 formed into unit 4507(2) also from Oct-56.
Bodywork of both MBTs broken‑up and their underframes used in
construction of new 4 EPB vehicles: 8071 for 14478 and 8773 for 14477
(both 5239) Oct-56. |
|
4135 |
Unit withdrawn 17‑Dec-55 and bodywork broken‑up at
Longhedge by 14‑Jan-56. Underframes used in construction of new
4 EPB vehicles: 8060 for 14433 and 9391 for 15405 (both 5217) Apr-56,
8770 for 14432 (5216) Apr-56 and 9204 for 15439 (5251) Jan-57. |
|
4136 |
Unit withdrawn 15‑May-54 and bodywork broken‑up at
Longhedge? by 12‑Jun-54. Underframes used in construction of new
4 EPB vehicles: 8120 for 14296 (5148) Dec-54, 8790 for 14282 (5141)
Nov-54, 9173 for 15266 (5138) Oct-54 and 9411 for 15268 (5140) Nov-54. |
|
4137 |
Unit withdrawn 27‑Nov-54 and bodywork broken‑up at
Longhedge by 25‑Dec-54. Underframes used in construction of new
4 EPB vehicles: 8090 for 14353 (5177) Aug-55, 8780 for 14337, 9183 for
15297 and 9401 for 15347 (all 5169) May-55. |
|
4138 |
Unit withdrawn 23‑Apr-55 and bodywork broken‑up at
Longhedge by 21‑May-55. Underframes used in construction of new
4 EPB vehicles: 8053 for 14363 (5182) Sep-55, 8767 for 14362 (5181)
Sep-55, 9181 for 15311 and 9388 for 15361 (both 5183) Oct-55. |
|
4139 |
Unit withdrawn 13‑Feb-54 and bodywork broken‑up at
Longhedge? by 27‑Mar-54. Underframes used in construction of new
4 EPB vehicles: 8107 for 14423 (5212) Mar-56, 8785 for 14421 (5211)
Mar-56, 9179 for 15252 (5124) Jun-54 and 9406 for 15253 (5125) Jul-54. |
|
4140 |
Unit withdrawn 26‑Jun-54 and bodywork broken‑up at
Longhedge? by 24‑Jul-54. Underframes used in construction of new
4 EPB vehicles: 8047 for 14283 and 8765 for 14284 (both 5142) Nov-54,
9187 for 15218 (5140) Nov-54 and 9386 for 15271 (5143) Nov-54. |
|
4141 |
Unit withdrawn 19‑Feb-55 and bodywork broken‑up at
Longhedge by 19‑Mar-55. Underframes used in construction of new
4 EPB vehicles: 8041 for 14344 (5172) Jun-55, 8763 for 14511 (5256)
Feb-57, 9170 for 15301 (5173) Jul-55 and 9384 for 15360 (5182) Sep-55. |
|
4142 |
MBT 8108 damaged by enemy action (date and location
unknown) and proposed for break‑up, but then reinstated and
repaired. Unit was last wedge-ended cab unit to run and withdrawn 16‑Jun-56
and bodywork broken‑up at Longhedge. Underframes used in construction
of new 4 EPB vehicles: 8108 for 14517 (5259) Mar-57, 8786 for 14514
(5257) Mar-57, 9186 for 15448 (5260) Mar-57 and 9407 for 15444 (5256) Feb-57. |
|
4143 |
Unit withdrawn 25‑Sep-54 and bodywork broken‑up at
Longhedge by 23‑Oct-54. Underframes used in construction of new
4 EPB vehicles: 8083 for 14382 (5191) Nov-55, 8777 for 14379 (5190)
Nov-55, 9398 for 15374 (5196) Dec-55 and 10407 for 15320 (5192) Nov-55. |
|
4144 |
Unit withdrawn 2‑Oct-54 and bodywork broken‑up at
Longhedge by 30‑Oct-54. Underframes used in construction of new
4 EPB vehicles: 8096 for 14401 (5201) Jan-56, 8782 for 14398 (5199)
Dec-55, 9403 for 15382 (5204) Jan-56 and 10410 for 15331 (5203) Jan-56. |
|
4145 |
Unit withdrawn 11‑Dec-54 and bodywork broken‑up at
Longhedge by 8‑Jan-55. Underframes used in construction of new
4 EPB vehicles: 8089 for 14327 and 8791 for 14328 (both 5164)
Apr-55, 9400 for 15341 and 9825 for 15291 (both 5163) Apr-55. |
|
4146 |
Unit withdrawn 8‑May-54 and bodywork broken‑up at
Longhedge? by 5‑Jun-54. Underframes used in construction of new
4 EPB vehicles: 8018 for 14280 (5140) Nov-54, 8756 for 14291 (5146)
Dec-54, 9377 for 15343 (5165) May-55 and 10414 for 15216 (5138) Oct-54. |
|
4147 |
Unit reformed May-44 (enemy action damage?), MBT 8774
to ‘new’ 4150, replaced by 8771 (ex 1243). Unit withdrawn 20‑Nov-54 and bodywork broken‑up at
Longhedge by 18‑Dec-54. Underframes used in construction of new
4 EPB vehicles: 8072 for 14323 (5162) Apr-55, 8771 for 14319 (5160)
Mar-55, 9180 for 15287 and 9395 for 15337 (both 5159) Mar-55. |
|
4148 |
Unit withdrawn 12‑Mar-55 and bodywork broken‑up at
Longhedge by 9‑Apr-55. Underframes used in construction of new
4 EPB vehicles: 8119 for 14351, 8789 for 14352, 9199 for 15304 and 9410
for 15354 (all 5176) Aug-55. |
|
4149 |
MBT 8787 damaged (where?) c.Jul-46 and temporarily
replaced by 8154 (ex.4313) until Jun-47, a similar 1925 ‘Guildford/Dorking’ 7-compartment
MBT with flush panelling. Unit shorter than standard for duration of this
change at 252' 2½" and weighing 136 tons 14cwt which
reverted during 1947. Unit withdrawn 12‑Nov-54 and bodywork broken‑up at
Longhedge by 10‑Dec-55. Underframes used in construction of new
4 EPB vehicles: 8113 for 14505 (5253) Feb-57, 8787 for 14482 and 10401
for 15429 (both 5241) Oct-56, 9408 for 15416 (5228) Jul-56. |
|
4150 |
Unit withdrawn 22‑Oct-55 and bodywork broken‑up at
Longhedge by 19‑Nov-55. Underframes used in construction of new
4 EPB vehicles: 8065 for 14411 and 8774 for 14412 (both 5206) Feb-56,
9392 for 15389 (5211) Mar-56 and 10413 for 15402 (5214) Mar-56. |
|
4151 |
Unit withdrawn 5‑Mar-55 and bodywork broken‑up at
Longhedge by 26‑Mar-55. Underframes used in construction of new
4 EPB vehicles: 8078 for 14347, 8776 for 14348, 9194 for 15302 and 9397
for 15352 (all 5174) Aug-55. |
|
4152 |
Unit withdrawn 6‑Aug-55 and bodywork broken‑up at
Longhedge by 27‑Aug-55. Underframes used in construction of new
4 EPB vehicles: 8012 for 14386 (5193) Nov-55, 8754 for 14387 (5194)
Nov-55, 9375 for 15378 (5200) Dec-55 and 10416 for 15323 (5195) Dec-55. |
|
4153 |
MBT 8023 withdrawn 24‑Mar-54 but later reinstated
and to 4590 from Sep-54. (remainder of unit stored out of use?) and
withdrawn 11‑Sep-54 and bodywork of remaining three coaches broken‑up
at Longhedge by 9‑Oct-54. Underframes used in construction of new
4 EPB vehicles: 8757 for 14307 (5154) Feb-55, 9378 for 15280 (5152)
Jan-55 and 9827 for 15231 (5153) Jan-55. |
|
4154 |
TT 9376 exchanged with 10-compartment ex LSWR conversion TT
9344 (ex.4235) (date unknown), this coach having four compartments to
first class dimensions. Unit withdrawn 26‑Sep-53 and bodywork broken‑up at
Lancing? by 17‑Oct-53. Underframes used in construction of new
4 EPB vehicles: 8017 for 14509 (5255) Feb-57, 8755 for 14493 (5247)
Dec-56, 9344 for 15249 (5121) Jun-54 and 10418 for 15198 (5120) May-54. |
|
4155 |
Unit augmented Dec-44 from damaged coaches of units 1267 and
1692 which had been recently reformed c.Aug-44 with two ‘1915’ ex LSWR
coaches from 1267 following war damage. MBT 8213 therefore had a flat style
cab end and unit weighed 136 tons 16cwt. Unit withdrawn 16‑Jan-54 and bodywork broken‑up at
Lancing? by 13‑Feb-54. Underframes used in construction of new
4 EPB vehicles: 8213 for 15442 (5254) Feb-57, an example of a former MBT
frame being used under a trailer coach, 8783 for 14487 (5244) Nov-56, 9208 for
15200 (5122) Jun-54 and 9404 for 15251 (5123) Jun-54. |
|
4156 |
Unit withdrawn 18‑Jun-55 and bodywork broken‑up at
Longhedge by 9-Jul-55. Underframes used in construction of new 4 EPB
vehicles: 8030 for 14372 (5186) Oct-55, 8760 for 14376 and 10402 for 15316
(both 5188) Nov-55 and 9381 for 15367 (5189) Nov-55. |
|
4157 |
Unit withdrawn 17‑Jul-54 and bodywork broken‑up at
Longhedge? by 14‑Aug-54. Underframes used in construction of new
4 EPB vehicles: 8084 for 14309 (5155) Feb-55, 8778 for 14294 (5147)
Dec-54, 9168 for 15224 and 9399 for 15274 (both 5146) Dec-54. |
|
4158 |
Unit withdrawn 24‑Sep-55 and bodywork broken‑up at
Longhedge by 22‑Oct-55. Underframes used in construction of new
4 EPB vehicles: 8024 for 14403 and 8758 for 14404 (both 5202) Jan-56,
9379 for 15399 (5211) Mar-56 and 10412 for 15333 (5205) Jan-56. |
|
4159 |
Unit withdrawn 3‑Dec-55 and bodywork broken‑up at
Longhedge by 31‑Dec-55. Underframes used in construction of new
4 EPB vehicles: 8054 for 14434 (5217) Apr-56, 8768 for 14429 and 9389
for 15393 (both 5215) Apr-56 and 9169 for 15404 (5216) Apr-56. |
|
4160 |
MBT 8753 temporarily replaced by 8178 (ex.4325) from c.Sep-50
until cFeb-51 (reason unknown). This coach a similar 7-compartment
coach with ‘wedge end’ cab but mounted on 56' 11" underframe,
reducing overall unit length to 252' 2½" and weight to
136 tons 14cwt for duration of change. Unit withdrawn 23‑Jul-55 and bodywork of all
coaches broken‑up at Longhedge by 20‑Aug-55 and their underframes
used in construction of new 4 EPB vehicles: 8011 for 14385 (5193)
Nov-55, 8753 for 14388 (5194) Nov-55, 9195 for 15324 (5196) Dec-55 and 9374
for 15375 (5197) Dec-55. |
|
4161 |
Unit damaged in collision at Strood 10‑Oct-47 and MBT
8788 withdrawn and bodywork broken-up on site and underframe used in
construction of new 4 SUB vehicle 12711 (4690) Sep-50. Replaced from
Nov-47 by 8808 (ex. disbanded 1673), a similar 8-compartment ex LSWR
conversion but with flat style cab end, and unit now weighed
137 tons 2cwt. Unit withdrawn 26‑Dec-53 and bodywork broken‑up at
Lancing? by 16‑Jan-54. Underframes used in construction of new
4 EPB vehicles: 8114 for 14435 (5218) Apr-56, 8808 for 14242 (5121)
Jun-54, 9201 for 15210 (5132) Sep-54 and 9409 for 15248 (5120) May-54. |
|
4162 |
Unit withdrawn 5‑Nov-55 and bodywork broken‑up at
Longhedge by 3‑Dec-55. Underframes used in construction of new
4 EPB vehicles: 8029 for 14420 (5210) Mar-56, 8759 for 14416 (5208)
Feb-56, 9380 for 15401 (5213) Mar-56 and 10417 for 15403 (5215) Apr-56. |
|
4163 |
Unit withdrawn 4‑Sep-54 and bodywork broken‑up at
Longhedge by 2‑Oct-54. Underframes used in construction of new
4 EPB vehicles: 8095 for 14299 (5150) Jan-55, 8781 for 14301 (5151)
Jan-55, 9402 for 15276 (5148) Dec-54 and 10415 for 15227 (5149) Jan-55. |
|
4164 |
Unit disbanded 20‑Aug-55 and both MBTs 8036 and 8762
stored at Hassocks until formed into unit 4537 from Oct-55. Both trailers
9300 and 9383 withdrawn and formed between MBTs 8872 and 8706 (ex.4537)
though unit not used in this formation. All four coaches had bodywork broken‑up
at Longhedge by 17‑Sep-55 along with the underframes of the MBTs, and
the trailer underframes used in construction of new 4 EPB vehicles: 9300
for 15326 (5198) Dec-55 and 9383 for 15377 (5199) Dec-55. |
|
4165 |
Unit withdrawn 22‑Jan-55 and bodywork broken‑up at
Longhedge by 19‑Feb-55. Underframes used in construction of new
4 EPB vehicles: 8042 for 14341, 9385 for 15349 and 9826 for 15299 (all
5171) Jun-55, 8764 for 14346 (5173) Jul-55. |
|
4166 |
Unit withdrawn 31‑Dec-55 and bodywork broken‑up at
Longhedge shortly afterwards. Underframes used in construction of new
4 EPB vehicles: 8077 for 14437 and 9396 for 15407 (both 5219) May-56,
8775 for 14439 (5220) May-56 and 9190 for 15441 (5253) Feb-57. |
|
4167 |
Unit withdrawn 28‑Aug-54 and bodywork broken‑up at
Longhedge by 25‑Sep-54. Underframes used in construction of new
4 EPB vehicles: 8066 for 14304 (5152) Feb-55, 8772 for 14306 (5153)
Feb-55, 9205 for 15229 and 9393 for 15279 (both 5151) Jan-55. |
|
4168 |
Unit damaged in collision with 4332 at Woolwich Arsenal 18‑Nov-48
but repaired. Unit withdrawn 5‑Feb-55 and bodywork broken‑up at
Longhedge by 5‑Mar-55. Underframes used in construction of new
4 EPB vehicles: 8126 for 14349, 9413 for 15353 and 9829 for 15303 (all
5175) Aug-55, 8792 for 14342 (5171) Jun-55. |
|
4169 |
MBT 8005 exchanged with damaged 7½ compartment 8046 (ex.4228)
Nov-47 and following repairs unit now seated 345 and weighed
139 tons 2cwt. MBT 8046 had the larger buffers so unit had these at
one end only. Unit withdrawn 3‑Sep-55 and bodywork broken‑up at
Longhedge by 24‑Sep-55. Underframes used in construction of new
4 EPB vehicles: 8046 for 14394 and 9207 for 15325 (both 5197) Dec-55,
8751 for 14391 (5196) Dec-55 and 9372 for 15376 (5198) Dec-55. |
|
4170 |
Unit withdrawn 14‑Jan-56 and bodywork broken‑up at
Longhedge by 11‑Feb-56. Underframes used in construction of new
4 EPB vehicles: 8035 for 14443 (5222) Jun-56, 8761 for 14442 and 9382
for 15409 (both 5221) May-56 and 9828 for 15446 (5258) Mar-57. |
|
4171 |
When formed, unit odd one out in whole batch with augmentation
coach placed between the former first-class compartments of the TT and MBT. Unit withdrawn 21‑May-55 and bodywork broken‑up at
Longhedge by 2‑Jul-55. Underframes used in construction of new 4 EPB
vehicles: 8102 for 14366 and 8784 for 14365 (both 5183) Oct-55, 9405 for
15364 (5186) Oct-55 and 10406 for 15362 (5184) Oct-55. |
The motor units taken for this batch of augmentations came from
the 1658 ‑ 1701 series, those being augmented with 10-compartment
trailers becoming units 4172 ‑ 4194, whilst others which gained
11-compartment trailers were numbered in a further series from 4235 ‑ 4250.
