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
Southern Railway
6 PAN
(Nos. 3021-3037)
|
6 PAN unit no.3025 accompanied by 6
PUL unit no.3012 approach Hassocks form the 5.0pm London Bridge to Brighton
evening peak hour service on Wednesday, 8th July 1964. Note the SR
concrete ballast box in the foreground and ‘north end’ crossover &
siding. From the
formation it is believed car 11067 is the
leading motorcoach. |
Extension to Brighton Line Electrification
Following the successful
introduction of electric trains on the main line to Brighton &
West Worthing in January 1933, the Southern Railway pressed on with
further expansion of the system, with a further extension of the suburban
network from Bickley via Swanley to Sevenoaks and from Orpington to Sevenoaks,
this scheme being completed in January 1935. Rolling stock authorised for this
scheme was in the form of further three-coach motor and two-coach trailer units
of the usual suburban type, once again with reconditioned steam stock bodies
mounted onto standard underframes and converted to electric traction.
The momentum of main line
electrification was also maintained, the next lines for conversion being those
from Keymer Jct (near
Haywards Heath) to Lewes, Eastbourne and Hastings, the branch lines from
Lewes to Seaford, Haywards Heath to Horsted Keynes
and the line from Brighton to Lewes. At Hastings, electrification was carried
through to Ore (the first station on the Ashford line) where space existed for
the erection of a four-road carriage shed; each road being capable of holding a
twelve-coach train under cover.
Infrastructure
Improvements
This scheme covered 133½
track miles at an estimated cost of £1,750,000 and involved track layout
changes at Eastbourne where platforms were lengthened to 820', layout
simplification at Polegate and easing of the sharp curve on the London
platforms at Lewes to remove tight clearances whilst enabling platform
extension works. Various other stations had platform extensions and were
equipped with electric lighting, whilst some additional sidings were
electrified in the London area at both Victoria and New Cross Gate to
provide berthing space for further electric trains.
The power supply
arrangements had worked well on the Brighton & Worthing scheme and this
style of unattended substations overseen from a control room had been followed
for the first time in the suburban area with the Sevenoaks scheme (and its
control room at Swanley) was used again for this scheme. The control room at
Three Bridges was expanded to control a further eleven substations covering the
lines to Seaford & Eastbourne, whilst a new control room was opened at Ore
and controlled five substations between there and Eastbourne. This Ore control
room, located at one end of the electrified network was ideally placed for
further expansion of the system when the lines to Ashford & Tonbridge (via
Battle) were to be completed. However, due to the intervention of the war these
schemes did not take place during the lifetime of the Southern Railway.
New Rolling
Stock
Three different types of
rolling stock were ordered for these lines in March 1934, H.O.805 for seventeen
6-car corridor units (6 PAN) numbered 2021 ‑ 2037 for the
express trains, H.O.806 for ten 2-car corridor units (2 BIL) numbered
1891 ‑ 1900 for semi-fast trains and H.O.807 for thirty-two
2-car non‑gangwayed units (2 NOL) numbered
1824 ‑ 1855 for the stopping services.
The 2 BIL units were
of a new design with two cars both with full-length side corridors giving
lavatory access, whilst the 2 NOL units were identical to those provided
for the Brighton to Worthing local trains in the 1933 scheme.
The 6 PAN express units (nos.2021-2037,
later renumbered to 3021-3037) were similar in concept to the 6-car units
provided for the Brighton /Worthing scheme but no Pullman car was provided,
though a small pantry area in one of the trailers allowed provision of a
limited refreshment service. From the outset of this scheme, the 6 PAN
units were diagrammed to be mixed with the earlier 6 PUL units, working
also to Brighton and Worthing (later Littlehampton) whilst Pullman car trains worked
through to Eastbourne and Ore.
|
6 PAN motorcoach
11067 for unit no.3025 at the Metropolitan Cammell Carriage, Wagon & Finance Company Ltd (trading as Metro-Cammell) Washwood Heath works in February /March 1935. Note the
lined-livery side-buffers, drawhook & coupling,
although the standard-type gangway has yet to be fitted. © Metro-Cammell |
Unit Formation
The motorcoaches for the
new units were built equally by BRCW (nos.11047 - 11063) and Metro-Cammell (nos.11064 - 11080), whilst the trailers were
constructed at Eastleigh on underframes from Lancing. As in the 6 PUL
units, the motorcoaches were again of all-steel construction and the trailers
were steel panelled on a hardwood frame with timber and canvas roofs. The
formation of the 6 PAN units differed from that of the 6 PUL units
and comprised a motorcoach at each end of the unit flanking a trailer third, thence
a Trailer First with a pantry section for the service of light refreshments (which
replaced the Pullman car facilities of the earlier units adjacent to an
ordinary trailer first).
Overall unit length was
392' 2" and weight was 243¼ tons (unit nos.2036 & 2037
weighed 246½ tons) and each seated seventy-two first-class and two hundred
& forty third-class. The underframes for the trailers were to order
No. HO 4441, the bodies being to order No.805. These units were
fitted from new with conventional leaf sprung trailer bogies, not the
equalising beam variety fitted to the 6 PUL and 5 BEL units, though
pantry cars 12517 & 12518 had the equalising beam version until
standardised in 1957. However, motorcoaches had identical equalising beam
bogies to the older units, though some of these were rebuilt with leaf springs
during the late 1950's.
Motor Coaches
The motorcoaches were
identical in internal layout to those in the 6 PUL units being constructed
on similar box girder underframes without any lower trussing and the electrical
equipment was also the same except that the motors were Metro-Vick types, not
BTH though similar Metro-Vick control gear was provided.
There were detail differences,
principally that the sidelights were fixed and had sliding ‘Airstream’
ventilators above them (rather than the full-drop patent balancing type fitted
to the 6 PUL vehicles) and were mounted in aluminium window pans. These cars
again seated fifty-two third-class, weighed 59 tons, and were
66' 2¾" long over buffers and were to diagram No. 2107.
Smoking was permitted in
the 3½ bay saloon adjacent to the guard's van.
Corridor Thirds
The Corridor Thirds (TTK)
were also identical in internal layout to those in the 6 PUL units and
seated sixty-eight third-class in 8½ compartments. However, at
31½ tons they weighed less and were 63' 6" long over bodies,
again being 66' 2¾" long over buffers. They differed from the
6 PUL vehicles by only having one sliding door separating the compartment
from the side corridor, also the 'dummy' doors found opposite alternate
compartments (a feature also of Maunsell steam stock
of this period) had a much taller fixed windows rather than a standard
droplight as fitted to the 6 PUL trailers. These vehicles were to the same
diagram No. 2010 as the 6 PUL TTK coaches.
Smoking was permitted in
the coupe compartment and three adjacent compartments, also in the three at the
opposite end of the coach.
Pantry First
The Pantry First consisted
of a pantry compartment 13' 3" long, five 7' 1¾" wide first-class
compartments each seating six and a lavatory. It had end doors and vestibules
at the compartment end and a further wide (4' 6") vestibule with
access doors each side between the compartments / pantry area, with no other
doors to give access to each compartment. To diagram no. 2600, each coach
weighed 31¾ tons, seating capacity was thirty first-class and the length
was again 63' 6" long (66' 3" over buffers).
