Departmental Stock

SR UNITS IN DEPARTMENTAL USE

The following is a list of SR multiple unit vehicles taken into departmental stock at various times after withdrawal from revenue traffic use. It lists the new departmental number, the previous number of the vehicle carried whilst in traffic, the final unit number in which the vehicle ran, the class of unit the vehicle formerly ran in, the car type and the approximate date the vehicle was appropriated. Also listed is the purpose for which the vehicle was appropriated to departmental use and its withdrawal date and scrapping location as appropriate, or whether the vehicle is still active in departmental service. A few vehicles were renumbered from the DS series into the BR 97xxxx series and are shown twice, though only with summary details for the second entry. A few others were later allocated an ‘Internal User’ IU08xxxx number when they were restricted to a particular yard location, these numbers are shown in brackets below their departmental number. Most vehicles later gained a prefix letter (including some still numbered in the DSxxxx series) which indicated the department to which the vehicle was allocated as follows:

Nil Civil Engineer

A Mechanical & Electrical Engineer

K Signal & Telecommunications Engineer

L M&EE Electrical Construction

R Research Department

T Traffic Department

Z Public Relations & Publicity

The following section lists all the coach bodies of SR electric stock which were removed from their bogies and grounded, mostly for wartime use, though a number were used as additional accommodation at workshops and main depots.

Later sections give more details of departmental conversions, grouping vehicles by the type of use they were appropriated for.

SCRAP DEALER DISPOSAL CODES

As used in the following lists

Code and date followed by * = location and date of body disposal only

AC Wessex Traincare Eastleigh (by contractors A. Cartright).

AD Raxstar at Ashford.

AF Ashford works.

AM Armytage, Sheepbridge.

AYB W. H. Arnott Young Ltd. Bilston.

BLM Bird Group, Long Marston.

BR C. F. Booth, Rotherham.

DY Derby Etches Park (by Sims, Beeston).

C Coopers, Handsworth.

CH Cohens, Kettering?.

CRC Coventry Railway Centre (by contactors).

DY Derby, Etches Park depot (by contractors).

EE EMR at Eastleigh East Yard.

EH Eastleigh BREL works.

EMR EMR, Kingsbury.

EN EMR at Northam Yard.

G Gwent Demolition, Margam.

I Immingham Railfreight Terminal.

HG On site at Hither Green.

HN Harry Needle (at Upperby Yard).

K A. King Ltd, Wymondham.

J J. Cashmore, Newport.

JW James Watson & Sons, Stafford.

L Lancing works.

LB ‘London Bridge’ (exact location?).

MC M. C. Metals, Springburn, Glasgow.

ME Mitcham Engineer’s Yard

MG Marple & Gillott, Attercliffe.

MNS Mayer Newman, Snailwell.

MPS Mayer Parry, Snailwell

NS Nicholas Steel (at Alsthom, Eastleigh).

NV Newhaven (BR)

NJN Norwood Jct (BR).

PA MRJ Philips (at Ashford CCE).

RD Ridham Dock.

RH Ron Hull, Rotherham.

RS Reid Freight Services (at Bristol Bath Road).

RY Ryde (by contractors Oxley, Thomas & Associates).

RX Raxstar (at Eastleigh Works).

SB SimsMetals, Beeston.

SD Swansea Dock.

SH SimsMetals, Halesowen.

SN SimsMetals, Newport.

SE St Leonards depot (HDL).

SJ Joliffe, (at Sandown).

SL Stewarts Lane (BR).

SP SimsMetals, Hartlepool.

SW Swanage Railway, at Norden, by S & W Recycling of Weymouth.

T T. J. Thomson, Stockton.

TW T. W. Ward, Beighton.

TY Tyne Yard, (by contractors T. J. Thomson).

VBL Vic Berry, Leicester.

WP Wimbledon Park (BR).