One odd unit, 1790 from a later batch was also included in the batch, becoming
4190, this unit having a non-standard seating capacity and weight.
These units differed most obviously from the 4131 ‑ 4171
and 4195 ‑ 4234 batches of units by having the much flatter
style cab end, the motor units used in these conversions, though converted from
the same batches of LSWR bogie block coaches as the above units, having the
standard ‘SR’ cab design as conversion did not take place until 1927 /1928.
The vehicles used for augmentation were again taken from
disbanded trailer units, being recent conversions to electric operation between
1934 and 1937 and all having 10 third-class compartments seating 100 and
weighing 27 tons. They were similarly modified to those used in the previous
batches with the side buffers at what had been the unit end being replaced by a
centre buffer and the jumper connections moved to roof level. This resulted in
the alteration of their diagram numbers from either 731 or 732 to 741 and 740
respectively on conversion. Similarly, three coach motor units being augmented
which still retained intermediate bar couplers (some had been altered earlier)
had these changed to the centre buffer and three link chain arrangement.
The motor units used in these conversions (with one exception)
consisted of an 8-compartment MBT seating 80 and weighing
39 tons 14cwt, a 10-compartment TT seating 100 (in five third and
five former firsts now downgraded) and weighing 27 tons 12cwt, and a
former MBC now downgraded to MBT with 7-compartments (two former firsts
downgraded) seating 70 and weighing 39 tons 14cwt. This gave overall
unit totals of 134 tons and 350 seats with an overall length of
257' 5".
However, unit 4190 was converted from 3 coach unit 1790 of a
later batch, this unit having a 7½ compartment MBT seating 75, a 9-compartment
TT seating 90 and an 8-compartment MBT seating 80 and weighing 41 tons. This
unit therefore seated 345 and weighed 136 tons. The augmentation trailer was
inserted into these units between the original MBT and the TT keeping the
former first-class compartments together, (with one exception), and once again
some of the augmentation vehicles were flush panelled below the waistline. The
seating in the downgraded first-class compartments was now regarded as seating
five‑aside and the armrests were sewn‑up on augmentation during the
revarnishing of the units at Selhurst.
Units were not augmented in any sort of number order, being done
as they became due for varnishing, but the newly formed 4 SUB was numbered
upwards from 4172. The first was completed late in 1946 and the last was done
by mid‑1949, some therefore gaining Southern Railway livery whilst later
ones were outshopped in early British Railways style. Withdrawals began in
1953 and most had gone by 1954 though a few survived until 1956, all vehicle
bodies being broken‑up at either Longhedge or Lancing shortly after
withdrawal. Virtually all underframes were reused in new 4 EPB vehicles.
Unit formations were as follows, with the date of formation
below the unit number and the number of the vehicles' previous unit being shown
in brackets below, flush panelled vehicles ex trailer units are marked with ‘*’
after the coach number, whilst those with Diagram No. 740 are marked with #.
|
Unit |
MBT |
TT |
TT |
MBT |
Withdrawn |
|
Diag. No. |
671 |
741 |
759 |
691 |
|
|
4172 |
8179 |
9203 |
9307 |
8793 |
28-Nov-53 |
|
4173 |
8192 |
9191 |
9320 |
8806 |
14-Nov-53 |
|
Diag. No. |
671 |
740 |
759 |
691 |
|
|
4174 |
8182 |
9171 |
9310 |
8796 |
28-Nov-53 |
|
Diag. No. |
671 |
741 |
759 |
691 |
|
|
4175 |
8203 |
9196 |
9331 |
8817 |
10-Oct-53 |
|
4176 |
8205 |
929813 |
9333 |
8819 |
28-Jan-56 |
|
Diag. No. |
671 |
740 |
759 |
691 |
|
|
4177 |
8183 |
9175 |
9311 |
|
18-Jul-53 |
|
4178 |
8197 |
9176 |
9325 |
8811 |
13-Nov-54 |
|
4179 |
8198 |
10409* |
9326 |
8812 |
27-Jul-53 |
|
Diag. No. |
671 |
741 |
759 |
691 |
|
|
4180 |
8185 |
9189 |
9313 |
8799 |
5-Dec-53 |
|
Diag. No. |
671 |
740 |
759 |
691 |
|
|
4181 |
8186 |
9193 |
9314 |
880 |
2-Apr-55 |
|
4182 |
8201 |
9178 |
9329 |
8815 |
29-May-54 |
|
4183 |
8196 |
9177 |
9324 |
8810 |
1-Aug-53 |
|
Diag. No. |
671 |
741 |
759 |
691 |
|
|
4184 |
8191 |
9185 |
9319 |
8805 |
7-Jun-52 |
|
Diag. No. |
671 |
740 |
759 |
691 |
|
|
4185 |
8184 |
9202 |
9312 |
|
19-Sep-53 |
|
4186 |
8204 |
9188 |
9332 |
8818 |
10-Oct-53 |
|
4187 |
8193 |
9182 |
9321 |
8807 |
18-Dec-54 |
|
4188 |
8189 |
10404* |
9317 |
8803 |
13-Mar-54 |
|
4189 |
8195 |
9184 |
9323 |
8809 |
5-Sep-53 |
|
|
|
|
(9-comp.) |
(7½-comp.) |
|
|
Diag. No. |
683 |
743 |
765 |
687 |
|
|
4190 |
8573 |
9078 |
9659 |
8572 |
21-Jan-56 |
|
|
|
|
(10-comp.) |
(7-comp.) |
|
|
Diag. No. |
671 |
759 |
741 |
691 |
|
|
4191 |
8206 |
9334 |
10403* |
8820 |
6-May-53 |
|
Diag. No. |
671 |
741 |
759 |
691 |
|
|
4192 |
8187 |
10408* |
9315 |
8801 |
23-Mar-53 |
|
Diag. No. |
671 |
740 |
759 |
691 |
|
|
4193 |
8181 |
9206 |
9309 |
8795 |
29-Aug-53 |
|
4194 |
8180 |
9192 |
9308 |
8794 |
31-Oct-53 |
|
Notes: |
|||||
|
13 =
TT Diagram 743 (detail differences unknown). 14 =
7½-compt. MBT. Diagram 687. |
15 = 7-compt.
MBT. Diagram 694. |
||||
|
Individual Unit Notes |
|
|
4172 |
Unit withdrawn 28‑Nov-53 and bodywork broken‑up at
Lancing? by 15‑Dec-53. Underframes used in construction of new
4 EPB vehicles: 8179 for 14224 and 8793 for 14223 (both 5112) Apr-54,
9203 for 15191 and 9307 for 15241 (both 5113) Apr-54. |
|
4173 |
Unit withdrawn 14‑Nov-53 and bodywork broken‑up at
Lancing? by 5‑Dec-53. Underframes used in construction of new
4 EPB vehicles: 8192 for 14221, 9191 for 15329 and 9320 for 15189 (all
5111) May-54, 8806 for 14220 (5110) May-54. |
|
4174 |
Unit withdrawn 28‑Nov-53 and bodywork broken‑up at
Lancing? by 26‑Dec-53. Underframes used in construction of new
4 EPB vehicles: 8182 for 14230 (5115) Apr-54, 8796 for 14227, 9171 for
15192 and 9310 for 15242 (all 5114) Apr-54. |
|
4175 |
Unit withdrawn 10‑Oct-53 and bodywork broken‑up at
Lancing? by 31‑Oct-53. Underframes used in construction of new
4 EPB vehicles: 8203 for 14231 (5116) Apr-54, 8817 for 14216 (5108)
May-54, 9196 for 15188 and 9331 for 15238 (both 5110) May-54. |
|
4176 |
Augmentation TT 9298 had non‑standard Diagram No.
743 (reason unknown). Unit withdrawn 28‑Jan-56 and bodywork,
also underframe of TT 9298 broken‑up at Longhedge by 3‑May-56.
Remaining three underframes used in construction of new 4 EPB vehicles: 8205
for 14444 (5222) Jun-56, 8819 for 14446 and 9333 for 15411 (both 5223)
Jun-56. |
|
4177 |
MBT 8797 damaged (where?) c.May-52 and withdrawn and
bodywork broken‑up at Lancing? 30‑May-53 and underframe
used in construction of new 4 EPB vehicle 14211 (5106) Feb-54. Replaced
by 9845 (ex.4418), a 7½ compartment vehicle with similar bodystyle
seating 75, overall unit capacity now being 355 and weight
135 tons 12cwt. Unit withdrawn 18‑Jul-53 and bodywork broken‑up
at Lancing? by 8‑Aug-53. Underframes used in construction of new
4 EPB vehicles: 8183 for 14097 (5049) Jan-54, 9175 for 15173 (5048)
Dec-53, 9311 for 15155 (5102) Dec-53 and 9845 for 14277 (5139) Oct-54. |
|
4178 |
Unit withdrawn 13‑Nov-54 and bodywork broken‑up at
Longhedge by 11‑Dec-54. Underframes used in construction of new
4 EPB vehicles: 8197 for 14322, 9176 for 15289 and 9325 for 15339 (all
5161) May-55, 8811 for 14325 (5163) Apr-55. |
|
4179 |
Unit withdrawn 25‑Jul-53 and bodywork broken‑up at
Lancing? by 15‑Aug-53. Underframes used in construction of new
4 EPB vehicles: 8198 for 15436 (5248) Dec-56, an example of a former
motorcoach underframe being used under a trailer coach, 8812 for 14098 and
10409 for 15174 (both 5049) Jan-54 and 9326 for 15156 (5103) Jan-54. |
|
4180 |
Unit withdrawn 5‑Dec-53 and bodywork broken‑up at
Lancing? by 9‑Jan-54. Underframes used in construction of new
4 EPB vehicles: 8185 for 14233 and 8799 for 14324 (both 5117) May-54,
9189 for 15193 (5115) Apr-54 and 9313 for 15244 (5116) Apr-54. |
|
4181 |
Unit withdrawn 2‑Apr-55 and bodywork broken‑up at
Longhedge by 30‑Apr-55. Underframes used in construction of new
4 EPB vehicles: 8186 for 14490 (5245) Nov-56, 8800 for 14492 (5246)
Nov-56, 9193 for 15371 (5193) Nov-55 and 9314 for 15307 (5179) Sep-55. |
|
4182 |
Unit withdrawn 29-May-54 and bodywork broken‑up at
Lancing? by 26‑Jun-54. Underframes used in construction of new
4 EPB vehicles: 8201 for 14279 (5140) Nov-54, 8815 for 14278 (5139)
Oct-54, 9178 for 15215 (5137) Oct-54 and 9329 for 15264 (5136) Oct-54. |
|
4183 |
Unit withdrawn 1‑Aug-53 and bodywork broken‑up at
Lancing? by 8‑Aug-53. Underframes used in construction of new
4 EPB vehicles: 8196 for 14096 (5048) Dec-53, 8810 for 14101 and 9177
for 15176 (both 5051) Feb-54, 9324 for 15234 (5106) Feb-54. |
|
4184 |
Unit withdrawn briefly 19‑Dec-50 but reinstated.