However, the last two cars
built weighed 35 tons due to having equalising beam bogies as fitted to the
6 PUL stock trailers. These two cars were built on underframes /bogies
ordered in 1931 as part of the experimental unit no.2001, though when formed
this unit only had the two motorcoaches newly built; the three trailers used in
it being converted steam hauled stock. The unused underframes and bogies were
stored until used in the construction of the last two pantry cars.
The window layout in this
coach also contrasted with the remaining trailers having large side windows to
each compartment surmounted by sliding ventilators above, these having a
sliding portion at each end which slid towards the centre of the window
allowing an opening of about ¼ of the length. These windows were mirrored along
the corridor-side of the coach; only that of the compartment nearest the
pantry-end (also the fourth compartment along from it) had sliding ventilators
at the top. There were also two similar windows each side in the pantry area (again
with no sliding ventilators).
Smoking was allowed in the
compartment at the lavatory end of the coach and in the two adjacent to the
pantry.
Trailer First
The Corridor Trailer First
(TFK) had a lavatory at each end and seven 7' 1¾" wide compartments
each seating six, giving a total of forty-two first-class. To diagram no.2506
(the same as the TFK cars in the 6 CITY units) these weighed just under
30½ tons and were 59' 0" long over body (61' 8¾" over
buffers).
Smoking was permitted in
five of the seven compartments, three at one end of the coach and two at the
other.
|
6 PAN unit
no.3035 leaves East Croydon’s platform 3 in 1965. Note the centre sidings
between platform 2 and platform 3. |
Liveries &
Renumbering
The 6 PAN units were
renumbered 3021 ‑ 3037 from January 1937.
Units were delivered in
lined dark SR green livery, overhauls and repairs from
1941 were painted into the lighter malachite green, whilst from 1956 overhauled
units were finished in a slightly darker ‘Southern Region’ green livery.
Units
3029 and 3037 were the first SR units with the ‘Lion & Wheel’ emblem (from
about April 1950). Units nos.3024, 3033 and 3035 were fitted with experimental
air horns mounted at solebar level in the latter part of 1951, these being similar to those fitted to the LMR diesel locomotives nos.10000
& 10001. However, these horns were later removed and their normal whistles
restored.
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 9th
October 1963 (2 BIL unit no.2128) thence at Eastleigh on 1st
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 12th
December 1968 (2 HAP unit no.6009).
From the early nineteen-sixties
units began gaining yellow ‘UIC’ cantrail markings to denote the location of
first-class accommodation.
On 3rd June
1956, second-class was abolished and third-class was reclassified as second-class
and the cars in the units re-designated as motor brake seconds (MBS) etc.
|
|
|
|
|
||
|
Unit |
New |
SR |
BR Green |
BR Green |
Yellow Panel |
|
3021 |
16-Mar-35 |
5-Jun-45 |
- |
10-Jul-58 |
1-Apr-66 |
|
3022 |
22-Mar-35 |
18-Aug-43 |
23-Jun-50 |
21-Sep-59 |
No? |
|
3023 |
29-Mar-35 |
12-May-44 |
26-Mar-54 |
No? |
15-Jul-64 |
|
3024 |
29-Mar-35 |
22-Jul-44 |
2-Jul-54 |
No |
N/K |
|
3025 |
5-Apr-35 |
15-Nov-44 |
8-Jul-48? |
No |
No |
|
3026 |
12-Apr-35 |
2-Jan-45 |
30-Aug-55 |
No |
17-Feb-64 |
|
3027 |
13-Apr-35 |
12-Oct-44 |
9-Dec-54 |
No |
No |
|
3028 |
24-Apr-35 |
5-Apr-44 |
- |
22-Oct-57 |
No |
|
3029 |
25-Apr-35 |
20-Aug-47 |
- |
20-Feb-59 |
No? |
|
3030 |
7-May-35 |
8-Jan-46 |
17-Jun-53 |
19-Nov-62 |
No? |
|
3031 |
3-May-35 |
22-May-43 |
15-May-53 |
No |
No |
|
3032 |
11-May-35 |
16-Feb-43? |
9-Nov-53 |
No |
No |
|
3033 |
17-May-35 |
19-Jun-44 |
25-Jan-54 |
No |
No |
|
3034 |
21-May-35 |
28-Nov-47 |
7-Feb-56 |
No |
No? |
|
3035 |
24-May-35 |
- |
27-Jul-51 |
17-Apr-61 |
28-Jan-66 |
|
3036 |
31-May-35 |
22-Oct-46 |
8-Mar-55 |
No |
No? |
|
3037 |
8-Jun-35 |
19-Feb-47 |
1-Jun-56 |
No |
No? |
|
Courtesy Colin
Smith Collection |
Working in Multiple
Like the 6 PUL and
5 BEL units, these 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”.
Maintenance
Units were given day-to-day
routine maintenance at Lovers Walk depot (Brighton) whilst bogie and electrical
overhauls took place at Peckham Rye or Slade Green Repair Shops. Body
overhauls were dealt with at Lancing works. Heavier body repairs were
undertaken at Eastleigh works and later in their lives some unscheduled
repairs were also carried out at Selhurst Repair Shops.
The Pantry Cars were
staffed by Pullman Car Company staff based at Brighton, Eastbourne, Littlehampton and Victoria.
Wartime
During the war, the pantry
facilities were taken out of use from 27th May 1942 until 7th January
1946 although the cars remained in traffic in the units. Unit no.3029 was quite
badly damaged by bombing at Eastbourne in May 1942, whilst unit no.3030 was
strafed by enemy gunfire in March 1943. Units nos.3022, 3028, 3030, 3032 and
3033 were damaged when Lovers Walk depot (Brighton) was hit in May 1943; unit no.3030
being very badly affected with one coach was destroyed, this being replaced by
new construction after the war. For a while some units were steam-hauled at
night for storage in Kemp Town tunnel to protect them from enemy bombing,
indeed unit no.3034 was slightly damaged at Kemp Town in October 1943 whilst
stored at the mouth of the tunnel. A further unit (which?) was damaged
by a flying bomb blast at Streatham Hill in July 1944.
|
Saturday 5th September 1953
and 6 PAN unit no.3036 leads a 6 PUL into Clapham Junction with a
Littlehampton service. Clapham Junction ‘A’ signal box is on
the left, opened on 12th October 1952 the British Railways
Southern Region Type 15 design ‘B’ box is on the right Sir Winston Churchill was Prime
Minister and ‘I Believe’ by Frankie Laine was number one in the music
charts. |
Into
Nationalisation
The pantry facilities fell
out of use again in the early 1950's, partly due to their rather unsatisfactory
design with no cooking equipment and requiring service down the train corridors
(which often caused difficulties when trains were crowded) with passengers
requiring refreshments then having to use the 6 PUL unit with which these
units ran on most principle trains.
Units nos.3021, 3022 and
3023 all spent periods running as 6 PUL with a PUL unit Pullman car
replacing the Pantry First whilst the donor 6 PUL unit was out of traffic.
Unit no.3032 was withdrawn late in 1958 as a result of
damage sustained in an accident at Eastbourne, some of its vehicles then being
formed into 6 PUL units.
