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

© BloodandCustard

Southern Railway

4 COR

(4 COR /4 RES /4 BUF /4 GRI /4 PUL /4 COR(N)

4 COR no. 3149 leading 3107 off the
Cliftonville Spur, Hove in August or September 1963

© Ian Nolan

Contents
Unit liveries	4 RES 3054-3072	4 BUF 3072-3085	4 COR 3101-3158	4 COR 3159-3168	4 GRI 3086-3088	4 PUL /4 COR(N)

Portsmouth Lines Corridor Stock

Electrification to Portsmouth

Following the success of the main line electrification of the Central Section lines, the Southern Railway pressed ahead with plans to extend the system on both the main routes to Portsmouth. These schemes came to fruition as follows:

1.	The Portsmouth No. 1 Electrification in July 1937 covering the lines from Hampton Court Jct. to Portsmouth Harbour via Woking and Guildford also the lines from Woking to Alton and from Weybridge to Staines.
2.	The Portsmouth No. 2 Electrification in July 1938 covering the lines from Dorking North to Havant, Three Bridges to Horsham, West Worthing to Ford and the branches to Littlehampton and Bognor Regis.

Portsmouth No.1 Electrification Scheme

The Portsmouth No. 1 scheme was estimated to cost about £3,000,000, covered 242 track miles and involved quite a number of other works to improve capacity and facilities. Major works (which commenced from October 1935) included the rebuilding of stations at Woking and Havant to provide platforms 820' in length in order to accommodate 12-car electric trains. Other stations also had platforms extended to this length, these being Guildford, Haslemere and both Portsmouth stations at Southsea (High Level) and Harbour.

Track layouts were altered at Haslemere (the Up line was made available to Down trains when required), Havant (new platforms were located outside of new centre Through lines) and the installation of a Down Relief line between Fratton and Portsmouth & Southsea. There were also numerous smaller changes at other stations.

To accommodate the new rolling stock, new carriage sheds were built at Wimbledon Park, whilst other sheds there were also enlarged, and at Farnham (5 roads) and Fratton (4 roads) all these sheds being capable of holding 12-coach trains except those at Fratton which only took 8-coaches. Carriage washing machines were also installed at Wimbledon and Fratton.

Resignalling work was also extensive with colour light signals being installed between Woking and Guildford (from 27^th June 1937), at Haslemere (from 18^th July 1937), from Havant to Farlington Jct. (from 27^th June 1937) and between Portsmouth & Southsea and Portsmouth Harbour (from 20^th June 1937). Other sections were split with new intermediate signals installed (both semaphore and colour light).

Power was supplied for this extension taken from the CEGB at both Portsmouth and Woking, with electrical control rooms located at both Woking (controlling 19 substations) and Havant (controlling 7 substations). All the new substations followed the now standard pattern of unmanned rectifier substations; Guildford’s rotary converter being replaced. The capacity of the Durnsford Road Power Station was also increased to cope with extra demand in the suburban area.

Trial running of electric trains commenced as far as Woking from 1^st November 1936, and between Weybridge and Virginia Water from 30^th November, with the full service on this section starting from 3^rd January 1937, with some electric trains also reaching Guildford and Farnham from this date. Through working to Portsmouth began on 11^th April 1937 and the full service was inaugurated from 4^th July 1937.

Like the previous main line extensions, the new train service was generous with two stopping trains each hour leaving Waterloo and running fast to Surbiton then calling at all stations, splitting at Woking into Portsmouth and Alton portions. Fast trains (most with restaurant cars) ran each hour calling only at Guildford, Haslemere and Portsmouth & Southsea. The Weybridge to Staines section was served half hourly by portions off the Waterloo to Windsor trains which divided at Staines. The usual business extra services operated during the rush hours, when the Weybridge - Staines line also had through services via Surbiton and the Alton line had some complete trains formed with the corridor stock.

Portsmouth No. 2 Electrification Scheme

Work on the Portsmouth No. 2 electrification scheme commenced before the completion of the Portsmouth No.1 electrification scheme. Estimated to cost about £2,750,000 it covered 165 track miles.

As part of this scheme a new station was provided at Horsham (with two 820' island platforms) whilst platforms were extended at Sutton, Dorking North, Pulborough, Arundel, Littlehampton, Barnham, Bognor Regis and Chichester. Platform extensions also took place at Shoreham-by-Sea and Worthing Central with the coastal Halts being lengthened to mostly accommodate 6-car trains as well as provision being made for them to be staffed.

Carriage sheds were provided at Littlehampton (3 roads) and Streatham Hill (8 roads, four for 12 coaches, the remainder for 8 coaches). Littlehampton also had a carriage washer installed. Extra electrified sidings were provided at New Cross Gate, Streatham Hill, Littlehampton, Barnham and Bognor Regis. A centre reversing siding was provided at West Worthing to allow reversal of local trains from Brighton clear of the running lines, and a Down Bay was provided at Chichester.

Signalling alterations were less extensive than the Portsmouth No.1 electrification scheme but colour light signals were installed controlled by new signalboxes at Dorking North (from 15^th May 1938) and Horsham (from 24^th April 1938); new boxes were also built at Arundel and Bognor.

Power for the new scheme was taken from three existing CEGB locations at Portsmouth, Leatherhead and Fishersgate; there were 20 rectifier substations all supervised by a much-extended control room at Havant. Existing rotary converter equipment was replaced at Leatherhead and Dorking with the recovered equipment being reused to uprate the power supply in the London area.

Trial running of electric stock began from 3^rd April 1938 and the full service was introduced from 3^rd July 1938. The first through electric train reached Portsmouth on 11^th April 1938, whilst the first public trains ran on 19^th May 1938 when an 8 COR was used as a relief train to 11 50am and 3 50pm from Waterloo and the 1 40pm and 7 57pm from Portsmouth Harbour.

As customary, the new services were an improvement of existing frequencies with regular interval interconnecting services. An hourly fast train ran from Victoria (most with buffet cars) calling at Sutton, Dorking North, Horsham, Pulborough, Arundel and Barnham where they divided for Portsmouth Harbour and Bognor, the Portsmouth portion calling at Chichester, Havant and Portsmouth & Southsea. However, a few trains ran via Three Bridges to Horsham calling at East Croydon, Redhill and Three Bridges, then forward as those via Sutton.

The existing Victoria to West Worthing fast trains were extended to Littlehampton. A half hourly stopping train ran from Three Bridges via Horsham to Littlehampton, alternate trains continuing to Bognor, whilst a shuttle from Arundel to Littlehampton connected out of the fast Victoria via Sutton trains.

Two trains each hour from Waterloo to Dorking were extended, one to Holmwood, the other to Horsham. Six trains each hour left Brighton westwards, ½ hourly all stations to West Worthing, ½ hourly to Portsmouth calling at Hove, Shoreham, Worthing, one then all stations to Portsmouth Harbour the other a semi-fast stopping only at Barnham, Chichester, Fratton and Portsmouth & Southsea, this train having a connection from Chichester calling at all stations to Portsmouth & Southsea.

The final pair from Brighton, again at ½ hourly intervals consisted of a further West Worthing local and a Brighton to Bognor via Littlehampton local. The usual business enhancements were also provided, with some trains running to London Bridge which was not served in slack hours.

The 1.50 pm Waterloo - Portsmouth Harbour, made up of a 4 COR and a 4 RES passing through Weybridge. The leading 4 COR unit (no. 3101) was the very first of its type entering service in 30th January 1937.

Badly damaged by a V1 blast at Wimbledon Park on 29th June 1944, the leading motorcoach (no.11244) was a replacement from 4 BUF unit 3080 (which had also been damaged by enemy action early in 1944).

Unit no.3101 was withdrawn 1st January 1972 and moved to T. W. Ward Ltd (Beighton) for scrapping on 13th April 1972. On the left is an SR-designed 4 EPB unit waiting to depart to Staines via Addlestone. The photographer (Ben Booksbank) stated “I always took the bag at bottom right with me".

© Ben Brooksbank (Geograph/CC-by-SA)

Portsmouth Electrification Rolling Stock

The additional rolling stock for the stopping services was in the form of further 2 BIL stock, units 2011 ‑ 2048 being provided for the Portsmouth No. 1 electrification scheme, whilst 2049 ‑ 2116 followed for the Portsmouth No. 2 electrification scheme and further 2 NOL units 1883 ‑ 1890 were authorised for the No. 1 scheme to cover the Staines - Weybridge requirements. Some of the trains between Worthing and Littlehampton were covered by the existing Brighton line 6-car units, both 6 PUL and 6 PAN units being used, and a few 4 LAV units now ventured to Bognor along the coast.

For the express workings, three new types of unit were constructed at Eastleigh works on frames built at Lancing, though some vehicles were constructed by Metro‑Cammell and B.R.C.W. These were introduced in two batches, the first in 1937 for the Portsmouth No. 1 electrification scheme being nineteen four‑car corridor units with restaurant cars (4 RES) and twenty nine four-car corridor units (4 COR). The second batch in 1938 comprised thirteen four‑car corridor units with buffet car (4 BUF) and a further twenty-six 4 COR sets, these being intended for use on the lines electrified under the Portsmouth No.2 electrification scheme. However, some of these units also saw use on the Brighton line from the outset.

© Glen Woods collection

Unit Ordering

The following table shows details of the vehicles ordered for the COR/RES/BUF units.

Vehicle	Type	Weight		Seating			Builder	Date	Diag.	Elec.
Nos.		Tons	Cwt	1st	U	2nd			No.	Code
10055-10109	TTK	32	13	-	-	52	Eastleigh	1937/8	2009	BB
11081-11254	MBT	46	10	-	-	68	Eastleigh	1937/8	2114	A (Even) A‑1A (Odd)
11791-11858	TCK	32	11	30	-	24	Eastleigh	1937/8	2309	BA
12232-12250	TFK	33	0	42	-	-	Met. Cammell	1937	2505	BD
12518-12530	Buffet	37	2	-	26	-	Eastleigh	1938	2601	BE
12601-12619	Dining	35	7	-	36	-	B.R.C.W.	1937	2571	BC

Orders were placed for these vehicles as follows:

(Note, only details for vehicles built by the SR are shown, separate contracts were let for the contractor built trailers in the 4 RES units).

1937 order (dated 14^th May 1936)

Unit type	Vehicle type	Underframe HO No.	Bodywork order No.
4 RES	MBT	6173	924
4 COR	MBT	6173	924
	TCK	6240	925
	TTK	6240	926

1938 order (dated 6^th November 1936)

Unit type	Vehicle type	Underframe HO No.	Bodywork order No.
4 BUF	MBT	6839	951
	TCK	6840	951
	Buffet	6840?	951
4 COR	MBT	6839	950
	TCK	6840	950
	TTK	6840	950

Two further HO numbers were issued to cover ‘finishing work’ at Eastleigh on the cars delivered from contractors, these, dated 9^th June 1936, being HO 931 for Diner Firsts 12232 - 12250 and HO 932 for Kitchen Diner Thirds 12601 - 12619.

Each vehicle was 66' 3" long over buffers, 63' 6" over body with bogie centres at 44' 6" and were slightly wider than the standard width (9' 3") at 9' 4½". All units were 264' 6" long. Trailer bogies were 8' 0" wheelbase leaf sprung and weighed 5¾ tons whilst motorbogies were 9' 0" wheelbase and weighed 15 tons 17cwt complete with motors; these were to an improved ‘equalising beam’ type as fitted to the 6 PAN units.

Motorcoaches had only one power bogie (at the driving end) fitted with EE 163 motors, these being to an improved design with extra ribbing on the motor case to improve heat dissipation and were nominally rated at 250hp, though often quoted as 225hp as with the earlier ones in the 6-car sets. This resulted in the ‘Portsmouth’ stock having a lower power-to-weight ratio than the earlier 6-car sets.

Anecdotal evidence suggests that the Southern Railway’s Chief Mechanical Engineer Richard Maunsell may have sought to equip each motorcoach with two power bogies but was overridden by a cost-conscious General Manager (Herbert Walker).

During the war, no less than twenty-five cars were lost to enemy action and were replaced by newly built replacements to the original designs in 1945/6, though three dining cars were replaced as TTKs (nos. 10110 – 10112), two TFKs were replaced as TCKs (nos. 11859/60) and a damaged TFK (no. 12232) rebuilt as TCK 11861. Three of the 4 RES units were thus replaced as 4 COR units.

These replacement cars were ordered as follows:

Underframes for MBT vehicles HO 5734, for trailer vehicles HO 5736.

Bodywork numbers were MBT 3075, TTK 3078 and TCK 3079.

The replacement motor brake thirds were built at Eastleigh, and the trailers at Lancing. However, there is some doubt as the where the underframes were built.

4 COR no. 3107 being led by 3149 off the
Cliftonville Spur, Hove in August or September 1963

© Ian Nolan

Portsmouth Units into Service

Units delivered for the Portsmouth No. 1 electrification scheme were similarly equipped on cab ends to the PUL/PAN/BEL sets with only a control jumper at high level under the offside cab window, with low level air pipes. However, early in their lives a further power jumper was provided under the window on the driver’s side, this being done to facilitate coupling-up once the units began working on the Portsmouth No. 2 electrification scheme where regular splitting /joining of units took place at Barnham. The 4 BUF and second batch of 4 COR units were equipped with these from new. These units could run in multiple with the 6 car units.

Routine maintenance was undertaken at both Fratton and Wimbledon Park depots, with some also being dealt with at Lovers Walk, Brighton and Streatham Hill. Body overhauls were undertaken at Lancing until this works closed in 1963 when Eastleigh took over. Programmed electrical overhauls and bogie exchanges were done at Peckham Rye and occasionally at Slades Green (Slade Green from 21^st September 1953); Selhurst taking over when Peckham Rye closed in 1963.

Third Class became Second Class from June 1956 and the vehicles were all reclassified at this time, a Motor Brake Third (MBT) becoming a Motor Brake Second (MBS).

As built, all MBTs were fitted with a motor generator and emergency batteries. However, following experience with the Kent Coast 4 CEP /4 BEP units, the ‘Portsmouth’ stock was modified from 1960 and one MBS had the MG removed; the other the emergency batteries reducing their overall weight. As a result, when electrical codes were allocated to these vehicles (around 1963) the MBSs were subdivided as type A or type A‑1A, normally with even numbered vehicles becoming type A and odd numbers becoming type A‑1A, though due to earlier reforms this did not apply in every case.

The extension of electrification into Kent allowed the units to expand their range on special workings, the first being a football special to Margate worked by 8 COR on 31^st October 1959, though regular workings in this area were not scheduled. However regular special trains had worked at weekends between Portsmouth and Gillingham for naval requirements since before the war and 4 COR stock was used on some of these alongside 2 HAL units.

From March 1962 units began to be fitted with roller blind headcodes replacing the former stencil arrangement, this followed one cab of unit 3108 being fitted with this equipment in 1958 as an experiment. They also received air horns, starting bells and loudaphone equipment at this time and the heating in the cabs and guard’s vans was uprated. The 4 COR and 4 RES units were done first, the 4 BUFs being completed about late 1964.

Motor bogies were of the equalising beam type, (trailer bogies were standard leaf sprung) and a number of the motor bogies began to be replaced with leaf sprung bogies recovered from withdrawn PUL and PAN motorcoaches from about 1965 though many units were withdrawn still in original condition.

In January 1964, a review of the Southern Region catering requirements led to the first large scale alteration of the units’ duties, with the displacement of the 4 BUF units off the Victoria ‑ Bognor route by 4 BEP units; the displaced 4 BUFs moving to the Waterloo ‑ Portsmouth route, though a number still remained on the Central section for business trains.

Displaced 4 RES units had their restaurant cars withdrawn (except three converted to Griddle cars) and were reformed with 6 PUL/PAN trailers to create 4 PUL and 4 COR (N) units for use on Central Division services, mostly Victoria ‑ Littlehampton during the transition from 6 PUL/PAN to new 4 CIG/BIG stock (units then being based at Lovers Walk depot).

Once all the 4 CIG/BIG fleet was delivered to the Central section, these 4 PUL and 4 COR (N) units were further reformed as standard 4 COR units.

A further batch of 4 CIG/BIG stock was ordered for the Waterloo ‑ Portsmouth route and began to be delivered in 1970, the first entering traffic in June 1970 with the bulk displacing 4 COR/BUF/GRI units from October 1970 (a few lasted a short while longer). These new units were intended to be in use in time for the new timetable from 4^th May 1970 when a ½ hourly fast service was introduced, but late delivery meant the 4 COR/BUF units had to be used instead, this more intensive use taking its toll with an increase in units suffering from hot axle-boxes and some other problems. Once the new units were in service, most of the 4 BUF units were withdrawn and displaced 4 COR units relegated to slow trains on the Portsmouth line and used to replace further 2 BIL/HAL units on the Waterloo ‑ Reading and ‘Coastway’ services between Portsmouth and Ore.

Into Withdrawal

The first undamaged 4 COR units were withdrawn in September 1971 and main‑line duties on the Brighton line ceased in October 1971; the last with catering facilities having gone in May 1971.

Further deliveries of new 4 VEP and 4 CIG units displaced the units from the Reading line from 3^rd January 1972.

Units last worked on the West Coastway in August 1972 (though odd later trips did occur) and the final normal working by a 4 COR was on 30^th September 1972, with a farewell railtour running 9^th December 1972 using units 3116 /3123 /3142 retained specially after the others were withdrawn.

Withdrawn units were stored around the system and all worked to Selhurst for electrical stripping prior to sale and disposal to scrap dealers. During 1972 the 4 COR units were allocated Class No. 404/2 under the BR TOPS system though no unit ever carried it. Class 404/1 was intended for 4 BUF/GRI units but all had been withdrawn by this stage.

A number of vehicles had their bodywork scrapped and the underframes used as the basis of long‑welded‑rail carrying bogie flat wagons. These vehicles had their bodies removed at Hoo Jct. and were fitted out for their new roles at Stewarts Lane.

Back to top

Units nos.3141 & 3142 at Lewes in 1972

© Glen Woods collection

Unit Liveries

Early units appeared in the current SR green with yellow and black lining. However, the yellow subsequently appeared to have been changed for orange possibly at the time units were still being constructed. With Richard Maunsell’s retirement his post was filled by Oliver Bulleid who introduced the buffet cars in the thirteen BUF units in a very different livery to the rest of the units; this being covered in the section on the 4 BUF units.

It is believed there was little or no difference between post-War Malachite and early BR Green-livery (the SR typeface being amended during varnishing). However, later BR Green-livery (1956-on) was much darker. The details for some units still need to be located.

In terms of yellow warning panels on Southern Region multiple unit stock, these commenced at Lancing on 9^th October 1963 (2 BIL unit no.2128) thence at Eastleigh on 1^st November 1963 (4 LAV unit no.2929). Full-yellow ends started appearing from Eastleigh during February 1967 although some units in for varnish or repair still only acquired yellow warning panels. Eastleigh started applying Blue-livery in July 1967 (4 CIG unit no.7035) with Selhurst following on 12^th December 1968 (2 HAP unit no.6009).