Dept. No.	Old No.	Old unit No.	Ex unit type	Car type	Date to Dept. use	Use	Wdn. date	Scrap & date
DS40	8564	4579	4 SUB	MBT	20-Jun-56	Instruction	1-Feb-75	AF May-76
DS41	9658	4579	4 SUB	TT	20-Jun-56	Instruction	1-Feb-75	AF May-76
DS42	9817	4579	4 SUB	MBT	20-Jun-56	Instruction	1-Feb-75	AF May-76
137S	11809	3119	4 COR	TCK	13-Sep-47	Flat	30-Jun-51	L c.30-Jun-51
434S	8951	1026	Trailer	TT	4-Jan-47	Stores van	30-Jun-51	L c.30-Jun-51
435S	8952	1026	Trailer	TT	4-Jan-47	Stores van	30-Jun-51	L c.30-Jun-51
590S	8961	1031	Trailer	TT	Jan-48	Yard wagon	25-Jun-49	ME Sep-49
1546S	2192	–	‘CW’	TT	Jul-40	Breakdown	9-Oct-48	? ?
1548S	2194	–	‘CW’	TT	Jul-40	Breakdown	7-Mar-53	SE ?
1631S	9162	1192	Trailer	TT	c.Apr-41	Flat	Aug-45	L Aug-45
1902S	10098	3144	4 COR	TSK	c.1949	Pre-cast signal	Mar-66	? ?
1903S	11834	3144	4 COR	TCK	.c.1949	Pre-cast signal	Mar-66	? ?
DS107	11082	3101	4 COR	MBT	c.Aug-44	Flat	c.1956	AF ?
–	8557	4402	4 SUB	MBT	Feb-53	Shunting	Jun-53	NV Jul-53 *
Underframe of 8557 above to 4 EPB 14262 Sep-54
–	9810	4402	4 SUB	MBT	Feb-53	Shunting	Jun-53	NV Jul-53 *
Underframe of 9810 above to 4 EPB 14264 Sep-54
–	8738	4252	4 SUB	MBT	May-53	Shunting	Sep-56	NV w/e 13-Oct-56
–	8896	4252	4 SUB	MBT	May-53	Shunting	Sep-56	NV w/e 13-Oct-56
–	8013	4202	4 SUB	MBT	Mar-54	Shunting	Jul-56	NV Jul-56 *
Underframe of 8013 above to 4 EPB 15440 Jan-57
–	8014	4202	4 SUB	MBT	Mar-54	Shunting	Jul-56	NV Jul-56 *
Underframe of 8014 above to 4 EPB 14503 Jan-57
–	8744	4559	4 SUB	MBT	Mar-55	Shunting	‘1957’	NV w/e 21-Feb-59
–	9802	4559	4 SUB	MBT	Mar-55	Shunting	‘1957’	NV w/e 21-Feb-59
–	8746	4564	4 SUB	MBT	Oct-56	Shunting	Oct-58	NV c. 9-Nov-58
–	9804	4564	4 SUB	MBT	Oct-56	Shunting	Oct-58	NV c. 9-Nov-58
DS347	8741	4557	4 SUB	MBS	6-Jul-57	De-Icer	30-Dec-61	NV c.Feb-62
DS348	8899	4557	4 SUB	MBS	6-Jul-57	De-Icer	30-Dec-61	NV c.Feb-62
DS349	8698	4531	4 SUB	MBS	6-Jul-57	De-Icer	30-Dec-61	NV c.Feb-62
DS350	8864	4531	4 SUB	MBS	6-Jul-57	De-Icer	30-Dec-61	NV c.Feb-62
DS351	9010	1065	Trailer	TT	24-Nov-45	De-Icer	24-Nov-56	NV c.Dec-56
DS352	9116	1065	Trailer	TT	24-Nov-45	De-Icer	20-May-61	NV May-61
DS353	9013	1053	Trailer	TT	24-Nov-45	De-Icer	20-May-61	NV c.Jul-61
DS354	9069	1053	Trailer	TT	24-Nov-45	De-Icer	28-Jan-61	NV May-61
DS355	9060	1060	Trailer	TT	24-Nov-45	De-Icer	24-Nov-56	NV c.Dec-56
DS356	9003	1060	Trailer	TT	24-Nov-45	De-Icer	20-May-61	NV ‘1961’
DS396	8957	1029	Trailer	TT	28-Dec-46	De-Icer	26-Sep-59	NV May-61
DS397	8958	1029	Trailer	TT	28-Dec-46	De-Icer	28-Jan-61	NV May-61
DS398	9079	1083	Trailer	TT	18-Jan-47	De-Icer	20-May-61	NV May-61
DS399	9089	1083	Trailer	TT	18-Jan-47	De-Icer	20-May-61	NV ‘1964’
DS3187	12617	3063	4 RES	TRS	11-Nov-50	Viaduct Inspection	15-Feb-64	? ?
DS3188	12606	3058	4 RES	TRS	11-Nov-50	Viaduct Inspection	22-Feb-64	? ?
–	8736	4505	4 SUB	MBS	May-59	Shunting	May-60	NV w/e 6-Aug-60
–	8894	4505	4 SUB	MBS	May-59	Shunting	May-60	NV w/e 6-Aug-60
DS70044	8455	4345	4 SUB	MBS	17-Sep-60	De-Icer	30-Dec-61	NV May-62
ADS70045	8456	4345	4 SUB	MBS	17-Sep-60	De-Icer	3-Aug-79	BR Feb-80
ADS70050 (ADB977362)	10392	4345	4 SUB	TS	10-Oct-59	De-Icer	Feb-93	BR Feb-94
ADS70051	10399	4351	4 SUB	TS	26-Sep-59	De-Icer	c.Oct-93	G Oct-93
–	8420	4327	4 SUB	MBS	Jan-60	Match	11-Feb-61	Became DS70057
–	8473	4354	4 SUB	MBS	Jan-60	Match	11-Feb-61	Became DS70058
DS70057	8420	4327	4 SUB	MBS	11-Feb-61	Test	14-Mar-70	J Jun-70
DS70058	8473	4354	4 SUB	MBS	11-Feb-61	Test	14-Mar-70	J Jun-70
–	8165	4319	4 SUB	MBS	Jul-60	Match	c.Sep-60	NV Sep-60
–	8166	4319	4 SUB	MBS	Jul-60	Match	c.Sep-60	NV Sep-60
ADS70086	10397	4304	4 SUB	TS	3-Dec-60	De-Icer	25-Jun-82	BR Nov-82
ADS70087	10400	4349	4 SUB	TS	3-Dec-60	De-Icer	Mar-05	JW Feb-20
ADS70090	8446	4340	4 SUB	MBS	10-Sep-60	De-Icer	26-Feb-77	AM Jun-80
ADS70091	8445	4340	4 SUB	MBS	10-Sep-60	De-Icer	26-Feb-77	AM Jun-80
ADS70092	8463	4349	4 SUB	MBS	10-Sep-60	De-Icer	24-Jun-80	VBL Sep-80
ADS70093	8464	4349	4 SUB	MBS	10-Sep-60	De-Icer	24-Jun-80	VBL Sep-80
ADS70094	8453	4344	4 SUB	MBS	17-Sep-60	De-Icer	14-Apr-79	BR Mar-80
ADS70095	8454	4344	4 SUB	MBS	17-Sep-60	De-Icer	14-Apr-79	BR Mar-80
ADS70096	8433	4334	4 SUB	MBS	24-Sep-60	De-Icer	6-Oct-79	BLM Jul-81
ADS70097	8434	4334	4 SUB	MBS	24-Sep-60	De-Icer	6-Oct-79	BLM Jul-81
ADS70098	8471	4353	4 SUB	MBS	8-Oct-60	De-Icer	30-Nov-81	RD Apr-82
ADS70099	8472	4353	4 SUB	MBS	8-Oct-60	De-Icer	30-Nov-81	RD Apr-82
ADS70100	8467	4351	4 SUB	MBS	8-Oct-60	De-Icer	15-Oct-77	BR Mar-80
ADS70101	8468	4351	4 SUB	MBS	8-Oct-60	De-Icer	15-Oct-77	BR Mar-80
ADS70102	8421	4328	4 SUB	MBS	8-Oct-60	De-Icer	3-Aug-79	BR Apr-80
ADS70103	8422	4328	4 SUB	MBS	8-Oct-60	De-Icer	3-Aug-79	BR Apr-80
ADS70104	8430	4332	4 SUB	MBS	22-Oct-60	De-Icer	15-Oct-77	BR May-80
ADS70105	8465	4332	4 SUB	MBS	22-Oct-60	De-Icer	15-Oct-77	BR May-80
ADS70106	8423	4331	4 SUB	MBS	22-Oct-60	De-Icer	3-Aug-79	BR Apr-80
ADS70107	8427	4331	4 SUB	MBS	22-Oct-60	De-Icer	3-Aug-79	BR Apr-80
–	8131	4302	4 SUB	MBS	Jan-61	Horse	c.Nov-61	NV Dec-61
–	8132	4302	4 SUB	MBS	Jan-61	Horse	c.Nov-61	NV Dec-61
ADS70173	8457	4346	4 SUB	MBS	2-Dec-61	De-Icer	3-Aug-79	BR Feb-80
ADS70258	11057	3031	6 PAN	MBS	Jun-64	Con Rail Tests	Dec-69	K Feb-72
ADS70259	11058	3031	6 PAN	MBS	Jun-64	Con Rail Tests	Dec-69	K Feb-72
–	12618	3071	4 RES	TRS	c.Apr-65	Office	c.Jul-66	HG c.Jul-66
ADS70260	Ruth	3005	6 PUL	PC	1966	Office	Dec-69	Preserved
ADS70261	Bertha	3001	6 PUL	PC	1966	Office	Dec-69	Preserved
–	11861	3158	4 COR	TCK	Dec-66	Office	Jul-67	AF Oct-68 *
Underframe of 11861 above to Crane Runner DS70280
ADS70268 (ADB977365)	10726	2608	2 HAL	MBS	27-Jan-68	De-Icer	11-Oct-90	G w/e 14-Aug-93
ADS70269	10764	2926	4 LAV	MBS	19-Oct-68	De-Icer	26-Nov-79	NJN May-80
ADS70270 (ADB977366)	10497	2954	4 LAV	MBS	8-Feb-69	De-Icer	1-Mar-90	G w/e 14-Aug-93
ADS70271	10498	2954	4 LAV	MBS	19-Oct-68	De-Icer	26-Nov-79	NJN May-80
ADS70272 (ADB977367)	10499	2955	4 LAV	MBS	8-Feb-69	De-Icer	1-Mar-90	G w/e 14-Aug-93
ADS70273	10500	2955	4 LAV	MBS	17-Sep-69	De-Icer	11-Oct-90	G w/e 14-Aug-93
DS70276	12266	3027	6 PAN	TFK	7-Dec-68	Crane runner	Oct-93	PA Mar-94
DS70277	12275	3036	6 PAN	TFK	14-Dec-68	Crane runner	Mar-01	Preserved
DS70278	10027	3024	6 PAN	TSK	25-Jan-69	Crane runner	c.2000	Preserved
DS70279	12270	3031	6 PAN	TFK	7-Dec-68	Crane runner	Apr-01	Preserved
DS70280	11861	3158	4 COR	TCK	14-Dec-68	Crane runner	Dec-98	Preserved
DS70281	12235	3065	4 COR [N]	TFK	25-Jan-69	Crane runner	Mar-01	Preserved
ADS70315	10731	2613	2 HAL	MBS	2-May-70	Stores	18-Mar-83	BLM Apr-86
ADS70316	10742	2624	2 HAL	MBS	2-May-70	Stores	1-Jun-85	BR Jun-87
ADS70317	10760	2642	2 HAL	MBS	2-May-70	Stores	1-Jun-85	BR Jun-87
ADS70318	10787	2669	2 HAL	MBS	2-May-70	Stores	18-Mar-83	BLM Apr-86
ADS70321	10603	2037	2 BIL	MBS	25-Jul-70	Air Brake	c.Dec-72	AYB Apr-73
ADS70322	12060	2037	2 BIL	DTC	25-Jul-70	Air Brake	c.Dec-72	AYB Apr-73
080335	12234	3058	4 RES	TFK	May-54	Ship’s gangway	5-Mar-76	CH? c.Oct-79
080336	12518	3073	4 BUF	TRB	May-54	Ship’s gangway	Extant?	Swanage ?
081046	8715	4543	4 SUB	MBT	Sep-56	Horse	6-Jun-59	NV w/e 18-Jun-59
081047	8881	4543	4 SUB	MBT	Sep-56	Horse	6-Jun-59	NV w/e 18-Jun-59
081269	8449	4342	4 SUB	MBS	Jun-60	Shunting	Dec-69	WP Dec-70
081270	8450	4342	4 SUB	MBS	Jun-60	Shunting	Dec-69	WP Dec-70
081812	8432	4333	4 SUB	MBS	9-Nov-63	Elect. Tests	26-Mar-66	BLM Sep-66
081813	8460	4333	4 SUB	MBS	9-Nov-63	Elect. Tests	26-Mar-66	BLM Sep-66
083145	10088	3134	4 COR	TSK	May-73	Asbestos staff car	Aug-78	EH May-79 *
Underframe of 083145 above believed to have survived longer at Eastleigh
083569	19	043	4 VEC	DMS	Mar-84	Store	Apr-89	SJ 3-Apr-89
083570	30	033	3 TIS	DTS	May-84	Store	1990	RY 1990
083656	See 977514 below