Withdrawal
The units all remained in
service on the Central division express services until January 1964 when three
were disbanded in connection with the formation of the 4 COR(N) units, the
spare cars then being stored at Micheldever. They
began to be replaced by new 4 CIG and 4 BIG units from
March 1965 and the last units still running in their original form were
withdrawn in February 1966, all still in their original green livery. However,
many vehicles saw further service in 4 COR and 6 COR units and some
trailers survived in service until 1972.
Following withdrawal,
disbanded units were stored and split-up as some cars were re-used almost
straight away. A number of other cars were stored for
possible re-use in push-pull formations on the Oxted line (although this did
not take place). Motorcoaches and pantry cars not used again were taken to
Selhurst or Wimbledon Park for electrical stripping, some then returning to
their storage locations, whilst others went direct to scrapyards.
|
6 PAN unit
no.3028 at Eastbourne 12th August 1961 |
|
Unit
Formations |
|||||||
|
Unit |
MBT |
TTK |
TFK |
PF |
TTK |
MBT |
Withdrawn |
|
Diag. no. |
2107 |
2010 |
2506 |
2600 |
2010 |
2107 |
|
|
3021 |
11047 |
10022 |
12260 |
|
10021 |
11048 |
Feb-66 |
|
3022 |
11049 |
10024 |
12261 |
|
10023 |
11050 |
Feb-66 |
|
3023 |
11051 |
10026 |
12262 |
|
10025 |
11052 |
Oct-65 |
|
3024 |
11064 |
10028 |
12263 |
|
10027 |
11065 |
Oct-65 |
|
3025 |
11067 |
10029 |
12264 |
12505 |
10030 |
|
Mar-65 |
|
3026 |
|
10032 |
12265 |
12506 |
10031 |
11053 |
4-Dec-65 |
|
3027 |
11068 |
10034 |
12266 |
12507 |
10033 |
11069 |
c.10-Jan-64 |
|
3028 |
11070 |
10036 |
12267 |
12508 |
10035 |
11071 |
Oct-65 |
|
3029 |
11055 |
10037 |
12268 |
12509 |
10038 |
|
8-Jan-66 |
|
3030 |
11072 |
10040 |
12269 |
12510 |
|
|
Nov-65 |
|
3031 |
11057 |
10042 |
12270 |
12511 |
10041 |
11058 |
28-Jan-64 |
|
3032 |
11074 |
10044 |
12271 |
12512 |
10043 |
11075 |
25-Oct-58 |
|
3033 |
11059 |
10046 |
12272 |
12513 |
10045 |
11060 |
27-Jan-64 |
|
3034 |
11076 |
10048 |
12273 |
12514 |
10047 |
|
Dec-65 |
|
3035 |
11061 |
10050 |
12274 |
12515 |
10049 |
11062 |
4-Dec-65 |
|
3036 |
11079 |
10051 |
12275 |
12516 |
10052 |
11078 |
Oct-65 |
|
3037 |
11063 |
10054 |
12276 |
12517 |
10053 |
11080 |
Jan-66 |
|
Notes |
#1 |
6 PUL MBT diagram 2112. |
|||||
|
|
#2 |
Post-war replacement of
original vehicle, diagram 2009. |
|||||
Individual Unit Notes
|
Unit |
Details |
|
3021 |
PF
no.12501 replaced by Pullman Grace (ex.3003) in late 1952. As 6 PUL,
unit was 397' 5" long, weighed 254½ tons and seated sixty first-class
and two-hundred & first-six third-class. Displaced 12501 used in
unit no.3024 at this time. Unit
disbanded Feb‑66 as follows: 10021
(TSK) & 12260 (TFK) removed and sent to Eastleigh 4‑Mar‑66
for overhaul and formed into 6 COR unit no.3043 Jun‑66. 11047
(MBS) withdrawn 14‑May‑66 and stripped at Wimbledon Park
c.Jun-66 and sold for scrapping 21‑Jul‑66 to G Cohen Ltd (Morriston)
moving from Salisbury 28‑Jul‑66. 10022
(TSK) stored as loose stock at Hassocks, withdrawn 21-Oct‑67 and sold
for scrapping 30‑Mar‑68 to Armytage (Sheepbridge)
moving that day, arriving 13‑Apr‑68, cut-up 23‑Apr‑68. 12260
(TFK) reformed into 6 COR 3043 from May‑66. 12501
(PF) Withdrawn 23‑Jul‑66 and stored at Hove by Aug-66. Sold for
scrapping 24‑Sep‑66 to A. King (Wymondham) moving from Hove. 10021
(TSK) reformed into 6 COR unit no.3043 from May‑66. 11048
(MBS) withdrawn 14‑May‑66 and stripped at Wimbledon Park
c.Jun‑66. Sold for scrapping 21‑Jul‑66 to G Cohen Ltd (Morriston)
moving from Salisbury 28‑Jul‑66. Both
MBS cars moved from Hassocks via Redhill and on to Wimbledon Park for
stripping 13‑Jun‑66. Wimbledon Park to Salisbury 21‑Jul‑66
and forward to Morriston 28‑Jul‑66. |
|
3022 |
PF no.12502 replaced by Pullman Elinor (ex.3004) date unknown, but
reverted to normal by Feb‑53. As 6 PUL unit was 397' 5"
long, weighed 254½ tons and seated sixty first-class and
two-hundred & first-six third-class. MBS cars rebogied with leaf
springs c.May‑57. Unit
disbanded 8‑Jan‑66 as follows: 10024
(TSK) and 12261 (TFK) removed and sent to Eastleigh 4‑Mar‑66
for overhaul and formed into 6 COR unit no.3050 May‑66. 11049
(MBS) withdrawn 8‑Jan‑66 and stored at Hassocks, stripped at
Wimbledon Park c.Jun‑66. Moved for scrapping to G Cohen Ltd
(Morriston) from Salisbury 28‑Jul‑66. 10024
(TSK) reformed into 6 COR unit no.3050 from May‑66. 12261
(TFK) reformed into 6 COR unit no.3050 from May‑66. 12502
(PF) withdrawn 5‑Feb‑66 and stored at Hassocks, sold for scrapping
25‑Jun‑66 to A King
(Norwich) moved from Hassocks 4‑Jun‑66? 10023
(TSK) stored as loose stock at Hassocks, withdrawn 21‑Oct‑67 and
sold for scrapping 30‑Mar‑68 to Armytage (Sheepbridge)
moving that day, arriving 13‑Apr‑68, cut-up 22‑Apr‑68. 11050
(MBS) withdrawn 5‑Feb‑66 and stored at Hassocks, stripped at
Wimbledon Park c.Jun‑66 and sold for scrapping 10‑Sep‑66 to
A. King (Wymondham) moving from
Wimbledon Park? C.22‑Oct‑66. Both
MBS cars moved from Hassocks via Redhill and on to Wimbledon Park for
stripping 13‑Jun‑66. MBS no.11049 moved Wimbledon Park to
Salisbury 21‑Jul‑66 and forward to Morriston 28‑Jul‑66.
MBS no.11050 sold to A King (Wymondham) 10‑Sep‑66. |
|
3023 |
PF no.12503 replaced by Pullman Lorna (ex.3008) during 1951
and early 1952, then by Naomi (ex.3011) until reverted to normal by May‑52.