Livery Table 1 Southern Railway to Southern Region
Unit	New	SR Malachite	BR Green (early)	BR Green (darker)
4 RES
3054	27-Apr-37	-	24-Apr-50	12-May-60
3055	Apr-37	?	?	4 PUL
3056	17-Apr-37	2-Jun-47	No	13-Apr-59
3057	27-Apr-37	?	?	4 PUL
3058	By May-37	EA
3059	5-May-37	-	1-Mar-55	4 PUL
3060	May-37	EA
3061	25-May-37	13-Nov-46	30-Jan-56	4 PUL
3062	Nay-37	EA
3063	4-Jun-37	EA
3064	8-Jun-37	9-Oct-46	24-Apr-56	4 COR(N)
3065	9-Jun-37	-	21-Dec-54	12-Apr-62
3066	Jun-37	?	?	4 COR(N)
3067	Jun-37	?	?	4 COR(N)
3068	15-Jun-37	31-May-46	-	10-Jul-61
3069	18-Jun-37	12-Apr-46	-	27-Nov-57
3070	22-Jun-37	-	11-Mar-49	20-Mar-58
3071	22-Jun-37	4-Feb-47	-	8-Oct-57
3072	Jun-37	-	26-Oct-50	16-Feb-60
4 BUF
3073	25-Jun-38	-	25-Oct-54	4-Oct-63
3074	25-Jun-38	-	1-Jun-49	1-Dec-59
3075	27-Jun-38	-	1-Jan-49	7-May-57
3076	27-Jun-38	22-Dec-47	19-Jun-56	30-Apr-65
3077	28-Jun-38	-	1-Feb-49	22-Dec-58
3078	28-Jun-38	-	8-Apr-49	16-Jun-59
3079	28-Jun-38	-	21-Mar-50	18-Mar-60
3080	1-Jul-38	-	13-Aprl-49	26-Jun-59
3081	1-Jul-38	-	18-Dec-48	14-Nov-57
3082	1-Jul-38	-	31-Jan-55	8-May-64
3083	8-Jul-38	-	22-Aug-49	28-Jan-60
3084	3-Jul-38	-	21-Dec-51	30-Nov-62
3085	7-Jul-38	-	10-Feb-60	13-Jun-60
4 GRI
3086	12-Jun-61	N/A	(see 3056)
3087	22-Mar-62	N/A	(see 3065)	12-Apr-62
3088	7-Dec-62	N/A	(see 3066)
4 COR
3101	21-Jan-37	18-Jun-47	7-Jun-56	-
3102	29-Jan-37	-	4-Sep-49	31-Dec-59
3103	29-Jan-37	-	28-Oct-48	6-Dec-57
3104	2-Feb-37	2-Dec-47	-	12-Feb-57
3105	4-Feb-37	-	2-Dec-49	2-Nov-57
3106	9-Feb-37	-	22-May-53	22-May-63
3107	11-Feb-37	12-Jun-46	31-Oct-55	1-May-64
3108	16-Feb-37	-	16-Feb-49	2-May-58
3109	19-Feb-37	-	23-Apr-54	7-May-62
3110	23-Feb-37	26-Jan-48	1-Nov-56	-
3111	26-Feb-37	8-Mar-46	-	19-Aug-64
3112	2-Mar-37	-	8-Jul-49	7-Nov-58
3113	4-Mar-37	-	26-May-49	12-Mar-59
3114	9-Mar-37	16-Dec-46	11-May-56	-
3115	11-Mar-37	14-Jun-46	16-Jan-56	28-Dec-64
3116	16-Mar-37	-	25-May-50	2-Apr-62
3117	1937	16-Nov-46	29-May-56	1-Oct-65
3118	23-Mar-37	-	24-Jun-54	5-Dec-63
3119	1937	2-Nov-46	-	28-Nov-56
3120	1-Apr-37	-	16-Nov-54	6-Jun-64
3121	6-Apr-37	-	18-Nov-49	29-Dec-58
3122	8-Apr-37	-	29-Dec-49	11-Dec-59
3123	13-Apr-37	-	23-Aug-51	7-Nov-62
3124	15-Apr-37	-	24-Mar-49	24-Mar-58
3125	27-Apr-37	4-Jun-47	-	18-Feb-58
3126	4-May-37	25-Jul-46	-	19-Feb-59
3127	7-May-37	-	14-Jan-49	6-May-59
3128	27-May-37	-	26-Feb-49	17-Jan-58
3129	8-Jun-37	19-Mar-47	-	11-Dec-56
3130	25-Jan-38	-	22-Jan-53	4-Jan-63
3131	25-Jan-38	-	9-May-50	24-Sep-62
3132	1-Feb-38	19-Oct-46	2-Feb-56	-
3133	1-Feb-38	-	23-Dec-48	6-Mar-58
3134	3-Feb-38	-	2-Jan-50	14-May-59
3135	8-Feb-38	-	7-Mar-50	5-Apr-60
3136	10-Feb-38	-	28-Jul-50	1-Jun-59
3137	29-Jul-46	(29-Jul-46)	7-Apr-54	17-Apr-64
3138	17-Feb-38	27-Feb-48	-	5-Mar-57
3139	17-Feb-38	-	11-Oct-50	29-Mar-60
3140	24-Feb-38	-	26-Sep-50	19-Oct-61
3141	24-Mar-38	-	20-Mar-53	25-Jan-62
3142	3-Mar-38	-	21-Feb-52	31-Aug-62
3143	3-Mar-38	-	12-Apr-50	28-Jun-60
3144	17-Sep-46	(17-Sep-46)	-	6-Feb-57
3145	15-Mar-38	-	20-Dec-50	27-Apr-60
3146	17-Mar-38	-	4-Apr-50	16-Jan-62
3147	22-Mar-38	-	13-Jul-50	6-Dec-61
3148	24-Mar-38	7-Apr-48	-	29-Oct-57
3149	29-Mar-38	-	11-Jan-52	3-Nov-61
3150	31-Mar-38	-	9-Apr-52	20-Feb-62
3151	12-May-38	-	22-Nov-50	19-Mar-59
3152	13-Apr-38	-	10-Sep-49	1-Aug-58
3153	14-Apr-38	-	20-Feb-50	5-Oct-59
3154	Apr-38	-	15-Oct-48	23-Jul-59
3155	28-Apr-38	-	8-Feb-52	11-Dec-62
3156	Jun-46 (see unit notes)	(Jun-46)	23-Feb-54	1-Nov-63
3157	Oct-46 (see unit notes)	(Oct-46)	-	21-Mar-57
3158	Jan-46 (see unit notes)	(ex.3063 28-Apr-45)	21-Jun-53	29-Jun-62
3159	Aug-65	-	-	(See notes)
3160	Jul-65	-	-	(See notes)
3161	31-May-66	-	-	(See notes)
3162	Jun-66	-	-	(See notes)
3163	Jun-66	-	-	(See notes)
3164	May-66	-	-	(See notes)
3165	Jun-66	-	-	(See notes)
3166	May-66	-	-	(See notes)
3167	8-Jul-66	-	-	(See notes)
3168	17-May-66	-	-	(See notes)
	Notes
	EA	Enemy Action (damaged & disbanded)

The 4 RES units nos.3054 to 3072, 4 PUL units nos.3054 to 3059 and 4 COR(N) units 3065 to 3071 never received blue livery (or green with full yellow ends) and are therefore not included in this table of liveries.

Some individual dates for the application of small yellow warning panels on 4 COR (etc.) units are currently unknown (most of the dates come from Eastleigh, Lancing and CM&EE Tooley Street records).

Livery Table 2 Yellow Warning Panels to Blue
Unit	BR(S) Green		BR corporate Blue-livery
	Yellow warning panels	Full yellow ends	Yellow warning panels	Full yellow ends
4 BUF
3072	11-Aug-64	No	No	27-Mar-68
3073	22-Mar-66	No	No	2-May-69
3074	2-Jun-65?	No	No	8-Nov-67
3075	20-Dec-65	No	No	9-Aug-68
3076	26-Apr-65	No	No	12-Aug-69
3077	N/K	No	No	12-Nov-67
3078	21-Feb-64	No	9-Jun-66	28-May-69
3079	Withdrawn
3080	10-Jun- 66	No	No	24-Mar-69
3081	4-Nov-65	No	No	13-Nov-68
3082	11-Jun-64	No	No	24-Feb-69
3083	24-Apr-64	No	No	9-Feb-68
3084	21-Jun-65	No	No	22-Sep-68
3085	1-Mar-65	No	No	24-Jun-68
4 GRI
3086	23-Sep-66	No	No	26-Sep-69
3087	N/K	No	No	31-Mar-67
3088	17-Jan-67	No	No	30-Jan-69
4 COR
3101	4-Nov-65	No	No	15-May-68
3102	N/K	No	No	30-Nov-67
3103	4-Jun-64	No	4-Jan-67^#1	9-Jun-70
3104	21-Apr-65	No	No	Jul-67
3105	30-Apr-66	No	No	9-Oct-67
3106	4-Jan-67	No	No	30-Jun-69
3107	Apr-64	No	No	By Oct-69
3108	28-Jul-64	No	27-Jan-67	24-Feb-69
3109	7-Aug-64	No	No	26-May-67
3110	25-May-64	No	27-Sep-66	17-Jun-69
3111	19-Aug-64	7-Jul-67	No	26-Aug-70
3112	20-Nov-63	No	No	24-Jun-69
3113	30-Oct-64	No	No	29-Aug-67
3114	20-Nov-63	No	21-Jan-67	11-Mar-70
3115	28-Feb-64	No	No	12-Sep-69
3116	14-Sep-64	12-Aug-67^#2	No	27-Nov-70
3117	25-Sep-65	No	No	8-May-68
3118	11-Nov-66	No	No	25-Feb-70
3119	29-Mar-66	No	No	17-Sep-68
3120	6-Mar-64	No	No	27-Aug-68
3121	12-Nov-63	No	14.Sep-66	4-May-69
3122	3-Jan-64	No	No	5-Jun-67
3123	13-May-65	31-May-67	No	13-Oct-70
3124	3-Jan-64	No	12-Jun-66	25-Jul-68
3125	15-May-65	No	No	22-Feb-67
3126	9-May-66	No	No	27-Aug-68
3127	31-Aug-64	No	No	10-May-67
3128	6-Jun-66	No	No	c.Jan-69
3129	2-Aug-65	No	No	21-Nov-67
3130	28-Jan-66	No	No	8-Oct-68
3131	30-Apr-65	14-Apr-67	No	30-Oct-70
3132	15-Jan-64	No	20-Dec-66	29-Jan-69
3133	9-Oct-64	No	2-Nov-66	24-Apr-70
3134	4-May-66	No	c.Dec-66	4-Sep-68
3135	23-Sep-64	No	No	14-Jun-67
3136	18-Jun-64	No	No	28-Dec-67
3137	17-Apr-64	No	No	c.Jun-67
3138	24-Nov-65	No	No	3-Jul-68
3139	8-May-63	No	No	14-Jun-68
3140	13-May-64	No	No	10-Mar-67
3141	5-Dec-66	No	No	13-Jan-70
3142	1-Apr-65	18-May-67	No	13-Jul-70
3143	8-Apr-65	No	No	9-May-68
3144	17-Aug-65	No	No	29-Feb-68
3145	7-Jul-65	No	No	27-Feb-68
3146	18-Nov-66	No	No	14-Apr-69
3147	23-Apr-64	No	1-Nov-66	2-Feb-70
3148	7-Dec-65	No	No	3-Dec-68
3149	20-Oct-64	17-Mar-67	No	Nov-69
3150	26-Jan-67	No	No	Aug-69
3151	20-Mar-64	No	No	By Oct-69
3152	25-Oct-63	No	18-Aug-66	30-Sep-69
3153	N/K	No	No	16-Jun-67
3154	16-Jul-64	No	No	8-Nov-67
3155	23-Dec-66	No	No	4-Aug-69
3156	12-Aug-66	No	No	12-Mar-68
3157	4-Nov-65	No	No	1-Apr-68
3158	19-Dec-66	No	No	29-May-69
3159	15-Oct-65	No	No	28-Feb-69
3160	(16-Jul-64)	No	No	30-Apr-68
3161	31-May-66	No	No	30-Jul-69
3162	8-Jan-65?	No	No	9-Apr-69
3163	19-May-64	No	No	28-Mar-69
3164	20-May-64	No	No	10-Jan-69
3165	30-Jul-64	No	No	6-Nov-68
3166	18-Jun-64	No	No	6-Nov-68
3167	17-May-66	No	No	7-May-69
3168	18-May-66	No	No	12-May-69
	Notes
	#1	Last blue liveried unit with small yellow warning panel
	#2	Last unit in green with full yellow ends.

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4 COR no. 3132 at Portsmouth Harbour (between 1969 and 1972)

© BloodandCustard

4 RES
(Units nos.3054 – 3072)

Numbered 3054 – 3072, the nineteen 4 RES units were delivered in 1937 between April and July when they were introduced into service. These units comprised two Motor Brake Thirds, a Dining First and a Kitchen Third. All the third-class accommodation was subsequently reclassified as second. The motorcoaches were built at Eastleigh works on Lancing frames, the Dining Firsts were built by Metro-Cammell and the Kitchen Thirds by BRCW.

Overall length of the 4 RES units was 264' 6" and the weight was 161 tons 7cwt. They seated 30 first and 104 third, with a further 12 first and 36 third in the dining areas.

Motor Brake Third
(diag. no. 2114)

The Motor Brake Thirds weighed 46½ tons and were to diagram no. 2114. Originally designated as motor brake thirds these consisted of a motorman’s compartment accessed by inward opening doors on each side of the coach. Each unit had a corridor connection at the front to enable passengers from the adjacent unit access to the restaurant car. As a consequence, the motorman’s driving position could be internally closed off from the passenger gangway by a swing door.

The headcode frame was located on the offside of the corridor connection giving the units a rather one-eyed appearance, which in view of their association with routes to Portsmouth led to the nickname of ‘Nelsons’ for all the 4 COR, 4 BUF and 4 RES stock.

Behind the driving cab was the guard's brake. This was 10' 7" long and had a pair of outward opening doors to each side of the coach; these doors being located at the cab end of the van. From the guard’s brake there was a door opening forwards into the driving cab and another into the passenger vestibule to enable through passenger access between coupled units; both these doors being on the offside of the van when the driving cab was leading.

Then came an entrance vestibule with outward opening doors each side of the car and a central internal sliding door leading into a six-and-a-half bay saloon with seating for 52, seating being two aside each side of the central gangway. There was a partition at the centre of the saloon with sliding door dividing it into 3 and 3½ bays and finally another entrance vestibule and with central sliding door access. The odd half-bay in the saloon was adjacent to the vestibule at the guard’s end of the coach. Smoking was permitted in this larger saloon.

Large sidelight windows topped by a two-piece sliding ventilator were provided in the passenger saloon; that at the coupe end being smaller than the remainder.

Two 250hp English Electric 163 motors were fitted to the motor bogie which was located beneath the guard’s brake. The unit’s electrical equipment was also by English Electric.

Courtesy Colin Smith Collection

Working in Multiple

These units were able to be coupled to the earlier 6 PUL, 6 PAN, 6 CITY and 5 BEL units but were not compatible with the 2 BIL, 2 HAL, 2 NOL, 4 LAV and suburban units.

The 6 PUL, 6 PAN and 5 BEL units lacked a nose end power jumper and if running in multiple with units of the 4 COR /4 RES /4 BUF family, their power jumpers were not to be coupled to the 'Shed' socket below the offside cab window (the ‘shed’ socket was not equipped with a power jumper line fuse).

Section 4 of British Railways (Southern Region) Electric Multiple Unit Stock ‘Description & Operation of Electrical Equipment’ handbook included a clear instruction to this effect “When a 4-Coach Express Type Unit is coupled to a 5- or 6-Coach Express Type Unit, the only jumper to be connected is the control jumper. The power jumper must NOT be used”.

Dining First

The dining firsts consisted of a lavatory, five first-class compartments (each seating six joined by a side corridor), another lavatory and a dining saloon with twelve first-class seats and an entrance vestibule. Each compartment had an access door whilst there were three doors located on the corridor side opposite the partition of the first /second, the sliding door of the third and the partition of the fourth/fifth compartments. Beyond the intermediate lavatory a full-width partition (with sliding door) gave access to the two-bay dining saloon. This saloon had tables with loose chairs arranged with two aside seats on the compartment side and a single seat on the corridor side. As a consequence, the central gangway was off-centre (towards the same side as the corridor). A further sliding door gave access to the entrance vestibule at the end of the coach, which had access doors on each side.

The dining saloon area had large sidelight windows with sliding ventilators above, these contrasting with ¼ light /droplight arrangement of the compartment section on the non-corridor side of the coach. Smoking was permitted in all the compartments except that adjacent to the centre lavatory.

The dining first cars weighed 33 tons and were marshalled with the compartment end against the motor coach. They were built to diagram No. 2505 by Metro‑Cammell at Washwood Heath.

Kitchen Third

The kitchen third had a pantry, kitchen and servery as well as a five-bay dining saloon with 36 seats, a lavatory and an entrance vestibule. The dining saloon featured tables with loose chairs, the central gangway allowing two aside seating each side so there were four chairs at each table. The bay at the vestibule end had the lavatory compartment to one side with a single table for four opposite. Large sidelight windows were again fitted.

The kitchen equipment was all-electric with boilers and ovens using line voltage whilst grills, hotplates and refrigerators operated at 220 volts supplied by a dynamotor mounted below the underframe. This car weighed 35 tons 7cwt and was to diagram No. 2571 being constructed by BRCW at Saltley. It was marshalled with the kitchen end at the centre of the unit.

4 RES in service

The units were put to work as intended on the Waterloo ‑ Portsmouth via Guildford route from 1937, a few 4 RES MBTs being run-in coupled to 4 COR trailers prior to the commencement of the full electric service. Three units were withdrawn during the war after enemy action damage and another was converted to 4 BUF in 1956. The remaining fifteen units continued in service until January 1964, although three units had their restaurant cars converted to griddle cars in 1962. From about 1963, electrical codes were allocated to each vehicle, these are shown below.

From 4^th January 1964, a stock reshuffle brought nine 4 BUF units to the Waterloo ‑ Portsmouth route to replace the surviving 4 RES units, although the three griddle car units, now reclassified 4 GRI, remained on this route. The twelve remaining 4 RES units were sent for short‑term storage (three at Ford, three at Peckham Rye and six at Haywards Heath) before working to Lovers Walk where their kitchen cars were removed and withdrawn; being replaced by a former 6 PUL Pullman car (5 units) or a former 6 PAN trailer second (7 units). These units were then reclassified as 4 PUL or 4 COR(N) and were used on Victoria ‑ Littlehampton services. They only had short lives in this form and from 1965 they were further reformed to standard 4 COR formations using further ex. 6 PUL and 6 PAN vehicles, and were reclassified as 4 COR and renumbered as units 3159 ‑ 3168. The withdrawn kitchen cars were worked to Strawberry Hill where their motor generator sets were recovered for subsequent use in new 4 BIG buffet cars, prior to disposal.

4 RES Demise and Withdrawal

Following withdrawal from 25^th January 1964 at Lovers Walk, all the kitchen cars were worked to Strawberry Hill for stripping and the motor generator sets were required for the new buffet cars being built for 4 BIG units. They were then stored; some at Micheldever (12603/07/11/12/14/18), the others remaining at Strawberry Hill (12601/04/08/10/16/19). They were held for a while as consideration was made of possible conversion to open saloon seating vehicles for the Oxted line ‘Push-Pull’ project but this was not proceeded with due to the expense. Further stripping of these cars was carried out at Durnsford Road prior to disposal. The train from Micheldever was partly stripped at Strawberry Hill in September 1964 then hauled to Durnsford Road 28-Sep-64 for further stripping.

All were subsequently moved to Newhaven during August and October 1964 for scrapping, but as breaking was about to cease there the Micheldever train was later moved to Hassocks during November 1964. Final disposal to South Wales scrap dealers was from Micheldever. The body of 12607 was broken-up at Newhaven although the underframe returned to Micheldever. The bogies of those scrapped at Newhaven were retained as spares.

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Formation of 4 RES Units
(nos.3054 to 3072)

Unit no. Diag. no.	MBT 2114	TRT 2571	TFK 2505	MBT 2114	Reclassified as	See unit	Notes
Code	A-1A	BC	BD	A
3054	11139 11177	12619 Clara	12248	11140	4 PUL	3054
3055	11142	12610 Gwladys	12246	11141	4 PUL	3055
3056	11143	12609 12605	12245 11828 ^1 11245	11144	4 GRI	3086	^1 Diagram 2309, Code BA (4 COR TCK).
3057	11145	12611 Elinor	12247	11146	4 PUL	3057
3058	11147	12606	12234	11148	Withdrawn		War damage
3059	11149	12612 Enid	12250 12242	11172	4 PUL	3059
3060	11151	12615	12249	11152	Withdrawn		War damage
3061	11153	12607 Ethel	12233	11154	4 PUL	3056
3062	11155	12616 10034	12235	11156	4 COR(N)	3065
3063	11157	12617	12232	11158	Withdrawn		War damage
3064	11159	12601 10045	12236	11160	4 COR(N)	3066
3065	11161 11202	12605 12602	12237	11163	4 GRI	3087
3066	11163	12604 10033	12238	11164	4 COR(N)	3066
3067	11165	12608 10046	12239	11166	4 COR(N)	3067
3068	11167	12602 12609	12240	11168	4 GRI	3088
3069	11169	12603 12602 12603 10042	12241	11170	4 COR(N)	3069
3070	11171	12614 10041	12242 12250	11172 11229	4 COR(N)	3070
3071	11173	12618 10044	12243	11174 11175 11174	4 COR(N)	3071
3072	11175	12613	12244	11176	4 BUF		See 4 BUF notes

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Individual Unit Notes
(units nos.3054 – 3072)