TDB975025	60755	1031	6B	TB	1-Nov-69	Inspection	In use	@ DY
–	10723	062	2 PAN	MBS	Jan-71	Horse	Jun-71	BLM Feb-73
–	12190	062	2 PAN	DTC	Jan-71	Horse	Jun-71	SL 28-Oct-72
ADB975250	10829	4378	4 SUB	MBS	3-Mar-73	Stores	1-Jun-85	MG Mar-90
ADB975251	10830	4378	4 SUB	MBS	3-Mar-73	Stores	1-Jun-85	MG Mar-90
ADB975255	11162	3087	4 GRI	MBS	20-Jan-73	Heating tests	23-Nov-74	TW Jun-75
ADB975256	12237	3087	4 GRI	TFK	20-Jan-73	Heating tests	23-Nov-74	TW Jun-75
ADB975257	12602	3087	4 GRI	TGS	20-Jan-73	Heating tests	23-Nov-74	TW Jun-75
ADB975258	11202	3087	4 GRI	MBS	20-Jan-73	Heating tests	23-Nov-74	TW Jun-75
ADB975319	10919	4367	4 SUB	MBS	15-Mar-74	Instruction	6-Nov-85	BR Jul-87
ADB975320	10171	4367	4 SUB	TS	15-Mar-74	Instruction	6-Nov-85	BR Jul-87
ADB975321	11470	4367	4 SUB	TS	15-Mar-74	Instruction	6-Nov-85	BR Jul-87
ADB975322	10920	4367	4 SUB	MBS	15-Mar-74	Instruction	6-Nov-85	BR Jul-87
RDB975386	60750	1032	6B	TB	Feb-74	Tilt Tests	Jul-89	Preserved
ADB975430	64300	2001	2 PEP	DMS	c.Sep-74	Prototype	c.Jul-78	VBL Feb-87
ADB975432	64301	2001	4 PEP	DMS	c.Sep-74	Prototype	c.Jul-78	VBL Apr-87
KDB975500	12274	3047	6 COR	TKF	Apr-71	CWR Flat	Mar-93	C 20-Sep-93
KDB975501	12265	3049	6 COR	TFK	Apr-71	CWR Flat	Aug-93	TY 17-Nov-93
KDB975502	12262	3044	6 COR	TFK	Apr-71	CWR Flat	Mar-93	C 20-Sep-93
KDB975503	12263	3046	6 COR	TFK	Apr-71	CWR Flat	Mar-93	C 20-Sep-93
KDB975504	12268	3042	6 COR	TFK	Apr-71	CWR Flat	Mar-93	C 20-Sep-93
KDB975505	12269	3045	6 COR	TFK	Apr-71	CWR Flat	Nov-92	TY 8-Sep-93
KDB975506	12267	3048	6 COR	TFK	Apr-71	CWR Flat	Nov-92	TY 8-Sep-93
KDB975507	12273	3041	6 COR	TFK	Apr-71	CWR Flat	Nov-92	TY 8-Sep-93
KDB975508	10039	3045	6 COR	TSK	Apr-71	CWR Flat	Mar-92	T 17-Jun-92
KDB975509	10040	3045	6 COR	TSK	Apr-71	CWR Flat	Mar-92	T 17-Jun-92
KDB975510	10032	3049	6 COR	TSK	Apr-71	CWR Flat	c.Dec-07	Preserved
DB975511	10037	3042	6 COR	TSK	Apr-71	CWR Flat	Mar-92	C 4-Sep-92
KDB975512	10035	3048	6 COR	TSK	Apr-71	CWR Flat	?	RX Nov-04
KDB975513	10048	3041	6 COR	TSK	Apr-71	CWR Flat	Nov-93	C Feb-94
DB975514 (I.U. 083656)	10050	3047	6 COR	TSK	Apr-71	CWR Flat	May-93	SW 10-Jan-05
KDB975515	10049	3047	6 COR	TSK	Apr-71	CWR Flat	Nov-92	TY 8-Sep-93
KDB975516	10025	3046	6 COR	TSK	Apr-71	CWR Flat	Nov-92	TY 8-Sep-93
KDB975517	10036	3048	6 COR	TSK	Apr-71	CWR Flat	Nov-92	TY 8-Sep-93
DB975518 (I. U. 0xxxxx)	10026	3044	6 COR	TSK	Apr-71	CWR Flat	Mar-93	EN Jul-99
DB975519	10081	3127	4 COR	TSK	16-Oct-71	CWR Flat	Jul-92	C 4-Sep-92
DB975520	11847	3074	4 BUF	TCK	6-Nov-71	CWR Flat	Jul-92	C 4-Sep-92
KDB975521	11846	3073	4 BUF	TCK	11-Dec-71	CWR Flat	May-92	EE Jul-99
DB975522	11849	3076	4 BUF	TCK	1-Jan-72	CWR Flat	?	AD Sep-04
KDB975523	11856	3078	4 BUF	TCK	18-Dec-71	CWR Flat	Nov-92	TY 8-Sep-93
DB975524	11817	3127	4 COR	TCK	25-Mar-72	CWR Flat	Dec-93	EE Jul-99
KDB975525	11854	3081	4 BUF	TCK	8-Apr-72	CWR Flat	Nov-92	TY 8-Sep-93
KDB975526	10064	3110	4 COR	TSK	29-Apr-72	CWR Flat	Nov-93	C Feb-94
KDB975527	11800	3110	4 COR	TCK	13-May-72	CWR Flat	Nov-92	TY 8-Sep-93
KDB975528	12245	3086	4 GRI	TFK	17-Jun-72	CWR Flat	Nov-93	C Feb-94
KDB975529	10079	3125	4 COR	TSK	15-Jul-72	CWR Flat	Nov-93	HN Mar-03
DB975530	11815	3125	4 COR	TCK	24-Jul-72	CWR Flat	Jul-92	C 4-Jun-93
DB975531	11802	3149	4 COR	TCK	19-Aug-72	CWR Flat	Mar-93	EN Jul-99
KDB975532	10103	3149	4 COR	TSK	9-Sep-72	CWR Flat	Nov-92	TY 8-Sep-93
KDB975533	10041	601	6 TC	TSK	2-Dec-72	CWR Flat	Jul-93	C 20-Sep-93
ADB975586	10907	4361	4 SUB	MBS	1976	De-Icer	c.Apr-4	I 4-Oct-04
ADB975587	10908	4361	4 SUB	MBS	1976	De-Icer	c.Apr-04	I 30-Sep-04
ADB975588	10981	4121	4 SUB	MBS	Feb-77	De-Icer	c.Apr-02	I 5-Dec-03
ADB975589	10982	4121	4 SUB	MBS	Feb-77	De-Icer	c.Apr-02	I 3-Dec-03
ADB975590	10833	4380	4 SUB	MBS	1977	De-Icer	c.Apr-04	I 28-Sep-04
ADB975591	10834	4380	4 SUB	MBS	1977	De-Icer	c.Apr-04	I 28-Sep-04
ADB975592	10993	4127	4 SUB	MBS	Dec-77	De-Icer	c.Dec-02	I 17-Jun-03
ADB975593	12659	4604	4 SUB	MBS	1978	De-Icer	c.Dec-02	I 17-Jun-03
ADB975594	12658	4604	4 SUB	MBS	1978	De-Icer	c.Apr-04	I 11-Nov-04
ADB975595	10994	4127	4 SUB	MBS	Dec-77	De-Icer	c.Apr-04	I 8-Nov-04
ADB975596	10844	4385	4 SUB	MBS	1978	De-Icer	c.Dec-02	I 13-Jun-03
ADB975597	10987	4124	4 SUB	MBS	Dec-78	De-Icer	c.Dec-02	I 28-May-03
ADB975598	10989	4125	4 SUB	MBS	Feb-79	De-Icer	Feb-01	RH 2-Feb-10
ADB975599	10990	4125	4 SUB	MBS	Feb-79	De-Icer	c.Apr-02	I 27-Jun-03
ADB975600	10988	4124	4 SUB	MBS	Dec-78	De-Icer	c.Apr-02	DY 6-May-13
ADB975601	10843	4385	4 SUB	MBS	1978	De-Icer	c.Apr-02	DY 26-Mar-13
ADB975602	10991	4126	4 SUB	MBS	May-80	De-Icer	c.Apr-04	I 11-Nov-04
ADB975603	10992	4126	4 SUB	MBS	May-80	De-Icer	c.Apr-04	I 12-Nov-04
ADB975604	10939	4377	4 SUB	MBS	1981	De-Icer	c.Apr-02	I 27-Jun-03
ADB975605	10940	4377	4 SUB	MBS	1981	De-Icer	Feb-01	RH 4-Feb-10
ADB975610	68205	–	TLV	TLV	c.Apr-78	Enparts	Mar-96	RS Mar-96
ADB975611	68201	–	TLV	TLV	c.Apr-78	Enparts	2011	SH Sep-11
ADB975612	68203	–	TLV	TLV	c.Apr-78	Enparts	2011	SP Sep-11
ADB975613	68202	–	TLV	TLV	c.Apr-78	Enparts	2011	SH Sep-11
ADB975614	68204	–	TLV	TLV	c.Apr-78	Enparts	Mar-96	RS Mar-96
ADB975615	68206	–	TLV	TLV	c.Apr-78	Enparts	Jul-04	SN Jan-08
ADB975844	64305	4002	2 PEP	DMS	Oct-79	Bogie	c.Mar-81	BR Nov-90
ADB975845	62427	4001	4 PEP	MS	May-79	Tests	c.Jun-80	BLM Jul-86
ADB975846	62428	4001	4 PEP	MS	May-79	Tests	c.Jun-80	BLM Jul-86
ADB975847	64302	4001	4 PEP	DMS	May-79	Tests	c.Jun-80	BLM Jul-86