MBT 8805 damaged c.May-52 (date and location unknown), and body
broken‑up and underframe to Micheldever 1‑Apr-52 for storage,
until taken to Eastleigh 13‑Jun-52 and cut‑up. Unit disbanded 7‑Jun-52
when both MBTs condemned, and TT 9185 to 4503(1), TT 9319 to 4586. MBT 8191
stored until bodywork scrapped (where and when?) and underframe used
in construction of new 4 EPB vehicle 14510 for 5255 Feb-57. |
|
4185 |
Unit withdrawn briefly 19‑Dec-50 but reinstated. MBT
8798 exchanged with 8884 (ex.4546), (date and reason unknown). 8884
was a similar 7-compartment coach with LBSC bodywork mounted onto a
lengthened AC frame and weighed 39tons 9cwt giving a revised unit weight of
133tons 15cwt. Unit withdrawn 15‑Sep-53 and bodywork of all four
coaches broken‑up at Lancing? by 24‑Oct-53, the underframe
of 8884 also being cut there 20‑Feb-54. Remaining three underframes
used in construction of new 4 EPB vehicles: 8184 for 14226 (5113)
Apr-54, 9202 for 15190 and 9312 for 15240 (both 5112) Apr-54. |
|
4186 |
Unit withdrawn 10-Oct-53 and bodywork broken‑up at Lancing?
by 7-Nov-53. Underframes used in construction of new 4 EPB vehicles: 8204
for 14215 (5108) May-54, 8818 for 14218 (5109) May-54, 9188 for 15275 (5147)
Dec-54 and 9332 for 15230 (5152) Feb-55. |
|
4187 |
Unit withdrawn 18‑Dec-54 and bodywork broken‑up at
Longhedge by 22‑Jan-55. Underframes used in construction of new
4 EPB vehicles: 8193 for 14330 and 8807 for 14329 (both 5165) May-55,
9182 for 15292 and 9321 for 15342 (both 5164) Apr-55. |
|
4188 |
Unit withdrawn 13‑May-54 and bodywork broken‑up at
Lancing? by 10‑Apr-54. Underframes used in construction of new
4 EPB vehicles: 8189 for 14260 (5130) Aug-54, 8803 for 14257 (5129)
Aug-54, 9317 for 15254 and 10404 for 15204 (both 5126) Jul-54. |
|
4189 |
Unit withdrawn 5‑Sep-53 and bodywork broken‑up at
Lancing? by 26‑Sep-53. Underframes used in construction of new
4 EPB vehicles: 8195 for 14417 (5209) Feb-56, 8809 for 14251 (5126)
Jul-54, 9184 for 15180 (5102) Dec-53 and 9323 for 15149 (5049) Jan-54. |
|
4190 |
Unit withdrawn 21‑Jan-56 and bodywork, also underframe
of TT 9078 broken‑up at Longhedge by 25‑Feb-56. Remaining three
underframes used in construction of new 4 EPB vehicles: 8572 for 14449
(5225) Jun-56, 8573 for 14454 (5227) Jul-56 and 9659 for 15414 (5226) Jul-56. |
|
4191 |
When unit formed, unit odd one out in whole batch with
augmentation coach placed between the former first class compartments of the
TT and MBT. Unit withdrawn 16‑May-53 and bodywork broken‑up at
Lancing? by 6‑Jun-53. Underframes used in construction of new
4 EPB vehicles: 8206 for 14080 and 8820 for 14079 (both 5040) Oct-53,
9334 for 15161 (5036) Oct-53 and 10403 for 15167 (5042) Nov-53. |
|
4192 |
Unit damaged in collision at Strawberry Hill 15‑May-53
and unit withdrawn 23‑May-53. MBT 8801 scrapped and bodywork of
remaining three coaches also broken‑up at Lancing? by 27‑Jun-53
and their underframes used in construction of new 4 EPB vehicles: 8187
for 14203 (5102) Dec-53, 9315 for 15147 (5047) Dec-53 and 10408 for 15170
(5045) Nov-53. |
|
4193 |
Unit withdrawn 29‑Aug-53 and bodywork broken‑up at
Lancing? by 12‑Sep-53. Underframes used in construction of new
4 EPB vehicles: 8181 for 14209 and 9206 for 15183 (both 5105) Feb-54,
8795 for 14207 (5104) Jan-54 and 9309 for 15150 (5050) Feb-54. |
|
4194 |
Unit withdrawn 31‑Oct-53 and bodywork broken‑up at
Lancing? by 28‑Nov-53. Underframes used in construction of new
4 EPB vehicles: 8180 for 14232 (5116) Apr-54, 8794 for 14229 and 9308
for 15243 (both 5115) Apr-54, 9192 for 15195 (5117) May-54. |
This series of units were similar to the 4131 ‑ 4171
batch and delivery commenced in late 1942 and ran in parallel with the 4131
batch with the last not being augmented until the first months of BR ownership
in March 1948.
The difference was that the ex LSWR units used were from
the sub-type formed with two identical 7½-compartment MBTs at each end and a
trailer with 8-compartments and a small 10-seat saloon, five of these
compartments and the saloon being the former first class accommodation (now
downgraded to third); these being at one end of the coach with the saloon being
between the first and third compartments. The saloon now seated 13 third.
The vehicles used for augmentation were 11-compartment ex LSWR
conversions dating from 1928 – 1931; these being from the trailer
unit batches numbered 1121 ‑ 1167 and 1188 ‑ 1194.
Again, augmented units were formed during overhaul and repaint and again three
coach units were selected as they became due for this work and not in any sort
of number order.
These units were formed as follows:
|
|
MBT |
7½ compartments |
Seated 75 |
Weight not known |
|
|
TT |
11-compartments |
Seated 110 |
Weight not known |
|
|
TT |
8-compartments & saloon |
Seated 93 (five
compartments and saloon downgraded firsts) |
Weight not known |
|
|
MBT |
7½ compartments |
Seated 75 |
Weight not known |
Overall these units were 257' 5" long and weighed
138¼ tons though some had variable weights due to the underframe
differences mentioned with the 4131 batch, fifteen of these units having the
heavier underframes and large buffers. The overall seating capacity was 353.
When formed these units were all fitted with Westinghouse 339
motors, these were gradually replaced by EE 339 ones from 1950 as these motors
were displaced from units being rebuilt and fitted with the EE 507 type. These
units survived in traffic until withdrawn in 1954 /55 /56 and all then had
their bodies scrapped at either Longhedge or Lancing shortly after withdrawal.
Virtually all the underframes were recovered for use in the 4 EPB building
programme.
Unit formations were as follows with the date of formation shown
below the unit number, and the number of the vehicle’s original unit shown in
brackets below. Those with a + after the unit number were units with the three
former 12xx unit coaches mounted on the heavier underframes and with
large buffers at cab ends, and coaches with a ‘*’ after the number had flush
panelling.
|
Unit |
MBT |
TT |
TT |
MBT |
Withdrawn |
|
Diag. No. |
676 |
742 |
772 |
676 |
|
|
4195+ |
8086* |
9157 |
9428* |
8085* |
14-May-55 |
|
4196 |
8104 |
9163 |
9431 |
8103 |
3-Sep-55 |
|
4197+ |
8122* |
9217 |
9434* |
8121* |
18-Jun-55 |
|
4198 |
8056 |
9214 |
9423 |
8055 |
21-Aug-54 |
|
4199+ |
8020* |
9213 |
9417* |
8019* |
30-Apr-55 |
|
4200+ |
8002* |
9232 |
9414* |
8001* |
3-Jul-54 |
|
4201+ |
8044* |
9254 |
9421* |
8043* |
25-Jun-55 |
|
4202+ |
8014* |
9215 |
9416* |
8013* |
27-Mar-54 |
|
4203* |
8026* |
9251 |
9418* |
8025* |
30-Oct-54 |
|
4204 |
8062 |
9247 |
9424 |
8061 |
19-Nov-55 |
|
4205+ |
8050* |
9238 |
9422* |
8049* |
10-Sep-55 |
|
4206 |
8092 |
9165 |
9429 |
8091 |
7-Jan-56 |
|
4207+ |
8032* |
9236 |
9419* |
8031* |
17-Apr-54 |
|
4208+ |
8038* |
9241 |
9420* |
8037* |
17-Sep-55 |
|
4209+ |
8068* |
9228 |
9425* |
8067* |
12-Feb-55 |
|
4210+ |
8080* |
9239 |
9427* |
8079* |
8-Oct-55 |
|
4211 |
8008 |
9297 |
9415 |
8007 |
10-Jul-54 |
|
4212+ |
8116* |
9233 |
9433* |
8115* |
19-Mar-55 |
|
4213+ |
8074* |
9237 |
9426* |
8073* |
15-Oct-55 |
|
4214 |
8098 |
9252 |
9430 |
8097 |
26-Mar-55 |
|
4215+ |
8110* |
|
9432* |
8109* |
5-May-56 |
|
Notes: |
|||||
|
16 =
‘All-steel’ augmentation trailer. Diagram 2013. |
|||||
|
Individual Unit Notes |
|
|
4195 |
Unit withdrawn 14-May-55 and bodywork broken‑up at
Longhedge by 18‑Jun‑55. Underframes used in construction of new
4 EPB vehicles: 8085 for 14467 (5234) Sep-56, 8086 for 14512 (5256) Feb‑57,
9157 for 15313 (5185) Oct-55 and 9428 for 15312 (5184) Oct-55. |
|
4196 |
Unit withdrawn 3‑Sep-55 and bodywork broken‑up at Longhedge
by 1‑Oct-55. Underframes used in construction of new 4 EPB
vehicles: 8103 for 14396 (5198) Dec-55, 8104 for 14399 (5200) Dec-55, 9163
for 15419 (5231) Aug-56 and 9431 for 15381 (5203) Jan‑56. |
|
4197 |
Unit withdrawn 18‑Jun‑55 and bodywork broken‑up
at Longhedge by 2‑Jul-55. Underframes used in construction of new
4 EPB vehicles: 8121 for 14373 and 9217 for 15315 (both 5187) Oct-55,
8122 for 14371 (5186) Oct-55 and 9434 for 15366 (5188) Nov-55. |
|
4198 |
Unit withdrawn 21‑Aug-54 and bodywork broken‑up at
Longhedge by 18‑Sep-54. Underframes used in construction of new
4 EPB vehicles: 8055 for 14303 (5152) Feb-55, 8056 for 14297 (5149) Jan‑55,
9214 15225 (5147) Dec-54 and 9423 for 15278 (5150) Jan‑55. |
|
4199 |
Unit withdrawn 30-Apr-55 and bodywork broken‑up at
Longhedge by 7‑May‑55. Underframes used in construction of new
4 EPB vehicles: 8019 for 14369 and 8020 for 14370 (both 5185) Oct-55,
9213 for 15314 (5186) Oct-55 and 9417 for 15365 (5187) Oct-55. |
|
4200 |
Unit withdrawn 3‑Jul-54 and bodywork broken‑up at
Lancing? by 31‑Jul-54. Underframes used in construction of new
4 EPB vehicles: 8001 for 14316 (5158) Mar‑55, 8002 for 14314 and
9232 for 15285 (both 5157) Mar‑55, 9414 for 15334 (5156) Feb‑55. |
|
4201 |
Unit withdrawn 25‑Jun‑55 and bodywork broken‑up
at Longhedge by 16‑Jul-55. Underframes used in construction of new
4 EPB vehicles: 8043 for 14375 (5188) Nov-55, 8044 for 14377 (5189)
Nov-55, 9254 for 15319 and 9421 for 15369 (both 5191) Nov-55. |
|
4202 |
Unit withdrawn 27-Mar‑54 and bodywork of both trailers
9215 and 9416 broken‑up at Lancing? by 24‑Apr‑54 and
their underframes used in construction of new 4 EPB vehicles: 9215 for
15308 and 9416 for 15358 (both 5180) Sep-55. Both MBTs used as a ‘Tractor
Unit’ for movements between Peckham Rye and Strawberry Hill until
Jul-56 when withdrawn and bodywork broken‑up at Newhaven and
underframes used in construction of new 4 EPB vehicles: 8013 for 15440
and 8014 for 14503 (both 5252) Jan‑57, 8013 being an unusual example of
a former motorcoach frame being used under a trailer coach. |
|
4203 |
Unit withdrawn 30‑Oct-54 and bodywork broken‑up at
Longhedge by 27‑Nov-54. Underframes used in construction of new
4 EPB vehicles: 8025 for 14318 (5159) Mar‑55, 8026 for 14320, 9251
for 15288 and 9418 for 15338 (all 5160) Mar‑55. |
|
4204 |
Unit withdrawn 19‑Nov-55 and bodywork broken‑up at
Longhedge by 17‑Dec-55. Underframes used in construction of new
4 EPB vehicles: 8061 for 14422 (5211) Mar‑56, 8062 for 14425 and
9247 for 15391 (both 5213) Mar‑56, 9424 for 15390 (5212) Mar‑56. |
|
4205 |
Unit withdrawn 10‑Sep-55 and bodywork broken‑up at
Longhedge by 8‑Oct-55. Underframes used in construction of new
4 EPB vehicles: 8049 for 14395 (5198) Dec-55, 8050 for 14397 (5199)
Dec-55, 9238 for 15329 (5201) Jan‑56 and 9422 for 15380 (5202) Jan‑56. |
|
4206 |
Unit withdrawn 7‑Jan‑56 and bodywork broken‑up
at Longhedge by 4‑Feb‑56. Underframes used in construction of new
4 EPB vehicles: 8091 for 14448 (5224) jun‑56, 8092 for 14441
(5221) May‑56, 9165 for 15423 (5235) Sep-56 and 9429 for 15410 (5222)
Jun‑56. |
|
4207 |
Unit withdrawn 17‑Apr‑54 and bodywork broken‑up
at Lancing? by 8‑May‑54. Underframes used in construction
of new 4 EPB vehicles: 8031 for 14276 (5138) Oct-54, 8032 for 14281
(5141) Nov-54, 9236 for 15217 (5139) Oct-54 and 9419 for 15351 (5173) Jul-55. |
|
4208 |
Unit withdrawn 17‑Sep-55 and bodywork broken‑up at
Longhedge by 15‑Oct-55. Underframes used in construction of new
4 EPB vehicles: 8037 for 14402 (5201) Jan‑56, 8038 for 14400
(5200) Dec-55, 9241 for 15332 (5204) Jan‑56 and 9420 for 15383 (5205)
Jan‑56. |
|
4209 |
Unit withdrawn 12-Feb‑55 and bodywork broken‑up at
Longhedge by 12‑Mar‑55. Underframes used in construction of new
4 EPB vehicles: 8067 for 14343 and 9228 for 15300 (both 5172) Jun‑55,
8068 for 14340 (5170) Jun‑55 and 9425 for 15379 (5201) Jan‑56. |
|
4210 |
Unit withdrawn 8‑Oct-55 and bodywork broken‑up at
Longhedge by 5‑Nov-55. Underframes used in construction of new
4 EPB vehicles: 8079 for 14407 (5204) Jan‑56, 8080 for 14406
(5203) Jan‑56, 9239 for 15395 (5207) Feb‑56 and 9427 for 15397
(5209) Feb‑56. |
|
4211 |
Unit withdrawn 10‑Jul-54 and bodywork broken‑up at
Lancing? by 7‑Aug-54. Underframes used in construction of new
4 EPB vehicles: 8007 for 14286, 8008 for 14285 and 9297 for 15221 (all
5143) Nov-54, 9415 for 15269 (5141) Nov-54. |
|
4212 |
Unit withdrawn 19‑Mar‑55 and bodywork broken‑up
at Longhedge by 16‑Apr‑55. Underframes used in construction of
new 4 EPB vehicles: 8115 for 14355 and 9233 for 15306 (both 5178)
Sep-55, 8116 for 14354 and 9433 for 15355 (both 5177) Aug-55. |
|
4213 |
Unit withdrawn 15‑Oct-55 and bodywork broken‑up at
Longhedge by 12‑Nov-55. Underframes used in construction of new
4 EPB vehicles: 8073 for 14450 (5225) Jun‑56, 8074 for 14445
(5223) Jun‑56, 9237 for 15428 (5240) Oct-56 and 9426 for 15412 (5224)
Jun‑56. |
|
4214 |
Unit withdrawn 26‑Mar‑55 and bodywork broken‑up
at Longhedge by 23‑Apr‑55. Underframes used in construction of
new 4 EPB vehicles: 8097 for 14358 and 9430 for 15357 (both 5179)
Sep-55, 8098 for 14356 and 9252 for 15356 (both 5178) Sep-55. |
|
4215 |
TT 9255 exchanged with TT 10224 (ex.4565) Jul-55, an all‑steel
augmentation trailer seating 120, unit now seating 363 and weighing
140 tons. Unit withdrawn 5‑May‑56 and bodywork of all three
wooden-bodied coaches broken‑up at Longhedge by 9‑Jun‑56.