As 6 PUL unit was 397' 5" long, weighed 254½ tons and seated
sixty first-class and two-hundred & first-six third-class. Unit
again ran briefly as 6 PUL in Mar‑57 with Pullman car Ethel
(ex.3018) whilst displaced PF 12503 was used in 6 PUL unit no.3012,
and again in Dec‑57 with Pullman car Olive (ex.3002). MBS no.11051 badly damaged in collision with 4 BUF unit no.3079
in New Cross Gate down sidings 27‑Sep‑62 and stored at Ford from
23‑Oct‑62 until c.Dec‑62 then to Lancing for bogie change
and on to Eastleigh 14‑Jan‑63 for repairs, released 21‑May‑63
and back to Lancing for original bogie after repair. Unit hit by no.2955 in Lovers Walk depot 13‑Nov‑63
and TFK 12262 badly damaged and TSK 10026 lesser damage. These two
to Lancing for repair, remaining four cars of units stored at Hassocks. Unit disbanded Oct‑65
and sent to Micheldever as follows: 12262
(TFK) and 10026 (TSK) both formed into no.3010 to become 6 COR no.3044 10025
(TSK) formed into no.3002 to become 6 COR unit no.3046. 11051
(MBS) stored at Micheldever then to Andover 14‑Dec‑65,
stripped at Wimbledon Park from 5‑Jan‑66, withdrawn 14‑May‑66
and moved for scrapping to A King (Wymondham) Apr‑66. 10026
(TSK) reformed into 6 COR unit no.3044 from Mar‑66. 12262
(TFK) reformed into 6 COR unit no.3044 from Mar‑66. 12503
(PF) stored at Micheldever then Andover 14‑Dec‑65,
stripped at Wimbledon Park, from 5‑Jan‑66, withdrawn 14‑May‑66
and moved to Salisbury 21‑Jul‑66 and sold for scrapping 21‑Jul‑66
to G Cohen Ltd (Morriston) moving 28‑Jul-66. 10025
(TSK) reformed into 6 COR unit no.3046 from Feb‑66. 11052 (MBS)
stored at Micheldever then Andover 14‑Dec‑65,
stripped at Wimbledon Park, from 5‑Jan‑66, withdrawn 14‑May‑66
and moved to Salisbury 21‑Jul‑66 and sold for scrapping 21‑Jul‑66
to G Cohen Ltd (Morriston) moving 28‑Jul-66. |
|
3024 |
Unit fitted with solebar level air horns in late 1951, these
later being removed. PF no.12504 temporarily replaced by no.12501 (ex.3021) in
late 1952. Unit damaged in collision with derailed 4 LAV no.2929 at
Victoria 28‑Aug‑63 with TFK 12263 and TSK 10028 both damaged and
to Micheldever 20‑Sep‑63, moving to
Eastleigh for repairs 30‑Sep‑63; the first 6 PAN unit
dealt with there for many years. Released 1‑Nov‑63. Unit disbanded Oct‑65 and to Micheldever for reforming: 12263
(TFK) into 6 PUL unit no.3002, remaining five cars for store, all five
visited Eastleigh briefly for wheelset changes then returned to Micheldever for store and disposal. PF 12504
remained at Micheldever but 11064 + 10027 + 10028 +
11065 went back to Lancing for a while, then to Cosham by Jun‑66 and on
to Micheldever again 13‑Jun‑66. 11064
(MBS) withdrawn 30‑Oct‑65, to Wimbledon Park for stripping
23‑Aug‑66 and moved for scrapping to A King (Wymondham) c.Oct‑66. 10028
(TSK) stored as loose stock, to Micheldever from 13‑Jun‑66,
withdrawn 21‑Oct‑67 and sold for scrapping 6‑Apr‑68
to Armytage (Sheepbridge) moving 10‑Apr‑68
arriving 29‑May‑68, cut-up 12‑Jun‑68. 12263
(TFK) reformed into 6 COR unit no.3046 from Feb‑66. 12504
(PF) withdrawn 30‑Oct‑65, stored at Andover, moved for scrapping
to A King (Wymondham) May‑66 from Clapham Yard? 10027
(TSK) stored as loose stock, to Micheldever from 13‑Jun-66,
withdrawn 21‑Oct‑67 and to Ashford works 4‑Oct‑68
where body broken‑up and underframe converted to a Crane Runner
numbered DS 70278. 11065
(MBS) withdrawn 30‑Oct‑65, to Wimbledon Park for stripping
23‑Aug‑66 and moved for scrapping to A King (Wymondham) c.Oct‑66. |
|
3025 |
Unit involved in London Bridge collision 23‑Jan‑48
with MBT no.11067 pushed over the buffer stops onto the station concourse and
damaged. MBT no.11066 to unit no.3029 and replaced by no.11054 (ex.3026). The Seaford (and Ore) to London Bridge train was formed of a 6
PAN with 6 PUL unit no. 3014 at its rear (Ore portion; Pullman car ninth
vehicle); the empty stock was formed of two 6 PAN units with no.3025 sitting
at the buffer-stop end of platform 14. The 6 PAN units in collision were nos.3026 & 3029. The MoT report
stated: "The
8.5 a.m. electric passenger train Seaford to London Bridge, which had
approached the station on the Up Through line, overran the Inner Home signal
at Danger and collided at a speed of about 15 m.p.h. with an empty train
standing at No. 14 platform, awaiting signals to leave for New Cross Gate. I
regret to report that the motorman of the incoming train was killed, together
with a passed fireman who was in the cab with him, learning the route; an
intending passenger received fatal injuries, when the rear of the stationary
train was driven on to the concourse. Seventy-four passengers, two railway
servants, one member of the Pullman car staff, and two employees at a railway
bookstall, were injured or suffered from shock; of these, three were detained
in hospital." Unit disbanded Mar‑65 as follows: 11054
(MBS) withdrawn Mar‑65. Stored at Micheldever
and moved for scrapping to Birds (Bynea) 2‑Jul‑65. 10030
(TSK) stored as loose stock at Hassocks, withdrawn 21‑Oct‑67 and
sold for scrapping 30‑Mar‑68 to Armytage (Sheepbridge)
moving that day, arriving 13‑Apr‑68, cut-up 21‑Apr‑68. 12264
(FK) stored as loose stock at Hassocks, withdrawn 21‑(Oct)‑67 and
moved for scrapping to Armytage (Sheepbridge) arriving 13‑Apr‑68, cut-up 24‑Apr‑68. 12505
(PF) withdrawn Mar‑65. stored at Hassocks, sold for scrap 25‑Jun‑66
to A King (Wymondham)? moved from Hassocks 4‑Jun‑66? 10029
(TSK) stored as loose stock at Hassocks, withdrawn 21‑Oct‑67 and
sold for scrapping 30‑Mar‑68 to Armytage (Sheepbridge(
moving that day, arriving 13‑Apr‑68, cut-up 1‑May‑68. 11067
(MBS) withdrawn Mar‑65. Stored at Micheldever
and moved for scrapping to Birds (Bynea) 2‑Jul‑65. |
|
3026 |
Unit involved in London Bridge collision 23‑Jan‑48
and MBT no.11053 telescoped with no.11056 (unit no.3029). No.11054 to unit
no.3025 and replaced by 6 PUL MBT no.11006 (ex.3003), and unit back to
traffic late 1949, the 6 PUL MBS being fitted at this time with
experimental bogies with radial top bearings. The Seaford (and Ore) to London Bridge train was formed of a 6
PAN with 6 PUL unit no. 3014 at its rear (Ore portion; Pullman car ninth
vehicle); the empty stock was formed of two 6 PAN units with no.3025 sitting
at the buffer-stop end of platform 14. The 6 PAN units in collision were nos.3026 & 3029. The MoT report
stated: "The
8.5 a.m. electric passenger train Seaford to London Bridge, which had
approached the station on the Up Through line, overran the Inner Home signal
at Danger and collided at a speed of about 15 m.p.h. with an empty train
standing at No. 14 platform, awaiting signals to leave for New Cross Gate. I
regret to report that the motorman of the incoming train was killed, together
with a passed fireman who was in the cab with him, learning the route; an
intending passenger received fatal injuries, when the rear of the stationary
train was driven on to the concourse. Seventy-four passengers, two railway
servants, one member of the Pullman car staff, and two employees at a railway
bookstall, were injured or suffered from shock; of these, three were detained
in hospital." Unit disbanded 4‑Dec‑65
and moved to Wimbledon Park for stripping where nos.10032 &12265
removed, remaining 4-cars to Andover for store 5‑Jan‑66, made-up
to 6-car with Pullman Joyce and TSK 11760 (both ex.3015).