ADB975848	64303	4001	4 PEP	DMS	May-79	Tests	c.Jun-80	BLM Jul-86
ADB975849	62426	4002	4 PEP	MS	Oct-79	Bogie	c.Mar-81	BR Nov-90
ADB975850	62429	4002	4 PEP	MS	Oct-79	Bogie	c.Mar-81	BR Nov-90
ADB975851	64304	4002	4 PEP	DMS	Oct-79	Bogie	c.Mar-81	BR Nov-90
ADB975896	11387	4664	4 SUB	MBS	1981	De-Icer	c.Apr-04	I 29-Sep-04
ADB975897	11388	4664	4 SUB	MBS	1981	De-Icer	c.Apr-04	I 29-Sep-04
ADB977068	14549	5629	2 SAP	MBS	4-Dec-82	Stores	Jun-91	G Oct-93
ADB977069	16029	5629	2 SAP	DTS	4-Dec-82	Stores	Jun-91	G Oct-93
ADB977205	61971	6156	2 HAP	MBS	Feb-84	Horse	c.Aug-84	MNS 19-Nov-85
ADB977206	76004	6156	2 HAP	DTC	Feb-84	Horse	c.Aug-84	MNS 19-Nov-85
ADB977207	61658	6116	2 HAP	MBS	Feb-84	Horse	c.Dec-02	RH Feb-10
ADB977208	75710	6116	2 HAP	DTC	Feb-84	Horse	c.Dec-88	VBL Jul-90
ADB977209	61663	6121	2 HAP	MBS	?	Horse	31-Dec-87	MNS 5-Jun-90
ADB977210	75715	6121	2 HAP	DTC	?	Horse	31-Dec-87	MNS 18-Jan-90
ADB977211	61684	6142	2 HAP	MBS	?	Horse	31-Dec-87	VBL Jul-90
ADB977212	75736	6142	2 HAP	DTC	?	Horse	31-Dec-87	VBL Jul-90
ADB977213	61627	5302	4 EPB	MBS	2-Feb-84	Stores	c.Dec-87	MNS 14-Mar-88
ADB977214	75362	6044	2 HAP	DTC	2-Feb-84	Stores	c.Dec-87	MNS 15-Mar-88
ADB977290	65318	5788	2 EPB	MBS	14-Dec-85	Stores	Jun-91	G w/e 9-Oct-93
ADB977291	65324	5794	2 EPB	MBS	14-Dec-85	Stores	Jun-91	G w/e 9-Oct-93
ADB977294	11305	4623	4 SUB	MBS	1982	Shunting	Aug-87	BR Nov-90
ADB977295	11306	4623	4 SUB	MBS	1982	Shunting	Aug-87	BR Nov-90
ADB977296	65319	6289	2 EPB	MBS	21-Sep-85	Horse	May-96	NS Oct-05
ADB977297	77108	6289	2 EPB	DTS	21-Sep-85	Horse	c.Dec-92	G Oct-93
ADB977304	65317	6287	2 EPB	MBS	4-Oct-86	Shunting	Jan-93	G Jun-95
ADB977305	65322	6292	2 EPB	MBS	4-Oct-86	Shunting	Jan-93	G Jun-95
ADB977335	76277	405	4 TC	DTS	c.Feb-86	HSTRC	Oct-03 ?	@ Meldon ?
ADB977336	76278	405	4 TC	DTS	c.Feb-86	HSTRC	Aug-92	MC 10-Aug-93
ADB977362	See DS70050 above
ADB977363	See DS70051 above
ADB977364	See DS70087 above
ADB977365	See DS70268 above
ADB977366	See DS70270 above
ADB977367	See DS70272 above
ADB977368	See DS70273 above
ADB977376	60002	1002	6S	MBS	c.Oct-86	Sandite	c.Jan-93	G w/e 5-Nov-94
ADB977377	60003	1002	6S	MBS	c.Oct-86	Sandite	c.Jan-93	G w/e 5-Nov-94
ADB977378	60503	1002	6S	TSO	Conversion	Cancelled	May-86	VBL Nov-89
ADB977379	60504	1002	6S	TSO	c.Oct-86	Sandite	c.Jan-93	MPS Jul-98
ADB977394	65316	6286	2 EPB	MBS	Conversion	Cancelled	Oct-91	B Dec-91
ADB977395	61035	–	4 CEP	MSO	Jul-91	Horse	?-95	MC 18-Jan-96
ADB977396	61342	–	4 CEP	MBS	Jul-91	Horse	?-95	MC 19-Jan-96
ADB977397	61388	1500	4 CEP	MSO	Jul-91	Horse	?-95	MC 22-Jan-96
ADB977398	61389	1500	4 CEP	MSO	Jul-91	Horse	?-95	MC 19-Jan-96
ADB977505	65321	6291	2 EPB	MBS	Sep-87	Horse	c.1994	Preserved
ADB977506	65323	6293	2 EPB	MBS	Sep-87	Horse	May-96	AC Dec-96
ADB977507	77110	6291	2 EPB	DTS	Sep-87	Horse	c.Dec-92	G Oct-93
ADB977508	77112	6293	2 EPB	DTS	Sep-87	Horse	c.1994	Preserved
ADB977531	14047	5024	4 EPB	MBS	c.Oct-87	Sandite	Apr-94	G Jun-95
ADB977532	14048	5024	4 EPB	MBS	c.Oct-87	Sandite	Apr-94	G Jun-95
ADB977533	14273	5192	4 EPB	MBS	c.Oct-87	Sandite	c.Apr02?	I 10-Jul-03
ADB977534	14384	5192	4 EPB	MBS	c.Oct-87	Sandite	c.Apr-02?	I 3-Jul-03
ADB977542	70869	8014	4 TC	TFK	c.May-91	HSTRC	Dec-91	MC 3-Dec-91
ADB977543	76295	8014	4 TC	DTS	c.May-91	?	Sep-93	MC 8-Sep-93
ADB977544	76296	8014	4 TC	DTS	c.May-91	?	Sep-93	MC 9-Sep-93
ADB977545	70825	8014	4 TC	TBSK	c.May-91	HSTRC	Dec-91	MC 3-Dec-91
ADB977559	65313	6283	2 EPB	MBS	1988	Exmover	1999	I 16-Aug-04
ADB977560	65320	6290	2 EPB	MBS	1988	Exmover	1999	I 17-Aug-04
ADB977566	65312	6282	2 EPB	MBS	1988	De-Icer	c.Apr-04	I 9-Feb-05
ADB977567	65314	6284	2 EPB	MBS	1988	De-Icer	c.Apr-04	I 21-Nov-05
ADB977578	77101	6282	2 EPB	DTS	1988	Sandite	c.1999	I 26-Jun-02
ADB977579	77109	6290	2 EPB	DTS	1988	Sandite	c.1999	I 25-Jun-02
ADB977609	65414	6022	2 HAP	MBS	c.Dec-88	Horse	c.Dec-02	RH Feb-10
ADB977610	77136	6022	2 HAP	DTC	c.Dec-88	Horse	c.Dec-88	VBL Aug-90
ADB977684	76282	8007	4 TC	DTS	Mar-90	Bogie	Oct-94	AC Oct-96
ADB977685	70818	8007	4 TC	TBSK	Mar-90	Bogie	Oct-94	AC Oct-96
ADB977686	70850	8007	4 TC	TFK	Mar-90	Bogie	Oct-94	AC Oct-96
ADB977687	76281	8007	4 TC	DTS	Mar-90	Bogie	Oct-94	AC Oct-96
ADB977688	77111	6292	2 EPB	DTS	Apr-90	Fire Ex.	c.Mar-92	G w/e 19-Jul-92
ADB977689	77106	6287	2 EPB	DTS	Apr-90	Fire Ex.	c.Mar-92	G w/e 19-Jul-92
ADB977690	77102	6283	2 EPB	DTS	Apr-90	Fire Ex.	c.Mar-92	G w/e 19-Jul-92
ADB977691	77103	6284	2 EPB	DTS	Apr-90	Fire Ex.	c.Mar-92	G w/e 19-Jul-92
ADB977696	60522	203001	4L	TSO	Sep-90	Sandite	c.Dec-91	NS 26-Jan-04
ADB977697	60523	203001	4L	TSO	Sep-90	Sandite	C.Dec-92	G w/e 5-Nov-94
ADB977698	60152	203001	4L	MBS	Sep-90	Sandite	Dec-93	AC Aug-96
ADB977699	60153	203001	4L	MBS	Sep-90	Sandite	Dec-93	AC Aug-96
ADB977700	60139	207011	3D	MBS	Sep-90	Sandite	c.Dec-91	MC 7-Aug-92
ADB977701	60910	207011	3D	DTS	Sep-90	Sandite	c.Dec-91	MC 7-Aug-92
ADB977702	14487	5439	4 EPB	MBS	c.Feb-91	Fire Ex.	Aug-91	MPS 15-Oct-91
ADB977703	15013	5439	4 EPB	TSO	c.Feb-91	Fire Ex.	Aug-91	MPS 15-Oct-91
ADB977704	15160	5439	4 EPB	TSO	c.Feb-91	Fire Ex.	Aug-91	MPS 18-Nov-91
ADB977705	14575	6322	2 EPB	MBS	c.Feb-91	Fire Ex.	Aug-91	MPS 14-Oct-91
ADB977729	61249	4301	2 HAP	MBS	Conversion	Cancelled	Dec-91	MPS 16-Dec-91
ADB977730	75369	4301	2 HAP	DTC	Conversion	Cancelled	Dec-91	MPS 17-Dec-91