3054	MBTs new from Eastleigh 20-Apr-37, trailers ready 27-Apr-37. Unit commenced service 1-May-37. Unit believed damaged about Dec-45 and MBT 11139 exchanged with damaged and unit repaired at Eastleigh between 4-Feb-46 and 18-Mar-46. Unit damaged about January 1957 (details unknown) and to Lancing for repairs between 14-Jan-57 and 12-Feb-57. TRS 12619 withdrawn 25‑Jan‑64 and formed into 6 PAN 3027 for movement to Micheldever 12-Jan-64, then to Strawberry Hill for stripping, to Newhaven 8-Aug‑64 and broken-up there w/e 2-Jan-65. 12619 replaced by Pullman car Clara (ex. 3020) and unit reclassified as 4 PUL at Lovers Walk 17-Jan-64.
3055	MBTs new from Eastleigh 20-Apr-37 and unit ready that month. Unit commenced service 27-Apr-37. TRS 12610 withdrawn 25‑Jan‑64 and to Strawberry Hill for stripping, moved to Newhaven Aug‑64 and broken-up there w/e 2-Jan-65. 12610 replaced by Pullman car Gwladys (ex. 3017) and unit reclassified as 4 PUL from 27-Jan-64.
3056	Unit new from Eastleigh 27-Apr-37. Unit commenced service 1-May-37. Unit stored at Ford as 3-car by 25-Jan-61 with TRS 12609 removed (possible at Lancing for assessment) TRS 12609 to Eastleigh 22-Feb-61 and extensively modified as a prototype Griddle Car and to 3068 when released 11-Dec-61. Remainder of unit stored out of use then overhauled at Lancing between 2-Mar-61 and 8-May-61 then as three-car at Gatwick from 11-May-61, although used in traffic as a six-car train with similarly reduced 3068 from Oct‑61. Unit in converging collision with unit no.3138 at Wimbledon Park 29-Nov-61 and MBS 11143 damaged and TFK 12245 slightly damaged. Unit then made up to 4-car with damaged TCK 11828 (ex. 3138) and to Micheldever for store pending repairs to three cars at Eastleigh from 14-Dec-61. It was released as 3-car again with MBS 11143 fitted with air horns 4-Jun-62. Griddle 12605 (ex. 3065) completed 7-Dec‑62 and TCK 11828 repaired and returned to 3138 and unit restored to 4 RES formation. Unit reclassified as 4 GRI from 4‑Jan‑64 and renumbered 3086.
3057	MBTs new from Eastleigh 27-Apr-37 and unit ready soon after. Unit commenced service 4-May-37. TRS 12611 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill moved to Newhaven Jul-64 and broken-up there w/e 2-Jan-65. 12611 replaced by Pullman car Elinor (ex. 3004) and unit reclassified as 4 PUL 4-Feb-64.
3058	Unit commenced service 25-May-37. Unit damaged by fire due to enemy action at Hampton Court 8‑Dec‑40 and withdrawn 25‑Dec‑40 and TFK 12234 and TRT 12606 both withdrawn and bodies scrapped. Both MBTs damaged but repaired, 11147 to 3116 released 5-May-41, 11148 to 3073 released 8-Aug-41 and unit deleted. Underframe of TRT 12606 used as basis of Viaduct Inspection vehicle DS3188 from 4-Nov‑50, work authorised under HO 3688 dated 1-Aug-50. Underframe of TFK 12234 used as basis of ship's gangway carrying vehicle 080335 at Southampton Docks from May‑54.
3059	Unit commenced service 5-May-37. Unit damaged by fire due to enemy action at Hampton Court 8‑Dec‑40 and to Eastleigh for repair from 11-Dec-40. MBT 11150 to 3116 from 5-May‑41. TFK 12250 to 3070 from 18-Feb-41. Replaced by 11172 and 12242 (both ex. 3070) from 29-Jan-41. Minor damage when leading bogie of MBS 11149 derailed outside Waterloo 22-Mar-61. TRS 12612 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill moved to Newhaven Jul-64 and broken-up there w/e 2-Jan-65. 12612 replaced by Pullman car Enid (ex. 3014) and unit reclassified as 4 PUL from 4-Feb-64.
3060	Unit commenced service 28-May-37. Unit destroyed by enemy incendiaries at Portsmouth Harbour 10‑Jan‑41 and all cars withdrawn 26‑Mar‑41 when remains scrapped. The underframes of 11152 and 12249 were salvaged and taken to Lancing but later cut-up there, that of 12249 7-May-41, that of 11152 surviving until w/e 8-Nov-47. Some parts of the underframe of 12249 were salvaged for future re-use. Both MBTs replaced by new construction Oct‑46, 11151 and 11152 both to ‘new’ unit 3157.
3061	Unit commenced service 28-May-37. Unit at Eastleigh for unspecified repair between 22-Mar-41 and 12-Oct-41 (possible enemy action damage?) Unit at Lancing for damage repair from 16-Feb-62 until 9-Mar-62 (details unknown). TRS 12607 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill moved to Newhaven where bodywork broken-up w/e 19-Dec-64. Underframe stored for possible departmental use at Micheldever though not so used, sold for disposal to Birds Ltd, Risca 12-Jul-68. Replaced by Pullman car Ethel (ex. 3018) and unit reclassified as 4 PUL and renumbered 3056 from 28-Jan-64.
3062	MBTs new from Eastleigh 28-May-37, trailers ready 4-Jun-37. Unit commenced service 8-Jun-37. Unit damaged late in 1955 (details unknown, possibly at Woking 23-Dec-55) and at Lancing for repairs from 5-Jan-56 until 9-May-56. TRS 12616 formed into 6 PAN 3027 for movement to Micheldever 12-Jan-64 and withdrawn 25‑Jan‑64 and. stripped at Strawberry Hill, moved to Newhaven Aug-64 and broken-up there w/e 28-Nov-64. 12616 replaced by 6 PAN TSK 10034 (ex. 3027) and unit reclassified as 4 COR(N) and renumbered 3065 at Lovers Walk 17-Jan-64.
3063	Unit commenced service 8-Jun-37. Unit badly damaged by V1 blast at Wimbledon Park 29‑June‑44 and deleted 5‑Aug‑44. MBT 11157 and body of TRT 12617 scrapped, MBT 11158 repaired also TFK 12232 rebuilt as composite and renumbered 11861 and these two released 28-Apr-45, both these vehicles to ‘new’ unit 3158 from Jan-46. MBT 11157 replaced by new construction Sep‑46 and to unit 3144. Underframe of TRT 12617 used as basis of Viaduct Inspection vehicle DS3187 from 4-Nov‑50, work authorised under HO 3688 dated 1-Aug-50.
3064	Unit commenced service 11-Jun-37. Unit damaged about July 1959 (details unknown) and to Lancing for repair and overhaul between 22-Jul-59 and released 31-Aug-59. TRS 12601 withdrawn 25‑Jan‑64 and stripped at Strawberry Hill, moved to Newhaven Aug‑64 and broken-up there w/e 2-Jan-65. Replaced by 6 PAN TSK 10045 (ex. 3033) from 27‑Jan‑64 and unit reclassified as 4 COR(N) and renumbered 3068.
3065	Unit commenced service 11‑Jun‑37. Unit damaged in collision with 3142 at Durnsford Road Jan‑44 and MBT 11161 to 3142 and unit for repairs at Eastleigh between 22-Jan-44, not released until 14-Jun-45 now with MBT 11202 (ex. 3142). TRS 12605 to Eastleigh 22-Mar-62 and extensively modified as Griddle Car and to 3056 when released 7-Dec‑62. Remaining cars of 3065 overhauled at Lancing between 6-Mar-62 and 12-Apr-62 then stored at Gatwick. TRS 12605 then replaced by similarly modified 12602 (ex. 3068 via 3069) from 26-Apr‑62. Unit reclassified as 4 GRI from 4‑Jan‑64 and renumbered 3087.
3066	Three cars completed at Eastleigh 11-Jun-37 and unit commenced service 15-Jun-37. TRS 12604 formed into 6 PAN 3027 for movement to Micheldever 12-Jan-64 and withdrawn 25‑Jan‑64 and stripped at Strawberry Hill, moved to Newhaven Aug‑64 and broken-up there w/e 2-Jan-65. Replaced by 6 PAN TSK 10033 (ex. 3027) and unit reclassified as 4 COR(N) Jan-64.
3067	Three cars completed at Eastleigh 11-Jun-37 and unit commenced service 18-Jun-37. MBS 11165 derailed passing Witley 23-Dec-62 due to locked motor wheel, minor damage to cab end of body during re-railing operations. TRS 12608 withdrawn 25‑Jan‑64 and stripped at Strawberry Hill, moved to Newhaven Aug‑64 and broken-up there w/e 2-Jan-65. Replaced by 6 PAN TSK 10046 (ex. 3033) and unit reclassified as 4 COR(N) 27-Jan-64.
3068	Unit commenced service 18-Jun-37. Unit to Lancing for overhaul 26-Apr‑61 and TRS 12602 removed and to Eastleigh 12-Jun-61 and extensively modified as Griddle Car and to 3069 briefly when released 6-Mar‑62 though then to intended unit 3065 Apr‑62. Remaining three cars of 3068 released from overhaul 10-Jul-61 then stored at Gatwick from 23‑Jul‑61, though used briefly in traffic with similarly reduced 3056 in Oct‑61. TRS 12602 replaced by similarly modified 12609 (ex. 3056) from 23-Jan‑62. Unit reclassified as 4 GRI from 4‑Jan‑64 and renumbered 3088.
3069	Unit commenced service 22-Jun-37. TRS 12603 temporarily replaced by newly converted Griddle car 12602 (ex. 3068) from 6-Mar‑62 until 26-Apr‑62 when 12602 to intended unit 3065 and 12603 back to formation. TRS 12603 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, stored at Micheldever before moving to Newhaven Aug‑64 and taken to Hassocks by Nov‑64. Car then moved to Andover but spent a period back at Micheldever c.Aug‑65 before returning to Andover by Jul‑66. Moved to Salisbury 21‑Jul‑66 and taken for scrapping to G Cohen Ltd (Morriston) from there 28‑Jul‑66. TRS 12603 replaced by 6 PAN TSK 10042 (ex. 3031) and unit reclassified as 4 COR(N) from 28-Jan-64.
3070	Unit commenced service 25-Jun-37. MBT 11171 and TRT 12614 both damaged in buffer stop collision at Waterloo 26‑Aug‑39. Unit under repair at Brighton between 9-Feb-40 and 3-May-40 (possible enemy action damage?). Unit damaged by fire due to enemy action at Hampton Court 8‑Dec‑40 and to Eastleigh for repairs from 11-Dec-40. MBT 11172 and TFK 12242 both to 3059 from 29-Jan-41 after repairs. Replaced from 18-Feb-41 by MBT 11229 (ex. 3073) and TFK 12250 (ex. 3059). TRS 12614 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill moved to Newhaven Jul-64 and broken-up there w/e 6-Feb-65. TRS 12614 replaced by 6 PAN TSK 10041 (ex. 3031) and unit reclassified as 4 COR(N) from 28-Jan-64.
3071	Unit commenced service 25-Jun-37. MBT 11174 damaged (where?) Jul‑55 and temporarily replaced by 11175 (ex. 3072) until Oct‑55 whilst 11174 repaired at Lancing between 20-Jul-55 and 31-Aug-55. TRS 12618 withdrawn 25‑Jan‑64 and after stripping at Strawberry Hill, stored at Hassocks and Micheldever thence Internal User as an office at Hither Green MPD May‑65, eventually condemned 14-May-66 and sold for scrapping 24-Sep-66 to G. Cohen Ltd. (Morriston). TRS 12618 replaced by 6 PUL TSK 10044 (ex. 3014). This was an original 6 PAN vehicle ex. 3032. Unit reclassified as 4 COR(N).
3072	Unit commenced service 1-Jul-37. TRT 12613 badly damaged by fire at Fratton early Feb‑54 and unit to Eastleigh 16-Feb-54 where reduced to a three car until 12613 repaired and replaced in unit from 14‑Jan‑56, these repairs being authorised under HO 4194 dated 29-Apr-55 and completed 5-Nov-55. Remaining 3 cars of unit moved to Lancing for repair 19-Mar-54 and released 17-May-54. Unit out of use Jul‑54 to Aug‑54 and TFK 12244 used in 6 PUL 3007 at this time whilst MBT 11176 was released 27-Apr-54 and temporarily used in 4 BUF 3076 until early June 1954. Unit again out of use from Jul‑55 to Oct‑55 when MBT 11175 used in unit 3071. The three-car unit was varnished at Selhurst between 14-Sep-55 and 22-Sep-55. When restored to unit, TRT 12613 now converted to a 36-seat cafeteria car with the former kitchen end unchanged and the dining saloon altered to a 5½ bay area with loose chairs at tables arranged two-aside each side of the central gangway with the odd ½ bay at the inner end of the coach, and unit reclassified as 4 BUF from Mar‑56 although it was non-standard in layout and seating capacity. The diagram No. of 12613 was amended to 2602 following rebuilding. [See also 4 BUF section].

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4 BUF Units nos.3072 ‑ 3085

Numbered 3073 ‑ 3085, the thirteen 4 BUF units were delivered in 1938 between May and July when they were introduced into service. These units comprised two motor brake thirds (identical to those in the 4 RES and 4 COR units) a buffet car (seating unclassified) and a trailer composite.

Each 4 BUF unit was 264' 6" long and weighed 162¾ tons and had a total seating capacity of 30 first and 128 third plus 26 unclassified seats in the buffet car. The units were constructed at Eastleigh works and released to traffic from May 1938, units 3073 ‑ 3079 dated May 1938 and 3080 ‑ 3085 dated June 1938.

Buffet Cars

The buffet car consisted of a vestibule with outward opening doors each side, kitchen area, bar area with ten column mounted stools arranged along a counter, a dining saloon with sixteen chairs (arranged as four chairs around four specially shaped tables) a partition with double swing doors leading to a further vestibule again with entrance doors each side and two lavatories (one either side of a central corridor). The car had no windows in the bar area, only a small sliding ventilator behind the counter area, and weighed 37 tons 2cwt. It was to diagram No. 2601.

The buffet car was marshalled with the kitchen end against the motorcoachand the corridor past the kitchen was to the nearside when that motorcoachwas leading in direction of travel. A swing door was located in the corridor past the kitchen area. Ten stools along the bar were located against an arc in the bar counter so each customer had their own arc. The tables were similarly shaped with four arcs in each with the chairs suitably located, each table being located against a large sidelight window and provided with a table lamp.

There were four large sidelight windows along the corridor side of the coach, unevenly spaced with two along the corridor past the kitchen, the other two by the tables in the dining saloon. Only one of these originally had a two piece sliding vent above, this being the one nearest the kitchen area. Later the two at the saloon end were modified with BR style sliding ventilators. Partitions and decorative wall mouldings in the car replicated the ‘arc’ theme of the tables and bar counter. Power for the kitchen equipment was provided by a motor generator set mounted below the underframe.

The buffet cars were staffed by crews from the Pullman Car Company Limited with stores loaded at Bognor and Victoria. Due to wartime restrictions, the buffet cars were removed from all units for the period from 22^nd May 1942 until 7^th January 1946 when all refreshment facilities were suspended, and the units operated as three-car sets. The buffet cars were stored on the Crystal Palace (High Level) branch for some time, all being taken to Selhurst about April 1943 for a repaint (in all-over grey including windows?) then back to store, prior to moving to Lancing in mid-1945 pending overhaul and restoration to traffic towards the end of the year.

Trailer Composite

The trailer composite was to the same internal layout as those in the 6 PUL units with a side corridor joining five 7' 1¾" wide first and three 6' 3" wide third class compartments with a lavatory at each end; seating 30 first and 24 third class passengers. It weighed 32½ tons and was to diagram No. 2309.

Each compartment had its own access door on the non-corridor side, whilst there were five doors along the corridor side. These were located unevenly along the coach; one opposite the partition of the first and second first-class compartments, one opposite the doorway of the centremost compartment and one opposite the partition of the fourth /fifth first-class compartments (three in total) as well as two more doors opposite each of the partitions of the third-class compartments. A swing door in the corridor separated the first and third-class sections of the coach. Smoking in first-class was allowed in the first compartment at the end of the car and the two at the other end of the group of five compartments, whilst only the centremost of the three third-class compartments was non-smoking.

4 BUF Unit no.3072

After conversion from a 4 RES unit in 1956, unit 3072 now reclassified as a 4 BUF remained non‑standard with the other units as the cafeteria car seated 36 in unclassified seats and the former dining first now seated 42 first-class as the original dining area was now regarded as ordinary first-class seating. The unit therefore seated 42 first, 104 second and 36 buffet. The buffet car weighed 35 tons so 3072 weighed 160¾ tons overall. It remained working on the Waterloo ‑ Portsmouth route.

4 BUF Liveries

When delivered the buffet cars were painted in the lighter ‘Malachite’ green livery, the remaining three cars being the normal darker olive green colour and a large ‘Southern’ legend at sliding vent height, with ‘Buffet Car’ below at waist height were painted on the windowless area of the coach. However, the buffet cars were later painted olive green to match the remainder of the unit. Dates for these repaints are sought!

Units were painted green when new, repaints from January 1964 having a small yellow warning panel added on the corridor end, but from January 1967 were repainted into all-over blue with full yellow ends, unit 3078 receiving the intermediate livery of blue ends with small yellow panel, though it was painted blue again and became standard in May 1969. Unit 3076 was the last in green livery, being painted blue in August 1969.

4 BUF Demise and Withdrawal

The units remained in service on the Mid-Sussex line route to Portsmouth and saw lesser use on the main Brighton line, units receiving their routine maintenance at Streatham Hill, but from 4^th January 1964 nine units (3073‑78/80‑82) were displaced by 4 BEP units and transferred to the Waterloo ‑ Portsmouth route displacing the twelve surviving 4 RES units, though working alongside the three 4 GRI units and non‑standard cafeteria car unit 3072. They remained in service on this line until withdrawal and replacement by new 4 BIG units in 1970‑1, now being based at Fratton depot for maintenance although some work was also undertaken at Wimbledon Park.

However, three units (3083‑85) remained on the Central Division for use in business trains. Eight units were withdrawn in November 1970 upon introduction of new 4 BIG units though 3082/3 were out of use by 10^th October 1970, and 3072 and the three 4 GRI units then moved to the Central division. The four surviving Central units (3075/7/80/5) moved to the South Western where they remained in traffic as non-buffet units on the Reading line until the end of January 1971 when all were stored at Wimbledon Park until withdrawal in March 1971. The last catering services using ‘Portsmouth’ stock ceased on 30^th April 1971 and 3072 was then stored at Gatwick along with 4 GRI units 3086‑8. These four were withdrawn officially from 20^th November 1971. Withdrawn units were stripped of equipment at Selhurst Repair Shop prior to disposal.

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Formation of 4 BUF Units nos.3054 to 3072

Unit no.	MBT	TRB	TCK	MBT	Withdrawn	Notes
Diag no.	2114	2602	2505	2114
Code	A	BC-1A	BD	A-1A		Codes allocated from c.1963
3072	11175	12613	12244 *	11176	20-Nov-71	Ex 4 RES in 1956 * TFK
Code	A-1A	BE	BA	A		Codes allocated from c.1963
3073	11120 11121	12518 12519	11846	11229 11148 11122	21-Nov-70
Code	A	BE	BA	A-1A		Codes allocated from c.1963
3074	11232 11213 11172	12519 10071^2 12518	11847	11231	21-Nov-70	^2 Diagram 2009, Code BB (4 COR TSK).
3075	11234	12520	11848	11233	13-Mar-71
3076	11236	12521	11849	11235	21-Nov-70
3077	11238	12522	11850	11237	13-Mar-71
3078	11240	12523	11851 11856	11239 11249 11145	21-Nov-70
3079	11242	12524	11852	11241	30-Nov-63
3080	11244 11250	12525	11853	11243	13-Mar-71
3081	11246 11177	12526	11854	11245	21-Nov-70
3082	11248	12527	11855	11247 11206	21-Nov-70
3083	11250 11112 11205	12528	11856 11851	11249 11191	21-Nov-70
3084	11252	12529	11857	11251	21-Nov-70
3085	11254	12530	11858	11253	13-Mar-71

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Individual Unit Notes nos.3072 ‑ 3085