Underframes used in construction of new 4 EPB vehicles: 8109 for 14473
(5237) Oct-56, 8110 for 14472 (5236) Sep-56 and 9432 for 15426 (5238) Oct-56.
Trailer 10224 converted to EP braking and renumbered 15044 for unit 5226
Jun-56. |
This batch of units was almost identical to the 4195 ‑ 4215
series, the only difference being that the three-car motor units used in this
batch had a slightly larger saloon in the trailer coach which seated 12 rather
than 10 in the previous batch; these now seated 15 following downgrading.
Similar 11-compartment ex LSWR coaches from trailer units were used for
the augmentation. Units were again selected for augmentation when due for a
body overhaul and repaint and not in any sort of number order.
These units were formed as follows:
|
|
MBT |
7½ compartments |
Seated 75 |
Weight not known |
|
|
TT |
11-compartments |
Seated 110 |
Weight not known |
|
|
TT |
8-compartments & saloon |
Seated 95 (five
compartments and saloon downgraded firsts) |
Weight not known |
|
|
MBT |
7½ compartments |
Seated 75 |
Weight not known |
Overall these units were 257' 5" long and again had
variable weights due to the underframe differences mentioned with the previous
batches, with most weighing 138 tons 6cwt overall. Thirteen of these
units had the former 12xx unit coaches mounted on the heavier
underframes and with large buffers at cab ends. The overall seating capacity
was 355.
Like the previous batches, the Westinghouse 339 motors fitted in
this batch began to be replaced with EE 339 ones from early 1950. These units
survived in traffic until withdrawn between 1954 and 1956 and all had their
bodies scrapped at either Longhedge or Lancing shortly after withdrawal and
underframes recovered for use in the 4 EPB building programme.
Unit formations were as follows with the date of formation shown
below the unit number, and the number of the vehicles' original unit shown in
brackets below. Units with the three former 12xx unit vehicles mounted
on the heavier underframes are marked with a + after the unit number, whilst
coaches that were flush‑panelled during rebuilding are marked with ‘*’
after the coach number.
|
Unit |
MBT |
TT |
TT |
MBT |
Withdrawn |
|
Diag. No. |
676 |
742 |
771 |
676 |
|
|
4216 |
8052 |
9235 |
9359 |
8051 |
24-Jul-54 |
|
4217 |
8094 |
9211 |
|
8093 |
16-Jul-55 |
|
4218 |
8010 |
9231 |
|
8009 |
31-Jul-54 |
|
4219 |
8088 |
9245 |
9365 |
8087 |
26-Nov-55 |
|
4220 |
8070* |
9242 |
9362* |
8069* |
9-Oct-54 |
|
4221+ |
8082* |
9222 |
9364* |
8081* |
24-Dec-55 |
|
4222+ |
8124 |
9220 |
9371 |
8123 |
8-Nov-47 |
|
4223+ |
8040* |
9219 |
9357* |
8039* |
1-Jan-55 |
|
4224+ |
|
9249 |
9361 |
8063 |
1-May-54 |
|
4225+ |
8106* |
9161 |
9368* |
8105* |
22-May-54 |
|
4226+ |
8021* |
9229 |
9354* |
8022* |
7-May-55 |
|
4227+ |
8118* |
9226 |
9370* |
8117* |
19-Jun-54 |
|
4228+ |
8046* |
9210 |
9358* |
8045* |
9-Apr-55 |
|
4229 |
8034 |
9248 |
9356 |
8033 |
23-Oct-54 |
|
4230+ |
8058* |
9159 |
9360* |
8057* |
16-Oct-54 |
|
4231+ |
8076 |
9225 |
9363 |
8075 |
29-Oct-55 |
|
4232+ |
8028* |
9246 |
9355* |
8027* |
1-Oct-55 |
|
4233+ |
8100 |
9221 |
9367 |
8099 |
19-Apr-52 |
|
4234+ |
8112* |
9224 |
9369* |
8111* |
30-Apr-55 |
|
Notes: |
|||||
|
17 =
8-compt. MBT. Diagram 685. |
|||||
|
Individual Unit Notes |
|
|
4216 |
Unit withdrawn 24‑Jul-54 and bodywork broken‑up at
Lancing? by 21‑Aug-54. Underframes used in construction of new
4 EPB vehicles: 8051 for 14289 and 8052 for 14290 (both 5145) Dec-54,
9235 for 15220 and 9359 for 15270 (both 5142) Nov-54. |
|
4217 |
TT 9366 exchanged with 9352 (ex.4218) 1951 (reason unknown).
Unit withdrawn 16‑Jul-55 and bodywork broken‑up at Longhedge by
15‑Aug-55. Underframes used in construction of new 4 EPB vehicles:
8093 for 14380 (5190) Nov-55, 8094 for 14383 (5192) Nov-55, 9211 for 15322
(5194) Dec-55 and 9352 for 15373 (5195) Dec-55. |
|
4218 |
TT 9352 exchanged with 9366 (ex.4217) 1951 (reason
unknown). Unit withdrawn 31‑Jul-54 and bodywork broken‑up at
Longhedge by 28‑Aug-54. Underframes used in construction of new
4 EPB vehicles: 8009 for 14295 (5148) Dec-54, 8010 for 14293 (5147)
Dec-54, 9231 for 15223 (5145) Dec-54 and 9366 for 15272 (5144) Nov-54. |
|
4219 |
Unit withdrawn 26‑Nov-55 and bodywork broken‑up at
Longhedge by 24‑Dec-55. Underframes used in construction of new
4 EPB vehicles: 8087 for 14427 and 8088 for 14428 (both 5214) Mar-56,
9245 for 15443 (5255) Feb-57 and 9365 for 15406 (5218) Apr-56. |
|
4220 |
Unit withdrawn 9‑Oct-54 and bodywork broken‑up at
Longhedge by 6‑Nov-54. Underframes used in construction of new
4 EPB vehicles: 8069 for 14313 and 9362 for 15335 (both 5157) Mar-55,
8070 for 14311 and 9242 for 15284 (both 5156) Feb-55. |
|
4221 |
Unit withdrawn 24‑Dec-55 and bodywork broken‑up at
Longhedge by 21‑Jan-56. Underframes used in construction of new
4 EPB vehicles: 8081 for 14440 and 9364 for 15408 (both 5220) May-56,
8082 for 14438 (5219) May-56 and 9222 for 15433 (5245) Nov-56. |
|
4222 |
Unit in collision with 4406 at Motspur Park 5.50pm 6‑Nov-47
and MBT 8124 and TT 9371 both badly damaged, bodies broken‑up on site
and withdrawn 8‑Nov-47. Unit 4228 was also involved. The 4.45pm Holmwood to Waterloo (running
twenty-three minutes late) passed the Motspur Park Up Main (Leatherhead line)
outer home signal (no.13) at danger having been given a clear handsignal to
do so by the fogsignalman. After travelling 300 yards it collided with the
5.16pm Waterloo to Chessington (running twelve minutes late) which was
crossing its path under clear signals. Both trains were formed of two
four-coach electric units. The leading coach of the Waterloo train struck the
second coach of the Chessington train a few feet from its trailing end, but
the full force of the impact was taken by the next coach in rear. This coach
and the leading coach of the Waterloo train were overturned on their right-hand
sides away from each other and the following coach of each train was
partially overturned to the right. In total four coaches were derailed;
the two leading coaches of the Chessington train broke away from the remained
and ran forward for about 87 yards. It would appear the derailed coaches
comprised the leading pair of the Waterloo train and 3rd and 4th
of the Chessington train. The leading coach of the Waterloo train was
destroyed. Three passengers lost their lives and a
Motorman travelling passenger also succumbed to his injuries; all being in
the leading motor coach of the Waterloo train. Eight passengers were detained
in hospital and another ninety-two suffered minor injuries or shock. Unit disbanded and MBT 8123 and TT 9220 both temporarily to
4406 until Jul-48 then MBT 8123 to 4224 cJul-48, TT 9220 to 4242 from Jul-48.
Underframes of 8124 and 9371 later cut‑up at Lancing 10‑Jan-48. |
|
4223 |
Unit withdrawn 1‑Jan-55 and bodywork broken‑up at
Longhedge by 29‑Jan-55. Underframes used in construction of new
4 EPB vehicles: 8039 for 14335 (5168) May-55, 8040 for 14333, 9219 for
15295 and 9357 for 15345 (all 5167) May-55. |
|
4224 |
MBT 8064 damaged in collision with locomotive at Dartford 14‑Jun-48
and withdrawn, scrapped on site 23‑Jun-48. Replaced from Jun-48 by 8123
ex.4222 via 4406. Unit withdrawn 1‑May-54 and bodywork broken‑up at
Lancing? by 29‑May-54. Underframes used in construction of new
4 EPB vehicles: 8063 for 14265 (5133) Sep-54, 8123 for 14267 (5134)
Sep-54, 9249 for 15208 (5130) Aug-54 and 9361 for 15259 (5131) Sep-54. |
|
4225 |
Unit withdrawn 22‑May-54 and MBT 8106 to 4520, remaining
coaches had bodies broken‑up at Lancing? by 19‑Jun-54 and
underframes used in construction of new 4 EPB vehicles: 8105 for 14272
(5136) Oct-54, 9161 for 15212 (5134) Sep-54 and 9368 for 15263 (5135) Sep-54. |
|
4226 |
Unit withdrawn 7‑May-55 and bodywork broken‑up at
Longhedge by 4‑Jun-55. Underframes used in construction of new
4 EPB vehicles: 8021 for 14447 (5224) Jun-56, 8022 for 14367 (5184)
Oct-55, 9229 for 15318 (5190) Nov-55 and 9354 for 15363 (5185) Oct-55. |
|
4227 |
Unit withdrawn 19‑Jun-54 and bodywork broken‑up at
Lancing? by 17‑Jul-54. Underframes used in construction of new
4 EPB vehicles: 8117 for 14332, 9226 for 15294 and 9370 for 15344 (all
5166) May-55, 8118 for 14336 (5168) May-55. |
|
4228 |
Unit involved in Motspur Park collision 5.50pm 6‑Nov-47
(units 4222 and 4406 collided) and MBT 8046 damaged and exchanged with 8-compartment
8005 (ex.4169), this coach had small buffers. Unit now seated 360 and weighed
138½ tons. The 4.45pm Holmwood to Waterloo (running
twenty-three minutes late) passed the Motspur Park Up Main (Leatherhead line)
outer home signal (no.13) at danger having been given a clear handsignal to
do so by the fogsignalman. After travelling 300 yards it collided with the
5.16pm Waterloo to Chessington (running twelve minutes late) which was
crossing its path under clear signals. Both trains were formed of two
four-coach electric units. The leading coach of the Waterloo train struck the
second coach of the Chessington train a few feet from its trailing end, but
the full force of the impact was taken by the next coach in rear. This coach
and the leading coach of the Waterloo train were overturned on their right-hand
sides away from each other and the following coach of each train was
partially overturned to the right. In total four coaches were derailed;
the two leading coaches of the Chessington train broke away from the remained
and ran forward for about 87 yards. It would appear the derailed coaches
comprised the leading pair of the Waterloo train and 3rd and 4th
of the Chessington train. The leading coach of the Waterloo train was
destroyed. Three passengers lost their lives and a
Motorman travelling passenger also succumbed to his injuries; all being in
the leading motor coach of the Waterloo train. Eight passengers were detained
in hospital and another ninety-two suffered minor injuries or shock. Unit withdrawn 9‑Apr-55 and bodywork broken‑up at
Longhedge by 7‑May-55. Underframes used in construction of new
4 EPB vehicles: 8005 for 14409 (5205) Jan-56, 8045 for 14408 (5204)
Jan-56, 9210 for 15385 (5207) Feb-56 and 9358 for 15388 (5210) Mar-56. |
|
4229 |
Unit withdrawn 23‑Oct-54 and bodywork broken‑up at
Longhedge by 20‑Nov-54. Underframes used in construction of new
4 EPB vehicles: 8033 for 14315 (5158) Mar-55, 8034 for 14312 (5156)
Feb-55, 9248 for 15233 and 9356 for 15283 (both 5155) Feb-55. |
|
4230 |
Unit withdrawn 16‑Oct-54 and bodywork broken‑up at
Longhedge by 13‑Nov-54. Underframes used in construction of new
4 EPB vehicles: 8057 for 14310 (5155) Feb-55, 8058 for 14308, 9159 for
15232 and 9360 for 15282 (all 5154) Feb-55. |
|
4231 |
Unit withdrawn 29‑Oct-55 and bodywork broken‑up at
Longhedge by 26‑Nov-55. Underframes used in construction of new
4 EPB vehicles: 8075 for 14451 (5226) Jul-56, 8076 for 14453 (5227)
Jul-56, 9225 for 15427 (5239) Oct-56 and 9363 for 15392 (5214) Mar-56. |
|
4232 |
Unit withdrawn 1‑Oct-55 and bodywork broken‑up at
Longhedge by 29‑Oct-55. Underframes used in construction of new
4 EPB vehicles: 8027 for 14405 (5203) Jan-56, 8028 for 14410 (5205)
Jan-56, 9246 for 15384 and 9355 for 15394 (both 5206) Feb-56. |
|
4233 |
Unit damaged (where?) and disbanded 19‑Apr-52,
MBT 8100 scrapped at Eastleigh c31‑Jul-52 and bodywork of TT 9221
also scrapped there and underframe used in construction of new 4 EPB
vehicle 15387 (5209) Feb-56. TT 9367 to 4594 from Sep-52, MBT 8099 to 4316 from
Oct-52. |
|
4234 |
Unit withdrawn 30‑Apr-55 and bodywork broken‑up at
Longhedge by 21‑May-55. Underframes used in construction of new
4 EPB vehicles: 8111 for 14361, 9224 for 15309 and 9369 for 15359 (all
5181) Sep-55, 8112 for 14359 (5180) Sep-55. |
This batch of augmented units utilised the remaining
11-compartment Trailer Thirds from disbanded trailer sets from the 1121 ‑ 1167
batch also unit 1194, which had also been used previously to augment units
4216 ‑ 4234 from the ex LSWR units of 1915 and rebuilt
from 1934. These coaches had been converted to electric trailer coaches in
1928/29 and consisted of 11-compartments seating 110 and weighing
26 tons 6cwt. Similar modifications to buffing and jumper cables were
required to enable them to be used intermediately within motor units, altering
their Diagram Numbers from 727 to 742 upon conversion.