ADB977731	61260	4302	2 HAP	MBS	Jul-91	Datatrak	May-92	MC 2-Jun-92
ADB977732	75379	4302	2 HAP	DTC	Jul-91	Datatrak	May-92	MC 2-Jun-92
ADB977733	61288	4312	2 HAP	MBS	Conversion	Cancelled	Dec-91	MPS 11-Dec-91
ADB977734	75408	4312	2 HAP	DTC	Conversion	Cancelled	Dec-91	MPS 12-Dec-91
ADB977735	61296	4316	2 HAP	MBS	Conversion	Cancelled	Dec-91	MPS 23-Dec-91
ADB977736	75416	4316	2 HAP	DTC	Conversion	Cancelled	Dec-91	MPS 2-Jan-92
ADB977737	61654	4320	2 HAP	MBS	Conversion	Cancelled	Dec-91	MPS 19-Dec-91
ADB977738	75706	4320	2 HAP	DTC	Conversion	Cancelled	Dec-91	MPS 18-Dec-91
ADB977739	61668	4321	2 HAP	MBS	Conversion	Cancelled	Dec-91	MC w/e 28-May-92
ADB977740	75720	4321	2 HAP	DTC	Conversion	Cancelled	Dec-91	MC w/e 28-May-92
–	68001	9001	MLV	MLV	c.May-90	Shunting	c.Jun-96	Preserved
–	68002	9002	MLV	MLV	Oct-90	Shunting	c.Jun-96	Preserved
–	68003	9003	MLV	MLV	c.May-90	Horse	c.Jun-96	Preserved
–	68004	9004	MLV	MLV	Oct-90	Shunting	c.Jun-96	Preserved
–	68005	9005	MLV	MLV	c.May-90	Shunting	c.Jun-96	Preserved
–	68006	9006	MLV	MLV	Oct-90	Shunting	c.Dec-91	G w/e 26-Mar-94
–	68007	9007	MLV	MLV	c.May-90	Shunting	c.Jun-96	CRC 30-Oct-06
–	68008	9008	MLV	MLV	c.May-90	Shunting	c.Jun-96	Preserved
–	68009	9009	MLV	MLV	c.May-90	Horse	c.Jun-96	Preserved
–	68010	9010	MLV	MLV	Oct-90	Shunting	c.Jun-96	Preserved
ADB977763	70871	8028	4 TC	TCK	Jun-91	Bogie	c.Dec-94	AC Oct-96
ADB977764	70866	1903	6 REP	TCK	Jun-91	Bogie	c.Dec-94	NS Oct-05
ADB977777	14303	5406	4 EPB	MBS	c.Mar-92	Fire Ex.	Mar-94	G w/e 30-Apr-94
ADB977778	15230	5406	4 EPB	TSO	c.Mar-92	Fire Ex.	Mar-94	G w/e 30-Apr-94
ADB977779	15285	5406	4 EPB	TSO	c.Mar-92	Fire Ex.	Mar-94	G w/e 30-Apr-94
ADB977780	14356	5406	4 EPB	MBS	c.Mar-92	Fire Ex.	Mar-94	G w/e 30-Apr-94
ADB977797	14227	5114	4 EPB	MBS	c.Mar-92	Fire Ex.	c.Jul-92	G w/e 10-Oct-92
ADB977798	15242	5114	4 EPB	TSO	c.Mar-92	Fire Ex.	c.Jul-92	G w/e 10-Oct-92
ADB977799	15246	5114	4 EPB	TSO	c.Mar-92	Fire Ex.	c.Jul-92	G w/e 10-Oct-92
ADB977800	14228	5114	4 EPB	MBS	c.Mar-92	Fire Ex.	c.Jul-92	G w/e 10-Oct-92
ADB977804	65336	6222	2 EPB	MBS	Jun-92	De-Icer	c.Apr-03	I 27-Feb-04
ADB977805	65357	6243	2 EPB	MBS	Jun-92	Sandite	c.Apr-03	I 24-Feb-04
ADB977856	77531	6401	2 EPB	DTS	c.Jul-93	Route Learner	2001	I 3-Feb-04
ADB977857	65346	6401	2 EPB	MBS	c.Jul-93	Route Learner	2001	I 23-Mar-04
ADB977861	61044	1505	4 CEP	MSO	Apr-94	Route Learner	Oct-03	I 8-Dec-05
ADB977862	70039	1505	4 CEP	TBC	Apr-94	Route Learner	Oct-03	I 5-Dec-05
ADB977863	61038	1505	4 CEP	MSO	Apr-94	Route Learner	Oct-03	I 22-Nov-05
ADB977864	65341	6227	2 EPB	MBS	c.Jun-93	De-Icer	c.Apr-04	I 3-Nov-04
ADB977865	65355	6241	2 EPB	MBS	c.Jun-93	De-Icer	c.Apr-04	I 4-Nov-04
ADB977870	60660	205101	3H	TSO	c.Jul-93	Sandite	Mar-06	SE Sep-09
ADB977871	65353	6239	2 EPB	MBS	1993	De-Icer	c.Apr-04	I 17-Nov-05
ADB977872	65367	6253	2 EPB	MBS	1993	De-Icer	c.Apr-04	I 6-Dec-05
ADB977874	65302	6203	2 EPB	MBS	c.May-93	De-Icer	c.Feb-08	Preserved
ADB977875	65304	6205	2 EPB	MBS	c.May-93	De-Icer	c.Feb-08	Preserved
ADB977906	60135	207010	3D	MBS	c.Aug-93	Horse	Oct-94	SE 1996
ADB977907	60138	207013	3D	MBS	c.Aug-93	Horse	Oct-04	SD Apr-16
ADB977917	65331	6217	2 EPB	MBS	c.Jun-95	Route Learner	2001	I 5-Dec-03
ADB977918	77516	6217	2 EPB	DTS	c.Jun-95	Route Learner	2001	I 17-Dec-03
ADB977919	65370	6256	2 EPB	MBS	Conversion	Cancelled	Jan-94	G w/e 26-Feb-94
ADB977920	77555	6256	2 EPB	DTS	Conversion	Cancelled	Jan-94	G w/e 26-Feb-94
ADB977924	65382	6268	2 EPB	MBS	c.Apr-94	De-Icer	c.Feb-08	Preserved
ADB977925	65379	6265	2 EPB	MBS	c.Apr-94	De-Icer	c.Feb-08	Preserved
ADB977939	60145	205027	3H	MBS	Nov-94	Sandite	Mar-06	Preserved
ADB977940	60149	205031	3H	MBS	Nov-94	Sandite	Mar-06	Preserved
ADB977981	62138	3567	4 VEP	MBS	Oct-02	Electrical Tests	Sep-04	SB Jun-05
ADB977983	72503	8204	488/2	TFH	May-02	Track Assessment	In use	@ Derby
ADB977985	72715	8316	488/3	TS	May-02	Structure Gauging	In use	@ Derby
ADB977997	72613	910002	488/3	TSH	Apr-09	Radio Survey	In use	@ Derby
DB999602	62483	2015	4 REP	DMS	May-87	Ultrasonic Test	In use	@ Derby
DB999605	62482	2015	4 REP	DMS	Dec-07	Ultrasonic Test	Stored	@ Derby
DB999606	62356	1850	4 CIG	MBS	Feb-04	Ultrasonic Test	In use	@ Derby
72612	72612	8307	488/3	TSH	c.May-05	Radio Survey	In use	@ Derby
72614	72614	8308	488/3	TSH	c.Mar-13	Conversion	Cancelled	EMR Nov-14
72615	72615	8308	488/3	TSH	c.Mar-13	Conversion	Cancelled	EMR Nov-14
72616	72616	8309	488/3	TSH	Jun-02	Radio Survey	In use	@ Derby
72630	72630	8316	488/3	TSH	Apr-02	Track Assessment	In use	@ Derby
72631	72631	8316	488/3	TSH	Jun-02	Ultrasonic Test	In use	@ Derby
72639	72639	8309	488/3	TSH	Jun-02	Radio Survey	In use	@ Derby
72706	72706	8307	488/3	TS	c.May-02	Track Assessment	c.Feb-06	BR Apr-06
72708	72708	8309	488/3	TS	Jun-02	Track Assessment	c.Oct-08	BR Oct-08
64661	64661	508207	508	DMS	Jun-14	Translator	In use	Doncaster
64707	64707	508207	508	DMS	Jun-14	Translator	In use	Doncaster
68501	68501	9102	489	GLV	Jan-06	Translator	In use
68504	68504	9105	489	GLV	c.Oct-07	Translator	In use
68505	68505	9106	489	GLV	c.Oct-07	De-Icer	?
68508	68508	9109	489	GLV	Jan-06	De-Icer	c.Mar-09	EH 28-Aug-12
–	62266	3905	4 VOP	MBS	May-13	Test Coach	In use	@ Derby
–	62287	1303	4 CIG	MBS	Apr-13	Ultrasonic Test	In use	@ Derby
–	62321	3918	4 VOP	MBS	May-13	Test Coach	In use	@ Derby
–	62384	1393	4 CIG	MBS	Aug-11	Ultrasonic Test	In use	@ Derby