3072	Unit non-standard in formation, weight and seating capacity as included TFK instead of TCK and seated 42 first, 104 second and 36 buffet. TRS 12613 now converted to a 36-seat cafeteria car with the former kitchen end unchanged and the dining saloon altered to a 5½ bay area with loose chairs at tables arranged two‑aside each side of the central gangway with the odd ½ bay at the inner end of the saloon. The diagram number of the TRB was amended to 2602 and the unit then weighed 160¾ tons. Unit ran temporarily in late 1956 with Pullman car Brenda (ex. 3013) for bogie trials in connection with the bogie replacement programme for the 6 PUL and 5 BEL units, the unit making a test run from Lancing to Redhill on 2^nd November 1956 in this formation. Despite the non‑standard features, this unit outlasted the other 4 BUF units and was withdrawn along with the three 4 GRI units 20‑Nov‑71 as the last remaining catering ‘Portsmouth’ stock, though the last use of all four of these units was in May-71. Unit then stored briefly at Ford then moved to Gatwick from 8‑May‑71 for almost a year until 5‑May‑72 when taken to Selhurst for stripping and three cars sold for scrapping at T. W. Ward (Beighton), moving from Norwood Yard 24‑Jun‑72. TRB 12613 sold for use as a Transport Cafe in goods yard at Wood Lane, Shepherds Bush from 17-Jun-72, moving from Norwood Yard to Sterne Street 27‑Sep‑72, believed scrapped in 1977 following fire damage. [See also 4 RES section].
3073	Unit commenced service 11-May-38 though buffet car not ready until 25-Jun-38. Unit damaged by enemy incendiaries at Streatham Hill 28‑Sep‑40 and three cars badly burnt. TRB 12518 withdrawn 11‑Dec‑40 and body scrapped with underframe being used as basis for ship's gangway carrying vehicle at Southampton Docks from May‑54. This vehicle later allocated ‘Internal User’ number IU080336. (possible this vehicle still exists at the Swanage Railway?). MBT 11229 and TCK 11846 damaged but repaired at Eastleigh and released 18-Aug-41, 11229 was allocated to 3070 from 18-Feb-41. Replaced by 11148 (ex. 3058) and TRB 12528 (ex. 3083) from 1‑Sep‑41. Unit ran as 3 COR from c.22-May-42 and TRB 12528 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 19-May-43 then stored again and overhauled at Lancing between 7-Sep-45 and released 22-Nov-45 and restored to traffic formed in 3083 once again from 19-Dec-45. Unit 3073 restored to 4-car formation by insertion of TRB 12519 (ex. 3074) from Jan‑46, when unit reverted to 4 BUF. Unit defective and TRB 12519 used briefly in 3144 during May-57. Unit damaged about May-63 (details unknown) and to Eastleigh for repairs 24-Jun-63 and released 4-Oct-63 also fitted with air horns. Unit damaged again about May-65 (details unknown) and repaired at Selhurst between 24-May-65 and 2-Jun-65. Unit further damaged about May 1967 (details unknown) and to Eastleigh 2-Jun-67 for C4 overhaul and repairs to MBS 11230 and TB 12519. Unit released 1-Sep-67 without repaint. Unit withdrawn 21‑Nov‑70 and both MBSs 11148 and 11230 to 3121. Replaced by MBSs 11121 and 11122 (ex. 3121) and unit sent for storage at Micheldever, arriving 12‑Feb‑71 with both MBSs moved for scrapping 11‑May‑71 to T. J. Thomson & Son, Ltd (Stockton) from there. TRB 12519 and TCK 11846 both to Hoo Jct c.16‑Mar‑71 from Oatlands Siding where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11846 then being used for basis of long-welded-rail carrying wagon DB975521. Underframe of 12519 not so used and cut-up at Tonbridge West Yard by 20‑Jan‑73.
3074	Unit commenced service 11-May-38 though buffet car not ready until 25-Jun-38. Unit ran as 3 COR from c.22-May-42 and TRB 12519 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 19-May-43, then stored again and overhauled at Lancing between 27-Nov-45 and released 20-Dec-45 and restored to traffic formed in unit 3073 from Jan-46. Unit 3074 (still as 3 COR) damaged by enemy action about Feb-45 (details unknown) and to Lancing for repairs 3-Mar-45. After repairs MBT 11232 to ‘new’ unit 3156 from Jul‑46 and replaced by 11232 (ex. 3148) and unit released as 3 COR 23-Jan-46 until made-up to 4 COR May-46 with new TTK 10071, this vehicle built to replace war losses and transferred to ‘new’ 3117 Nov‑46 but not before it had been slightly damaged and repaired again at Lancing between 5-Jul-46 and 8-Jul-46. A new 12518 built and released 2-Oct‑48 when unit reverted to 4 BUF. Unit in collision with 6 PUL 3009 at Lovers Walk 10‑Sep‑64 and 11213 wrecked and withdrawn 27‑Aug‑66 though bogies were recovered, broken-up at Lovers Walk w/e 27-Sep-64. Replaced from 13-Oct-64 by 11172 (ex. Push-Pull tests; formerly in 3059). Unit withdrawn 21‑Nov‑70 and initially stored at Barnham prior to stripping at Selhurst before moving to Micheldever (arriving 10‑Feb‑71) for storage; both MBSs 11172 and 11231 moved for scrapping 11‑May‑71 to T. J. Thomson & Son, Ltd (Stockton) from there. TRB 12518 and TCK 11847 both to Hoo Jct c.16‑Mar‑71 (from Oatlands Siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11847 then being used for basis of long-welded-rail carrying wagon DB975520. Underframe of 12518 not so used and stored in Battersea Yard from Dec‑71, moving to Tonbridge West Yard for cutting up by 3‑Jan‑72.
3075	Three cars completed at Eastleigh 10-May-38 and commenced service 23-May-38 though buffet car not ready until 27-Jun-38. Unit ran as 3 COR from c.22-May-42 and TRB 12520 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 19-May-43, then stored again and overhauled at Lancing between 23-Mar-45 and released 13-Dec-45 and unit 3075 restored to traffic as 4 BUF unit once again. MBS 11233 standing foul in Lovers Walk depot 7-Apr-61 and hit by 3106. Damaged unit sent to Lancing for repairs 11-Apr-61 and released 9-May-61. Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings before moving to Selhurst for stripping 30‑Jun‑71. After stripping unit stored at Micheldever and moved for scrapping from there 27‑Sep‑71 to A King Ltd, Wymondham.
3076	Three cars completed at Eastleigh 16-May-38 and commenced service 24-May-38 though buffet car not ready until 27-Jun-38. Unit ran as 3 COR from c.22-May-42 and TRB 12521 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 14-May-43. Unit at Lancing for slight enemy action damage (possibly at Streatham Hill 1-Jul-44?) between 3-Jul-44 and 8-Jul-44. Stored buffet car 12521 then overhauled at Lancing between 6-Sep-45 and released 6-Dec-45 before being restored to unit. MBS 11235 damaged about April 1954 (details unknown) and repaired at Eastleigh between 5-May-54 and 2-Jun-54. Unit again damaged about November 1954 (details unknown) and repaired at Lancing from 29-Nov-54 and 14-Dec-54. Unit at Eastleigh for further damage repairs (details unknown) between 4-Apr-67 and 19-May-67. Unit withdrawn 21‑Nov‑70 and after stripping at Selhurst sent for storage at Micheldever arriving 12‑Feb‑71, both MBSs moved for scrapping 11‑May-71 to T. J. Thomson & Son, Ltd (Stockton) from there. TRB 12521 and TCK 11849 both to Hoo Jct c.16‑Mar‑71 (from Oatlands siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11849 then being used for basis of long-welded-rail carrying wagon DB975522. Underframe of 12521 not so used and stored in Battersea Yard from c.Jan‑72 moving to Tonbridge West Yard for cutting up by 19‑May‑73.
3077	Three cars completed at Eastleigh 19-May-38 and commenced service 25-May-38 though buffet car not ready until 28-Jun-38. Unit at Selhurst for unspecified repair between 3-Dec-40 and 12-Dec-40 (possible enemy action damage?). Unit ran as 3 COR from c.22-May-42 and TRB 12522 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 14-May-43, then stored again and overhauled at Lancing between 6-Sep-44 and released 6-Dec-45 before being restored to unit. Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings before moving to Selhurst for stripping 7‑May‑71, thence hauled to Gatwick 10‑Jul‑71 for storage. Unit moved to Channelsea Jct Sep‑71 and from there to Whitemoor Yard 1‑Oct‑71 and forward for scrapping to A King Ltd, Wymondham arriving Dec‑71.
3078	Three cars completed at Eastleigh 23-May-38 and commenced service 27-May-38 though buffet car not ready until 28-Jun-38. Unit damaged by enemy bombing at Bognor 11‑Apr‑41 and MBT 11239 and TCK 11851 badly affected. Unit to Eastleigh for repair 15-Apr-41. Repaired TCK 11851 to 3083 from 8-Jul‑43. After storage until 10-Jan-45 repaired MBT 11239 to 3150 from 9-Apr‑45, Replaced in 3078 from 5-May‑41 by 11249 and 11856 (both ex. 3083). Unit ran as 3 COR from c.22-May-42 and TRB 12523 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 19-May-43, then stored again and overhauled at Lancing between 12-Oct-44 and released 13-Dec-45 before being restored to unit. At some stage, unit had the ten stools along the bar area in TRB 12523 removed, reducing the seating capacity by ten to sixteen, overall unit capacity now being 30 first, 128 second and 16 buffet. MBS 11240 slightly damaged about January 1968 (details unknown) and unit to Eastleigh 31-Jan-68 for C5 repair, released 5-Feb-68 without repaint. Unit ‘ran‑away’ in Selhurst Depot 17‑Aug‑70 and MBS 11240 damaged in collision with depot wall. Unit withdrawn 21‑Nov‑70 and MBS 11249 to 3163 and exchanged with defective 11145 and after stripping at Selhurst unit to Micheldever for storage arriving 21‑Sep‑70. Both MBSs to Eastleigh 11‑Dec‑70 but returned to Micheldever 18‑Feb‑71. Both MBS cars 11145 and 11240 moved for scrapping 11‑May‑71 to T. J. Thomson & Son, Ltd (Stockton) from there. TRB 12523 and TCK 11856 both to Hoo Jct c.16‑Mar‑71 (from Oatlands siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11856 then being used for basis of long-welded-rail carrying wagon DB975523. Underframe of 12523 not so used and stored in Battersea Yard from c.Dec‑71 moving to Tonbridge West Yard for cutting up by 14‑Oct‑72.
3079	Three cars completed at Eastleigh 26-May-38 and commenced service 13-Jun-38 though buffet car not ready until 28-Jun-38. Unit at Eastleigh for repairs from 22-Mar-41 until 12-Oct-41 (probable enemy action damage?). Unit ran as 3 COR from c.22-May-42 and TRB 12524 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 19-May-43, then stored again and overhauled at Lancing between 27-Nov-45 and released 20-Dec-45 before being restored to unit. Unit in collision with 6 PAN 3023 in New Cross Gate sidings 27‑Sep‑62 and MBS 11242 and TRB 12524 badly damaged; TCK 11852 lesser damage, two cars of unit (11852 + 12524) to Micheldever for storage 23-Oct-62, badly damaged 11242 left at New Cross Gate. Both 11242 and 12524 were subsequently withdrawn, 11242 moved to Hassocks and partly stripped there then to Newhaven 10-Apr-64 and after final stripping broken-up w/e 20-Jun-64. 12524 and 11852 to Eastleigh for repairs 14-Jan-63 but 12524 deemed beyond economic repair and scrapped there 6-Oct‑64 (coach deleted from records 2 W/E 19‑Dec‑64). Unit deleted from 30‑Nov‑63. MBS 11241 and TCK 11852 repaired and released 19-Apr-63 and stored at Micheldever until both to 3134 from 2-Apr‑64.
3080	Three cars completed at Eastleigh 31-May-38 and commenced service 15-Jun-38 though buffet car not ready until 1-Jul-38. Unit ran as 3 COR from c.22-May-42 and TRB 12525 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 19-May-43, then stored again and overhauled at Lancing between 12-Oct-44 and released 13-Dec-45 before being restored to unit once again. Whilst running as 3 COR unit damaged by enemy action very early in 1944 (location unknown) and after repairs MBT 11244 to 3101 from 9-Nov‑44. Replaced by 11250 (ex. 3083) and unit released 26-Jan-44. MBS 11243 collision damaged (where?) Sep‑62 but repaired. Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings before moving to Selhurst for stripping 7‑May‑71 thence hauled to Gatwick 10‑Jul‑71 for storage. Unit moved to Channelsea Jct Sep‑71 thence to Whitemoor Yard 1‑Oct‑71 and forward for scrapping to A King Ltd, Wymondham arriving Dec‑71.
3081	Three cars completed at Eastleigh 1-Jun-38 and commenced service 17-Jun-38 though buffet car not ready until 1-Jul-38. Unit slightly damaged by enemy bombing at Bognor 11‑Apr‑41 but quickly repaired. Unit ran as 3 COR from c.22-May-42 and TRB 12526 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 19-May-43, then stored again and overhauled at Lancing between 27-Nov-45 and released 20-Dec-45 before being restored to unit once again. MBS 11246 damaged in collision with 3161 at Wimbledon Park about October 1968 (details unknown) and exchanged with 11177 (ex. 3161) and unit to Eastleigh 30-Oct-68 for C3 overhaul, released 15-Nov-68 in blue livery. Unit withdrawn 21‑Nov‑70 and initially stored at Barnham prior to stripping at Selhurst, thence moving to Micheldever arriving 10‑Feb‑71 for storage with both MBSs 11177 and 11245 moved for scrapping 11‑May‑71 to T. J. Thomson & Son, Ltd (Stockton) from there. TRB 12526 and TCK 11854 both to Hoo Jct c.16‑Mar‑71 (from Oatlands Siding) where their bodies were broken-up and the underframes sent to Stewarts Lane c.Dec‑71; the underframe of 11854 then being used for basis of long-welded-rail carrying wagon DB975525. Underframe of 12526 not so used and stored in Battersea Yard from c.Dec‑71 moving to Tonbridge West Yard for cutting up by 19‑May‑73.
3082	Three cars completed at Eastleigh 14-Jun-38 and commenced service 21-Jun-38 though buffet car not ready until 1-Jul-38. Unit damaged by enemy bombing at Bognor 11‑Apr‑41 and MBT 11247 badly affected, unit to Eastleigh for repairs 15-Apr-41 and after repairs 11247 to ‘new’ unit 3158 from Jan‑46. Replaced from 4-Jun‑41 by 11206 (ex. 3144). Unit ran as 3 COR from c.22-May-42 and TRB 12527 stored at Crystal Palace HL, this car painted at Selhurst between 29-Apr-43 and 14-May-43, then stored again and overhauled at Lancing between 6-Sep-45 and released 22-Nov-45 before being restored to unit once again. Unit out of use from 10‑Oct‑70 and stored at Ford from 17‑Oct‑70. Unit withdrawn 21‑Nov‑70 and moved to Gatwick 8‑May‑71 for further storage. Unit to Selhurst for stripping 2‑Dec‑71 and moved for scrapping Jan‑72 from Norwood Yard to A King Ltd, Wymondham.
3083	Unit commenced service 27-Jun-38. Unit damaged by enemy bombing at Bognor 11‑Apr‑41 and MBT 11250 and TRB 12528 badly affected and unit to Eastleigh 17-Apr-41 for repairs. Lesser damaged MBT 11249 and TCK 11856 both to 3078 from 5-May‑41. MBT 11250 to 3080 26-Jan-44 after repairs. Replaced by MBT 11112 (ex. 3116), TCK 11851 (ex. 3078), MBT 11191 (ex. 3137) and unit released as 3 COR from 8-Jul-43. Unit restored to 4 BUF from 19-Dec-45 with ‘own’ 12528 returned from 3073 after a period in store and then overhauled at Lancing from 7-Sep-45. TRB 12528 damaged late 1967 (details unknown) and unit to Eastleigh 28-Dec-67 for C1 overhaul and repair. Released 9-Feb-68 in blue livery. Unit out of use from 10‑Oct‑70 and stored at Ford from 17‑Oct‑70. Unit withdrawn 21‑Nov‑70 and moved to Gatwick 8‑May‑71 thence on to Wimbledon Park 15‑May‑71 for stripping. MBS 11112 to 3144 from 12‑Jun‑71 and exchanged with damaged 11205. Unit then moved to Micheldever 15‑Jul‑71 before moving (21‑Sep‑71) for scrapping to A King Ltd, Wymondham.
3084	Unit new ex. Eastleigh 3-Jul-38 and commenced service 8-Jul-38. Unit at Selhurst for unspecified repair between 3-Dec-40 and 12-Dec-40 (possible enemy action damage?). Unit ran as 3 COR from c.22-May-42 and TRB 12529 stored, this car painted at Selhurst between 29-Apr-43 and 14-May-43, then stored again and overhauled at Lancing between 7-Sep-45 and released 29-Nov-45 and unit 3084 restored to traffic as 4 BUF unit once again. Buffet car 12529 damaged about May 1966 (details unknown) and unit to Eastleigh for C5 repair 17-May-66 and released 12-Aug-66. Unit withdrawn 21‑Nov‑70 and moved to Gatwick 8‑May‑71 for further storage. Unit to Selhurst for stripping 2‑Dec‑71 where TRB 12529 removed, remaining three cars moved for scrapping Jan‑72 from Norwood Yard to A King Ltd, Wymondham. TRB 12529 claimed as part of the National Collection (officially from 3‑Jun‑72) and later (after a period in store at Preston Park) moved to York 3‑Dec‑77, thence to the Nene Valley Railway in 1978 for storage and restoration. TRB 12529 later damaged by fire at Wansford 20‑Oct‑78 during restoration work, remains stored and sold to Sail & Steam in 1994 for restoration but this organisation went into liquidation and car remained at Wansford. Residual asbestos removed and car reduced to an underframe only by Feb‑07. This believed cut-up during Nov-10.
3085	Unit new ex. Eastleigh 7-Jul-38 and commenced service 15-Jul-38. Unit ran as 3 COR from c.22-May-42 and TRB 12530 stored, this car painted at Selhurst between 29-Apr-43 and 14-May-43, then stored again and overhauled at Lancing between 6-Sep-45 and released 29-Nov-45 and unit 3085 restored to traffic as 4 BUF unit once again. Unit withdrawn 13‑Mar‑71 and initially stored in Wimbledon South Sidings, unit moved to Selhurst for stripping 30‑Jun‑71. After stripping unit stored at Micheldever and moved for scrapping from there 27‑Sep‑71 to A King Ltd, Wymondham.

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Unit no.3126 has arrived at Reading from Waterloo in 1971. This unit commenced service on 7^th May 1937 & outshopped in BR blue livery on 27^th August 1968. It was withdrawn on 1^st January 1972 & scrapped by T.W. Ward (Briton Ferry) in July 1972.

© Alan Murray-Rust (Geograph/CC-by-SA)

4 COR Units nos.3101 ‑ 3158

The original 4 COR units were built in two batches, one of twenty-nine units to run with the 4 RES units for the Portsmouth No. 1 extension and a second of twenty-six units to run with the 4 BUF units for the Portsmouth No. 2 extension. Both batches of units were identical and the first were completed between February and July 1937; the later batch between January and April 1938 (these having the nearside power jumpers fitted from new).

All units were constructed at Eastleigh works and consisted of two motor brake thirds, a trailer composite and a trailer third. The motorcoaches and TCK were identical to those already described in the 4 BUF units.

These units therefore weighed 158¼ tons and seated 30 first and 196 third class passengers. The first class section of the TCK was marshalled at the centre of the unit and the corridor was to the same side as that in the TTK.

Trailer Corridor Thirds

Built to diagram No. 2009, the TTK was to the same internal layout as those in the earlier 6 PAN and 6 PUL sets and had eight full compartments 6' 3" wide and a coupe compartment 4' 4½" wide seating four, linked by a side corridor with a lavatory at each end. It weighed 32 tons 13cwt and seated 68 third (later second) and was marshalled with the coupe compartment against the motor coach. Accordingly, the corridor was on the nearside when the adjacent motorcoach was leading. Smoking was allowed in the coupe and three adjacent compartments and also in the three at the other end of the coach.

4 COR units in Service

Routine maintenance was carried out alongside their sister 4 RES and 4 BUF units at Fratton, Wimbledon Park, Streatham Hill and later Lovers Walk depots.

Four units were destroyed during the war and were replaced afterwards by new construction, along with a further three units made up from damaged vehicles and new construction to replace the three 4 RES units lost to war damage. The units were numbered 3101 ‑ 3155, with 3156 ‑ 3158 as the extra units formed after the war.

In 1966 an additional ten units were formed using former 4 RES unit motorcoaches and former 6 PUL/PAN trailers, numbered 3159 ‑ 3168.

4 COR Liveries

From January 1964, repainted units gained a small yellow warning panel on the corridor end of the cabs, unit 3122 being amongst the first SR units so treated.

Units were repainted into all-over blue livery from June 1966 starting with 3124. The first eleven units (nos. 3103/08/10/14/21/24/32/33/34/47/52) had the intermediate version with blue ends and small panel; all these were painted blue a second time with full yellow ends.

Unit nos. 3109/12/25/27/40 had the yellow area wrap further round onto the bodysides when painted blue.

Unit 3116 received full yellow ends with green livery after collision repairs during 1965; units 3111/23/31/42/49 also carried this scheme.

Unit 3118 was the last to run in all-over green livery in February 1970 and 3116 the last green with yellow ends until November 1970.

4 COR Demise and Withdrawal

Units were displaced off the Mid-Sussex line in January 1964 by 4 CEP and 4 BEP stock, the displaced units seeing more use on other Central Division routes as the Brighton 6 car units began to be withdrawn for disposal. An odd fixed 8-car train was formed from 9 July 1964 to release two MBSs for push-pull tests when units 3124 and 3148 both had their battery motorcoach replaced with one from a disbanded 6 PUL unit, these marshalled at the outer ends of the unit. This train was based at Wimbledon Park and ran a morning peak train from Haslemere and an evening peak train to Farnham running empty to/from Wimbledon Park for berthing. This unit was split-up again from 15 July 1965 and units 3124 and 3148 reverted to normal. Delivery of new 4 CIG and 4 BIG units for the Portsmouth line saw further units displaced; these being then used on the Reading line from October 1970 and ‘Coastway’ routes from Brighton (in turn displacing 2 BIL and 2 HAL stock for withdrawal).

Subsequent batches of 4 CIG and 4 VEP units were then ordered to allow replacement of the 4 COR units themselves, their last ‘Main Line’ duties following timetable changes from 1^st May 1971 being a few trips on the Brighton line:

06.45 West Worthing to Victoria.

08.03 Hove to London Bridge.

09.28 Victoria to Brighton.

17.41 London Bridge to Littlehampton.

Units began to be withdrawn during the latter part of 1971 following further deliveries of 4 CIG and 4 VEP units and this continued into 1972, with units being removed from Reading line workings from 3^rd January 1972. A few 4 VEP units (7825 ‑ 7828) displaced 2 HAP units onto the East Coastway allowing further 4 COR units to be withdrawn from 5^th August 1972 and they were only used irregularly on the West Coastway route after this date. The remaining units then surviving on the East Coastway were replaced from 30^th September 1972 and three units were then retained in working order for a farewell special on 9^th December 1972 thence withdrawn.

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Formation of 4 COR Units nos.3101 to 3158

The following table lists new dates (where known), unit formations, post war replacement units and withdrawal dates. Also, code for scrap dealer and date (where units disposed of as complete 4 car sets). Electrical codes allocated to each vehicle from about 1963 are also shown.

Unit no.	New	MBT	TTK	TCK	MBT	Withdrawn	Scrapped	Notes
Diag no.		2114	2009	2309	2114
Code		A-1A	BB	BA	A			Codes from c.1963
3101	Feb-37	11081	10055	11791	11082 11244	1-Jan-72	May-72 W
3102	Feb-37	11083	10056	11792	11084	14-Oct-72	May-73 N
3103	Feb-37	11085	10057	11793	11086	6-May-72	May-73 N
3104	Feb-37	11087	10058	11794	11088	6-May-72	Nov-72 C
3105	Feb-37	11089	10059	11795 11751 ^3	11090	8-Apr-72	Nov-72 C	^3 Former 6 PUL TCK, Code BA‑1A
3106	Feb-37	11091	10060	11796	11092	6-May-72	Nov-72 C
3107	Feb-37	11093	10061	11797	11094	1-Jan-72	May-72 W
3108	Feb-37	11095	10062	11798	11096	14-Oct-72	May-73 W
3109	Feb-37	11097	10063	11799	11098	14-Oct-72	May-73 W
3110	Feb-37	11099	10064	11800	11100	11-Sep-71	Jan-72 N (2)
3111	Feb-37	11101	10065	11801	11102	6-May-72	Nov-72 C
3112	Feb-37	11103	10066	11802 11839	11104 11216	1-Jan-72	Jul-72 F
3113	Feb-37	11105	10067	11803	11106	1-Jan-72	May-72 W
3114	Apr-37	11107	10068	11804	11108	6-May-72	Nov-72 C
3115	Apr-37	11109	10069	11805	11110	1-Jan-72	Jun-72 W
3116	Apr-37	11111 11147 11211	10070	11806	11112 11150	16-Dec-72	Feb-73 W
3117	Apr-37	11113	10071	11807	11114	26-Mar-41	P’Hbr	Scrapped Portsmouth Harbour
3117	Nov-46	11118	10071	11809	11114	6-May-72	Jan-73 C	Post-war replacement unit
3118	Apr-37	11115 11133	10072	11808 11765 ^4	11116	5-Aug-72	Feb-73 W	^4 Former 6 PUL TCK, Code BA‑1A
3119	Apr-37	11117	10073	11809	11118	26-Mar-41	P’Hbr	Scrapped Portsmouth Harbour
3119	Nov-46	11117	10073	11859	11192	6-May-72	May-73 C	Post-war replacement unit
3120	Apr-37	11119	10074	11810	11120	6-May-72	Nov-72 C
3121	Apr-37	11121 11230	10075	11811	11122 11148	9-Oct-71	Feb-72 B
3122	Apr-37	11123	10076	11812	11124	5-Aug-72	Jul-73 W
3123	Apr-37	11125	10077	11813 11819 11813	11126 11138 11126	16-Dec-72	Feb-73 W
3124	Apr-37	11127	10078	11814	11128 11034 ^5 11128	9-Oct-71	Feb-72 B	^5Former 6 PUL MBS
3125	Jul-37	11129	10079	11815	11130	1-Jan-72	See notes
3126	Jul-37	11131	10080	11816	11132	1-Jan-72	Jul-72 F
3127	Jul-37	11133 11194	10081	11817	11134	28-Feb-70	Jun-70 N (2)
3128	Jul-37	11135	10082	11818	11136	14 Oct-72	May-73 W
3129	Jul-37	11137	10083	11819 11813 11819	11138 11126 11138	6-May-72	Jan-73 C
3130	Jan-38	11178	10084	11820	11177 11139	6-May-72	See notes
3131	Jan-38	11180	10085	11821	11179	14-Oct-72	See notes
3132	Jan-38	11182	10086	11822	11181 11181	14-Oct-72	Feb-73 N
3133	Jan-38	11184	10087	11823	11183	6-May-72	Jan-73 C
3134	Feb-38	11186 11241	10088	11824 11852	11185 11195	1-Jan-72	See notes
3135	8-Feb-38	11188	10089	11825 11832	11187 11113 11187	23-Sep-72	See notes
3136	Feb-38	11190	10090	11826	11189	14-Oct-72	Feb-73 W
3137	Feb-38	11191	10091	11827	11192	4-Sep-40	(3 cars)
3137	Jul-46	11113 11187 11113	10091	11827	111082	5-Aug-72	Sep-73 W	Post-war replacement unit
3138	Feb-38	11194 11133 11115	10092	11828 11808	11193	1-Jan-72	Jul-72 F
3139	Feb-38	11196	10093	11829	11195 11185	1-Jan-72	Jul-72 W
3140	Feb-38	11198	10094	11830	11197	6-May-72	Jan-73 C
3141	Feb-38	11200	10095	11831	11199	14-Oct-72	Feb-73 N
3142	3-Mar-38	11202 11161	10096	11832 11825	11201	16-Dec-72	See notes
3143	Mar-38	11204	10097	11833	11203	14-Oct-72	Feb-73 W
3144	Mar-38	11205	10098	11834	11206	12-Nov-41	(3 cars)
3144	Sep-46	11257	10111	11834	11205 11112	9-Oct-71	Feb-72 B	Post-war replacement unit
3145	Mar-38	11208 11111	10099	11835	11207	14-Oct-72	Feb-73 W
3146	Mar-38	11210	10100	11836	11209	1-Jan-72	Jul-72 W
3147	Mar-38	11212 11171	10101	11837	11211 11147	1-Jan-72	Jul-72 F
3148	Mar-38	11214 11036 ^6 11214	10102	11838	11213 11208	4-Dec-71	Jun-72 W	^6Former 6 PUL MBS.
3149	Mar-38	11215	10103	11839 11802	11216 11104	1-Jan-72	See notes
3150	Mar-38	11218 11239	10104	11840	11217	1-Jan-72	Sep-72 F
3151	Mar-38	11220	10105	11841	11219	5-Aug-72	Jul-73 W
3152	Mar-38	11222	10106	11842	11221	1-Jan-72	Jul-72 F
3153	Mar-38	11224	10107	11843	11223	1-Jan-72	Jun-72 W
3154	Mar-38	11226	10108	11844	11225	14-Oct-72	Jul-73 W
3155	Mar-38	11228	10109	11845	11227	1-Jan-72	Jun-72 W
3156	Jul-46	11218	10098	11807	11232	1-Jan-72	Jul-72 F	Post-war 4 RES replacement unit
3157	Oct-46	11151	10112	11860	11152	1-Jan-72	Jul-72 W	Post-war 4 RES replacement unit
3158	Jan-46	11158	10110	11861 11824	11247	6-May-72	See notes	Post-war 4 RES replacement unit