These coaches were then used from mid-1948 until mid-1949 to
augment the remaining ex LSWR bodied 1928 conversions from the 1658 ‑ 1701
batch, twenty-two of these having been previously dealt with by the addition of
a 10-compartment trailer and becoming 4 SUB units 4172 ‑ 4195.
These units were formed as follows:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 39 tons 14cwt |
|
|
TT |
11-compartments |
Seated 110 |
Weight 26 tons 6 cwt |
|
|
TT |
10-compartments |
Seated 100 |
Weight 27 tons 12 cwt |
|
|
MBT |
7-compartments |
Seated 70 |
Weight 39 tons 12 cwt |
The 10-compartment TT and 7-compartment MBT both had downgraded
former first-class compartments, now each seating five-aside, five in the TT
and two in the MBT being marshalled together. Overall these units seated 360
third, were 257' 5" long and weighed about 133 tons 6cwt.
Unit 1695 had a non-standard formation with a 10-compartment TT
with only four former first class compartments, though this was later exchanged
with a 10-compartment coach with the standard five downgraded firsts, whilst
the 7-compartment MBT had originally had one additional compartment fitted out
as first class, this unit was now standard following downgrading and it took
the lowest number, 4235.
Units 4249 and 4250 were also non-standard as the augmentation
coach was another 10-compartment coach seating 100, these two units being
identical to the 4172 ‑ 4195 batch and seating 350, presumably
taking these two numbers as the next lowest vacant ones available. The last
unit of this batch, 4250 was also the second unit to carry this number. Unit
4246 contained a ‘wedge end’ MBT after an earlier reformation.
With the exception of 4235, all this batch were augmented
following Nationalisation and appeared in early British Railways style livery,
some with an ‘S’ prefix to the unit number. These units began to be withdrawn
during 1953; the last just seeing service in 1955. All vehicles were sent for
breaking‑up of bodies at either Longhedge or Lancing shortly after
withdrawal, their underframes then being recovered for further use in the
4 EPB building programme.
Unit formations were as follows with the
date of formation shown below the unit number, and the number of the vehicles'
original unit shown in brackets below.
|
Unit |
MBT |
TT |
TT |
MBT |
Withdrawn |
|
Diag. No. |
671 |
742 |
760 |
697 |
|
|
4235 |
8216 |
9218 |
|
8830 |
15-Aug-53 |
|
Diag. No. |
671 |
742 |
759 |
691 |
|
|
4236 |
8207 |
9212 |
9335 |
8821 |
6-Feb-54 |
|
4237 |
8210 |
9234 |
9338 |
8824 |
19-Sep-53 |
|
4238 |
8220 |
9223 |
9348 |
8834 |
18-Sep-54 |
|
Diag. No. |
671 |
742 |
759 |
697 |
|
|
4239 |
8209 |
9253 |
9337 |
9809 |
5-Jun-54 |
|
Diag. No. |
671 |
742 |
759 |
691 |
|
|
4240 |
8219 |
9209 |
9347 |
8833 |
24-Oct-53 |
|
4241 |
8221 |
9230 |
9349 |
8835 |
1-Aug-53 |
|
4242 |
8202 |
9220 |
9330 |
8816 |
19-Dec-53 |
|
4243 |
8212 |
9167 |
9340 |
8826 |
22-Aug-53 |
|
4244 |
8214 |
9244 |
9342 |
|
5-Dec-53 |
|
4245 |
8208 |
9216 |
9336 |
8822 |
3-Apr-54 |
|
Diag. No. |
671 |
742 |
759 |
698 |
|
|
4246 |
8218 |
9250 |
9346 |
877920 |
17-Oct-53 |
|
Diag. No. |
671 |
742 |
759 |
691 |
|
|
4247 |
8215 |
9243 |
9343 |
8829 |
4-Dec-54 |
|
4248 |
8211 |
9240 |
9339 |
8825 |
14-Nov-53 |
|
|
|
|
(10-comp.) |
|
|
|
Diag. No. |
671 |
742 |
760 |
697 |
|
|
4249 |
8190 |
9197 |
9318 |
8804 |
5-Sep-53 |
|
Diag. No. |
671 |
740 |
760 |
697 |
|
|
4250 (2) |
8199 |
9299 |
9327 |
8813 |
15-Jan-55 |
|
Notes: |
|||||
|
18 = 10-compt.
Diagram 769. |
20 = MBT original
ex-LSWR conversion with ‘wedge-end’ cab. |
||||
|
Individual Unit Notes |
|
|
4235 |
10-compt. TT 9344 exchanged with 9376 (ex.4154) (date
unknown) and unit now weighed 134 tons 6cwt. Unit withdrawn 15-Aug-53
and bodywork broken‑up at Lancing? by 5-Sep-53. Underframes used
in construction of new 4 EPB vehicles: 8216 for 14222 (5111) Mar‑54,
8830 for 14214 (5107) Mar‑54, 9218 for 15186 and 9376 for 15236 (both
5108) Mar‑54. |
|
4236 |
Unit withdrawn 6-Feb-54 and bodywork broken‑up at
Lancing? by 6‑Mar‑54. Underframes used in construction of new
4 EPB vehicles: 8207 for 14252 (5126) Jul‑54, 8821 for 14255
(5128) Aug‑54, 9212 for 15203 (5125) Jul‑54 and 9335 for 15255
(5127) Aug‑54. |
|
4237 |
Unit withdrawn 19‑Sep‑53 and bodywork broken‑up
at Lancing? by 10‑Oct‑53. Underframes used in construction
of new 4 EPB vehicles: 8210 for 14244 (5122) Jun‑54, 8824 for
14246 (5123) Jun‑54, 9234 for 15222 (5144) Nov‑54 and 9338 for
15175 (5050) Feb‑54. |
|
4238 |
Unit withdrawn 18‑Sep‑54 and bodywork broken‑up
at Longhedge by 16‑Oct‑54. Underframes used in construction of
new 4 EPB vehicles: 8220 for 14302 (5151) Jan‑55, 8834 for 14300
and 9223 for 15228 (both 5150) Jan‑55 and 9348 for 15281 (5153) Feb‑55. |
|
4239 |
Unit withdrawn 5‑Jun‑54 and bodywork broken‑up
at Lancing? by 3‑Jul‑54. Underframes used in construction
of new 4 EPB vehicles: 8209 for 14331 (5166) May‑55, 9253 for
15293 (5165) May‑55, 9337 for 15214 (5136) Oct‑54 and 9809 for
14334 (5167) May‑55. |
|
4240 |
Unit withdrawn 24-Oct-53 and bodywork broken‑up at
Lancing? by 21‑Nov‑53. Underframes used in construction of
new 4 EPB vehicles: 8219 for 14228 (5114) Apr‑54, 8833 for 14213,
9209 for 15185 and 9347 for 15235 (all 5107) Mar‑54. |
|
4241 |
Unit withdrawn 1‑Aug‑53 and bodywork broken‑up
at Lancing? by 29‑Aug‑53. Underframes used in construction
of new 4 EPB vehicles: 8221 for 14418 (5209) Feb‑56, 8835 for
14241 (5121) Jun‑54, 9230 for 15181 (5103) Jan‑54 and 9349 for
15154 (5101) Dec‑53. |
|
4242 |
Unit augmented with TT 9220 ex withdrawn 4222 and via 4406.
Unit withdrawn 19‑Dec‑53 and bodywork broken‑up at
Lancing? by 16‑Jan‑54. Underframes used in construction of
new 4 EPB vehicles: 8202 for 14236 (5118) May‑54, 8816 for 14243
(5122) Jun‑54, 9220 for 15211 (5133) Sep‑54 and 9330 for 15262
(5134) Sep‑54. |
|
4243 |
Unit withdrawn 22‑Aug‑53 and bodywork broken‑up
at Lancing? by 19‑Sep‑53. Underframes used in construction
of new 4 EPB vehicles: 8212 for 14106, 8826 for 14105, 9167 for 15178
and 9340 for 15153 (all 5053) Mar‑54. |
|
4244 |
MBT 8828 damaged c.Mar-51 (where?) and exchanged with
8579 (ex.4593), an 8-compartment coach seating 80, overall unit total now
370. Unit withdrawn 5‑Dec‑53 and bodywork broken‑up at
Lancing? by 2‑Jan‑54. Underframes used in construction of new
4 EPB vehicles: 8214 for 14237 (5119) May‑54, 8579 for 14235
(5118) May‑54, 9244 for 15194 (5116) Apr‑54 and 9342 for 15245
(5117) May‑54. |
|
4245 |
Unit withdrawn 3‑Apr‑54 and bodywork broken‑up
at Lancing? by 1‑May‑54. Underframes used in construction
of new 4 EPB vehicles: 8208 for 14268 (5134) Sep‑54, 8822 for
14261 (5131) Sep‑54, 9216 for 15206 (5128) Aug‑54 and 9336 for
15258 (5130) Aug‑54. |
|
4246 |
Unit non-standard as MBT 8779 from the original ‘1915’ batch
of units with ‘wedge-end’ cab and weighed 135 tons 2cwt. Unit
withdrawn 17‑Oct‑53 and bodywork broken‑up at Lancing?
by 14‑Nov‑53. Underframes used in construction of new 4 EPB
vehicles: 8218 for 14238 (5119) May‑54, 8779 for 14275 (5138) Oct‑54,
9250 for 15196 and 9346 for 15246 (both 5118) May‑54. |
|
4247 |
Unit withdrawn 4‑Dec‑54 and bodywork broken‑up
at Longhedge by 1‑Jan‑55. Underframes used in construction of new
4 EPB vehicles: 8215 for 14324, 9243 for 15290 and 9343 for 15340 (all
5162) Apr-55, 8829 for 14326 (5163) Apr‑55. |
|
4248 |
Unit withdrawn 14‑Nov‑53 and bodywork broken‑up
at Lancing? by 12‑Dec‑53. Underframes used in construction
of new 4 EPB vehicles: 8211 for 14219 (5110) Mar‑54, 8825 for
14217, 9240 for 15187 and 9339 for 15237 (all 5109) Mar‑54. |
|
4249 |
Unit withdrawn 5‑Sep‑53 and bodywork broken‑up
at Lancing? by 3-Oct-53. Underframes used in construction of new
4 EPB vehicles: 8190 for 14210 (5105) Feb‑54, 8804 for 14212
(5106) Feb‑54, 9197 for 15182 and 9318 for 15157 (both 5104) Jan‑54. |
|
4250 |
Unit withdrawn 15‑Jan‑55 and bodywork broken‑up
at Longhedge by 12‑Feb‑55. Underframes used in construction of
new 4 EPB vehicles: 8199 for 14339, 9299 for 15298 and 9327 for 15348
(all 5170) Jun-55, 8813 for 14357 (5179) Sep‑55. This was the second unit
to carry this number being formed in Apr-49. A previous unit no. 4250 carried
the number 4250 from Aug-43 to Nov-47. |
This small
batch of units were formed from vehicles taken from war‑damaged or
accident damaged three coach motor units and formed into four coach units. No
additional vehicles taken from trailer units were involved. The first was
formed during mid-1943 and the last was not made up until early in 1948. Due to
the differing origins of the vehicles these units did not have a standard
weight or seating capacities, though all were 257' 5" long overall.
With the exception of the last unit formed which had two 8-compartment MBTs,
all were formed with one 8-compartment MBT and one 7-compartment MBT and two
intermediate trailers, both of which contained some downgraded first-class
compartments and some had 9 and others 10-compartments.
The seating
capacities of these units varied, and it is not clear whether quoted capacities
included the former first-class accommodation as seating four aside as
designed, or whether the armrests were removed or sewn‑up and this
seating was now classified as five aside. Both capacities are quoted
below, with the five aside figure in italics.
The Diagram
Nos. of some of the trailers were altered when these units were formed as a
result of alterations to their buffing arrangement, the TT of a three-coach
motor unit which was fitted with centre-buffer and three-link chain couplings
having a centre-buffer at each end. However, one now required a rubbing plate
at one end.
Two of this
small batch were withdrawn in March 1950 (these two being the last running with
former LBSC ex steam stock bodies) and their underframes used in construction
of new 4 SUB vehicles, whilst a further three were withdrawn for scrapping
in 1953 and one further in 1956, their underframes being used in the
construction of new 4 EPB vehicles. The remaining unit was then renumbered
as 4518 late in 1956.
Unit 4250 formed by August 1943 consisted of ex LBSC
conversion unit 1709 augmented with the trailer of similar unit 1722, withdrawn
following war damage at Charing Cross. Overall unit weighed
129 tons 12cwt and seated 328, (350). All these coaches were
mounted onto standard underframes.
This unit was
formed thus:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 38 tons 19cwt |
|
|
TT |
10-compartments |
Seated 92 (This was the augmentation vehicle with four
compartments at one end downgraded firsts) |
Weight 25 tons 7cwt |
|
|
TT |
10-compartments |
Seated 92 (Four compartments at one end downgraded firsts) |
Weight 26 tons 7cwt |
|
|
MBT |
7-compartments |
Seated 64 (Three compartments at non-driving end downgraded
firsts) |
Weight 38 tons 19cwt |
Unit 4251 was formed March 1944 with 3 coach unit 1736 augmented
with a further identical trailer from unit 1741 disbanded after enemy action
damage at Slade Green. The motorcoaches had identical seating capacities
to those in unit 4250 and both trailers in this unit were 10-compartment
vehicles with four downgraded firsts in each. Overall this unit weighed
129 tons 12cwt and seated 328 (350). All these coaches were
mounted on lengthened former AC underframes. The augmenting TT had its Diagram
No. altered from 761 to 773.
Unit 4252 was formed February 1945 and was similar to 4251 with
three coach unit 1761 being augmented with the trailer from war damaged 1728 at
Walworth. Again the augmenting TT had a revised Diagram No.
Unit 4253 was formed July 1945 and all four vehicles were ex LSWR
bodies mounted on standard underframes. Two vehicles came from each of units
1667 and 1774, the first having lost a motorcoach in a collision at Caterham in
June 1945 whilst 1774 donated its ex SECR motorcoach, gained after war damage,
back to the ex SECR bodied unit 1404 which had collided with 1667 at
Caterham. Overall this unit seated 328 (350) and weighed 133 tons.