GROUNDED BODIES

The following is a list of former SR electric cars which following withdrawal had their bogies removed and were grounded at various locations for further use. The lists show the vehicles in former coach number order, their type, former unit number of their last unit, date grounded (where known) the location and the subsequent use, and also the date the bodies were finally broken-up (if known).

Coach	Type	Ex unit	Date Grounded	Location	Use	Scrap
8294	MBT	1434	c.Nov-40	Slade Green	Elect. Dept. Lobby	late 1950’s
8517	MBT	1612	c.May-41	Lancing works	?	?
8910	TT	1021	c.Jun-43	New Malden	Home Guard	?
8929	TT	1005	c.Aug-48	Ashford	?	?
8932	TT	1008	c.Dec-46	Clapham Jct.	C.E.L.	?
8945	TT	1021	c.Jun-43	Eardley Sidings	C.E.L.	?
8953	TT	1027	c.May-47	Southampton Docks	?	?
8954	TT	1027	c.May-47	Southampton Docks	?	?
8977	TT	1123	9-Jun-43	Yeovil Jct.	Home Guard	?
8979	TT	1125	c.Dec-43	Staines	Home Guard	?
8980	TT	1126	27-May-43	Lancing works	?	?
8981	TT	1127	c.Nov-43	Bevois Park	C&W Dept.	?
8985	TT	1131	c.1943	Redhill	L.A.A.	?
8986	TT	1132	c.Oct-43	Basingstoke	Home Guard	?
8988	TT	1134	c.Sep-43	Eastleigh	Stores Staff Mess	?
8993	TT	1139	c.Aug-44	Southampton Old Docks	Admiralty	?
8995	TT	1141	Jun-44	St Denys	Home Guard	?
8997	TT	1143	c.Oct-43	Eastleigh Loco Works	Stores Staff Mess	?
8998	TT	1144	9-Jun-43	Yeovil Jct.	Home Guard	?
9001	TT	1052	18-Aug-43	Wokingham (Ascot?)	Fire Watchers	?
9002	TT	1052	18-Aug-43	Eastleigh	Fire Watchers	?
9004	TT	1066	c.Jul-43	Halwill Jct.	C&W Dept.	?
9007	TT	1066	c.Jul-43	Southampton Old Docks	Admiralty	?
9009	TT	1069	Jan-44	Folkestone Harbour	Staff Mess	?
9012	TT	1059	Feb-44	Southampton Old Docks	Admiralty	?
9012 above moved to Fullerton in Sep-44
9024	TT	1000	Apr-43	Effingham Jct.	Home Guard	?
9025	TT	1107	15-Apr-42	Redhill Loco	?	?
9026	TT	1107	20-May-42	Southampton	Fire Watchers	?
9027	TT	1198	27-May-42	½ at Tunbridge Wells Ctl. Goods ½ at Shalford	Fire Watchers ?	? ?
9029	TT	1100	1-Sep-43	Gravesend West	Staff Mess	?
9035	TT	999	c.Dec-45	½ at Lancing works	?	?
9038	TT	1086	c.Nov-42	Wimbledon	Home Guard	?
9040	TT	1089	Jan-43	Orpington	Fire Watchers	?
9041	TT	1089	Mar-43	Bricklayers Arms	C&W Dept.	?
9049	TT	1099	Aug-43	Wimbledon Park	Home Guard	?
9056	TT	1054	5-Nov-41	Fratton	Fire Watchers	?
9057	TT	1100	30-Jun-43	Micheldever	Social Club	?
9059	TT	1077	Jun-43	Brighton Top Yard	C&W Dept.	?
9062	TT	1062	7-Jul-43	Wareham	Home Guard	?
9064	TT	1062	30-Jun-43	Tooting	Home Guard	?
9067	TT	1047	27-Jan-43	Raynes Park	Home Guard	?
9068	TT	1069	Apr-44	Bricklayers Arms	Female Rest Room	?
9072	TT	1073	c.Nov-43	Sutton	Home Guard	?
9082	TT	1077	Jun-43	Brighton Top Yard	C&W Dept.	?
9084	TT	991	Apr-43	Wimbledon	Fire Watchers	May-47
9085	TT	1080	c.May-42	Lancing works	?	?
9088	TT	1094	c.Nov-43	Fratton	A.R.P.	?
9090	TT	1075	Sep-43	Worthing Central	?	post Oct-64
9093	TT	1046	9-Dec-42	Farnham	Home Guard	?
9102	TT	1093	c.Feb-44	Eastleigh works	C&W Dept.	?
9105	TT	1094	Oct-43	Ashford works	Home Guard	?
9117	TT	1114	16-Jun-43	Ashford Down Yard	Military	?
9118	TT	1114	16-Jun-43	Ashford works	Staff Mess	?
9119	TT	1110	Dec-47	Redhill Loco	?	?
9122	TT	1097	9-Dec-42	Wimbledon depot	CM&EE timber store	?
9125	TT	1113	c.Feb-43	Tonbridge	Home Guard	?
9128	TT	1116	9-Sep-42	Lancing works	?	?
9129	TT	1115	17-Feb-43	Ashford works	Fire Watchers	?
9135	TT	1147	c.Feb-43	Selhurst depot	Allotment Holders Assoc.	?
9142	TT	1154	c.Oct-43	Brighton Top Yard	Fire Watchers	?
9145	TT	1157	c.Nov-43	Bevois Park	C&W Dept.	?
9149	TT	1161	Jan-44	Plymouth Friary	?	May-44
9151	TT	1163	c.Dec-43	Three Bridges	L.A.A.	?
9154	TT	1166	c.Oct-43	Twickenham	Home Guard	?
9160	TT	1191	Jan-44	Plymouth Friary	?	May-44
9276	TT	1178	c.Aug-48	Eastleigh Loco works	?	c.1964

COR/RES/BUF UNDERFRAMES RE-USED.

The fleet of COR, RES and BUF units suffered quite badly during the war years from enemy action damage and a number of cars were burnt-out, but their underframes salvaged for possible re-use later.

Flat wagon DS107

4 COR unit 3101 was damaged by a V1 blast at Wimbledon depot on 29 June 1944. Damaged MBT 11082 was taken to Eastleigh on 5 July 1944 where the body was dismantled and the underframe converted to a flat wagon numbered DS107 for use in Ashford works yard. It is possible that the underframe of DS107 was then re-used in the repair of MBS 11212 from unit 3147 during 1956.

Pre-Cast Signal Unit carrying wagons 1902S and 1903S

4 COR unit 3144 was damaged by enemy bombing at Fratton on 27 April 1941 and three cars were burnt-out. The underframes of TTK 10098 and TCK 11834 were stored at Lancing, though 11834 was used with underframe of MBT 8222 (unit 1701) mounted upon it to move that from Lancing to Farlington Jct. on 14 May 1947 and took it back to Lancing by September 1949. Both were then converted at Lancing to become wagons for moving pre-cast signal units based at Exmouth Jct. 10098 becoming 1902S and 11834 becoming 1903S. Both these vehicles transferred to WR stock from 23 March 1963, and disposal details are unknown.

Flat wagon 137S

4 COR unit 3119 was destroyed by enemy incendiaries at Portsmouth Harbour on 10 January 1941, three underframes were salvaged but two later cut-up at Lancing. However, underframe of TCK 11809 was converted to a flat wagon for use at Lancing works from 13 September 1947 and numbered 137S. This wagon was withdrawn 30 June 1951 and probably scrapped at Lancing shortly afterwards.