Key letter codes for Scrap Dealers
B	Bird Group (Long Marston).
C	G. Cohen Ltd (Morriston).
F	T. W. Ward Ltd (Briton Ferry).
N	J. Cashmore Ltd (Newport).
T	T. J. Thomson (Stockton).
W	T. W. Ward Ltd (Beighton).

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Individual Unit Notes nos.3101 ‑ 3158

3101	Unit commenced service 30-Jan-37. Unit badly damaged by V1 blast at Wimbledon Park 29‑Jun‑44 and to Eastleigh for repairs from 5-Jul-44 where MBT 11082 withdrawn from 5‑Aug‑44. Replaced by 11244 (ex. 3080) and unit released 9-Nov-44. Underframe of 11082 converted to flat wagon for use in Ashford Works yard, numbered DS 107. A new 11082 built Jul‑46 and included in ‘new’ unit 3137. Possible that underframe of DS107 then used in repair of 11212 in 3147 during 1956. Unit withdrawn 1-Jan-72 and stored initially at Gatwick and moved to Selhurst for stripping 8‑Mar‑72. Moved for scrapping to T. W. Ward Ltd, Beighton 13‑Apr‑72 from Norwood Yard.
3102	Unit commenced service 2-Feb-37. Unit to Lancing for damage repair 7-Jan-57 (details unknown), released 24-Jan-57. Unit withdrawn 14-Oct-72 and stored initially at Ford before moving to Selhurst for stripping 20‑Jan‑73. After stripping unit moved to Micheldever and moved for scrapping to J. Cashmore Ltd, Newport 20-Feb-73 from there.
3103	Unit commenced service 2-Feb-37. Unit withdrawn 6-May-72 and stored initially at Lancing, moving to Gatwick 4‑Sep‑72 and on to Horsham 22‑Sep‑72. Unit to Selhurst for stripping c.11‑Nov‑72 and then hauled to Micheldever 17‑Jan‑73 for storage Moved for scrapping to J. Cashmore Ltd, Newport 20‑Feb‑73 from there.
3104	Unit commenced service 6-Feb-37. MBT 11087 slightly damaged by enemy action at Bognor 14-Aug-42, repaired at Streatham Hill by 22-Aug-42. Unit to Lancing for damage repair (details unknown) and overhaul 28-Dec-61 and released 18-Jan-62. Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit to Micheldever for storage 5‑Aug‑72. Moved for scrapping from there 14‑Nov‑72 to Salisbury, thence to Westbury 16‑Nov‑72, moving forward to G. Cohen Ltd, Morriston shortly afterwards.
3105	Unit commenced service 9-Feb-37. Unit at Eastleigh for unspecified repair between 29-Nov-41 and 11-Feb-42 (probable enemy action damage). Unit out of use by 8‑Mar‑72 and stored at Gatwick, moving to Selhurst for stripping where TCK 11795 exchanged with 11751 (ex. 3165). Unit withdrawn 8‑Apr‑72 and after stripping unit moved to Clapham Junction on 10‑May‑72 thence on to Micheldever 27‑May‑72. Unit moved for scrapping to G. Cohen Ltd, Morriston 21‑Nov‑72 from there.
3106	Unit commenced service 12-Feb-37. TTK 10060 damaged in buffer stop collision at Waterloo 26‑Aug‑39. Unit in collision with 3075 left standing foul in Lovers Walk depot 7-Apr-61 and MBS 11092 slightly damaged but repaired at Lovers Walk. Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit to Micheldever for storage 5‑Aug‑72. Moved for scrapping from there to Salisbury 14-Nov-72, thence on to Westbury 16‑11‑72, forward to G. Cohen Ltd, Morriston shortly afterwards.
3107	Unit commenced service 16-Feb-37. Unit to Lancing 30-Apr-63 for damage repair (details unknown) and released 7-Jun-63. Unit suffered fire damage (details unknown) and repaired at Eastleigh between 16-Feb-67 and 30-Mar-67. Unit withdrawn 1-Jan-72 and stored initially at Gatwick before moving to Selhurst for stripping 8‑Mar‑72. Moved for scrapping to T. W. Ward Ltd. Beighton 13‑Apr‑72 from Norwood Yard.
3108	Unit commenced service 20-Feb-37. MBS 11095 experimentally fitted with roller blind route indicators, probably during overhaul at Lancing between 11-Apr-58 and 22-May-58, the first SR designed vehicle to be so fitted. MBS 11096 cab corner damaged in sidescrape with 4735 at Streatham Hill 9-Jul-64, repaired at Lancing and released 27-Jul-64. MBS 11095 temporarily exchanged with 11133 (ex. 3127) about October 1966 and unit out of use, reverted by November 1966 and unit to Eastleigh for overhaul. Unit withdrawn 14-Oct-72 and stored initially at Lancing. After stripping unit moved to Brent Yard 30‑Mar‑73 and forward for scrapping to T. W. Ward Ltd. Beighton 7‑Apr‑73 from there.
3109	Unit commenced service 23-Feb-37. MBT 11098 slightly damaged by enemy action at Fratton 19-Aug-42, repaired at Victoria by following day. Unit to Lancing for damage repair and varnish 5-Jan-56 (details unknown) and released 27-Jan-56. Unit stored at Lancing from 29‑Sep‑72 and withdrawn 14‑Oct‑72. After stripping unit moved to Brent Yard 30‑Mar‑73 and forward for scrapping to T. W. Ward Ltd. Beighton 7‑Apr‑73 from there.
3110	Unit commenced service 27-Feb-37. Unit withdrawn 11-Sep-71 and after stripping unit moved to Wimbledon Park and split‑up both trailers moved to Hoo Junction 4‑Nov‑71 where their bodies were broken-up and underframes used for basis of long-welded-rail carrying wagons, 10064 to DB975526 and 11800 to DB975527; conversion taking place at Stewarts Lane c.Nov‑71. Both MBSs moved to Micheldever for storage and moved for scrapping to J. Cashmore Ltd. Newport 17‑Jan‑72 from Basingstoke.
3111	Unit commenced service 2-Mar-37. Unit stored at Barnham from 30‑Apr‑72 and withdrawn 6‑May‑72. Moved to Selhurst for stripping c.21‑Jul‑72 thence hauled to Guildford for storage, moving to Woking 4‑Oct‑72 and on to Micheldever 7‑Oct‑72. Moved for scrapping to G. Cohen Ltd. Morriston 21‑Nov‑72 from there.
3112	Unit commenced service 5-Mar-37. Unit damaged by enemy action (probably at Fratton depot 12-Jun-41) and to Eastleigh 14-Jun-41 where reformed, damaged MBT 11104 and TCK 11802 to 3149 and replaced by lesser damaged 11216 and 11839 (both ex. 3149) then unit to Selhurst 17-Jun-41 for further repair and varnish, released 9-Jul-41. MBS 11216 slightly damaged (details unknown) and unit to Eastleigh 19-May-69 for C3 overhaul and repair, released 27-Jun-69. Unit withdrawn 1-Jan-72 and to Selhurst 3‑Jan‑72 for stripping and hauled to Micheldever 28‑Mar‑72 for storage. Moved for scrapping to T. W. Ward Ltd. Briton Ferry 17‑Jul‑72 from there.
3113	Unit commenced service 9-Mar-37. Unit at Eastleigh for repair between 5-Nov-40 and 16-Dec-40 (possible enemy action damage?). Unit again at Eastleigh for repair between 3-Jan-44 and 1-Mar-45 (probable enemy action damage?). Unit withdrawn 1-Jan-72 and stored initially at Gatwick before moving to Selhurst for stripping 4‑Apr‑72. Moved for scrapping to T. W. Ward Ltd. Beighton 13‑Apr‑72 from Norwood Yard.
3114	Unit commenced service 12-Mar-37. Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit to Micheldever for storage 5‑Aug‑72. Moved 14‑Nov‑72 for scrapping from there to Salisbury thence on to Westbury 16‑11‑72, moving forward to G. Cohen Ltd. Morriston shortly afterwards.
3115	Unit commenced service 16-Mar-37. Unit withdraw 1-Jan-72 and stored initially at Gatwick before moving to Selhurst for stripping 4‑Apr‑72 and storage in Norwood Yard. Moved for scrapping to T. W. Ward Ltd. Beighton 10‑Jan‑72 from there.
3116	Unit commenced service 19-Mar-37. Unit damaged by enemy incendiaries at Fratton Depot 8‑Apr‑41 and MBT 11112 badly burnt out and unit to Eastleigh 16-Apr-41. MBT 11111 to 3145 5-May‑41, 11112 to 3083 8-Jul‑43 after repairs. Replaced by 11147 (ex. 3058) and 11150 (ex. 3059) and unit released 5-May‑41. Unit propelled a stores van through buffers and wall at Durnsford Road Jun-65 and MBS 11147 damaged (cab wrecked), unit hauled to Micheldever 5-Jul-65 where damaged 11147 exchanged with 11211 (ex. 3147) 15-Jul-65 and unit back to traffic from 24-Jul-65. Unit stored at Lancing from 30‑Sept‑72 until used for farewell rail tour 9‑Dec‑72 then to Barnham for store and withdrawn 16‑Dec‑72. After stripping at Selhurst unit stored at Crystal Palace before moving for scrapping to T. W. Ward Ltd. Beighton 17‑Feb‑73 from there.
3117	Unit commenced service 23-Mar-37. Unit destroyed at Portsmouth Harbour by enemy incendiaries 10‑Jan‑41 and all cars withdrawn 26‑Mar‑41 when remains were scrapped. Only the underframe of 11114 was salvaged and later cut-up at Lancing 7-May-41. A new replacement unit was built in 1946 as follows: MBT 11113 to new 3137 (29-Jul‑46). TTK 10071 (May‑46). TCK 11807 to ‘new’ 3156 (Jun‑46). MBT 11114 (16-Nov‑46). TCK 11809 (16-Nov‑46), original ran in 3119. MBT 11118 (16-Nov‑46), original ran in 3119. TTK 10071 used temporarily in 3074 from May‑46 until MBTs for 3117 ready 16-Nov‑46. Unit stored at Barnham from 30‑Apr‑72 and withdrawn 6‑May‑72. Unit moved to Ford for a while thence to Lancing before working to Selhurst 3‑Aug‑72 for stripping. Unit then hauled to Micheldever 14‑Aug‑72 for storage before moving for scrapping to G. Cohen Ltd. Morriston 9‑Jan‑73 from there.
3118	Unit commenced service 31-Mar-37. Unit damaged about March 1953 (details unknown) and to Eastleigh between 16-Mar-53 and 15-May-53 for underframe repairs. Unit damaged about January 1970 and to Eastleigh 4-Feb-70 for C3 overhaul and repair. MBS 11115 and TCK 11808 both to 3138 (released 28-Feb-70) and replaced Feb‑70 by 11133 (ex. 3127 via 3138) and 11765 (ex. 3161) and reformed unit released 5-Mar-70 painted blue. Unit then weighed 161 tons 13cwt. On withdrawal 5‑Aug‑72 unit to Lancing for initial storage, moving to Gatwick 2‑Sep‑72 and to Selhurst for stripping 22‑Sep‑72. Unit hauled to Hither Green for storage 24‑Oct‑72 before moving for scrapping to T. W. Ward Ltd. Beighton 7‑Feb‑73 from there; though train spent a while at Brent Yard (forward from there ?‑Feb-73).
3119	Unit commenced service 3-Apr-37. Unit destroyed at Portsmouth Harbour by enemy incendiaries 10‑Jan‑41 and all cars withdrawn 26‑Mar‑41 when remains scrapped. Underframes of 10073, 11118 and 11809 salvaged, that of 10073 cut-up at Lancing 7-May-41, that of 11118 later cut-up at Lancing w/e 8-Nov-47, whilst that of 11809 was converted to a flat wagon for use at Lancing Works from 9-Sep‑47 being numbered 137 S. This wagon was withdrawn 30‑Jun‑51 and probably scrapped at Lancing shortly afterwards. A new replacement unit was built in 1946 as follows: MBT 11117 (2-Nov‑46). TTK 10073 (May‑46). TCK 11809 to new 3117 (16-Nov‑46). MBT 11118 to new 3117 (16-Nov‑46). TCK 11859 (May‑46), new number. MBT 11192 (2-Nov‑46), original ran in 3137. TTK 10073 and TCK 11859 both used temporarily in 6 CITY units 3041 (10073) and 3043 (11859) from May‑46 to Nov‑46 when MBTs of 3119 ready. Unit in collision with loco-hauled Set 296 at Waterloo 6.32pm 3‑Jun‑60 and MBS 11117 badly damaged with half of its side torn away. The remaining three cars were stored at Micheldever pending repairs to 11117 at Eastleigh completed 20-Jan-61 and unit then to Lancing for overhaul, back to traffic 6-Feb‑61. At 6.31pm and laden with 671 passengers the 6.14pm Waterloo to Weymouth (11 bogies hauled by a Merchant Navy class locomotive) left platform 12 on the Down Main Through line; its departure having been delayed by other trains. It had only travelled some 280 yards when it was in a sidelong collision with the 6.12pm empty coaching stock working from Durnsford Road to platform 6 (12-car train with unit 3119 leading) which had passed the inner home signal at danger (Up Main). The collision occurred some 92 yards beyond the signal at 6.32pm. As the leading car (MBS 11117) of 3119 struck the fourth coach of the steam train it immediately stopped ripping away the front half of its right-hand (secondman’s) side. However, the steam train continued on damaging the sides of all the subsequent cars (window lights broken /side panels torn off or buckled). Having ascertained the train was not derailed the guard of the steam train (travelling in the ninth bogie) stopped it at Vauxhall (by means of his brake valve) in order to ease the evacuation of passengers; a few of whom had suffered minor cuts and bruises. Unit 3119 was not derailed. However, falling metal from one of the trains fell on the conductor rail tripping the traction current. Unit stored at Barnham 30‑Apr‑72 and withdrawn 6‑May‑72. Unit later moved to Ford thence onto Lancing, Tattenham Corner from 2‑Aug‑72 and Crystal Palace from 4‑Oct‑72 prior to stripping at Selhurst. Unit then hauled to Hither Green 6‑Jan‑73 for storage prior to moving to Micheldever before moving for scrapping to G. Cohen Ltd. Morriston 14‑May‑73 (this move also included the trailers of unit 3164).
3120	Unit commenced service 6-Apr-37. Unit slightly damaged about September 1939 (details unknown) and to Lancing for repair between 21-Sep-39 and 6-Oct-39. Unit stored at Lancing 29‑Apr‑72 and withdrawn 6‑May‑72. Unit to Selhurst 3‑Aug‑72 for stripping and hauled to Micheldever 2‑Sep‑72 for storage before being moved for scrapping to G. Cohen Ltd. Morriston 21‑Nov‑72 from there.
3121	Unit commenced service 9-Apr-37. MBS 11122, TSK 10075 and TCK 11811 all damaged about August 1958 (reason unknown, probable collision with 3130) and MBS 11121 temporarily exchanged with damaged 11178 (ex. 3130) and unit to Lancing for repair 1-Sep-58. MBS 11122 ran in 3130 until that too was sent to Lancing 2-Oct-58 when unit reverted to original formation and released 29-Dec-58. Unit damaged about Sep‑70 (details unknown) and MBSs 11121 and 11122 both exchanged with 11230 and 11148 (ex. 3073) at Selhurst. Unit withdrawn 9-Oct-71 and stored initially at Lancing. After stripping at Selhurst unit moved for scrapping to Bird Group, Long Marston 16‑Feb‑73 from Norwood Yard.
3122	Unit commenced service 13-Apr-37. Unit struck by 7140 + 5338 + 7141 on headshunt at Eastbourne 4-Aug-63 and driven through buffer stops, both MBSs damaged. Unit to Micheldever for store then to Eastleigh 29-Oct-63 for repair and overhaul, released 3-Jan-64, one of the first SR units to carry yellow warning panels. On withdrawal 5‑Aug‑72 unit to Lancing for initial storage before moving to Fratton 30‑Aug‑72 for use in accident exercise 3‑Sep‑72. Unit moved to Chichester 15‑Nov‑72 thence to Selhurst for stripping 6‑Jan‑73. Unit hauled to Micheldever 17‑Jan‑73 for storage before moving for scrapping to T. W. Ward Ltd. Beighton 14‑May‑73 from there.
3123	Unit commenced service 16-Apr-37. MBS 11126 and TCK 11813 damaged at Streatham Hill 16‑Dec‑47 and exchanged with 11138 and 11819 (both ex. 3129) 3‑48 until damaged cars had underframes repaired at Eastleigh and released 17-Sep-48 when reverted to original formation. Unit stored at Lancing from 30‑Sep‑72 until used for farewell rail tour 9‑Dec‑72 thence to Barnham for store and withdrawal 16‑Dec‑72. After stripping at Selhurst unit stored at Crystal Palace before moving for scrapping to T. W. Ward Ltd. Beighton 17‑Feb‑73 from there.
3124	Unit commenced service 23-Apr-37. Unit slightly damaged by F/B blast (V2) at Streatham Hill 30-Jun-44 and repaired at Lancing between 3-Jul-44 and 7-Jul-44. MBS 11128 to 4 PUL 3059 from Jul‑64 and replaced by 6 PUL MBS 11034 (ex. 3017). Unit then ran permanently coupled to unit 3148 (which had been similarly treated) as a fixed eight-car train seating 60 first and 392 second. This eight-car train was 533' 10" long and weighed 341½ tons. Unit reverted to original formation at Selhurst from 15-Jul‑65. Unit withdrawn 9-Oct-71 and stored initially at Lancing prior to stripping at Selhurst before moving for scrapping to Bird Group, Long Marston 23‑Feb‑72 from Norwood Yard.
3125	Unit commenced service 7-May-37. Unit slightly damaged about August 1967 (details unknown) and repaired at Selhurst between 24-Aug-67 and 6-Sep-67. Unit withdrawn 1‑Jan‑72 and to Selhurst for stripping. Unit hauled to Hoo Junction by 17‑Feb‑72 and MBS 11129 scrapped there by 11‑Mar‑74. Bodies of both trailers also broken-up there and their underframes used for basis of long-welded-rail carrying wagons, TSK 10079 to DB975529 and TCK 11815 to DB975530; conversion taking place at Stewarts Lane c.Feb‑72. MBS 11130 stored at Hoo Junction body broken up c.13-Dec-76 and underframe scrapped there 17-Jan‑77.
3126	Unit commenced service 7-May-37. Unit withdrawn 1-Jan-72 and to Selhurst for stripping 3‑Jan‑72 thence hauled to Micheldever for storage 29‑Feb‑72. Moved for scrapping to T. W. Ward Ltd, Briton Ferry 30‑May‑72 though not cut-up until Jul‑72.
3127	Unit commenced service 14-May-37. MBT 11134 damaged in August 1946 (details unknown) and unit to Selhurst for varnish 12-Aug-46, only three cars done and unit moved to Lancing 22-Aug-46 for repairs to MBT 11134, unit released 4-Nov-46. MBS 11133 temporarily exchanged with 11095 (ex. 3108) about October 1966, reverted by Nov-66 (reason unknown). Unit damaged in side-scrape at Wimbledon Park 23‑Jun‑69 (with only MBS 11133 undamaged) and stored at Micheldever from 27-Nov-69. 11133 exchanged with damaged 11194 (ex. 3138) Jan‑70 and unit withdrawn 28‑Feb‑70 before being used for a number of civil defence exercises including one at Woking 15‑Mar‑70. Both MBS cars 11134 and 11194 moved Selhurst to Micheldever 8‑Apr‑70 and scrapped by J. Cashmore Ltd (Newport) having moved from Micheldever 28‑May‑70. Both trailers moved to Woking thence onto Hoo Junction c.21‑Mar‑70 where both bodies broken-up and their underframes used for basis of long-welded-rail carrying wagons; TSK 10081 to DB975519 from 16‑Oct‑71 and TCK 11817 to DB975524 from 25‑Mar‑72 (conversion taking place at Stewarts Lane).
3128	Unit commenced service 29-May-37. Unit at Selhurst for varnish between 7-May-41 and 19-May-41 (possible enemy action damage at Streatham Hill 29-Apr-41?). MBT 11135 and TTK 10082 both temporarily replaced by 6 PAN MBT 11072 and TTK 10040 (ex. 3030) during 1944 following enemy action damage (details unknown). Unit weighed 169½ tons for duration of this change. Unit withdrawn 14-Oct-72 and stored initially at Lancing. After stripping unit moved to Brent Yard 30‑Mar‑73 moving forward for scrapping to T. W. Ward Ltd. Beighton 7‑Apr‑73 from there.
3129	Unit commenced service 11-Jun-37. Unit at Selhurst for ‘light repairs’ from 17-Nov-43 until 26-Nov-43, possibly the result of enemy action damage. MBS 11137 and TSK 10083 damaged at Wimbledon 28‑Feb‑48 and MBS 11138 and TCK 11819 both exchanged with damaged 11126 and 11813 (both ex. 3123) in Mar‑48 and unit at Eastleigh from 17-Jul-48 until 17-Sep-48 for underframe repairs when reverted to original formation. MBS 11137 damaged about November 1968 (details unknown) and unit to Eastleigh 27-Nov-68 for C5 repair, released 3-Apr-69. Unit stored briefly at Three Bridges from 22‑Apr‑72 before moving to Barnham 30-Apr-72 and withdrawal 6‑May‑72. Unit to Selhurst c.21‑Jul‑72 for stripping before being hauled to Micheldever 2‑Sep‑72 for storage. Moved for scrapping to G. Cohen, Morriston 9‑Jan‑73 from there.
3130	Unit commenced service 2-Feb-38. Unit at Eastleigh for unspecified repair from 29-Nov-41 and 2-Jan-42, possibly the result of enemy action damage. MBT 11177 believed damaged about December 1945 and exchanged with 11139 (ex. 3054). Unit at Lancing for damage repair between 6-Jan-47 and 12-Mar-47 (details unknown). MBS 11178 damaged about August 1958 (reason unknown, probable collision with 3121) and temporarily replaced by 11121 (ex. 3121) and unit ran misformed until sent to Lancing 2-Oct-58 for overhaul, released back in normal formation 15-Oct-58. Unit withdrawn 6‑May‑72 being initially stored at Lancing thence Ford before moving to Tattenham Corner 2‑Aug‑72 and on to Crystal Palace 4‑Oct‑72. Unit then to Hither Green 6‑Jan‑73 but both MBSs 11139 and 11178 moved to Selhurst and held for possible use as Instruction Train (but not so used). After stripping hauled to Micheldever 4‑Dec‑73 and moved for scrapping 28‑Feb‑74 to T. W. Ward Ltd (Beighton). Both trailers TSK 10084 and TCK 11820 scrapped by G Cohen Ltd (Morriston) 4-Feb‑74 from Micheldever.
3131	Unit commenced service 31-Jan-38. MBS 11180 damaged at Wimbledon about August 57 (details unknown) and unit to Lancing 12-Aug-57 for repair, released 6-Sep-57. Unit withdrawn 14‑Oct‑72 and MBS 11179 claimed as part of the National Collection by the NRM and moved for store at Preston Park immediately on withdrawal. Remaining three cars stored in Brighton Top Yard until moved to Chichester 10‑Mar‑73 for an accident exercise. These then moved to Selhurst for stripping 28‑Apr‑73 and sent for scrapping, moving from Brent Yard to T. W. Ward Ltd (Beighton) c.2‑Jun‑73. MBS 11179 taken from Preston Park to York National Railway Museum (NRM) for restoration 3‑Dec‑77.
3132	Unit commenced service 9-Feb-38. Unit damaged by enemy incendiaries at Portsmouth Harbour 10‑Jan‑41 and MBT 11181 withdrawn 26‑Mar‑41 (fell into harbour and not retrieved until 1946). Remaining three cars marooned on pier for duration, eventually moving to Lancing for overhaul 8-Oct‑46. A replacement 11181 built at Eastleigh and released 19-Oct-46 and to Lancing to be formed with the three repaired cars, unit released 30-Jan-47. Unit withdraw 14-Oct-72 and stored initially at Lancing, moving to Crystal Palace by Nov‑72 thence to Selhurst for stripping 12‑Jan‑73, returned to Crystal Palace before moving to Basingstoke 25‑Jan‑73 and on for scrapping to J. Cashmore Ltd. Newport 26‑Jan‑73.
3133	Unit commenced service 7-Feb-38. MBT 11184 slightly damaged by enemy action at Bognor 14-Aug-42, repaired at Streatham Hill 22-Aug-42. Unit stored at Lancing 29‑Apr‑72 and withdrawn 6‑May‑72. After stripping at Selhurst unit hauled to Hither Green 24‑Oct‑72, moving to Micheldever 25‑Nov‑72 for storage. Moved for scrapping to G. Cohen, Morriston 23‑Jan‑73 from there.
3134	Unit commenced service 11-Feb-38. Unit slightly damaged by enemy bombing at Victoria 9‑Oct‑40 but repaired at depot. Unit in collision with unit no.3139 at Drayton Crossing 8‑Feb‑63 and MBS 11186 severely damaged and cut-up in Chichester Yard w/e 30-Mar-63 though bogies, buffers and gangways salvaged. MBS 11185 to 3139 from 28-Feb-63 and TCK 11824 stored at Hassocks, damaged until sent to Lancing 12-Feb-64 for repair and formed into 3158 from 3-Mar‑64. Replaced by damaged MBS 11195 (ex. 3139) and after repairs at Lancing from 4-Jul-63 unit back to traffic 2-Apr‑64 with TCK 12852 and MBS 11241 (both ex. 3079). Unit in collision with 7807 at Fratton Depot 30‑Dec‑71 and withdrawn 1‑Jan‑72 and MBS 11241 and TCK 11852 both scrapped at Fratton by 22‑Apr‑72. TSK 10088 moved to Eastleigh 12‑Jan‑72 and became internal-user vehicle IU 083145 from 21‑May‑73 at Eastleigh Works. Following fire damage in Jul-78 the body was broken-up 9‑May‑79 and underframe retained as a ‘flat’, believed cut-up during 1988. MBS 11195 retained at Fratton for possible preservation in the Portsmouth area though this did not take place and the car was sent to Chichester 15‑Nov‑72 before moving to Selhurst for stripping 6‑Jan‑73. Car then hauled to Micheldever for storage 17‑Jan‑73 and on to Eastleigh by May‑73. Moved to Bird Group (Long Marston) for scrapping 17‑May‑73.