TSK no.10032 and TFK no.12265 formed into unit no.3015 at Wimbledon
Park and sent to Eastleigh for overhaul 6‑Jan‑66. 11006
(MBS) withdrawn Dec‑65. Sold for scrap 9‑May‑66 (location
and date unknown, possibly to A King (Wymondham) from Clapham Yard May‑66). 10032
(TSK) reformed into 6 COR unit no.3049 from Mar‑66. 12265
(TFK) reformed into 6 COR unit no.3049 from Mar‑66. 12506
(PF) withdrawn Dec‑65 stored at Andover, moved for scrapping to A King
(Wymondham) 5‑Jun‑66. 10031
(TSK) stored as loose stock, at Andover, withdrawn 21‑Oct‑67 and
moved to Basingstoke 25‑Mar‑68 and sold for scrapping 22‑Jun‑68
to Armytage (Sheepbridge) moving 17‑Apr‑68
arriving 13‑May‑68, cut-up 23‑May‑68. 11053
(MBS) withdrawn Dec‑65. Sold for scrap 9‑May‑66 (location
and date unknown, possibly to A King (Wymondham) from Clapham Yard May‑66). |
|
3027 |
MBS
11069 slightly damaged in collision with 4 LAV unit no.2944 at
New Cross Gate c.25‑Sep‑60. Unit disbanded
at Lovers Walk 10‑Jan‑64 by removal of
both TSK cars and they were replaced temporarily by ex.4 RES kitchen
cars nos.12604 (unit no.3066), 12616 (unit no.3062) and 12619 (unit no.3054)
for movement to Micheldever 12‑Jan‑64
where TFK no.12266 slightly damaged on arrival in a derailment. 11068
(MBS) reformed temporarily into six-car pull-push test unit (retaining
no.3027) from Jan‑64 to Oct‑64 then stored at Micheldever
until withdrawn 19‑Dec‑64 and sold for scrap (location and
date unknown, possibly to Birds (Bynea) c17‑Jul‑65). 10034
(TSK) reformed into 4 COR (N) unit no.3065 from 17‑Jan‑64. 12266
(TFK) reformed temporarily into six-car pull-push test unit (retaining
no.3027) from Jan‑64 to Oct‑64 then stored at Micheldever,
withdrawn 21‑Oct‑67. To Ashford works 10‑Sep‑68 where
body broken‑up and underframe converted to a Crane Runner numbered DS
70276. 12507
(PF) stored at Micheldever, used for a while as a
‘work study’ office at Brockenhurst, withdrawn 30‑Oct‑65.
Stripped at Wimbledon Park c.Jun‑66 and moved for scrapping to A
King (Wymondham) Oct‑66. 10033
(TSK) reformed into 4 COR (N) unit no.3066 from 17‑Jan‑64. 11069 (MBS) reformed
temporarily into six-car pull-push test unit (retaining no.3027) from Jan‑64
to Oct‑64 then stored at Micheldever until
withdrawn 19‑Dec‑64 and moved for scrapping to Birds (Bynea) Oct‑65 |
|
3028 |
Unit
disbanded Oct‑65 (arrived Wimbledon Park by 17‑Sep‑65).
TSK no.10036 and TFK no.12267 removed and sent to Micheldever for store, these later moving to Eastleigh 10‑Feb‑66
for overhaul and formed into 6 COR unit no.3048 from 24‑Mar‑66. 11070
(MBS) stripped at Wimbledon Park Sep‑65, withdrawn 30‑Oct‑65,
moved to Andover for store 14‑Dec‑65 and moved for scrapping to A
King, Wymondham Apr‑66, possibly from Clapham Yard? 10036
(TSK) reformed into 6 COR unit no.3048 from 24‑Mar‑66. 12267
(TFK) reformed into 6 COR unit no.3048 from 24‑Mar‑66. 12508
(PF) stripped at Wimbledon Park Sep‑65, withdrawn 30‑Oct‑65,
moved to Andover for store 14‑Dec‑65 and moved for scrapping to A
King, Wymondham 5‑Jun‑66. 10035
(TSK) reformed into 6 COR unit no.3048 from Mar‑66. 11071
(MBS) stripped at Wimbledon Park Sep‑65, withdrawn 30‑Oct‑65,
moved to Andover for store 14‑Dec‑65 and moved for scrapping to A
King, Wymondham Apr‑66, possibly from Clapham Yard? |
|
3029 |
Unit
damaged by enemy action at Eastbourne 4‑May‑42 and repaired at
Lovers Walk by 1‑Sep‑42. Unit involved in London Bridge collision 23‑Jan‑48
and MBT no.11056 telescoped with no.11053 (car no.3026). This coach
repaired and to 6 PUL unit no.3003 in Jun‑49, being replaced by
no.11066 (ex.3025). The Seaford (and Ore) to London Bridge train was formed of a 6
PAN with 6 PUL unit no. 3014 at its rear (Ore portion; Pullman car ninth
vehicle); the empty stock was formed of two 6 PAN units with no.3025 sitting
at the buffer-stop end of platform 14. The 6 PAN units in collision were nos.3026 & 3029. The MoT report
stated: "The
8.5 a.m. electric passenger train Seaford to London Bridge, which had
approached the station on the Up Through line, overran the Inner Home signal
at Danger and collided at a speed of about 15 m.p.h. with an empty train
standing at No. 14 platform, awaiting signals to leave for New Cross Gate. I
regret to report that the motorman of the incoming train was killed, together
with a passed fireman who was in the cab with him, learning the route; an
intending passenger received fatal injuries, when the rear of the stationary
train was driven on to the concourse. Seventy-four passengers, two railway
servants, one member of the Pullman car staff, and two employees at a railway
bookstall, were injured or suffered from shock; of these, three were detained
in hospital." Unit disbanded 8‑Jan‑66
and TSK no.10037 and TFK no.12268 removed and sent to Hove,
remainder of unit to Hassocks for store. TSK no.10037 and
TFK no.12268 later moved to Eastleigh for overhaul arriving 4‑Mar‑66
and formed into 6 COR unit no.3042 Jun‑66. 11055
(MBS) withdrawn 8‑Jun‑66 and stored at Hassocks, moved via
Redhill and on to Wimbledon Park for stripping 13‑Jun-66, moved to
Salisbury for store 21‑Jul‑66 and on for scrapping to
G Cohen Ltd (Morriston) 28‑Jul‑66. 10037
(TSK) stored at Hove then moved to Lovers Walk 8‑Jun‑66 and
reformed into 6 COR unit no.3042 from Jun‑66. 12268
(TFK) stored at Hove then moved to Lovers Walk 8‑Jun‑66 and
reformed into 6 COR unit no.3042 from Jun‑66. 12509
(PF) withdrawn 8‑Jan‑66. stored at Hassocks, moved via Redhill
and on to Wimbledon Park for stripping 13‑Jun-66, moved to
Salisbury for store 21‑Jul‑66 and on for scrapping to
G Cohen Ltd (Morriston) 28‑Jul‑66. 10038
(TSK) stored as loose stock at Hassocks, withdrawn 21‑Oct‑67 and