Unit 4253
consisted of:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 39 tons 14cwt |
|
|
TT |
10-compartments |
Seated 92 (Four compartments downgraded firsts) |
Weight 26 tons |
|
|
TT |
10-compartments |
Seated 92 (Five compartments
downgraded firsts) |
Weight 27 tons 12cwt |
|
|
MBT |
7-compartments |
Seated 66 (Two compartments downgraded firsts) |
Weight 39 tons 14cwt |
Unit 4254 was formed in October 1946 with two ex SECR conversions
from unit 1474 and two ex LBSC conversions from unit 1730, both these units
having lost a motorcoach following a collision between them at Beckenham on 23rd
October 1946. The two ex SECR conversions were on Ashford built standard
underframes, those of the ex LBSC vehicles on lengthened AC underframes.
Overall this unit seated 312 (340) and weighed 133 tons 6cwt.
This unit
consisted of:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 41 tons |
|
|
TT |
9-compartments |
Seated 76 (Seven downgraded firsts with one original third
each end) |
Weight 27 tons 10cwt |
|
|
TT |
10-compartments |
Seated 92 (Four downgraded firsts at
one end) |
Weight 25 tons 7cwt |
|
|
MBT |
7-compartments |
Seated 64 (Three downgraded firsts at non-driving end) |
Weight 39 tons 9cwt |
Unit 4255 was formed April 1947 from four ex LSWR conversions
of 1928, all from the 1658 ‑ 1701 batch of units, two coming
from 1701 collision damaged in December 1946, the other two coaches coming from
1673 which was disbanded also after collision damage December 1946 and donated
a motorcoach to 4 SUB 4161 damaged in a collision at Strood. All four vehicles
were on standard underframes. Overall this
unit seated 326 (350) and weighed 134 tons 12cwt.
The unit
consisted of:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 39 tons 14cwt |
|
|
TT |
10-compartments |
Seated 90 (Five compartments at one end downgraded firsts) |
Weight 27 tons 12cwt |
|
|
TT |
10-compartments |
Seated 90 (Five compartments at one end downgraded firsts) |
Weight 27 tons 12cwt |
|
|
MBT |
7-compartments |
Seated 66 (Two compartments at non-driving end downgraded
firsts) |
Weight 39 tons 14cwt |
Unit 4256 was formed March 1948 using three coach ex LBSC
conversion 1703 augmented by an ex SECR coach displaced from already
augmented 4 SUB unit 4442 (1) which was damaged in a collision at Crayford Feb-48
and disbanded. Unit had three standard and one Ashford underframe. Overall this
unit seated 312 (340) and weighed 131¾ tons.
This unit
consisted of:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 38 tons 19cwt |
|
|
TT |
9-compartments |
Seated 76 (Seven downgraded firsts with one original third at
each end) |
Weight 27 tons 10cwt |
|
|
TT |
10-compartments |
Seated 92 (Four downgraded firsts at one end) |
Weight 26 tons 7cwt |
|
|
MBT |
7-compartments |
Seated 64 (Three downgraded firsts at non driving end) |
Weight 39 tons 19cwt |
Unit 4257 was formed March 1948 using three coach ex LBSC
conversion 1649 augmented by an ex LBSC coach displaced from already
augmented 4 SUB 4607 which was damaged in a collision at Crayford February 1948
and disbanded. All four coaches were on standard underframes. Overall this unit
seated 312 (340) and weighed 130 tons 13cwt.
This unit
consisted of:
|
|
MBT |
8-compartments |
Seated 80 |
Weight 38 tons 19cwt |
|
|
TT |
9-compartments |
Seated 76 (Seven downgraded firsts) |
Weight 26 tons 7cwt |
|
|
TT |
9-compartments |
Seated 76 (Seven downgraded firsts) |
Weight 26 tons 8cwt |
|
|
MBT |
8-compartments |
Seated 80 |
Weight 38 tons 19cwt |
|
Unit |
MBT |
TT |
TT |
MBT |
Withdrawn |
|
Diag. No. |
672 |
761 |
763 |
692 |
|
|
4250 |
8678 |
9722 |
9709 |
8844 |
8-Nov-47 |
|
Diag. No. |
678 |
773 |
761 |
694 |
|
|
4251 |
8705* |
9741* |
9736* |
8871* |
Renumbered 4518 (2) 15-Dec-56 |
|
4252 |
8738* |
9728* |
9472* |
8896* |
16-May-53 |
|
Diag. No. |
671 |
760 |
774 |
691 |
|
|
4253 |
8556 |
9650 |
9316 |
8802 |
27-Jun-53 |
|
|
|
(9-comp.) |
|
|
|
|
Diag. No. |
662 |
754 |
773 |
694 |
|
|
4254 |
|
9527# |
9730* |
8865* |
25-Feb-56 |
|
|
|
(10-comp.) |
|
|
|
|
Diag. No. |
671 |
759 |
759 |
691 |
|
|
4255 |
8194 |
9322 |
9350 |
8836 |
27-Jun-53 |
|
|
|
(9-comp.) |
|
|
|
|
Diag. No. |
672 |
755 |
763 |
692 |
|
|
4256 |
8672 |
9505# |
9703 |
8838 |
18-Mar-50 |
|
|
|
|
(9-comp.) |
(8-comp.) |
|
|
Diag. No. |
673 |
762 |
762 |
673 |
|
|
4257 |
8653 |
9693 |
9670 |
8654 |
11-Mar-50 |
|
Notes: |
|||||
|
21 = Ex 2 NOL 7½ Compt MBT, Diagram
686. |
*
Coaches on lengthened ‘AC’ underframes #
Coaches on Ashford underframes |
||||
|
Individual Unit Notes |
|
|
4250 |
Unit in collision with steam hauled passenger train hauled by
locomotive 1901 at Herne Hill 6-Nov-47 and MBT 8678 and TT 9722 both
badly damaged and withdrawn 8-Nov-47, being broken-up on site. Unit disbanded
and bodies of other two coaches also later broken-up, damaged TT 9709 at Coulsdon
North Dec-47 and MBT 8844 at Lancing 20-Mar-48. Both their underframes used
in construction of new 4 SUB vehicles: 9709 for 12363 (4623) May-49 and
8844 for 11382 (4661) Feb-50. This was the first unit
to carry this number from Aug-43 to Nov-47. A second unit carried number 4250
from Apr-49 to Jan-55. |
|
4251 |
Unit renumbered 4518 (2nd with that number) from 15‑Dec‑56. |
|
4252 |
Unit withdrawn 16‑May‑53 and both trailers 9472
and 9728 to unit 4134. Both MBTs retained as a ’towing unit’ for use between
Wimbledon Park and Strawberry Hill until Sep‑56. Moved to Hassocks
4‑Oct‑56 en route to Newhaven for scrapping. |
|
4253 |
Unit withdrawn 27‑Jun‑53 and bodywork broken‑up
at Lancing? by 11‑Jul‑53. Underframes used in construction
of new 4 EPB vehicles: 8556 for 14093 (5047) Dec‑53, 8802 for
14201 (5101) Dec‑53, 9316 for 15177 (5052) Mar‑54 and 9650 for
15151 (5051) Feb‑54. |
|
4254 |
MBT 8373 to 4468 Nov‑47 and replaced by 9876,
(ex 1828 via 1799), an ex 2 NOL MBT with 7½ compartments
seating 75. Overall unit capacity now 307 (or 335 depending on downgraded
first configuration) and unit now weighed 133 tons 12cwt. This
made unit unique as the only one to include coaches from all three
pre-grouping companies in its formation. When unit withdrawn 25‑Feb‑56
it was the last running with an ex SECR conversion coach. TT 9730 reformed
into unit 4501 (2nd). MBT 8865 (on
lengthened AC frame) not condemned until 25‑Aug‑56 and scrapped
at Longhedge 14‑Sep‑56, remaining two coaches had bodywork broken‑up
at Longhedge by 24‑Mar‑56, and their underframes used in
construction of new 4 EPB vehicles: 9527 for 15418 (5230) Aug‑56
and 9876 for 14488 (5244) Nov‑56. |
|
4255 |
Unit withdrawn 27‑Jun‑53 and bodywork broken‑up
at Lancing? by 11‑Jul‑53. Underframes used in construction
of new 4 EPB vehicles: 8194 for 14205 (5103) Jan‑54, 8836 for
14204 (5102) Dec‑53, 9322 for 15143 and 9350 for 15168 (both 5043) Nov‑53. |
|
4256 |
Unit withdrawn 18‑Mar‑50 and bodywork broken‑up
at Lancing by that date! Underframes used in construction of new 4 SUB
vehicles: 8672 for 12683 (4676) Jun‑50, 8838 for 12681 (4675) Jun‑50,
9505 for 8960 (4680) Jul‑50 and 9703 for 8984 (4704) Nov‑50. |
|
4257 |
Unit withdrawn 4‑Mar‑50 and bodywork broken‑up
at Lancing by 11‑Mar‑50. Underframes used in construction of new
4 SUB vehicles outshopped in May‑50: 8653 for 12672 (4670), 8654
for 12674 (4671), 9670 for 8952 (4672) and 9693 for 8951 (4671). |
This series of
units consisted of the 1925 contractor built ‘Guildford and Dorking’ stock,
augmented with a new augmentation trailer from Eastleigh, mounted on a new
standard 62' 0" underframe from Lancing. These new coaches were to
the new body style of the 4 SUB units with curved bodysides from gutter to
solebar level to give maximum width at waist level and allowing seating to be
six aside in the compartments. They were ordered to HO 1094 which covered all
vehicles, this order being sub-divided into H.O. 1094A for 10346 ‑ 10375,
H.O. 1094B for 10376 ‑ 10390 and H.O. 1094C for
10391 ‑ 10400.
The vehicles
were constructed from large metal pressings, most of which incorporated a
¼ light window at each end, the outer edges of each pressing forming the
door edges of the adjacent doorway each side, with smaller pressings used for
the two panels at each end of the body sides with only one ¼ light window
included. Vehicle ends were also a large pressing with some vertical ribbing to
give added strength. Doors were steel with a curved profile to match the bodyside
shape, each door having a droplight with two small semi-circular air vents
above. The overall width of these vehicles was 9' 0" and they
contrasted with the much flatter sides of the three coach motor unit vehicles
which were 8' 6" wide.
Each compartment
in the new trailers was 6' 1" in width and with six‑aside
seating seated 12 third class passengers; with ten compartments this gave an
overall seating capacity for the vehicle of 120 third. These vehicles weighed
28 tons and were outshopped in numerical order, the next available being used
for whichever unit was due for revarnishing and augmentation.
As the
augmentation of the 1496 ‑ 1524 batch was taking place
simultaneously, the coaches from this first batch of augmentation trailers,
10346 ‑ 10400 were used in both batches of units. A major
change in procedures at Eastleigh during 1946 saw the construction of new
vehicles altered to include steel roofs, which up to this point had been of
canvas covered timber construction. This change took place during the
construction of the augmentation trailers of this batch, and only the last ten
built had steel roofs; only one of these vehicles finding its way into the
augmented units of this batch.
The three coach
motor units used for this batch had many non‑standard features being
contractor built; the principle one being that they were built on underframes
which were shorter than normal and had one less compartment per vehicle as a
consequence. They were wider at 8’ 6” than the usual 8’ 0” body width
and also had a round buffers and a slightly different buffer height and had the
distinctive ‘wedge ended’ cab design of the original LSWR stock of 1915.
Units were
selected for augmentation as they became due for revarnishing from mid-1945,
all being done by February 1946. They were renumbered in a new series from 4300
upwards to 4325 taking account of their original order, but as the next
available augmentation trailer was used, these new coaches did not go into
units in numerical order.
As reformed,
units 4300 ‑ 4325 consisted of a 7-compartment MBT at each end
seating 70 and weighing 39 tons 6cwt, an original trailer with 9-compartments
(layout one third, six downgraded firsts and two thirds), with all compartments
now seating five aside giving a total of 90 and weighing 27 tons 1cwt and
the new trailer with 120 seats in 10-compartments and weighing 28 tons. Overall
length of these units was 245' 0" and they weighed 133
tons 13cwt and seated 350 third.
These units
retained their ‘Central’ type motorbogies with MV339 motors when augmented,
thought the motors were progressively replaced by the EE 339 variety during the
early 1950s during routine running gear overhauls at Slade Green. They
were reclassified as Second Class only from 3rd June 1956, the
vehicles then being classified as MBS and TS.
These units
were withdrawn between 1960 and early 1962 when replaced by a batch of new BR
type 4 EPB units and sent to Newhaven for scrapping shortly after
withdrawal following removal of electrical equipment and motors at
Strawberry Hill. The augmentation trailers were usually removed when units
were moved from Strawberry Hill to Newhaven en-route at Gatwick, these
coaches then being moved between Gatwick and Micheldever between two withdrawn
motorcoaches 8420 and 8473, known as ‘4327‘.
Most were
stored for some time at either Micheldever or on the closed Didcot, Newbury and
Southampton (DNS) line near Winchester Junction, but very few of these coaches
saw further service as their wooden roofs made them non-standard, and most were
subsequently also moved to Newhaven for scrapping in 1963/4.