Viaduct Inspection Units DS3187 and DS3188

4 RES unit 3058 was stored at Hampton Court and damaged there by fire following enemy bombing on 8 December 1940 and TFK 12234 and TRT 12606 were both withdrawn from 25 December 1940. Both underframes were stored (at Eastleigh?) and saw further use. That of TRT 12606 was converted into a Viaduct Inspection Unit DS3188 from 4 November 1950 under HOO 3688 dated 1 August 1950.

4 RES unit 3063 was damaged by a V1 blast at Wimbledon depot on 29 June 1944 and MBT 11157 was a total loss whilst TRT 12617 had the body wrecked and removed. It too was stored at Eastleigh and also converted under HOO 3688 into Viaduct Inspection Unit DS3187 also from 4 November 1950.

Both these vehicles were withdrawn in February 1964, DS3187 from 15-Feb and DS3188 from 22-Feb. Details of their disposal are unknown.

Ship’s Gangway Carriers 080335 and 080336

4 BUF unit 3073 was badly damaged by enemy incendiaries at Streatham Hill on 27 September 1940, only TRB 12518 was beyond repair and withdrawn and the underframe stored until re-used as the basis of a Ship’s Gangway Carrying wagon based at Southampton Docks from May 1954. It was numbered in the ‘internal user’ series as 080336. A second of these was also produced using the underframe of TFK 12234 from unit 3058 (see above). This vehicle became 080335.

080335 was withdrawn, dates quoted being either 5 May 1976 or possibly 12 July 1977. It was scrapped by Cohen’s at Kettering on 26 September 1979. Disposal of 080336 is less certain, it is possible that the vehicle went to the Swanage Railway and MAY still exist there.

Instruction unit S10 (later 053).

Augmented 4 SUB unit 4579 was disbanded on 15^th August 1953 and its all-steel trailer 10460 removed and overhauled at Eastleigh and renumbered 15033 for new unit 5033. The wooden bodied TT 9658 went to unit 4520, this being a 10-compartment ex LSWR bodied coach mounted on a lengthened ‘AC’ underframe. Both motorcoaches were stored spare, these being MBT 8564 and MBT 9817, 8564 being a 8-compartment coach and 9817 a downgraded former MBC with seven compartments. Both were again ex LSWR bodies mounted on lengthened ‘AC’ underframe. TT 9658 was removed from unit 4520 in October 1954 and then stored, it was then re-united with its original motorcoaches and the 3-car unit used from April 1955, based at Peckham Rye, for training motormen. In view of much new equipment coming into use with the impending Kent Coast electrification scheme it was decided to create an ‘Instruction Train’ which would be self-propelled and able to tour depots to provide staff training facilities where none existed. An H.O. order 4140 was raised on 30^th September for this train to be converted and unit 4579 (the three pre-grouping cars) was sent to Selhurst for the work to be done, this was completed in April 1956 with the modified unit being released numbered S10. It then moved to Lancing for some further conversion work and was released from there 20-Jun-56.

All three of the cars involved came from 3-car motor unit 1782, an interesting unit being made-up of LSWR bogie-block suburban coach bodies (from the same batches as used in LSWR units 1201 – 1284) but mounted onto ex LBSC ‘AC’ underframes lengthened to 62’ 0” at Lancing during 1930. Only a few LSWR bodies were put onto these lengthened underframes, this being done to use up the last few of these frames in 1930 when a further batch of units were ordered and the last few LSWR bogie-block sets were available for body conversion.

The underframe of 8564 was new from Lancing in December 1923 under new ‘CW’ Driving Trailer Third 3280, an 8-compartment coach with a small driving cab at one end and turned out in LBSC livery which it retained through its ‘AC’ service until taken into Eastleigh for rebuilding in June 1929. The body and underframe were split during conversion to DC working, the body being rebuilt for MBT 8749 which went to unit 1772 and the underframe lengthened for unit 1782. The underframe for 9658 was built at Lancing in December 1919 under coach 4109, this being a ‘CP’ stock style Driving Trailer Composite (cab/3F/5T compartments). This coach was never actually used for ‘AC’ working but became a steam hauled coach, being renumbered by the SR in October 1927 to 6267. It was taken to Ashford for conversion to DC electric working in in June 1930 and the body and underframe split, the body being rebuilt as TC 9483 for unit 1772 whilst the underframe was modified for unit TC 9658 in 1782. The underframe for 9817 was built at Lancing in June 1921 for coach 4113, a further ‘CP’ style Driving Trailer Composite, to same diagram number (792) as 4109 above, it too went into service as a steam hauled coach and was renumbered by the SR in December 1924 as 6259. It was also taken to Ashford in June 1930 for conversion to DC electric working and the body and underframe split, the body became part of MBT 9807 for unit 1772 and the underframe was lengthened and used for MBC 9817 in unit 1782.

Three ex LSWR bodies were then modified for these underframes, that for MBT 8564 starting life in December 1905 as a 51’ 0” 7-compartment Brake Third numbered 786. It was renumbered 1883 by the LSWR and again by the SR to 2884. Conversion to DC at Eastleigh in August 1930 saw a new cab and brake compartment and a further 5’ 6” compartment added at the former brake end of the original body. The body for TT 9658 was new as LSWR 250 in December 1905, an 8-compartment 51’ 0” tri-composite (11112223 layout), this coach being renumbered as 2488 in LSWR days and again by the SR as 4973. It was converted at Eastleigh, also in August 1930 with two new third compartments added at the former third-class end and then became TC 9658 in unit 1782. The final body used was LSWR 251 new in December 1905 and identical to 250 above, it too was renumbered by the LSWR as 2489 and the SR as 4864. It also went to Eastleigh in August 1930 for rebuilding as a DC electric car, where a new cab and brakevan was added replacing the endmost third-class compartment, the resulting 7-compartment MBC becoming 9817 for unit 1782.

The newly modified S10 was put into use in April 1956, being painted in malachite green, each car carried the legend C.M.& E.E.’S INSTRUCTION CAR in gold lettering at waist height midway along the bodyside of each coach. The vehicles were renumbered into the departmental series, MBT 8564 becoming DS40, TS 9658 becoming DS41 and MBT 9817 was DS42. Internal partitions were removed, and gangways fitted between the cars. DS40 retained the original cab, behind which was demonstration power collection, heating and lighting equipment and a motor generator and battery set located above the floor behind the cab on the offside, this allowed the operation of the power equipment when the unit was berthed away from the conductor rail. DS41 was fitted out with examples of power control equipment of all three types then in use (‘1936’ for suburban units, the version used on the ‘main line’ units and ‘1951’ for the modern units with EP braking). DS42 had a new small guard’s compartment with two periscopes fitted at the inner end, then some demonstration brake gear, a classroom/projection room then the original van and cab area. The exterior of the cars was little altered, some doors were sealed closed but all the ¼ light and droplight windows remained unaltered. The unit retained its EE 339 motors and electro-magnetic control gear. The unit was not used intensively, spending most of its time berthed at various depots for its intended purpose. Unit S10 was renumbered to 053, probably when painted blue with full yellow ends about May 1970. The bodyside lettering on each coach was altered to INSTRUCTION UNIT in white lettering at this time. Some later movements/sightings known were, unit at Lovers Walk mid-1971 and moved to Eastleigh 31-Jul-71. Moved Strawberry Hill to Bournemouth 15-Jan-72, then back to Stewarts Lane 29-Jan-72. Moved Chart Leacon to Slade Green 8-Apr-72, and on to Lovers Walk 19-Aug-72.

By 1974 the condition of unit 053 was poor, it was the only surviving unit with pre-grouping bodies by some margin, and the condition of the underframes was bad. It was withdrawn in May 1974 and had arrived at Selhurst by Oct‑74 where much of its interior equipment and fittings were removed for use in ‘new’ Instruction Train 055 being converted there from all-steel 4 SUB 4367. 053 remained dumped in sidings at Selhurst until moved to Micheldever 28-May-75. (another withdrawal date quoted was 1-Feb-75!). The unit was hauled to Ashford 21/22-Nov-75 (via Brighton overnight and Hastings) and was used in an accident exercise. It was deleted from the Carriage Registers from 27-Nov-75 and finally burnt and remains cut‑up at Ashford works by Smeeth Metals in May 1976.

UNIT	MBT	TT	MBT	Withdrawn	Scrap
S10 053 Apr-56	DS40 (8564)	DS41 (9658)	DS42 (9817)	May-74 (1-Feb-75?)	May-76

Works ‘internal’ vehicles.

A small number of former electric stock vehicles were appropriated for use in workshops as stores vans or flat wagons after withdrawal.