moved for scrapping to Armytage (Sheepbridge)
arriving 13‑Apr‑68, cut-up 24‑Apr‑68. 11066
(MBS) withdrawn 8‑Jan‑66 and stored at Hassocks, moved via
Redhill and on to Wimbledon Park for stripping 13‑Jun‑66,
moved to Salisbury for store 21‑Jul‑66 and on for scrapping to
G Cohen Ltd (Morriston) 28‑Jul‑66. |
|
3030 |
Unit hit by enemy machine gun fire near West Worthing 9‑Mar‑43
and roofs of no.11072 and no.12269 damaged. Unit damaged again by enemy action at Brighton 25‑May‑43
and MBT no.11073 and pantry no.12510 both badly damaged; TTK no.10039
destroyed and remains scrapped 23‑Jun‑43. Nos.11073 & 12510
both repaired at Lancing by Aug‑43. Nos.11073 & 10040 both used in
4 COR unit no.3128 ‘in 1944’. No.11073 to unit no.3034 in 1946 and replaced by no.11077
(ex.3034). A new 10039 constructed in 1947 to replace original, the
underframe order for this coach being HO 5736 body HO 3078, the
unit running as a 5-car in the meantime. The new coach was to the 4 COR
design with slight detail differences to the original, diagram No. 2009.
PF no.12510 replaced by 6 PUL TSK no.11782 (ex.3010)
1‑Nov‑65 and unit to Eastleigh for overhaul 2‑Nov‑65
and released 19‑Nov‑65 as 6 COR unit no.3045. PF 12510
also visited Eastleigh briefly (wheelset
changes?) then returned to Micheldever for
store and disposal. Unit disbanded Oct‑65: 11072
(MBS) reformed into 6 COR unit no.3045 from Nov‑65. 10040
(TSK) reformed into 6 COR unit no.3045 from Nov ‑65. 12269
(TFK) reformed into 6 COR unit no.3045 from Nov ‑65. 12510
(PF) withdrawn 4‑Dec‑65 stored at Andover and moved for scrapping
to A King (Wymondham) 5‑Jun‑66. 10039
(TSK) reformed into 6 COR unit no.3045 from Nov ‑65. 11077
(MBS) reformed into 6 COR unit no.3045 from Nov‑65. |
|
3031 |
Unit ran briefly in early 1960 with Pullman Car Ida (ex.3005)
replacing TFK 12270. Unit disbanded at Lovers Walk 28‑Jan‑64: 11057 (MBS)
stored at Micheldever, then to Selhurst Feb‑64
for use in push-pull trials from Jun‑64. 10042
(TSK) reformed into 4 COR (N) unit no.3069 from 28‑Jan‑64. 12270
(TFK) stored at Micheldever for ‘Set 305’ but not
used, withdrawn 21‑Oct‑67. To Ashford works 10‑Sep‑68
where body broken‑up and underframe converted to a Crane Runner
numbered DS 70279. 12511
(PF) stored at Micheldever, moved to Chart Leacon by Jul‑65 in use as a ‘work study’ office,
then to Bricklayers Arms, and withdrawn 30‑Oct‑65, moved for
scrapping to A King (Wymondham) c.Oct‑66. 10041
(TSK) reformed into 4 COR (N) unit no.3070 from 28‑Jan‑64. 11058 (MBS)
stored at Micheldever, then to Selhurst Feb‑64
for use in push-pull trials from Jun‑64. 11057
and 11058 used for further tests on conductor rail clearances on the
Bournemouth line during 1967 (both being at Wimbledon Park by Jul‑65)
and condemned from 12‑Aug‑67 when converted to departmental
coaches DS70258 and DS70259. These
coaches survived in departmental service until Dec‑69, then withdrawn
and stored at Coulsdon North and Micheldever.
Both moved to Stewarts Lane Jul‑71 and on to Selhurst depot for
stripping Jul‑71 before returning to Micheldever
Oct‑71 then on to Weymouth. Both moved for scrapping to A. King Ltd (Wymondham)
24‑Jan‑72. |
|
3032 |
Unit involved in Eastbourne collision (with 6 PUL unit no.3014
leading) on 25‑Aug‑58 and withdrawn 25‑Oct‑58; the
sleeper train being in collision with the 6 PUL unit - 6 PAN unit no.3032
being at the rear of the 12-car formation. The MoT report
stated: "The
7.45 pm. car-sleeper express steam train from Glasgow ran past the home
signal at Eastbourne at danger, and collided at a
speed of about 25 m.p.h. with the 6.47 am. multiple-unit. 12-coach. Electric
passenger train from Ore to London Bridge, which was about to start from No.
4 platform under clear signals. This train reverses at Eastbourne which is a
terminus station. The impact was heavy, and the steam engine ploughed into
the leading coach of the electric train which was telescoped into the one
behind it. Both vehicles were forced into the air and turned on to their
sides on the platform as the train was pushed back over the short distance to
the buffer stops. The leading coach struck and dislodged a heavy signal
gantry above it as it rose in the air, but the gantry fortunately fell clear
of the capsized coaches. The
electric train was not heavily loaded and there were few passengers in the
first 2 coaches; I regret to report, however, that 3 passengers and the
motorman were killed, and a fourth passenger died in hospital from his
injuries a few hours later. Twenty-two more passengers required treatment in
hospital, though it was only necessary to detain five of them. and eighteen
others were treated for minor injuries at the station. The damage to the
passenger coaches of the steam train was slight and only one passenger
received minor injuries." Bodywork of TSK 10043 broken-up on site and the
underframe used to repair TCK no.11758 (ex.3014) at Lancing during
repairs to that coach by May‑59, Pantry no.12512 and TFK no.12271 both
spare and stored at Micheldever until 30‑Jan‑61
when moved to Strawberry Hill for stripping prior to being taken to
Newhaven for scrapping 27‑Apr‑61. MBS no.11075 used in temporary unit no.3014 from Dec‑58
which became permanent. TSK no.10044 to 6 PUL unit no.3014 from May‑59
(both officially in unit no.3014 from 10‑Oct‑58). MBS no.11074
stored as a spare coach mostly at Hassocks until sent to Newhaven for
scrapping Jan/Feb-61. Following this mishap, a further two 4 CEP units (nos.7203
& 7204) were ordered on 13th October 1959. |
|
3033 |
Unit
fitted with solebar level air horns in late 1951, these later being removed. Unit disbanded at Lovers Walk 27‑Jan‑64.