3135	Unit commenced service 14‑Feb‑38. MBS 11187 damaged in collision at with 2059 and 3076 at Wimbledon Park 20‑Jun‑66 and temporarily exchanged with 11113 (ex. 3137) 28‑Jul‑66. Misformed unit to Eastleigh for C1 overhaul 9-May-67 (11113 had C3 overhaul) and released, in blue livery, 15-Sep-67 and reformed back to normal shortly afterwards. Unit stored at Lancing 20‑Sep‑72 and withdrawn 23‑Sep‑72. Unit to Selhurst for stripping 28‑Apr‑73 and MBS 11187 and TCK 11825 both sold for preservation, MBS 11187 for private preservation and moved to Cheshunt by 11‑May‑73, TCK 11825 reformed into unit 3142 6‑May‑73, this unit being purchased by the Southern Electric Group. Other two cars (MBS 11188 and TSK 10089) sent for scrapping, moving from Brent Yard to T. W. Ward Ltd (Beighton) c.2‑Jun‑73. MBS 11187 later donated to the Southern Electric Group for preservation alongside unit 3142 and moved at the Nene Valley Railway at Wansford by May-84, later by road to St Leonards Railway Depot c.1993. Car subsequently moved by road to the LT museum site at Acton 6‑Dec‑05 and underwent further restoration there. It moved again by road to the East Kent Railway at Shepherds Well 15-Oct-12 joining three other 4 COR cars there also owned by SEG.
3136	Unit commenced service 6-Feb-38. MBS 11190 slightly damaged about January 1968 (details unknown) and unit to Eastleigh for rectification between 15-Jan-68 and 1-Feb-68. Unit withdrawn 14-Oct-72 and stored initially at Ford before moving to Selhurst 18‑Oct‑72 for stripping, thence hauled to Hither Green 30‑Oct‑72 for storage. Moved for scrapping to T. W. Ward Ltd. Beighton 7‑Feb‑73 from there, though train spent a while at Brent Yard (moving forward from there ?‑2-73).
3137	Unit commenced service 21-Feb-38. Unit badly damaged by enemy action at Portsmouth Harbour 12‑Aug‑40 with three cars burnt-out and withdrawn 4‑Sep‑40; underframes being cut-up during 1943 at Lancing (11192 on 23‑Jun‑43, 10091 on 8‑Sep‑43 and 11827 w/e 1-Nov-47). MBT 11191 to 3083 from 8-Jul‑43 after repairs. A new replacement unit built at Eastleigh in 1946 as follows, this being the first of the ‘replacement’ units into traffic from 29-Jul‑46: MBT 11113 (Jul‑46), original ran in 3117. TTK 10091 (Jul‑46). TCK 11827 (Jun‑46). MBT 11082 (Jul‑46), original ran in 3101. MBT 11192 (Nov‑46) to ‘new’ 3119. MBS 11082 and TCK 11827 damaged in collision with van train at Fratton 30‑Jun‑66. MBS 11113 temporarily exchanged with damaged 11187 (ex. 3135) 28‑Jul‑66 and unit stored at Micheldever until moved to Eastleigh 7-Dec-66 for C3 overhaul and repair (11187 had C1 overhaul). Unit released, still misformed, 25-Jun-67 and reverted to original formation c.Sep-67. Unit withdrawn 5-Aug-72 and stored initially at Lancing before moving to Gatwick 2‑Sep‑72 thence on to Selhurst for stripping 28‑Sep‑72. After stripping unit hauled to Crystal Palace 4‑Oct‑72 thence to Hither Green 6‑Jan‑73; moving for scrapping to T. W. Ward Ltd. Beighton 1‑Aug‑73 from there.
3138	Unit commenced service 23-Feb-38. Unit in converging collision with 3056 at Wimbledon Park 29-Nov-61 and TCK 11828 badly damaged and removed from unit and to 3056 (running as a 3-car) for repairs at Eastleigh from 14-Dec-61. Unit 3138 then also ran as 3‑car (usually coupled to 3065 or 3068 similarly running as 3-car units). TCK 11828 returned to unit Aug‑62 after repairs. Unit damaged in collision with 5357 at Streatham Hill 24‑Dec‑69 and withdrawn 28‑Feb‑70. Unit to Micheldever for store where damaged MBS 11194 exchanged with 11133 (ex. 3127) and TCK 11828 exchanged with slightly damaged TCK 11795 (ex. 3161) and unit then to Eastleigh 28-Jan-70 for C3 overhaul and repair. MBS 11133 and TCK 11795 both then exchanged with 11115 and 11808 (ex. 3118) during overhaul and unit released 5-Mar-70 and reinstated 6-Mar-70. Unit withdrawn 1-Jan-72 and stored initially at Gatwick before moving to Selhurst for stripping 8‑Mar‑72. Unit hauled to Woking 29‑Mar‑72 thence onto Micheldever 15‑Apr‑72 before moving for scrapping to T. W. Ward Ltd. Briton Ferry 27‑Jun‑72 from there.
3139	Unit commenced service 28-Feb-38. Unit believed damaged at Portsmouth Harbour by enemy action 12-Aug-40 and to Eastleigh for repairs 19-Aug-40, released 8-Oct-40. Unit in collision with 3134 at Drayton Crossing 8‑Feb‑63; MBS 11195 severely damaged and placed into 3134 from 2-Apr-64 after repairs at Lancing. Replaced by MBS 11185 (ex. 3134) at Ford 28-Feb-63 and unit to Eastleigh 18-Apr-63 for repairs, released 8-May-63 MBS 11196 slightly damaged by ‘electrical burn-up’ at Wimbledon Park 26-Jun-64, repaired at the depot. Unit withdrawn 1-Jan-72 and to Selhurst for stripping and hauled to Micheldever 28‑Feb‑72 for storage before moving for scrapping to T. W. Ward Ltd. Beighton 28‑Jun‑72 from there, though train delayed for 10 days at Old Kew Sidings.
3140	Unit commenced service 1-Mar-38. Unit stored at Lancing from 29‑Apr‑72 before withdrawal 6‑May‑72, moving to Gatwick 4‑Sep‑72. Unit hauled to Horsham for further storage 22‑Sep‑72 thence to Selhurst for stripping c.11‑Nov‑72. Unit hauled to Micheldever for storage 4‑Dec‑72 before moving for scrapping to G. Cohen Ltd. Morriston 23‑Jan‑73 from there.
3141	Unit commenced service 3-Mar-38. MBS 11200 side damaged at Streatham Hill 8-Nov‑61 in converging collision with ‘runaway’ 7119 and repaired at Lancing between 22-Nov-61 and 25-Jan‑62. Unit withdrawn 14-Oct-72 and stored initially at Lancing, moving to Crystal Palace by Nov‑72 thence onto Selhurst for stripping 12‑Jan‑73 before returning to Crystal Palace. Moved to Basingstoke 25‑Jan‑73 and on for scrapping to J. Cashmore Ltd. Newport 26‑Jan‑73.
3142	Unit commenced service 9-Mar-38. Unit damaged in collision with 2 BIL 2045 at Denville Jct. Havant 17‑Jun‑39 but repaired, initially at Brighton between 27-Jun-39 and 2-Oct-39 then at Lancing between 4-Oct-39 and 23-Oct-39. It is understood that 2 BIL unit 2045 was operating (solo) a stopping train from Chichester when it overran the junction signals at Denville Junction. The DTC (trailing) was sideswiped by the leading car of unit 3142 operating a Waterloo – Portsmouth train derailing both the 2 BIL DTC and the 4 COR motorcoach adjacent to Havant East signalbox. It is possible that the second car of the 4 COR may also have been partially derailed. Unit damaged in collision with 3065 at Durnsford Road Jan‑44 and MBT 11202 damaged and to 3065 and to Eastleigh for repairs 22-Jan-44, released after repairs 14-Jun-45. Replaced by 11161 (ex. 3065) in Jan-44. Unit stored at Lancing from 30‑Sep‑72 until used for farewell rail tour 9‑Dec‑72 thence to Barnham for store and withdrawal 16‑Dec‑72. Unit to Selhurst for stripping 28‑Apr‑73 and TCK 11832 (which had been slightly damaged by fire Jan‑73 whilst unit stored at Barnham) was exchanged with 11825 (ex. 3135) 6‑May‑73 prior to sale of unit for preservation. TCK 11832 sent for scrapping, moving from Brent Yard to T. W. Ward Ltd (Beighton) c.2‑Jun‑73. Reformed unit 3142 then hauled from Selhurst to the Ashford Steam Centre 26‑May‑73 where some restoration undertaken. Unit subsequently moved from Ashford to the Nene Valley Railway 27/28‑Feb‑76 where unit used in passenger service steam‑hauled. Unit then moved to Preston Park 5‑Sep‑86 for storage and further restoration, moving again to St Leonards Railway Depot 29‑Jun‑91. Some restoration work was carried out whilst it was there, but the unit was again moved; three cars moving by road to the ‘Woodpax’ site adjacent to Sheffield Park station (11161 moving 9/10‑Feb‑04, 11825 on 11‑Feb‑04 and 10096 on 12‑Feb‑04). All three were stored there under tarpaulins awaiting movement to a more suitable site for further restoration. MBS 11201 remained at St Leonards Railway Depot where it was externally restored and part of the interior stripped to show the car construction for exhibition purposes. The car was then moved by road to Sheffield Park 18‑Jan‑05 where it was steam-hauled to Horsted Keynes 20‑Jan‑05 and berthed in the station as a semi-permanent exhibition coach, opening to the public from 22‑Jan‑05. The three cars at Sheffield Park moved by road to the East Kent Railway at Shepherds Well in May-06 (11161 on 22‑May‑06, 10096 on 23‑May‑06 and 11825 on 24‑May‑06) with each being unloaded the following morning. MBS 11201 at Horsted Keynes moved away by 24-Nov-12 for temporary storage at the haulier’s depot at Wishaw, Warwickshire. Plans made to move three cars to a private site at Sellinge in Kent during 2017. TSK 10096 arrived at Sellinge 22-Apr-17 and TCK 11825 followed on 28-Apr-17 and MBS 11201 arrived there from Wishaw 13-May-17.
3143	Unit commenced service 14-Mar-38. Unit damaged about May 1960 (details unknown) and MBS 11203 slightly damaged and repaired at Lancing during overhaul between 9-May-60 and 28-Jun-60. Unit slightly damaged again about August 1968 (details unknown) and repaired at Selhurst between 19-Aug-68 and 22-Aug-68. Unit withdrawn 14-Oct-72 and stored initially at Ford thence to Selhurst for stripping 20‑Jan‑73. After stripping unit hauled to Crystal Palace Feb‑73 before moving for scrapping to T. W. Ward Ltd. Beighton 17‑Feb‑73 from there.
3144	Unit commenced service 16-Mar-38. Unit badly damaged by enemy bombing at Fratton Depot 27‑Apr‑41 and three cars burnt out. MBT 11206 to 3082 from 4-Jun-41, other three cars withdrawn 12‑Nov‑41 when remains of bodies scrapped. A new replacement unit built in 1946 as follows: MBT 11205 (17-Sep‑46). TTK 10098 (Jun‑46) to ‘new’ 3156. TCK 11834 (Jun‑46). MBT 11157 (17-Sep‑46), original ran in 4 RES 3063. TTK 10111 (17-Sep‑46), new number (built to replace restaurant car 12617 of 4 RES 3063). Underframe of 11834 sent for store from Lancing to Farlington 14-May-47 with damaged underframe of MBT 8222 (ex. 1701) mounted upon it, later returned to Lancing by Sep-49. Underframes of damaged original coaches 10098 and 11834 both used as basis of Precast Signal Unit carrying wagons based at Exmouth Junction Concrete Works and renumbered 1902S and 1903S respectively. Both these vehicles transferred to WR stock from 23‑Mar‑63 (disposal details unknown). Underframe of MBT 11205 stored at Lancing until cut-up w/e 22-Mar-52. Unit ran as 4‑BUF in May-57 with TRB 12519 (ex. 3073). Unit became divided between Clandon and London Road, Guildford 4‑Apr‑71 tearing out end of MBS 11205, this vehicle then exchanged with 11112 (ex. withdrawn 3083) from c.12‑Jun‑71. Unit withdrawan 9-Oct-71 and stored initially at Lancing prior to stripping at Selhurst. Moved for scrapping to Bird Group, Long Marston 23‑Feb‑72 from Norwood Yard.
3145	Unit commenced service 21-Mar-38. Unit damaged by enemy bombing at Bognor 11‑Apr‑41 and to Eastleigh 17-Apr-41, released 5-May-41 with MBT 11111 (ex. 3116) replacing MBT 11208 which went to 3148 25-May-45 after repairs. Unit withdrawn 14-Oct-72 and stored initially at Ford, moving to Selhurst 18‑Oct‑72 for stripping, then hauled to Hither Green 30‑Oct‑72 for storage and moved for scrapping to T. W. Ward Ltd. Beighton 7‑Feb‑73 from there, though train spent a while at Brent Yard, forward from there ?‑Feb-73.
3146	Unit commenced service 23-Mar-38. Unit slightly damaged by fire (details unknown) and to Selhurst for repairs between 5-Nov-45 and 14-Nov-45. Unit 3146 appeared in John Schlesinger’s 1961 film ‘Terminus’. Unit damaged when unit in collision with vans at Woking 3‑Apr‑68 and to Eastleigh 14-May-68 for C5 repair. Released 3-Mar-69 and immediately in for C1 overhaul, finally released 18-Apr-69 painted blue. Unit withdrawn 1-Jan-72 and stored initially at Gatwick before moving to Selhurst for stripping c.10‑Mar‑72 thence storage in Norwood Yard. Moved for scrapping to T. W. Ward Ltd. Beighton 10‑Jun‑72 from there.
3147	Unit commenced service 28-Mar-38. Unit at Eastleigh for repairs between 2-Oct-51 and 2-Nov-51 (damaged? – details unknown). Unit damaged at Woking 23‑Dec‑55 when hit by steam train hauled by 32327 and to Eastleigh 20-Jan-56 for repairs. MBT 11212 removed and remaining three cars stored, 11212 then to Lancing 11-Jun-56 and repaired at Lancing using underframe of withdrawn 11082 (ex. 3101 which had been withdrawn after war damage and converted to a flat numbered DS107). Ced at Lancing 13-Jun-56 with remaining three cars arriving 2-Jul-56 these having been overhauled at Eastleigh between 29-May-56 and 29-Jun-56. Whole unit outshopped from Lancing 30-Aug-56. Original underframe of 11212 later cut-up at Eastleigh. MBS 11212 slightly damaged in buffer stop collision in Down Sidings at Streatham Hill 29-Sep-64. Unit in converging collision with D6576 at Lovers Walk 8-Apr-65 and MBS 11212 and both trailers TSK 10101 and TCK 11837 damaged, bodywork of MBS 11212 damaged beyond repair. Unit sent to Micheldever for store pending repairs where MBS 11212 exchanged with damaged 11147 (ex. 3116) from 15-Jul-65 then MBS 11147 and both trailers taken to Eastleigh for repair and overhaul 10-Feb-66 and later formed there with MBS 11171 (ex. disbanded 4 COR[N] 3070) which had also spent time stored at Micheldever and moved to Eastleigh 4-Mar-66. Overhauled unit all painted in blue with blue end livery by 1-Nov-66 but not released until 20-Jan-67. Damaged MBS 11211 remained at Micheldever although not withdrawn until 6-Jul-68, it moved to Eastleigh works for scrapping 1-Apr-69. It is possible that the underframe was re-used once again in repair of 11140 or 11246 (both 3161) which was in works for collision repairs. Unit withdrawn 1-Jan-72 and to Selhurst for stripping and hauled to Micheldever 29‑Feb‑72 for storage. Moved for scrapping to T. W. Ward Ltd. Briton Ferry 27‑Jun‑72 from there.
3148	Unit commenced service 30-Mar-38. Unit badly damaged by enemy action late in 1944 (location unknown) and three cars to Eastleigh for repairs 3-Jan-45, MBT 11213 to Lancing 3-Mar-45 and to 3074 from 23-Jan-46 after repairs. Replaced by 11208 (ex. 3145) and unit released 23-May-45. In Jul‑64 MBS 11214 to 4 PUL 3056 and replaced by 6 PUL MBS 11036 (ex. 3018) from Oct‑64. Unit then ran permanently coupled to unit 3124 (which had been similarly treated) as a fixed eight-car train seating 60 first and 392 second. This eight-car train was 533' 10" long and weighed 341½ tons. Unit reverted to original formation at Selhurst from 15-Jul‑65. Unit had one car slightly damaged in October 1966 (details unknown) and repaired at Selhurst between 2-Nov-66 and 4-Nov-66. Unit withdrawn 4-Dec-71 and stored initially at Gatwick before moving to Selhurst 5‑5‑72 for stripping. Unit moved for scrapping to T. W. Ward Ltd. Beighton 24‑Jun‑72 from Norwood Yard.
3149	Unit commenced service 13-Apr-38. Unit damaged by enemy action (probably at Fratton depot 12-Jun-41) and to Eastleigh for repairs 14-Jun-41. Lesser damaged MBT 11216 and TCK 11839 both to 3112 which was then repaired at Selhurst by 9-Jul‑41. Replaced in 3149 by MBS 11104 and TCK 11802 (both ex. 3112) and repaired unit released 12-Dec-41. Minor interior damage to unit when in buffer stop collision in Farnham Shed 9-Jan-64. Unit withdrawn 1-Jan-72 and to Selhurst for stripping before moving to Beddington Engineers Yard 4‑Feb‑72. Both MBS cars 11104 and 11215 scrapped there by 11‑Nov‑72 using New Cross Gate staff (along with the bodies of both trailers). Both trailer underframes moved to New Cross Gate 23‑Mar‑72 for use as the basis of long-welded-rail carrying wagons, TSK 10103 to DB975532 from 9‑Sep‑72 and TCK 11802 to DB975531 from 19‑Aug‑72 (conversion taking place at Stewarts Lane).
3150	Unit commenced service 6-Apr-38. Unit damaged by enemy action late in 1944 (location unknown) and unit to Eastleigh for repairs 3-Jan-45 and MBT 11218 to ‘new’ 3156 from Jun‑46 after repairs. Replaced by 11239 (ex. 3078) and unit released 9-Apr‑45. Unit withdrawn 1‑Jan‑72 following collision with 4 CIG 7391 at Farnham 28‑Dec‑71. Unit hauled to Selhurst 5‑Feb‑72 for stripping thence to Micheldever c.12‑Jun‑72 for storage. Moved for scrapping to T. W. Ward Ltd. Briton Ferry 4‑Jul‑72, though train recessed en route and still at Margam Yard 4‑Sep‑72.
3151	Unit commenced service 18-May-38. Unit damaged about May 1950 (details unknown) as sent to Eastleigh from 1-Jun-50 until 19-Sep-50 for repairs, then direct to Lancing for overhaul. Unit withdrawn 5-Aug-72 and stored initially at Lancing before moving to Selhurst for stripping. Unit then hauled to Guildford thence Woking 4‑Oct‑72 and on to Micheldever 7‑Oct‑72 before moving for scrapping to T. W. Ward Ltd. Beighton 14‑May‑73 from there.
3152	Unit commenced service 27-Apr-38. Unit damaged in buckled rail derailment on the Quarry line at Merstham 27‑Jun‑49 and repaired at Eastleigh between 8-Aug-49 and 10-Sep-49 then direct to Lancing for overhaul. Unit damaged again about July 1953 (details unknown) as at Lancing for repairs between 9-Jul-53 and 26-Aug-53. Unit withdrawn 1-Jan-72 and to Selhurst for stripping 3‑Jan‑72 and hauled to Micheldever for storage 29‑2‑72. Moved for scrapping to T. W. Ward Ltd. Briton Ferry 30‑May‑72 though not cut-up until Jul‑72.
3153	Unit commenced service 28-Apr-38. Unit slightly damaged by F/B blast (V1) at Streatham Hill 30-Jun-44 and repaired at Lancing between 3-Jul-44 and 6-Jul-44. Unit withdrawn 1-Jan-72 and stored initially at Lancing before moving to Selhurst 25‑Apr‑72 for stripping. Unit stored in Norwood Yard and moved for scrapping to T. W. Ward Ltd, Beighton 10‑Jun‑72 from there.
3154	Unit commenced service 2-May-38. Unit damaged at Waterloo 10‑Jun‑47 when hit by misrouted steam train hauled by 21C8 and stored, moved to Eastleigh 9-Feb-48 for underframe repairs, then transferred to Lancing 8-Apr-48 for further body and underframe repairs which were not completed until 15-Oct-48. Unit to Lancing for overhaul and fire damage repair 3-Jun-59 (details unknown) and released 23-Jul-59. Unit stored at Lancing from 20‑Sep‑72 and withdrawn 14‑Oct‑72. Moved to Selhurst 25‑Apr‑73 for stripping and sent for scrapping to T. W. Ward Ltd. Beighton , moving from Brent Yard c.2‑Jun‑73.
3155	Unit commenced service 4-May-38. TCK 11845 slightly damaged by F/B blast at Waterloo 23-Jun-44, repaired at depot. MBS 11227 and TCK 11845 gangways damaged when unit ‘broke away’ after buffer stop collision in Streatham Hill Sidings 29-Sep-64. Unit withdrawn 1-Jan-72 and stored initially at Gatwick, moving to Selhurst for stripping 4‑Apr‑72. Unit sent for scrapping to T. W. Ward Ltd. Beighton 24‑Jun‑72 from Norwood Yard.
3156	Replacement for withdrawn 4 RES 3058. Unit formed at Durnsford Road Jun-46 and commenced service 8-Jul‑46 using two MBTs ex. war damage repairs and two new trailers built Jun‑46 as follows: MBT 11218 (ex. 3150). TTK 10098, original had run in 3144. TCK 11807, original had run in 3117. MBT 11232 (ex. 3074). Unit withdrawn 1-Jan-72 and to Selhurst 3‑Jan‑72 for stripping thence hauled to Micheldever 28‑Mar‑72 for storage. Moved for scrapping to T. W. Ward Ltd. Briton Ferry 17‑Jul‑72 from there.
3157	Replacement for withdrawn 4 RES 3060. Unit commenced service 15-Oct‑46 using four new vehicles as follows: MBT 11151 (Oct‑46), original had run in 4 RES 3060. TTK 10112 (Sep‑46), new number built to replace TRT 12615 of 3060. TCK 11860 (Jun‑46), new number built to replace TFK 12234 of 3058. MBT 11152 (Oct‑46), original had run in 4 RES 3060. 11860 built as 4 RES TFK 12234 but renumbered 11860 prior to use in 3157. This car initially seated 30 first and 16 third (in the former first class dining saloon now altered to seat one and three aside each side of the off-centre gangway); car weighed 33 tons, giving 3157 a non‑standard seating capacity of 30 first and 188 third and overall weight of 158¾ tons. 11860 later altered to a standard TCK internal layout and unit to standard seating capacity and weight. There is a glimpse of motorcoach 11152 in John Schlesinger's 1961 film 'Terminus' which was filmed at Waterloo station in 1960. Unit withdrawn 1-Jan-72 and to Selhurst for stripping thence hauled to Micheldever 28‑Feb‑72 for storage and moved for scrapping to T. W. Ward Ltd. Beighton 28‑Jun‑72 from there, although train delayed for 10 days at Old Kew Sidings.
3158	Replacement for withdrawn 4 RES 3063. Unit commenced service 29-Jan‑46 using two MBTs and TCK (rebuilt ex. TFK) ex. war damage repairs and a new TTK built Jan‑46 as follows: MBT 11247 (ex. 4 BUF 3082). TTK 10110 (Jan‑46), new number built to replace TRT 12606 of 4 RES 3058. TCK 11861 rebuilt May‑45 from TFK 12232 (ex. 4 RES 3063). MBT 11158 (ex. 4 RES 3063). TCK 11861 seated 30 first and 16 third (in the former first-class dining saloon now altered to seat one and three aside each side of the off-centre gangway); car weighed 33 tons, giving 3158 a non‑standard seating capacity of 30 first and 188 third and overall weight of 158¾ tons. Unit to Lancing for overhaul 14-Feb-64 where TCK 11861 withdrawn 12-Mar‑64 and replaced by 11824 (ex. 3134) so unit to standard capacity and weight when released 3-Mar-64. TCK 11861 to Micheldever 13-Mar‑64 and later to internal user stock - used as office at Brockenhurst from Jun‑66, though moved back to Micheldever for storage 30-Dec-66 by May‑67 until condemned 21‑Oct‑67. Moved to Ashford 4‑Oct‑68 where body cut-up and underframe converted to Crane Runner DS70280 in 1970. Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72. Moved to Selhurst 18‑Sep‑72 for stripping, thence to Hither Green for storage. Both MBSs 11247 and 11158 back at Selhurst by Sep‑73 and held for possible use as Instruction Train (but not so used). After stripping to Micheldever 4‑Dec‑73 thence moved for scrapping by T. W. Ward Ltd (Beighton) 28‑Feb‑74. TSK 10110 and TCK 11824 both scrapped by G Cohen Ltd (Morriston) (4‑Feb‑74 from Micheldever).