Unit formations
were as follows, the position of the additional trailer is shown in a
consistent position relative to the motorcoaches, but the actual trailers may
well have been transposed. The date of formation is shown beneath the unit
number.
|
Unit |
Old no. |
MBT |
TT |
TT |
MBT |
Withdrawn |
|
|
Diag. No. |
|
661 |
761 |
763 |
692 |
|
|
|
4300 |
1285 |
8127 |
9435 |
10384 |
|
19-Apr-58 |
|
|
4301 |
1286 |
8129 |
9436 |
|
8130 |
17-Dec-60 |
|
|
4302 |
1287 |
8131 |
9437 |
|
8132 |
28-Jan-61 |
|
|
4303 |
1288 |
8133 |
9438 |
10371 |
8134 |
13-Feb-60 |
|
|
4304 |
1289 |
8135 |
9439 |
1039725 |
8136 |
4-Jun-60 |
|
|
4305 |
1290 |
8137 |
9440 |
10382 |
8138 |
27-May-61 |
|
|
4306 |
1291 |
8139 |
9441 |
10388 |
8140 |
9-Apr-60 |
|
|
4307 |
1292 |
8141 |
9442 |
10374 |
|
16-Apr-60 |
|
|
4308 |
1293 |
8143 |
|
10380 |
8144 |
20-Jan-62 |
|
|
4309 |
1294 |
8145 |
|
10369 |
8146 |
2-May-60 |
|
|
4310 |
1295 |
8147 |
9445 |
|
|
14-May-60 |
|
|
4311 |
1296 |
8149 |
9446 |
10379 |
8150 |
8-Apr-61 |
|
|
4312 |
1297 |
8151 |
9447 |
10378 |
8152 |
11-Jun-60 |
|
|
4313 |
1298 |
8153 |
9448 |
|
8154 |
28-May-60 |
|
|
4314 |
1299 |
|
9449 |
10389 |
8156 |
29-Apr-61 |
|
|
Diag. No. |
|
661 |
753 |
2013 |
661 |
|
|
|
4315 |
1300 |
8157 |
9450 |
|
8158 |
19-Nov-60 |
|
|
4316 |
1301 |
|
9451 |
|
8160 |
26-Mar-60 |
|
|
4317 |
1302 |
8161 |
9452 |
10390 |
8162 |
26-Mar-60 |
|
|
4318 |
1303 |
8163 |
9453 |
|
|
30-Jan-60 |
|
|
4319 |
1304 |
8165 |
9454 |
10355 |
8166 |
9-Jul-60 |
|
|
4320 |
1305 |
8167 |
|
10387 |
8168 |
2-Apr-60 |
|
|
4321 |
1306 |
8169 |
9456 |
10385 |
8170 |
2-Jan-60 |
|
|
4322 |
1307 |
8171 |
|
10375 |
8172 |
4-Nov-61 |
|
|
4323 |
1308 |
8173 |
9458 |
10377 |
8174 |
15-Apr-61 |
|
|
4324 |
1309 |
8175 |
|
10386 |
8176 |
4-Nov-61 |
|
|
4325 |
1310 |
8177 |
9460 |
10370 |
|
7-May-60 |
|
|
|
|
|
Notes: |
|
|
|
|
|
30 = 9-compt. ‘short’ TT, Diagram 753. 31 =
7½-Compt. ‘1915’ LSWR coach, Diagram 676. 32 = 10-compt.
‘1915’ LSWR coach, Diagram 769. 33 = 9-compt. TT, Diagram 758. |
34 =
10-compt. augmentation trailer, Diagram 2013. 35 =
10-compt. augmentation trailer, Diagram 2013. 36 = 7-compt.
‘1915’ LSWR coach, Diagram 698. |
||||||
|
Individual Unit Notes |
|
|
4300 |
Unit damaged in sidelong collision with parcels train at
Gloucester Road Jct 4‑Mar-58 and three coaches badly damaged and unit
withdrawn 19‑Apr-58. MBS 8128 stored under repair until used in 4310
from Nov-58, replaced by 8883 (ex.4506) and all coaches scrapped at Newhaven
May-58. |
|
4301 |
Unit to Strawberry Hill for stripping 13‑Dec-60 and
withdrawn 17‑Dec-60. TS 10383 exchanged with 9457 (ex.4322) and all
coaches scrapped at Newhaven, arriving there 30‑Jan-61. |
|
4302 |
Unit to Strawberry Hill for stripping 1‑Nov-60 and
TS 10381 exchanged with 9597 (ex.4335) and unit withdrawn 28‑Jan-61,
both TSs scrapped at Newhaven, arriving there 28‑Feb-61. Both MBSs 8131
and 8132 retained as depot shunting unit at Wimbledon Park until
c.Nov-61 when scrapped at Newhaven Dec-61 after being used to move damaged
4 LAV trailer 12001 (ex 2926) from Hassocks. |
|
4303 |
Unit withdrawn 13‑Feb-60 and TS 10371 stored at
Micheldever, remaining three coaches scrapped at Newhaven, arriving there 26‑Feb-60.
TS 10371 also later scrapped there c.Apr-64. |
|
4304 |
Unit only one in batch with steel-roofed augmentation trailer.
Unit withdrawn 4‑Jun-60 and to Strawberry Hill for stripping 7‑Jun-60.
TS 10397 subsequently converted to De-Icing trailer and renumbered DS
70086. Remaining three coaches scrapped at Newhaven, arriving there 16‑Jul-60. |
|
4305 |
Unit to Strawberry Hill for stripping c.23‑May-61
and withdrawn 27‑May-61. TS 10382 stored at Micheldever, remaining
three coaches scrapped at Newhaven, arriving there Jun-61. TS 10382 also
later scrapped there Jul-63. |
|
4306 |
Unit withdrawn 9‑Apr-60 and to Strawberry Hill for
stripping 26‑Apr-60. TS 10388 subsequently stored at Micheldever,
remaining three coaches scrapped at Newhaven arriving there c.7‑May-60.
TS 10388 also later scrapped there Jan-64. |
|
4307 |
Unit slightly damaged in collision with 4314 (where?)
Feb-47 and MBT 8142 exchanged with 8155 (ex.4314). Unit to
Strawberry Hill for stripping 13‑Apr-60 and withdrawn 16‑Apr-60.
TS 10374 subsequently stored at Micheldever, remaining three coaches
scrapped at Newhaven May-60. TS 10374 also later scrapped there Dec-63. |
|
4308 |
Unit withdrawn Nov-60 and TS 9443 exchanged with TS 10357
and unit reinstated Dec-60. TS 10357 was a further wooden roofed augmentation
trailer seating 120 (ex.4315). Overall unit length then increased to
249' 0" and weight to 134 tons 12cwt and unit then seated 380
second. Unit withdrawn 20‑Jan-62 and stored at Micheldever, both TSs
10357 and 10380 then scrapped at Newhaven c.Sep-63. Both MBSs moved to
Eastleigh 28‑Feb-68 thence to Preston Park for storage. MBS 8144 later
scrapped at York though it was partly dismantled for spares at
Preston Park c.Apr-71 (after Dec-77), whilst 8143 claimed as part
of the ‘National Collection’ and stored at Preston Park until 3‑Dec-77
when moved to York National Railway Museum (with remains of 8144) for
restoration to near original condition. Coach subsequently displayed at the
NRM at York, and later, from 2005, at the NRM annex at Shildon. |
|
4309 |
TS 9444 damaged (location unknown) and exchanged with
wooden roofed augmentation trailer 10372 (ex.4310) c.Apr-58, this coach
seating 120, unit then 249' 0" long and weighed 134 tons 12cwt
and seated 380 second. Unit withdrawn 21‑May-60 and to
Strawberry Hill for stripping 24‑May-60. TSs 10369 and 10372 both
subsequently stored at Micheldever. Both MBSs 8145 and 8146 scrapped at
Newhaven, arriving there 14‑Jun-60, both TSs 10369 and 10372 also later
scrapped there Oct-63. |
|
4310 |
MBT 8148 temporarily exchanged with 8142 (ex.4314) Mar‑55
to Jul-55 (reason unknown). Unit damaged c.Apr-58 and out of use for
repairs to MBS 8147 and TS 9445. MBS 8148 to 4339 and 10372 to 4309 and
replaced by damaged 9444 (ex.4309) a 9-compartment ‘short’ trailer seating
90, and MBS 8128 (ex. spare from 4300 after repairs). Unit back to traffic
c.Nov-58 then seating 320 second and with an overall length of
243' 0" and weight of 132 tons 14cwt. Unit to
Strawberry Hill for stripping 10‑May-60 and withdrawn 14‑May-60
and all coaches scrapped at Newhaven, arriving there 20‑May-60. |
|
4311 |
Unit to Strawberry Hill for stripping 11‑Nov-60 and
TS 10379 withdrawn 15‑Nov-60 and subsequently stored at Micheldever.
Unit withdrawn 8‑Apr-61 and three coaches scrapped at Newhaven,
arriving there 7‑Jun-61. TS 10379 also later scrapped there
Jul-63. |
|
4312 |
Unit withdrawn 11‑Jun-60 and to Strawberry Hill for
stripping 21‑Jun-60. TS 10378 subsequently stored at Micheldever,
remaining three coaches scrapped at Newhaven, arriving there 16‑Jul-60.
TS 10378 also later scrapped there Oct-63. |
|
4313 |
Unit temporarily disbanded Aug-46 (trailer damaged?)
and MBT 8153 to 1685, MBT 8154 to 4149. Possible motorcoaches replaced by
damaged 8206 (ex 1685) and 8787 (ex.4149) whilst all vehicles under
repair. Unit back to traffic in original formation Jun-47. Unit slightly
damaged in collision with 4110 at Victoria 8‑Dec-49 and TT 10376
exchanged with 11456 (ex.4594) Dec-49, this coach a ompartment all‑steel
‘pseudo composite’ seating 108, reducing overall unit capacity to 338 third.
Unit withdrawn 28‑May-60 and to Strawberry Hill for stripping 31‑May-60.
TS 11456 subsequently stored at Micheldever, remaining three coaches scrapped
at Newhaven, arriving there 14‑Jun-60. TS 11456 converted for use
in 4 EPB unit and to 5008 from Apr-61, renumbered 15080 from Sep-61. |
|
4314 |
Unit slightly damaged in collision with 4307 (where?)
Feb-47 and MBT 8155 exchanged with 8142 (ex.4307). MBT 8142 temporarily
exchanged with 8148 (ex.4310) Mar-55 to Jul-55 (reason unknown). Unit
slightly damaged (where?) and withdrawn 29‑Apr-61 and TS 10389
removed from unit whilst stored at Micheldever, remaining three coaches
scrapped at Newhaven Nov-61. TS 10389 also later scrapped there Oct-63. |
|
4315 |
Unit withdrawn 19‑Nov-60 and TS 10357 exchanged with
TS 9443 (ex.4308), and all coaches scrapped at Newhaven, arriving there
30‑Jan-61. |
|
4316 |
Unit damaged Aug-52 (where?) and MBT 8159 temporarily
replaced from Oct-52 by 8099 (ex withdrawn 4233) a 7½ compartment ‘1915’
LSWR vehicle seating 75. Unit then seated 355 and was longer than standard at
249' 0" and now weighed 136 tons 7cwt. MBT 8099 withdrawn
29‑May-54 and bodywork broken‑up at Longhedge by 4‑Sep-54,
underframe used in construction of new 4 EPB vehicle 14305 (5153)
Jan-55. MBT 8159 returned to unit though still under repair and unit out of
use until Jun-54. MBT 8159 and TT 10366 both temporarily exchanged with
8164 and 10367 (ex.4318) from Jul-55 until Mar-56 (reason unknown) and
unit out of use again until reverted to original formation. Unit withdrawn 26‑Mar-60
and to Strawberry Hill for stripping 29‑Mar-60. TS 10366
subsequently stored at Micheldever, remaining coaches scrapped at Newhaven,
arriving there 22‑Apr-60. TS 10366 also later scrapped there Jan-64. |
|
4317 |
Unit to Strawberry Hill for stripping 22‑Mar-60 and
withdrawn 26‑Mar-60. TS 10390 subsequently stored at Micheldever,
remaining three coaches scrapped at Newhaven, arriving there 22‑Apr-60.
TS 10390 also later scrapped there Jan-64. |
|
4318 |
MBT 8163 slightly damaged in Herne Hill collision 6‑Nov-47
but repaired. MBT 8164 and TT 10367 both temporarily exchanged with 8159 and
10366 (ex.4316) between Jul-55 and Mar-56 (reason unknown). Unit
withdrawn 30‑Jan-60 and TS 10367 stored at Micheldever, remaining three
coaches scrapped at Newhaven, arriving there 23‑Feb-60. TS 10367
also later scrapped there c.Apr-64. |
|
4319 |
Unit withdrawn 9‑Jul-60 and to Strawberry Hill for
stripping 12‑Jul-60 and TS 10355 stored at Micheldever, remaining three
coaches to Newhaven Aug-60 where 9454 removed for scrapping, both MBSs
returning to Strawberry Hill as match vehicles for further movements,
though both were also scrapped at Newhaven shortly afterwards. TS 10355 also
later scrapped at Newhaven Oct-63. |
|
4320 |
Unit non-standard when augmented as included a 10-compartment
trailer 9412 from ‘1915’ LSWR unit 1283 after war damage, this coach
originally seating 40 first and 50 third, now altered to 100 third. Overall
unit capacity was then 360 and unit was 247' 0" long and weighed
135 tons 4cwt. TT 9412 to 4416 c.Jun-50 and replaced with 9593
(ex disbanded 4350), a 9-compartment coach seating 90. Unit capacity
then reverted to standard though overall length remained the same and weight
now 134 tons. Unit withdrawn 2‑Apr-60 and to Strawberry Hill
for stripping 5‑Apr-60 TS 10387 subsequently stored at Micheldever,
remaining three coaches scrapped at Newhaven, arriving there 22‑Apr-60.
TS 10387 also later scrapped there Jan-64. |
|
4321 |
Unit withdrawn 20‑Jan-60 and to Eastleigh c22‑Jan-60
where TS 10385 removed and stored at Micheldever, remaining three coaches to
Strawberry Hill 2‑Feb-60 for stripping then scrapped at Newhaven
Feb-60. TS 10385 later used in 4324 from Feb-61. |
|
4322 |
TS 9457 exchanged with 10383, a further wooden roofed
augmentation trailer seating 120 (ex.4301) c.17‑Dec-60. Overall unit
length then increased to 249' 0" and weight to
134 tons 12cwt, and unit then seated 380 second. Unit out of use
and sent to Chart Leacon 14‑Jun-61 for possible use as a staff
train, but not so used and returned to Wimbledon Park and condemned 4‑Nov-61.
Both trailers stored on DNS line and MBSs both scrapped at Newhaven Jun-62.
Both trailers also later scrapped there Oct-63. |
|
4323 |
Unit withdrawn 15‑Apr-61 and to Strawberry Hill for
stripping c.18‑Apr-61 and TS 10377 stored at Micheldever, remaining
three coaches scrapped at Newhaven, arriving there 18‑May-61.