Both MBSs stripped at Wimbledon Park by May-64 and hauled to Micheldever c.18‑May‑65. 11059
(MBS) stored at Micheldever for ‘Set 304’ but not
used, withdrawn 15‑May‑65 and moved for scrapping to Birds (Bynea) 2‑Jul‑65. 10046
(TSK) reformed into 4 COR (N) unit no.3067 from 27‑Jan‑64. 12272
(TFK) stored at Micheldever for ’Set 303’ but not
used, withdrawn 21‑Oct‑67 and sold for scrapping 6‑Apr‑68
to Armytage (Sheepbridge) moving 10‑Apr‑68,
arriving 24‑Apr‑68, cut-up 29‑Apr‑68. 12513
(PF) stored at Micheldever, withdrawn 30‑Oct‑65
and moved to Andover 14‑Dec‑65 and moved for scrapping to A King
(Wymondham) 5‑Jun‑66. 10045
(TSK) reformed into 4 COR (N) unit no.3068 from 27‑Jan‑64. 11060
(MBS) stored at Micheldever then formed into 6-car
set of vehicles from units nos.3004 /3014 /3018 for ‘push-pull’ tests and
stored at Farnham. Returned to Lovers Walk Sep‑64 until moved to Hassocks
Oct‑64, later back to Micheldever for ‘Set
303’ but not used, withdrawn 15‑May‑65 and moved for scrapping to
Birds (Bynea) 2‑Jul‑65. |
|
3034 |
Unit damaged in collision with a goods train at Polegate 28‑Nov‑41.
MBT no.11077 damaged by enemy action (where, possibly at
Streatham Hill 1-Jul-44?) and to unit no.3030 in 1946 after repairs.
Replaced by no.11073 (ex.3030). Unit (also 6 PUL unit no.3016) fitted with experimental
EP brakes in c.Sep‑47, this equipment then removed c.Jun‑49 for
re-use in the 4 DD units. Unit disbanded Dec‑65 and unit to
Wimbledon Park for stripping. TSK no.10048 and TFK no.12273 removed
and 4-cars sent to Andover for store 5‑Jan‑66. TSK no.10048
and TFK no.12273 moved to Eastleigh 4‑Mar‑66 for overhaul
and formed into 6 COR from Jun‑66. 11076
(MBS) withdrawn Dec‑65, moved for scrapping May‑66 (probably
to A King (Wymondham) from Clapham Yard). 10048
(TSK) reformed into 6 COR unit no.3041 from Jun‑66. 12273
(TFK) reformed into 6 COR unit no.3041 from Jun‑66. 12514
(TFK) withdrawn Dec‑65 stored at Andover and moved for scrapping to A
King (Wymondham) 5‑Jun‑66. 10047
(TSK) stored as loose stock at Andover, withdrawn 21‑Oct‑67 then
to Basingstoke 29‑Mar‑68 and sold for scrapping 22‑Jun‑68!
to Armytage (Sheepbridge) moving 17‑Apr‑68
arriving 13‑May‑68, cut-up 23‑May‑68. 11073
(MBS) withdrawn Dec‑65, moved for scrapping May‑66 (probably
to A King (Wymondham) from Clapham Yard). |
|
3035 |
Unit fitted with solebar level air horns in late 1951, these
later being removed. Unit disbanded 4‑Dec‑65.
Unit to Micheldever for reforming Nov‑65 and
PF no.12515 removed and replaced by 6 PUL TSK no.11753
(ex.3002) and unit to Eastleigh 3‑Jan‑66 for overhaul and
released 28‑Jan‑66 as 6 COR unit no.3047. PF no.12515
also visited Eastleigh briefly for wheelset changes then returned to Micheldever for store and disposal. 11061
(MBS) reformed into 6 COR unit no.3047 from Jan-66. 10050
(TSK) reformed into 6 COR unit no.3047 from Jan-66. 12274
(TFK) reformed into 6 COR unit no.3047 from Jan-66. 12515
(PF) withdrawn 4‑Dec‑65, stored at Andover and sold for scrap at
A King (Wymondham) 5‑Jun‑66. 10049
(TSK) reformed into 6 COR unit no.3047 from Jan-66. 11062
(TSK) reformed into 6 COR unit no.3047 from Jan-66. |
|
3036 |
Equalising beam bogies fitted to PF no.12516 replaced with
leaf sprung bogies in Oct-56. Unit hit open wagon door on passing goods train on Quarry Line
9‑Nov‑61 and MBS no.11078 damaged and sent to Lancing for
repair. Unit disbanded Oct‑65 and initially
stored at Lancing, then moved to Micheldever. 11078
(MBS) withdrawn 30‑Oct‑65 and moved from Micheldever
to Andover 14‑Dec‑65, thence to Wimbledon Park 5‑Jan‑66
and moved for scrapping to A King (Wymondham) Apr‑66. 10052
(TSK) stored as loose stock at Micheldever,
withdrawn 21‑Oct‑67 and sold for scrapping 6‑Apr‑68
to Armytage (Sheepbridge) 17‑Apr‑68
arriving 17‑May‑68, cut-up 24‑May‑68. 12275
(TFK) stored as loose stock at Micheldever,
withdrawn 21‑Oct‑67. To Ashford 10‑Sep‑68 where body
broken‑up and underframe converted to a Crane Runner numbered
DS 70277. 12516
(PF) withdrawn 30‑Oct‑65 and moved from Micheldever
to Andover 14‑Dec‑65, moved for scrapping to A King (Wymondham) 5‑Jun‑66. 10051
(TSK) stored as loose stock, at Cosham by Jun‑66, and moved from
Eastleigh to Micheldever 13‑Jun‑66,
withdrawn 21‑Oct‑67 and sold for scrapping 6‑Apr‑68
to Armytage (Sheepbridge) 10‑Apr‑68
arriving 29‑May‑68, cut-up 11‑Jun‑68. 11079
(MBS) withdrawn 30‑Oct‑65 and moved from Micheldever
to Andover 14‑Dec‑65, thence to Wimbledon Park 5‑Jan‑66
and moved for scrapping to A King (Wymondham) Apr‑66. |
|
3037 |
Equalising
beam bogies fitted to PF no.12517 replaced with leaf sprung bogies in Nov-55. Unit disbanded Jan‑66; initial
store at Balcombe. TSK no.10053 formed into 4 PUL unit no.3055 and
TSK no.10054 formed into 4 PUL unit no.3057 at Lovers Walk, both
these units then sent to Eastleigh 5‑Nay‑66 for overhaul and
renumbering as 4 COR units nos.3162 & 3163 respectively. 11080
(MBS) withdrawn 12‑Feb‑66, stored at Hassocks then via Redhill
and on to Wimbledon Park for stripping 13‑Jun‑66, sold for
scrapping 27‑Aug‑66 to Birds (Bynea)
arr. C.Sep‑66. 10054
(TSK) reformed into 4 COR unit no.3163 from Mar‑66. 12276 (TFK)
reformed temporarily into 4 PUL 3057 from 2‑66 until 3‑66
then stored as loose stock at Andover. Withdrawn 21‑Oct‑67 and
moved for scrapping to Armytage (Sheepbridge) c.May‑68. 12517
(PF) withdrawn 12‑Feb‑66, stored at Hove then Chichester and sold
for scrapping 25‑Jun‑66 to Birds (Bynea). 10053
(TSK) reformed into 4 COR unit no.3162 from Mar‑66. 11063
(NBS) withdrawn 12‑Feb‑66, stored at Hassocks then via Redhill
and on to Wimbledon Park for stripping 13‑Jun‑66, sold for
scrapping 27‑Aug‑66 to Birds (Bynea)
arr. C.Sep‑66. Note:
MBS 11063 & 11080 also reported as
moving to King’s (Norwich) 14‑Aug‑66. |
Push-Pull Test Trials
Six-Car Test Unit no.3027
A scratch six-car test
unit was formed by April 1964 at Micheldever for
push-pull trials on the SED in connection with the Bournemouth electrification
scheme. Devoid of catering vehicles, it did not run in
passenger service and was numbered 3027 (these numbers being already carried on
the ex.6 PAN MBS cars upon its formation).