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4 COR no. 3149 behind 3107 at Hove in August or September 1963

© Ian Nolan

4 COR Units nos.3159 ‑ 3168

The hybrid 4‑PUL and 4‑COR(N) units formed in January 1964 were obviously only a temporary measure to overcome stock shortages during the delivery of new 4 CIG and 4 BIG stock and by 1965 sufficient numbers of the new units had entered service to enable them to be replaced. This allowed the withdrawal of the remaining 6 PUL and 6 PAN units releasing further trailer vehicles which would allow the 4 PUL and 4 COR(N) units to be reformed as standard 4 COR units.

Of the five 4 PUL sets, two were disbanded and one MBS from each used with two ex. 6 PUL trailers to form ‘new’ unit 3160; the remaining three units had both their existing trailers withdrawn and replaced by ex. 6 PUL and 6 PAN trailers.

One of the 4 COR(N) units was also disbanded and the other six had their former 4 RES dining firsts withdrawn and each replaced by a former 6 PUL TCK. These ten ‘new’ units were classified as 4 COR and renumbered during overhaul at Eastleigh works to continue on from the original number series as units 3159 ‑ 3168.

The internal layout was identical to the original 4 COR units but the former 6 PUL and 6 PAN vehicles had a number of detail differences from the true 4 COR trailers. They were also heavier at 35 tons (6 PUL TSK), 36 tons (6 PUL TCK) or lighter at 31½ tons (6 PAN TSK) each whereas the 4 COR trailers weighed 32¾ tons (TSK) and 32½ tons (TCK). The overall weight of 3159 ‑ 3168 was therefore increased to 160½ tons though 3160 and 3161 which both included two former 6 PUL vehicles were heavier at 164 tons.

The most obvious external difference with these trailers were the ventilation louvres above the door droplights, all original 4 COR/RES/BUF vehicles not having these from new. Former 6 PUL trailers had the unusual double-opening sliding doors between the corridor and compartments and the former 6 PAN trailers had the tall ‘dummy’ window arrangement opposite alternate compartments.

The electrical codes and diagram numbers for the former 6 PUL/PAN codes were also different; TCKs being to diagram No. 2309, code BA‑1A, TSKs being to diagram No. 2010, code BB‑1A.

When formed units were in green livery with small yellow panels; all later being repainted blue with full yellow ends.

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Formation of 4 COR Unit nos.3159 to 3168

The following table lists ‘formed’ dates when units were released from C1 overhaul at Eastleigh, unit formations, and withdrawal dates. Also, code for scrap dealer and date (where units disposed of as complete 4 car sets). Electrical codes allocated to each vehicle from about 1963 are also shown.

Unit no.	New	MBT	TTK	TCK	MBT	Withdrawn	Scrapped	Notes
Diag no.		2114	2010	2307	2114
Code		A-1A	BB-1A	BA-1A	A			Codes from c.1963
3159	15-Oct-65	11159 (3068)	10045 (3068)	11773 (3018)	11160 (3068)	5-Aug-72	Sep-73 W (2)
3160	22-Oct-65	11149 (3059)	10007 (3016)	11764 (3016)	11153 (3056)	1-Jan-72	Jul-72 F
3161	8-Jul-66	11177 (3054) 11140	10003 (3003)	11765 (3005) 11828 ^7	11140 (3054) 11246	9-Oct-71	Feb-72 B	^7Standard 4 COR TCK, Diagram no.2309, Code BA.
3162	17-Jun-66	11142 (3055)	10053 (3037)	11755 (3003)	11141 (3055)	9-Oct-71	Feb-72 B
3163	24-Jun-66	11145 (3057) 11249	10054 (3037)	11788 (3008)	11146 (3057)	6-May-72	Jan-73 C
3164	6-May-66	11155 (3065)	10034 (3065)	11787 (3008)	11156 (3065)	6-May-72	See notes
3165	17-Jun-66	11163 (3066)	10033 (3066)	11752 (3013) 11751 11795 ^8	11164 (3066)	6-May-72	Jan-73 C	^8Standard 4 COR TCK, Diagram no.2309, Code BA.
3166	6-May-66	11165 (3067)	10046 (3067)	11751 (3013) 11752	11166 (3067)	9-Oct-71	Feb-72 B
3167	13-Jun-66	11169 (3069)	10042 (3069)	11784 (3001)	11170 (3069)	1-Jan-72	Sep-72 F
3168	22-Jul-66	11173 (3071)	10044 (3071)	11776 (3007)	11174 (3071)	1-Jan-72	Jul-72 W

Key letter codes for Scrap Dealers
B	Bird Group (Long Marston).
C	G. Cohen Ltd (Morriston).
F	T. W. Ward Ltd (Briton Ferry).
N	J. Cashmore Ltd (Newport).
T	T. J. Thomson (Stockton).
W	T. W. Ward Ltd (Beighton).

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Individual Unit Notes nos.3159 ‑ 3168

3159	Unit formed at Eastleigh Aug-65 and released 15-Oct-65. MBS 11159 damaged in derailment at Brighton (Lovers Walk) 25‑Jul‑72 with unit moved to Lancing for storage and withdrawn 5‑Aug‑72 thence to Selhurst for stripping. MBSs moved to Hither Green 24‑Oct‑72 thence to Brent Yard 1‑Aug‑73 en-route for scrapping by T. W. Ward Ltd (Beighton) Sep‑73. TSK 10045 later scrapped by A King, Snailwell, moving from Derby 22‑May‑75. TCK 11773 sold for preservation and TSK 10045 sent from Selhurst to Derby RTC 31‑Oct‑72 for use as an ‘Air Brake test coach’ at Derby Research Centre (replacing 2 BIL 2037) though not renumbered into the departmental series. TCK 11773 subsequently moved to the Ashford Steam Centre 8‑Dec‑72 thence to the Nene Valley Railway along with other 4 COR vehicles from the preserved unit 3142. However, car then moved by rail to the Swindon & Cricklade Railway, arriving there in May-84 (noted at Swindon 5‑May‑84). Now in very poor condition moved by road to the Swanage Railway and eventually scrapped at there during May-97. The bogies and buffers were recovered and taken to St Leonards Railway Depot in Jan-02 for use as spares on preserved ‘3142’.
3160	Cars for ‘3160’ formed-up at Lovers Walk and sent to Eastleigh and taken-in for overhaul 23-Aug-65 and released 22-Oct-65. Unit included two ex. 6 PUL trailers and weighed 164 tons. Unit withdraw 1-Jan-72 and to Selhurst for stripping and hauled to Micheldever 29‑Feb‑72 for storage. Moved for scrapping to T. W. Ward Ltd. Briton Ferry 27‑Jun-72 from there.
3161	Unit formed at Eastleigh 31-May-66 and released 8-Jul-66. Unit included two ex. 6 PUL trailers and weighed 164 tons. Unit in collision with 4 BUF 3081 at Wimbledon Park about October 1968 and MBS 11140 damaged. 11177 exchanged with damaged 11246 (ex. 3081) and unit to Eastleigh 26-Feb-69 for repair and overhaul. Possible that underframe from withdrawn 11212 (ex. 3147) was used in the repair of one of these MBS cars. Unit released 8-Aug-69 now painted blue. TCK 11765 slightly damaged about December 1969 (details unknown) and exchanged with 11828 (ex. 3138) about Jan-70, unit now weighing 160½ tons. Unit withdrawn 9-Oct-71 and stored initially at Lancing before moving to Selhurst for stripping. Moved for scrapping to Bird Group, Long Marston 16‑Feb‑72 from Norwood Yard.
3162	Cars for ‘3162’ formed-up at Lovers Walk Mar-66 and sent to Eastleigh and taken-in for overhaul 5-May-66 and released 17-Jun-66. Unit withdrawn 9-Oct-71 and initially stored at Lancing. After stripping at Selhurst unit moved for scrapping to Bird Group, Long Marston 23‑Feb‑72 from Norwood Yard.
3163	Unit to Eastleigh 2-Aug-67 (damaged as a C5 repair?) and released 27-Oct-67 still painted green. MBS 11145 defective c.Aug‑70 and exchanged with 11249 ex. withdrawn 4 BUF 3078. Unit stored at Lancing from 29‑Apr‑72 and withdrawn 6‑May‑72, moving to Gatwick 4‑Sep‑72. Unit hauled to Horsham for further storage 22‑Sep‑72 thence to Selhurst for stripping c.11‑Nov‑72. Unit hauled to Micheldever for storage 4‑Dec‑72 and moved for scrapping to G. Cohen Ltd. Morriston 23‑Jan‑73 from there.
3164	Unit slightly damaged about December 1968 (details unknown) and sent to Eastleigh 1-Jan-69 for C3 overhaul and repair. Released 16-Jan-69 in blue livery. Upon withdrawal unit to Selhurst for stripping, hauled to Clapham Junction 10‑May‑72 and on to Micheldever 27‑May‑72. Both MBSs 11155 and 11156 moved for scrapping 22‑Feb‑73 to J Cashmore Ltd (Newport), TSK 10034 and TCK 11787 moved for scrapping 14‑May‑73 to G Cohen Ltd (Morriston) formed into unit 3119 as 6‑car for the move.
3165	Unit to Eastleigh 10-Oct-68 for C3 overhaul and TCK 11752 exchanged with 11751 (ex. 3166) when unit released 20-Dec-68 in blue livery. TCK 11751 defective and exchanged with 11795 (ex. withdrawn 3105) c.Mar‑72 and unit now weighed 157 tons. Unit stored at Barnham from 30‑4‑72 and withdrawn 6‑May‑72 and moved to Selhurst for stripping c.21‑Jul‑72. Hauled to Micheldever 2‑Sep‑72 and moved for scrapping to G. Cohen Ltd. Morriston 9‑Jan‑73 from there.
3166	Unit to Eastleigh 26-Oct-68 for C3 overhaul and TCK 11751 exchanged with 11752 (ex. 3165) when unit released 20-Dec-68 in blue livery. Unit withdrawn 9-Oct-71 and initially stored at Lancing before moving to Selhurst for stripping. Moved for scrapping to Bird Group, Long Marston 16‑Feb‑72 from Norwood Yard.
3167	Unit withdrawn 1-Jan-72 and to Selhurst 3‑Jan‑72 for stripping thence hauled to Micheldever 28‑Mar‑72 for storage. Moved for scrapping to T. W. Ward Ltd. Briton Ferry 17‑Jul‑72 from there (although unit still in Margam Yard 4‑Sep‑72).
3168	Unit withdrawn 1-Jan-72 and to Selhurst for stripping thence hauled to Micheldever 28‑Feb‑72 for storage; moving for scrapping to T. W. Ward Ltd. Beighton 28‑Jun‑72 from there (although train delayed for 10 days at Old Kew Sidings).

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4 GRI Units nos.3086 ‑ 3088

Three 4 RES units 3056/65/68 had their kitchen seconds extensively rebuilt from April 1961 as griddle cars similar to the vehicles in the new Clacton line units which were being introduced at this time. The rebuilt cars consisted of a short central gangway separating a staff lavatory and storage cupboard which led into the buffet saloon with seating for 12 at four tables, those to one side of the gangway having four seats, those to the other only two.

There was an emergency unglazed door located between the two four-seat tables and a service door on the opposite side of the car directly opposite the buffet counter. Then followed the buffet and kitchen area with the buffet counter at the saloon end, the kitchen in the middle of the vehicle and a small bar facing onto a bar saloon with seating for 14 arranged in small bays around the perimeter and another short centre gangway separating two storage areas.