TS 10377 also later scrapped there Jul-63. |
|
4324 |
TS 9459 withdrawn 18‑Mar-61 and scrapped (probably at
Newhaven) Mar-61. Replaced by 10385, a further wooden roofed augmentation
trailer seating 120 (ex store at Micheldever from withdrawn 4321). Overall
unit length then increased to 249' 0" and weight to
134 tons 12cwt, and unit then seated 380. Unit withdrawn 4‑Nov-61
and both trailers stored at Micheldever, both MBSs scrapped at Newhaven
Jun-62. Both trailers also later scrapped there, 10385 arriving 3‑Sep-63
and 10386 Dec-63. |
|
4325 |
MBT 8178 temporarily exchanged with 8753 (ex.4160) from
c.Sep-50 until c.Feb-51, (reason unknown). This coach a similar 7-compartment
MBT with ‘wedge end’ cab, though of standard length so unit longer at
249' 6" for duration of this change and weighed
135 tons 17cwt. Unit withdrawn 7‑May-60 and TS 10370 stored
at Micheldever, remaining three coaches scrapped at Newhaven May-60. TS 10370
also later scrapped there Dec-63. |
This batch of units consisted of the twenty-nine 1925 contractor-built
units 1496 ‑ 1524 delivered for the Eastern Section
electrification. These units differed from the ‘Guildford and Dorking’ units by
being mounted on 62' 0" underframes giving an additional compartment
in each coach, having a much flatter cab end design and being fitted with DK 77
motors in ‘Eastern’ motorbogies. The motorcoaches had been built by the
Metropolitan Carriage Wagon and Finance Co. Ltd. and the trailers by the
Birmingham Railway Carriage and Wagon Co. Ltd. The same batch of ‘all-steel’
augmentation trailers in the 10346 ‑ 10400 series being
delivered for the 4300 ‑ 4325 batch were also used to make
these units up to four coaches, these being ordered to H.O. 1094 subdivided in
to three batches, H.O. 1094A for 10346 ‑ 10375, H.O. 1094B for
10376 ‑ 10390 and H.O. 1094C for the steel roofed coaches
10391 ‑ 10400. These coaches seated 120 third in 10-compartments
and were to Diagram 2013 and weighed 28 tons. Once again, they were inserted
into the next available unit due for revarnishing resulting in them not being
allocated in any sort of number order within the batch.
Like units 4300 ‑ 4325 this batch were augmented
with the units retaining their existing numerical sequence, unit 1496 becoming
4326, 1497 becoming 4327 etc. but units were dealt with as they became due for
revarnishing and were not augmented in number order. Nine of the augmentation
trailers used in this batch were from the final ten built with steel roofs. The
three car units augmented in this programme consisted of two identical 8-compartment
MBTs seating 80 and weighing 41 tons, whilst the TC had 7 first class
compartments flanked by a third class one at each end and after the wartime
downgrading these seated 90 third (the former firsts now seating five aside)
and weighed about 27 tons. In their augmented form therefore, these units were
257' 5" long and weighed 137½ tons and seated 370 third overall.
Conversion to 4 SUB took place between June 1945 and April 1946.
Unit 4350 had a non‑standard MBT when formed, this unit
was subsequently disbanded and the standard MBT used to replace an accident
damaged one in 4332, the two displaced MBTs then having their underframes
recovered for use in the 4 EPB building programme. From May 1952 these
units had their ‘Eastern’ motorbogies and DK 77 motors replaced by bogies of
the ‘Central’ type fitted with EE 339 motors, the displaced ‘Eastern’ bogies
then being used, refitted with EE 507 motors in new 4 EPB units in
the 5001 ‑ 5053 series then under construction. The DK 77
motors were removed at Slade Green and the unit hauled to either Eastleigh or
Lancing for underframe modifications and a ‘Central’ type motorbogie was
fitted. They were then hauled to Wimbledon Park where EE 339 motors
were installed. Approximately one unit per month was dealt with at both Eastleigh
and Lancing, all being completed by July 1953. Their buffers were also changed
to the heavier self-contained type about this time.
From 3rd June 1956 the units became Second Class
only, the coaches then being reclassified as MBS and TS. All were withdrawn
between 1960 and 1962 following delivery of the first batch of BR type
4 EPB units, being scrapped at Newhaven after component recovery at
Strawberry Hill. The all-steel trailers were removed prior to scrapping of
the 1925 vehicles and many were stored either at Micheldever or on the closed
Didcot, Newbury and Southampton line near Winchester Jct. Most of the wooden
roofed vehicle did not however see any further service and were also scrapped,
usually at Newhaven, the steel‑roofed coaches were all reused either in
4 SUB or 4 EPB units or converted to De-Icing trailers.
Unit formations were as follows, the position of the additional
trailer is shown in a consistent position relative to the motorcoaches, but the
actual trailers may well have been transposed. The date of formation is shown
beneath the unit number. Steel-roofed augmentation trailers are shown with ‘*’
after coach number.
|
Unit |
Old no. |
MBT |
TT |
TT |
MBT |
Withdrawn |
|
|
Diag. No. |
|
670 |
758 |
2013 |
670 |
|
|
|
4326 |
1496 |
8417 |
9583 |
10362 |
8418 |
6-May-61 |
|
|
4327 |
1497 |
8419 |
9595 |
10394* |
8420 |
2-Jan-60 |
|
|
4328 |
1498 |
8421 |
9591 |
10351 |
8422 |
6-Aug-60 |
|
|
4329 |
1499 |
|
9584 |
10346 |
8424 |
20-Jan-62 |
|
|
4330 |
1500 |
8426 |
9603 |
10368 |
8425 |
20-Jan-62 |
|
|
4331 |
1501 |
8427 |
9604 |
|
|
30-Jul-60 |
|
|
4332 |
1502 |
|
9598 |
10348 |
8430 |
27-Aug-60 |
|
|
4333 |
1503 |
|
9606 |
|
8432 |
18-Nov-61 |
|
|
4334 |
1504 |
8434 |
9607 |
10356 |
8433 |
13-Aug-60 |
|
|
4335 |
1505 |
8435 |
|
|
8436 |
20-Jan-62 |
|
|
4336 |
1506 |
8438 |
9588 |
10365 |
8437 |
14-Nov-59 |
|
|
4337 |
1507 |
8440 |
9587 |
10364 |
8439 |
20-Jan-62 |
|
|
4338 |
1508 |
8441 |
9596 |
10359 |
8442 |
11-Nov-61 |
|
|
4339 |
1509 |
8443 |
9600 |
10352 |
|
3-Dec-60 |
|
|
4340 |
1510 |
8446 |
9589 |
10396* |
8445 |
16-Jul-60 |
|
|
4341 |
1511 |
8448 |
9599 |
10354 |
8447 |
30-Apr-60 |
|
|
4342 |
1512 |
8450 |
9582 |
10358 |
8449 |
18-Jun-60 |
|
|
4343 |
1513 |
8452 |
9594 |
10347 |
8451 |
22-Apr-61 |
|
|
4344 |
1514 |
8454 |
9592 |
10395* |
8453 |
23-Jul-60 |
|
|
4345 |
1515 |
8455 |
|
10392* |
8456 |
11-Apr-59 |
|
|
4346 |
1516 |
8457 |
9586 |
10349 |
8458 |
2-Dec-61 |
|
|
4347 |
1517 |
|
9590 |
10360 |
8459 |
20-May-61 |
|
|
4348 |
1518 |
8462 |
|
|
8461 |
20-Jan-62 |
|
|
4349 |
1519 |
8463 |
9581 |
10400* |
8464 |
2-Jul-60 |
|
|
Diag. No. |
|
|
|
|
662 |
|
|
|
4350 |
1520 |
8465 |
9593 |
10373 |
848644 |
c.Jun-50 |
|
|
Diag. No. |
|
|
|
|
670 |
|
|
|
4351 |
1521 |
8467 |
9601 |
|
8468 |
27-Aug-60 |
|
|
4352 |
1522 |
8469 |
9602 |
10353 |
8470 |
25-Nov-61 |
|
|
4353 |
1523 |
8472 |
9585 |
10363 |
8471 |
27-Aug-60 |
|
|
4354 |
1524 |
8473 |
9605 |
10350 |
8474 |
5-Dec-59 |
|
|
Notes: |
|||||||
|
37 = Ex SECR
conversion on Ashford frame, Diagram 662. 38 = TS Diagram 2014. 39 =
10-compt. augmentation trailer, Diagram 2013. 40 =
Ex LBSC conversion on lengthened ‘AC’ underframe, Diagram 678. 41 = 7-compt. MBS with ‘wedge end’ cab,
Diagram 661. |
42 = 10-compt. augmentation trailer,
Diagram 2013. 43 =
10-compt. augmentation trailer, Diagram 2013. 44 = Ex SECR conversion on Ashford
frame. 45 = 9-compt. TS, Diagram 758. |
||||||
|
Individual Unit Notes |
|
|
4235 |
10-compt. TT 9344 exchanged with 9376 (ex.4154) (date
unknown) and unit now weighed 134 tons 6cwt. Unit withdrawn 15-Aug-53 and bodywork broken‑up at
Lancing? by 5-Sep-53. Underframes used in construction of new 4 EPB
vehicles: 8216 for 14222 (5111) Mar‑54, 8830 for 14214 (5107) Mar‑54,
9218 for 15186 and 9376 for 15236 (both 5108) Mar‑54. |
|
4326 |
Unit withdrawn 6‑May‑61 and to
Strawberry Hill for stripping 9‑May‑61 and TS 10362 stored
at Micheldever, remaining three coaches scrapped at Newhaven, arriving there
18‑May‑61. TS 10377 also later scrapped there Jul‑63. |
|
4327 |
Unit withdrawn 2‑Jan‑60 and TS 10394 stored at
Micheldever, TS 9595 scrapped at Newhaven Feb‑60. MBS 8420 used (with
8473 ex.4354) as match vehicle in connection with movements of augmentation
trailers from withdrawn units between Gatwick, Lancing and Micheldever. MBS
8419 stored and also scrapped at Newhaven, arriving there 25‑Jul‑60.
8420 renumbered DS70057 11‑Feb‑61 as part of M&EE test unit
15. TS 10394 later converted to 4 EPB trailer 15228 c.May‑63 for
unit 5150. DS70057 subsequently scrapped by Cashmore, Newport Jun‑70,
moving from Micheldever 28‑May‑70. |
|
4328 |
Unit withdrawn 6-Aug‑60 and TS 10351 stored at
Micheldever. TS 9591 scrapped at Newhaven, arriving there 20-Sep‑61.
Both MBSs used as match vehicles to convey a pair of augmentation trailers to
Micheldever, then stored until used in conversion to De‑Icing
motorcoaches at Stewarts Lane Oct-60, 8421 renumbered DS70103, 8422
renumbered DS70102, both for unit 99. TS 10351 later overhauled and used in
set 900 (later 7‑TC 701) from Jul‑63. |
|
4329 |
MBT 8423 exchanged with 8428 (ex.4331) Sep‑51 (reason
unknown). Unit was subsequently the last pre-war 4 SUB unit to run
in traffic 12‑Jan‑62 and withdrawn 20‑Jan‑62. TS 9584
removed at Strawberry Hill Jan‑62 and subsequently scrapped at Newhaven
Jun‑62, TS 10346 formed as part of ‘4352’ and along with both MBSs 8424
and 8428 then stored on DNS line from early 1962 until early 1963 when all
moved to Fullerton and onwards to Micheldever. TS 10346 later overhauled and
used in set 900 (later 7 TC 701) from Jul‑63. Both MBSs 8424 and
8428 subsequently formed around withdrawn TSs 10388/90/66/87 and to
Strawberry Hill for stripping 27‑Nov‑63 before moving to Newhaven
for scrapping 1‑Jan‑64. |
|
4330 |
MBT 8425 damaged in collision (with what?) at London
Bridge 18‑Nov‑55 and unit out of use until repairs completed Jan‑57.
Unit withdrawn 20‑Jan‑62 and stored at
Micheldever, all coaches later scrapped at Newhaven Nov‑63. |
|
4331 |
TS 10361 to 4348 Aug‑51 and MBT 8428 exchanged with 8423
(ex.4329) Sep‑51 (reason unknown) and unit out of use until
10361 replaced with 10195 (ex.4588) in Dec‑51. Unit withdrawn 30‑Jul‑60 and TS 10195 stored at
Micheldever. TS 9604 scrapped at Newhaven, arriving there 10‑Aug‑60.
Both MBSs used as match vehicles to convey a pair of augmentation trailers to
Micheldever, then stored at Strawberry Hill until used in conversion to
De‑Icing motor coaches (8423 renumbered DS70107, 8427 renumbered
DS70106) both for unit 101. TS 10195 later converted to EPB trailer 15079 in
Jun‑61 for unit 5302. |
|
4332 |
MBT 8429 damaged in collision with 4168 at Woolwich Arsenal 18‑Nov‑48
and withdrawn. Replaced by similar 8241 (ex 1408), with SECR bodywork
conversion from c.Jan‑49. This coach withdrawn May‑50 and
bodywork scrapped at Lancing? and underframe used in construction of
new 4 EPB vehicle 14020 (5010) Jan‑52. Replaced Apr‑50 by
8465 (ex disbanded 4350). Unit withdrawn 27‑Aug‑60 and TS 10348 stored
at Micheldever, TS 9598 scrapped at Newhaven, arriving there 20‑Sep‑61.
Both MBSs stored until used in conversion to De‑Icing motor coaches
(8430 renumbered DS70104, 8465 renumbered DS70105) both for unit 100. TS
10348 scrapped at Newhaven Oct‑63. |
|
4333 |
Unit damaged during 1951 (where?) and to Lancing for
repairs. TS 10398 removed from unit c.Oct-51 for conversion to EPB and used
in the prototype unit 5001 from Nov‑51; being renumbered 15001 early in
1952. Unit out of use and MBT 8431 exchanged with 8460 (ex.4347) c.Feb‑52
(reason unknown). Unit back to traffic May‑52 with TS 10449 (ex.4569).
This coach then exchanged with 10373 (ex.4607) May‑60 to remove
non-standard wooden-roofed coach from later build all‑steel batch of
units. Unit withdrawn 18‑Nov‑61 and TS 9606 removed
at Strawberry Hill, remaining three coaches then stored at Micheldever.
TS 9606 scrapped (probably at Newhaven). TS 10373 also later
scrapped there, arriving 3‑Sep‑63. (disposal of MBSs uncertain,
at Chart Leacon Sep‑63). These later noted lettered ‘ME(T) Chart
Leacon’ and numbered as ‘Internal User’ vehicles IU081812/3 stored at Cosham
in May /June 1966, later moving from Eastleigh to Micheldever 13‑Jun‑66. |
|
4334 |
Unit withdrawn 13-Aug‑60 and TS 10356 stored at
Micheldever until reinstated 28‑Jan‑61 and formed into 4108 from
Jan‑61. TS 9607 scrapped at Newhaven, arriving there 20-Sep‑61.
Both MBSs stored until used in conversion to De‑Icing motorcoaches at
Stewarts Lane Oct‑60 (8433 renumbered DS70096, 8434 renumbered DS70097)
both for unit 96. |
|
4335 |
Unit damaged early in 1952 (where?) and to Lancing for repair where TS 10391 removed from unit May‑52 for conversion to EPB and used in 5010 from Jun |