The shoebeams
were removed and the unit used for some starting tests on Sole Street Bank. On
completion of testing the 6-car test unit was stored at Blackheath, arriving
there 30th June 1964. It was moved to Wimbledon Park about 22nd
August 1964.
Push-Pull Test
Unit no.3027
|
Unit |
MBS |
TSK |
TFK |
TCK |
TSK |
MBS |
Disbanded |
|
Diag. no. |
2107 |
2010 |
2506 |
2309 |
2010 |
2107 |
|
|
3027 |
11068 |
10014 |
12266 |
11768 |
10009 |
11069 |
Oct-64 |
|
Apr-64 |
(3027) |
(3020) |
(3027) |
(3017) |
(3017) |
(3027) |
|
When
testing was completed, six-car test unit no.3027 was sent to Micheldever for store (arriving there by 4th
October 1964). TSK cars 10009 and 10014 also TCK 11768 were taken to Eastleigh
11th January 1965 for conversion and overhaul for use in 6 TC
unit no.601.
The
other three vehicles, MBS cars 11068 and 11069 with TFK 12266 remained at Micheldever. All three had been earmarked for use in the
proposed Oxted line push‑pull sets; cars 11069 & 12266 for ‘Set 301’,
and 11068 for ‘Set 302’ but none were so used. MBS 11068 disposal unknown
(probably to Bird Group, Bynea circa October 1965),
MBS 11069 scrapped by Bird Group, Bynea October 1965,
moved from Basingstoke 16th October 1965. TFK 12266 stored as
loose vehicle until withdrawn 21st October 1967 when underframe used
for crane‑runner DS70276.
Proposed
Push-Pull Sets
During early 1964 plans were drawn-up to utilise
some recently withdrawn PUL & PAN coaches, suitably modified and formed
into 3-car ‘half sets’ which would run in pairs as six-coach trains on the
‘Oxted’ line services in push-pull configuration with modified BRCW type 3
diesel locomotives.
The Oxted lines had recently had nineteen new 3-car
DEMU units put into service (3D ‘East Sussex’) but there were insufficient of
these to cover all the peak-hour trains and some steam loco operated services
remained. At this stage there were also no suitable electrically heated
loco-hauled carriages available so the option of using withdrawn EMU stock as a
stop-gap measure was seen as a quick temporary solution to speed-up the
elimination of remaining steam worked trains, and would also provide a possible
contingency resource in the event of delays in providing new stock for the
Bournemouth line electrification, which also entailed the provision of a large
number of electrically heated stock converted from existing Mark 1 coaches at
York.
Plans were far enough advanced for the allocation of
vehicles to sets to be worked-out, in a few cases requiring the re-trim of some
TCK cars which would be used as TSK vehicles in these sets. Former MBS cars
would be de-motored and now classified as trailer second brake (TSB), and
presumably modified with ETH (electric train heating) receptacles low down on
the cab ends to allow the supply of heating current from the locomotive hauling
or propelling the train. Seating totals are shown, with half sets 301 + 302
together, 303 + 304 together, similarly 305 + 306 and 307 + 308, again
presumably the sets would be semi-permanently coupled. Seating capacity of the
four trains thus formed varied slightly and sets nos.305 - 308 all included a
64 seat TSK which was a former TCK downgraded to all second and retrimmed with
the first- class compartments now regarded as seating four-aside (eight seats).
Coaches earmarked for use in this project were all
taken from the 6 PUL and 6 PAN units withdrawn at Lovers Walk in
January 1964 and moved to Micheldever for storage.
Overhaul and modification work on them for conversion would have probably been
done at nearby Eastleigh works had the project continued, but no work was actually done and some coaches were then used for other
projects, several going into 6 COR units and two of the MBSs onto a
temporary 8-car formation of two 4 COR units with the ex. 6 PUL MBS
marshalled on the outer ends. Of those not used, they remained in store at Micheldever until the MBS cars were taken to Wimbledon
/Selhurst for electrical stripping prior to disposal during 1965, whilst the
trailer cars were all condemned on 21st October 1967 and sent for
scrapping, mostly to Armytage at Sheepbridge, though
two were dealt with on the SR and their underframes re-used for crane runner
wagons.
Proposed formations of
these sets were as follows:
|
Set No. |
Coach |
Ex.unit |
Type |
Seats |
Total Seats |
||
|
|
11069 |
3027 |
TSB |
- |
52S |
|
|
|
|
10009 |
3017 |
TSK |
- |
68S |
|
|
|
|
|
|
|
Train |
total |
72F |
264S |
|
|
|
|
|
|
|
|
|
|
|
11060 |
3033 |
TSB |
- |
52S |
|
|
|
|
10006 |
3004 |
TSK |
- |
68S |
|
|
|
|
|
|
|
Train |
total |
72F |
264S |
|
|
|
|
|
|
|
|
|
|
|
11039 |
3020 |
TSB |
- |
52S |
|
|
|
|
11774 |
3018 |
TCK |
* |
64S |
|
|
|
|
|
|
|
Train |
total |
72F |
256S |
|
|
|
|
|
|
|
|
|
|
|
11035 |
3018 |
TSB |
- |
52S |
|
|
|
|
11761 |
3004 |
TCK |
* |
64S |
|
|
|
|
|
|
|
Train |
total |
60F |
280S |
|
Notes |
|
|
* |
Coach reclassified
from TCK (30F/24S) to TSK (64S) with downgraded compartments retrimmed and
altered to seat four-aside. |
|
Thanks
go to research author John Atkinson, webpage author, and additional research
from C.Watts along with the many photographers
listed below their images. |
ALL TEXT PHOTOGRAPHS ARE COPYRIGHT