There were two public access doors along this corridor one opposite the kitchen, the other by the bar area. There was one public door on the other side of the car by the bar counter and a further service door was provided directly into the rear of the kitchen area, giving a total of three along each side of the car (of which only two were available to passengers on one side and one the other).

These 26 seats were unclassified and the modified vehicles weighed 34 tons reducing the overall unit weight to 160 tons.

The former dining saloon in the trailer first was now regarded as ordinary first class seating when there was no buffet service, so this car now seated 42 first and the unit total was therefore altered to 42 first, 104 second and 26 unclassified in the griddle car.

These vehicles were allocated electrical codings from about 1963 and the revised diagram number of the griddle car was 2572.

All three of the donor units ran for a while in late 1961 as 3-car units, usually in pairs as a 6-car train, though unit 3056 was then damaged in a collision at Wimbledon Park 29-Nov-61 and sent to Eastleigh for repairs.

After rebuilding, the griddle cars did not return to their original unit and they included many BR standard fittings including new double-glazed windows (three on the corridor and one on the kitchen side being of shallower depth than usual) and at the time of withdrawal (20^th November 1971) were effectively less than ten years old. They were also marked with a red cantrail band, the first catering cars apart from the BEP units to be so marked.

The units re-entered service in their new forms as follows:

3068 Jan‑62,

3065 Apr‑62 (newly converted griddle car ran briefly in 3069 from c.Feb‑62 to Apr‑62),

3056 Nov‑62.

Early workings (using the first two units) were the 11.50am and 12.50pm Waterloo to Portsmouth and the 2.20pm and 3.20pm return workings, with Saturday workings from Portsmouth at 10.50am, 1.50pm and 2.50pm and the 12.50pm down to Portsmouth with two ECS workings from Waterloo during the afternoon, one to Wimbledon Park and the other to Farnham depot.

When the remaining 4 RES units were converted to 4 PUL or 4 COR(N) units in January 1964, 3056/65/68 were reclassified as 4 GRI units from 4^th January 1964 and renumbered 3086/87/88 respectively. They remained at work on the Portsmouth Direct route alongside 4 BUF units, although they did work occasionally on the Central section.

All three units were later repainted into all-blue livery with full yellow ends (3086 in Sep‑69, 3087 in Apr‑67 and 3088 in Feb‑69) the griddle cars then being lettered ‘Griddle’ at the buffet end and ‘Buffet’ at the bar end of the coach.

These units outlasted the 4 BUFs in traffic and were (along with non-standard cafeteria car unit 3072) the last remaining ‘Portsmouth’ stock with catering facilities.

Unit 3087 was damaged about July 1968 (details unknown, possible collision with 2644?) and repaired at Selhurst between 26-Jul-68 and 13-Aug-68, then received further damage to TGS 12602 about August 1970 (again details unknown) and unit sent to Eastleigh 28-Aug-70 for C5 repair, released after a repaint 7-Nov-70.

These four units were transferred to the Central section from 1^st November 1970 and were last used on 30^th April 1971, units 3086 and 3087 having been used on a farewell tour on 8^th February 1971. All three units were moved from Lovers Walk to Ford on 1^st May 1971 for storage before moving on to Gatwick (8^th May 1971) being stored there out of use until official withdrawal of all three units on 20^th November 1971. All three were then hauled to Selhurst for stripping c.27^th November 1971.

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Formation of 4 GRI Unit nos.3086 to 3088

Unit no. Diag no.	MBS 2114	TGS 2572	TFK 2505	MBS 2114	Withdrawn	Sent for scrapping	Notes
Code	A-1A	BC-2B	BD	A			Codes from c.1963
3086	11143 (3056)	12605 (3065)	12245 (3056)	11144 (3056)	20-Nov-71	9-Jun-72
3087	11202 (3065)	12602 (3068)	12237 (3065)	11162 (3065)	20-Nov-71	20-Jan-73*	* Date taken into departmental stock as unit 054.
3088	11167 (3068)	12609 (3056)	12240 (3068)	11168 (3068)	20-Nov-71	9-Jun-72

Departmental unit 054

Unit no. Diag no.	MBS 2114	TGS 2572	TFK 2505	MBS 2114	Withdrawn	Sent for scrapping	Notes
Code	A-1A	BC-2B	BD	A			Codes from c.1963
054	ADB975258	ADB975257	ADB975256	ADB975255	23-Nov-74	6-Jun-75	Former unit 3087

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Individual Unit Notes nos.3086 ‑ 3088

3086	Unit withdrawn 20-Nov-71 and TFK 12245 sent from Selhurst to Hoo Junction c.Dec‑71 where body broken-up and underframe returned to Stewarts Lane for conversion, being used as basis for long-welded-rail carrying wagon DB975528. MBSs 11143 and 11144 and TGS 12605 all hauled from Selhurst to Shalford 13‑Jan‑72 for storage, moving to Salisbury 1‑Jun‑72 and forward for scrapping to T. W. Ward Ltd (Briton Ferry) 9‑Jun‑72 (although still in Margam Yard later that month).
3087	Unit withdrawn 20-Nov-71 and ran under own power from Selhurst to Eastleigh 5‑Feb‑72 and then used for pressure heating /ventilation tests in the buffet car in connection with the new PEP stock. Unit taken into departmental stock 20‑Jan‑73. Unit stored at Micheldever after withdrawal and moved to T W Ward Ltd (Beighton) 6‑Jun‑75 for scrapping.
3088	Unit withdrawn 20-Nov-71 and hauled from Selhurst to Shalford 13‑Jan‑72 for storage, moving to Salisbury 1‑Jun‑72 and forward for scrapping to T. W. Ward Ltd (Briton Ferry) 9‑Jun‑72 (although still in Margam Yard later that month).

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4 PUL Units nos.3054 - 3059 &
4 COR(N) Units nos.3065 - 3071

A major stock reshuffle took place in January 1964 between Friday 3^rd and Monday 6^th. This involved downgrading many services with advertised catering facilities to Buffet or Minibuffet status, removing all the restaurant facilities. It brought spare 4 CEP and 4 BEP units from the South Eastern Division’s ‘Boat Train Pool’ into regular service on the Victoria to Portsmouth /Bognor route, displacing a number of 4 COR and nine 4 BUF units which were moved to the South Western Division to work on the Waterloo to Portsmouth line.

This left the twelve then remaining 4 RES units without employment as they were displaced by 4 BUF units on the Portsmouth Direct route. These units were briefly stored before being taken to Lovers Walk for reforming over three weekends. Stored units came from Ford (3054+3062+3066) first weekend, and two trains from Haywards heath/Balcombe middle weekend (3055+3064+3067 and 3061+3069+3070) and finally 3057+3059+3071 from Peckham Rye the final weekend, uncertain exactly which locations these last three trains were stored at.

The trailer restaurant seconds were withdrawn (officially from 25^th January 1964) and the units were all reformed with trailers from disbanded 6 PUL and 6 PAN units, five 6 PUL and three 6 PAN units coming out of service as the last phase of the stock reshuffle.

These 6 PUL and 6 PAN units being the units with motorcoaches in the worst condition with some equipment from them being removed for inclusion in the new 4 CIG and 4 BIG units being constructed at York.

The 4 RES units involved were 3054/55/57/59/61/62/64/66/67/69/70/71 and the first five became 4 PUL units 3054 ‑ 3057/59 with unit 3061 being renumbered as 3056. The remaining seven became 4 COR(N) units 3065 – 3071 with unit 3062 being renumbered as 3065 and unit 3064 becoming 3068.

The reason for the ‘(N)’ suffix on the 4-COR (N) is understood to have been provided in order to emphasise the units’ lack of catering facilities; up to that point all units with numbers beginning 30xx had some form of catering.

The 4 PUL units included a former 6 PUL composite Pullman car which seated 12 first and 16 second; these weighed 43 tons. The former dining area in the 4 RES TFK was now regarded as ordinary first class seating and this car therefore seated 42 first so that the overall unit seating capacity was now 42 first and 104 second plus 12 first and 16 second in the Pullman car. The overall weight was now 169 tons and each unit was 267' 0" long.

In the 4 COR(N) units the TRS was replaced by a former 6 PAN TSK which seated 68 second and weighed 31½ tons. The former dining area was again now regarded as ordinary first class seating so the overall unit capacity was 42 first and 172 second. Overall unit length was unchanged at 264' 6" but the weight was reduced to 157½ tons.

These units were used on the Central Division, mainly on Victoria to Littlehampton services through 1964 and into 1965 and enabled (for the first time) formation of twelve car trains with all cars having access to the Pullman car.

When these units were again displaced by new 4 CIG and 4 BIG stock all were reformed again into standard 4 COR formation using 6 PUL and 6 PAN trailers. Reclassified as 4 COR they became unit numbers 3159 ‑ 3168.

However, in October 1964 two units each had one MBS removed (to be used in ‘Push‑Pull’ tests) and were replaced by MBSs from standard 4 COR units, this being done as the former RES cars were in poorer internal condition. As a consequence units 3056 and 3059 were disbanded with the two 4 COR MBSs returning to their original units and the remaining two ex. 4 RES MBSs being used together to form part of ‘new’ unit 3160.

Unit 3070 was also disbanded so that only ten ‘new’ 4 COR units were formed from the twelve 4 PUL and 4 COR(N) units.

Most units were out of use by early 1966 and units 3065/7 were sent to Eastleigh for reforming in February whilst units 3055/7/66 were stored at Ford for a while before going to Eastleigh in late March 1966.

Units 3054/69/71 were retained serviceable as a spare train (used 24^th March 1966) until they also went to Eastleigh in June 1966.

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Formation of 4 PUL Units nos.3054 to 3059

Unit no. Diag no.	Date	MBS 2114	TCP (Sch. No.)	TFK 2505	MBS 2114	Disbanded	New No.	Notes
Code		A-1A	?	BD	A			Codes from c.1963
3054	Jan-64	11177	Clara (3020)	12248	11140	Jun-66	3161	Clara - Pullman schedule no.269
3055	Jan-64	11142	Gwladys (3017)	12246	11141	Mar-66	3162	Gwladys - Pullman schedule no.272
3056	Jan-64	11153 (3061)	Ethel (3018)	12233 (3061)	11154 (3061) 11214	Jun-65	3160	Ethel - Pullman schedule no.270
3057	Feb-64	11145	Elinor (3004) Lorna (3008)	12247 12276 ^9 (3037)	11146	Mar-66	3163	^9 Former 6 PAN TFK Diagram 2506. Elinor - Pullman schedule no.295 Lorna - Pullman schedule no.277
3059	Feb-64	11149	Enid (3014) Alice (3009)	12242	11172 11128	Jun-65	3160	Enid Pullman schedule no.296 Alice Pullman schedule no.271

Formation of 4 COR(N) Units nos.3065 to 3071

Unit no. Diag no.	Date	MBS 2114	TSK 2010	TFK 2505	MBS 2114	Disbanded	New No.	Notes
Code		A-1A	BB	BD	A			Codes from c.1963
3065	Mar-64	11155 (3062)	10034 (3027)	12235 (3062)	11156 (3062)	Feb-66	3164
3066	Jan-64	11163	10033 (3027)	12238	11164	Mar-66	3165
3067	Jan-64	11165	10046 (3033)	12239	11166	Feb-66	3166
3068	19-Jan-64	11159 (3064)	10045 (3033)	12236 (3064)	11160 (3064)	24-Aug-65	3159
3069	Jan-64	11169	10042 (3031)	12241	11170	Jun-66	3167
3070	Feb-64	11171	10041 (3031)	12250	11229	c.May-65	601
3071	Feb-64	11173	10044 (3014)	12243	12274	Jun-66	3168

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Individual Unit Notes nos.3054 ‑ 3059

3054	Unit disbanded Jun‑66 and Pullman Car Clara withdrawn 2‑Jul‑66, TFK 12248 to loose stock. Replaced by TSK 10003 (ex. 6‑PUL 3003) and TCK 11765 (ex. 6 PUL 3005) and unit reclassified as 4 COR numbered 3161. Both Clara and 12248 stored at Hove by Aug‑66, Clara being moved to A. King, Wymondham for scrapping 24‑Sep‑66. TFK 12248 at Selhurst by Jul‑67, condemned 21‑Oct‑67 and scrapped by Armytage Ltd. Sheepbridge arriving 27‑Apr‑68, moving from Hove. Car cut-up 7‑May‑68.
3055	Unit (with 3070) slightly damaged when struck by 7109 in Back Road at Littlehampton 2-Jan-65, to Selhurst for repairs between 6-Jan-65 and 8-Jan-65. Unit disbanded 19/20-Mar‑66 at Lovers Walk and both trailers moved to Hove 21‑Mar‑66. Pullman Car Gwladys withdrawn 26‑Mar‑66 and moved to A. King Ltd, Wymondham 24‑Sep‑66 for scrapping. TFK 12246 to loose stock until condemned 21‑Oct‑67 and scrapped by Armytage Ltd. Sheepbridge arriving 4‑May‑68, moving from Andover. Car cut-up 25‑May‑68. Replaced by TSK 10053 (ex. 6 PAN 3037) and TCK 11755 (ex. 6 PUL 3003) with unit reclassified as 4 COR 3162.
3056	Unit formed 28-Jan‑64 with 4 RES vehicles (renumbered from unit 3061) and 6 PUL Pullman Car Ethel (ex. 3018). MBS 11154 to Push‑Pull tests from 9-Jul‑64, then moved Lovers Walk to Hassocks 10-Oct-64 and later to Eastleigh 11-Jan-65 for conversion and use in 6 TC 601 from May‑65 and replaced by 11214 (ex. 3148). Unit disbanded at Durnsford Road 15-Jul‑65 and 11214 returned to 3148. MBS 11153 to 4 COR 3160 from 8-Aug‑65 after being sent to Lovers Walk where unit formed-up with MBS 11149 (ex. 3059) and TSK 10007 and TCK 11764 (both ex. 3016) and sent to Eastleigh for overhaul arriving 23-Aug-65. Pullman Car Ethel and TFK 12233 both moved to Hassocks for storage 24‑Jul‑65. Ethel withdrawn 30‑Oct‑65 and moved for scrapping 4‑Jun‑66 from there to A. King Ltd, Wymondham. TFK 12233 to loose stock and stored until condemned 21‑Oct‑67 and moved from Hassocks for scrapping to Armytage Ltd, Sheepbridge arriving 6‑Apr‑68; cut-up 12‑Apr‑68.
3057	Unit involved in ‘breakaway’ between Pullman Car Elinor and TFK 12247 on Cliftonville Spur 9-Feb-66 and both damaged, unit to Hove for reform and Elinor and 12247 both exchanged with Pullman Car Lorna (ex. 6 PUL 3008) and TFK 12276 (ex. 6 PAN 3037). This car had all first class seating in compartments, weighed 31 tons and was 59’ 0” long giving unit a non-standard length of 262’ 8” and weight of 168 tons. Elinor withdrawn 12‑Feb‑66 and TFK 12247 to loose stock, both moved to Hove for storage 21‑Mar‑66. Replaced by Pullman Car Lorna (ex. 6 PUL 3008) and TFK 12276 (ex. 6 PAN 3037). This car had all first class seating in compartments, weighed 31 tons and was 59' 0" long, giving unit a non-standard length of 262' 8" and weight of 168 tons. Elinor moved to Chichester 26‑May‑66 and on for scrapping to Bird Group, Bynea 1‑Jun‑66, whilst 12247 moved to Selhurst by Jul‑67 and condemned 21‑Oct‑67. Unit disbanded 19/20-Mar‑66 at Lover4s Walk and both trailers removed and replaced by TSK 10054 (ex. 6 PAN 3037) and TCK 11788 (ex. 6 PUL 3008) and unit to Eastleigh for overhaul 5-May-66 and released as 4 COR 3163 24-Jun-66. Pullman Car Lorna withdrawn 26‑Mar‑66 and sold for scrapping 24-Sep-66 to A. King Ltd, Wymondham c.Oct‑66. TFK 12276 stored as loose stock until withdrawn 21‑Oct‑67 being scrapped (along with 12247 above) at Armytage Ltd, Sheepbridge; 12247 sold 20-Apr-68 moving from Hove arriving 27‑Apr‑68 /cut-up 14‑May‑68 and 12276 sold 27-Apr-68 moving from Andover arriving 4‑May‑68 /cut-up 11‑May‑68. Replaced by TSK 10054 (ex. 6 PAN 3037) and TCK 11788 (ex. 6 PUL 3008) with unit reclassified as 4 COR and renumbered 3163.
3059	Unit formed 4-Feb‑64 with Pullman Car Enid (ex. 6 PUL 3014). MBS 11172 to Push‑Pull tests from 9-Jul‑64 and replaced by 11128 (ex. 3124). Pullman Car Enid displaced 13-Oct‑64 due to poor condition and moved to Micheldever for storage, withdrawn 22-May-65 and sold to P. Woods 24-Oct-65 c/o Slag reduction, Ickles, moving from Andover 16-Oct-65. Replaced in 3059 by Pullman Car Alice (ex. 3009). Unit disbanded at Durnsford Road 15-Jul‑65 and MBS 11128 returned to 3124. MBS 11149 to ‘new’ 4 COR 3160 Aug‑65 after having batteries fitted and sent to Lovers Walk where unit formed-up with MBS 11153 (ex. 3056) and TSK 10007 and TCK 11764 (both ex. 6 PUL 3016) and sent to Eastleigh for overhaul arriving 23-Aug-65. Pullman Car Alice to 6 PUL 3041 at Lovers Walk from 20-Jul-65 Nov‑65. TFK 12242 stored at Hassocks from 24‑Jul‑65 as loose stock until condemned 21‑Oct‑67; moved for scrapping to Armytage Ltd, Sheepbridge arriving 6‑Apr‑68 and cut-up 12‑Apr‑68.

Individual Unit Notes nos.3054 ‑ 3059

3065	Unit formed 17-Jan‑64 with 4 RES vehicles (renumbered ex. unit 3062) and TSK 10034 (ex. 6 PAN 3027). Unit reformed at Lovers Walk 12/13-Mar‑66 and TFK 12235 removed and replaced by 6 PUL TSK 11787 (ex. 3008) and unit moved to Eastleigh 22-Mar-66 for C3 overhaul, released 11-May-66 as 4 COR 3164. TFK 12235 stored as loose stock, moving to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and sent to Ashford where body broken-up and underframe used for Crane Runner DS70281.
3066	Unit reformed at Lovers Walk 12/13-Mar-66 and TFK 12238 removed and replaced by 6 PUL TCK 11752 (ex. 3013) and unit moved to Eastleigh 6-May-66 for C1 overhaul, released 17-Jun-66 as 4 COR 3165. TFK 12238 stored as loose stock, moving to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and scrapped at Armytage Ltd, Sheepbridge (arriving 27‑Apr‑68) moving from Hove. Car cut-up 9‑May‑68.
3067	MBS 11166 slightly damaged when struck by open door on passing van train at Hassocks 10-Dec-64 and repaired at Lovers Walk. Unit reformed at Lovers Walk 12/13-Mar‑66 and TFK 12239 removed and replaced by 6 PUL TSK 11751 (ex. 3013) and unit moved to Eastleigh 22-Mar-66 for C3 overhaul, released 11-May-66 as 4 COR 3166. TFK 12239 stored as loose stock, moving to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and scrapped at Armytage Ltd, Sheepbridge (arriving 27‑Apr‑68) moving from Hove. Car cut-up 8‑May‑68.
3068	Unit formed 27‑Jan‑64 with 4 RES vehicles (renumbered ex. 3064) and TSK 10045 (ex. 6 PAN 3033). Unit disbanded at Micheldever 19-‑Aug‑65 at Lancing and TFK 12236 stored as loose stock there until condemned 21‑Oct‑67 and sold for scrapping 6-Apr-68 to Armytage Ltd, Sheepbridge, moving 10‑Apr‑68 (arriving 28‑May‑68 /cut-up 12‑Jun‑68). Remaining three cars moved from Micheldever to Eastleigh 24-Aug-65 for overhaul where TFK 12236 was replaced by 6 PUL TCK 11773 (ex. 3018) and unit reclassified as 4 COR 3159 and released 15-Oct-65.
3069	Unit reformed at Lovers Walk 5-May‑66 and TFK 12241 removed and replaced by 6 PUL TCK 11784 (ex. 3001) and unit moved to Eastleigh 17-May-66 for C1 overhaul, released 13-Jul-66 as 4 COR 3167. TFK 12241 stored as loose stock, initially at Hove and moved to Selhurst by Jul‑67 until condemned 21‑Oct‑67 and sold for scrapping 20-Apr-68 to Armytage Ltd, Sheepbridge (arriving 27‑May‑68) moving from Hove. Car cut-up 7‑Jun‑68.
3070	Unit (with 3055) damaged when struck by 7109 in Back Road at Littlehampton 2-Jan-65 and damaged throughout. Unit to Eastleigh arriving 18-Jan-65 and disbanded there. MBS 11229 and TSK 10041 for overhaul and conversion for use in 6 TC 601. TFK 12250 and MBS 11171 both stored as loose stock at Micheldever, TFK 12250 condemned 21‑Oct‑67 and sold for scrapping 6-Apr-68 to Armytage Ltd, Sheepbridge (moving 10‑Apr‑68 /arriving 27‑May‑68 /cut-up 6‑Jun‑68). MBS 11171 returned to Eastleigh for repair and overhaul 4-Mar-66 and released as part of 3147 from 20-Jan‑67.
3071	Unit reformed at Lovers Walk 5-May‑66 and TFK 12243 removed and replaced by 6 PUL TCK 11776 (ex. 3007) and unit to Eastleigh 18-May-66 for C1 overhaul, released 21-Jul-66 as 4 COR 3168. TFK 12243 stored as loose stock until condemned 21‑Oct‑67 and sold for scrapping 20-Apr-68 to Armytage Ltd, Sheepbridge (arriving 27‑Apr‑68) moving from Hove. Car cut-up 3‑May‑68.

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Thanks go to research author John Atkinson, webpage editorial and additional research from historian C. Watts and historian Glen Woods along with the many photographers listed below their images.

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