1631s

The first was TT 9162 spare after trailer set 1192 was withdrawn in April 1941 and the other car taken to augment a 3-car motor unit to 4 SUB. TT 9162 was taken to Lancing works and converted to a ‘wagon’ (most of body broken-up?) and remained in use there during the war years until withdrawn in August 1945. Exact disposal details unknown, but probably broken-up at Lancing soon after withdrawal.

DS107

MBS 11082 of 4 COR unit 3101 was badly damaged by a V1 rocket blast at Wimbledon Park 29-Jun-44 and withdrawn 5-Aug-44. This coach was later replaced by new construction in July 1946, but the underframe of the original vehicle was converted to a ‘flat wagon’ for use in Ashford works yard and numbered DS107, where it remained until 1956. Part/all? of the underframe was then believed to have been used to repair damaged MBS 11212 from unit 3147 (hit by a steam train near Woking 23-Dec-55) and DS107 was deleted.

434s & 435s

Trailer Set 1026 was withdrawn 30-Nov-46 and both cars, TT 8951 and TT 8952 were converted to stores vans at Lancing works and released 4-Jan-47. 8951 was renumbered 434s and 8952 became 435s and both remained in use until withdrawn 30-Jun-51 and probably broken-up at Lancing soon afterwards.

137s

Trailer Composite 11809 of 4 COR unit 3119 had been burnt-out at Portsmouth Harbour 10-Jan-41 when the unit was destroyed by enemy incendiaries. Coach officially withdrawn 26-Mar-41 but the underframe was taken to Lancing works and stored until converted to a ‘flat wagon’ numbered 137s for use in the works in September 1947. It was withdrawn 30-Jun-51 and probably scrapped there shortly afterwards.

590s

Trailer Set 1031 was withdrawn 31-Jan-48 and TT 8961 was converted to a stores van at Lancing works and renumbered 590s. Van withdrawn 25-Jun-49 and probably broken-up at Lancing soon afterwards.

BREAKDOWN TRAIN RIDING VANS

Two coaches originally used in the ‘CW’ stock A/C electric units, Driving Trailer Composites 4111 and 4118, both new in March 1921 were withdrawn when the A/C ceased operations and both were rebuilt as Pull-Push Driving Trailer Composites in January 1932 numbered as 2192 and 2194. DTBC was used in Set 752 whilst 2194 was formed into Set 751.

Both these Pull-Push sets were withdrawn form 13 December 1939, possibly the result of wartime service cuts and these two coaches were allocated to the loco running department and converted to Breakdown Train Riding Vans. 2192 became 1546s allocated to Bournemouth Central Loco Depot and withdrawn from 9 October 1948. 2194 became 1548s allocated to St Leonards Loco Depot and withdrawn 7 March 1953. Exact disposal of these vehicles is unknown.

TOWING AND ‘MATCH’ UNITS.

The rebuilding programme for the conversion of augmented 4 SUB and 2 NOL into new SUB/EPB/HAP units between 1953 and 1959 involved a requirement for withdrawn units at Wimbledon Park, already partly stripped of some electrical components, to be hauled ‘dead’ to Strawberry Hill where further stripping of parts took place, so a number of withdrawn motorcoaches were used (in pairs) to haul these withdrawn units between these two depots. Pairs of suitable motorcoaches were taken by the engineering department for this use, no expenditure was authorised so the cars were little modified, sometimes the torpedo ventilators on the roofs were removed to reduce leaks, but vehicles were otherwise unmodified, though one of the pair needed a rubbing plate swapped with a centre buffer to enable the pair to be coupled by the three link chain arrangement. Prior to 1953, withdrawn units had been stripped both electrically and bodily at Selhurst.

UNIT

4402 Unit withdrawn 28-Feb-53 and both MBT cars 8557 and 9810 used as departmental ‘towing unit’ until Jun‑53 when both bodies were broken‑up at Newhaven w/e 11-Jul-53 and their underframes used in construction of new 4 EPB vehicles:- 8557 for 14262 (5131) Sep‑54 and 9810 for 14264 (5132) Sep‑54.

4252 Unit withdrawn 16-May-53 and both MBT cars 8738 and 8896 retained as a ‘towing unit’ for use between Wimbledon Park and Strawberry Hill until Sep‑56. Moved to Hassocks 4-Oct-56 en route to Newhaven for scrapping.

4202 Unit withdrawn 27-Mar-54 and cars condemned w/e 3-Apr-54. Both MBT cars 8013 and 8014 used as a ‘Towing Unit’ for movements at Peckham Rye until moved to Wimbledon Park in January 1955, used between there and Strawberry Hill until Jul‑56 when withdrawn and bodywork broken‑up at Newhaven and underframes reconditioned at Lancing, that of 8013 bring altered for use under a trailer coach and despatched to Eastleigh 2-Nov-56, both used in construction of new 4 EPB vehicles:- 8013 for 15440 and 8014 for 14503 (both 5252) Jan‑57.

4559 Unit disbanded 2-Oct-54 and both MBT cars 8744 and 9802 used as ‘towing unit’ moving withdrawn units from Durnsford Road to Strawberry Hill until stored again from Sep‑55. Both however used again similarly during between January and October 1957 prior to being sent to Newhaven for scrapping w/e 21-Feb-59.

4564 Unit withdrawn 25-Feb-56 and both MBS cars 8746 and 9804 used as a ‘towing unit’ for moving condemned stock between Wimbledon Park and Strawberry Hill until sent to Newhaven for scrapping 9-Nov-58.

4543 Unit withdrawn 15-Sep-56 and both MBS cars 8715 and 8881 renumbered in internal user series at Durnsford Road 31-Jan-59 as a ‘towing unit’ for moving condemned stock between Wimbledon Park and Strawberry Hill, 8715 becoming 081046 and 8881 as 081047, these surviving until damaged in depot collision May‑59, withdrawn 6-Jun-59 and moved to Newhaven for scrapping w/e 18-Jun-59.

4505 Unit withdrawn w/e 27-Jun-59 and both MBS cars 8736 and 8894 used as a ‘towing unit’ unit at Durnsford Road until withdrawn in May‑60 Unit withdrawn w/e 27-Jun-59 and both trailers broken-up at Newhaven w/e 11-Jul-59. Both MBSs 8736 and 8894 used as a ‘towing unit’ unit at Durnsford Road until withdrawn May‑60, both taken to Strawberry Hill for stripping 28-Jun-60 and sent for scrap at Newhaven 13-Jul-60 and broken-up there w/e 6-Aug-60.

4342 Unit withdrawn 18-Jun-60 and both MBS cars 8449 and 8450 used as ‘towing unit’ at Wimbledon Park depot, retaining ‘unit number’ 4342 but given coach numbers in ‘Internal User’ series, 8449 becoming IU 081269 and 8450 becoming IU 081270. This use continued until about December 1969 when unit withdrawn. These vehicles eventually scrapped at Wimbledon Park Dec‑70.

4319 Unit withdrawn 9-Jul-60 and to Strawberry Hill for stripping 12-Jul-60. TS 10355 removed by 25-Jul-60 and stored at Micheldever, remaining three cars to Newhaven 9/10-Aug-60 (as 6-car with three added TS cars) where 9454 removed for scrapping and broken-up w/e 27-Aug-60, both MBS cars 8165 and 8166 returning to Strawberry Hill as match vehicles for a further movements, though both were also scrapped at Newhaven on arrival 20-Sep-60 and broken-up w/e 29-Oct-60. TS 10355 also later scrapped at Newhaven 10‑63.

4302 Unit withdrawn 28-Jan-61 and both MBS cars 8131 and 8132 retained, de-motored, as ‘match wagons’ used for moving withdrawn all-steel trailers between Strawberry Hill and storage at Micheldever and on the DNS line near Winchester until c.11‑61 when broken-up at Newhaven w/e 30-Dec-61 after being used to move damaged 4 LAV trailer 12001 (ex 2926) from Hassocks 13-Dec-61.

4333 Unit withdrawn 18-Nov-61 and both MBS cars 8432 and 8460 at Chart Leacon by Sep‑63 after a period in store at Micheldever. These later noted lettered ‘ME(T) Chart Leacon’ and numbered as ‘Internal User’ vehicles from 9-Nov-63, 8432 as IU081812 and 8460 as IU081813, withdrawn 26-Mar-66 and stored at Cosham in May/June 1966, later moving from Eastleigh to Micheldever 13-Jun-66. Sold for scrapping 15-Sep-66 to Bird Group, Long Marston c.Sep‑66.

062 2 PAN unit 062 (converted from 2 HAL 2605 in December 1970) was used briefly as a shunting unit at Wimbledon Park from January until June 1971. It still carried its original car numbers of 10723 (MBS) and 12190 (DTC). It moved to Oatlands Sidings for store from 30-Jun-71.

CONDUCTOR RAIL TEST UNIT

6 PAN unit 3031 was disbanded at Lovers Walk from 28-Jan-64 and both MBS cars sent to Selhurst in February for use in Push-Pull trials from June. Both 11057 and 11058 then used for further tests, both at Lancing between 13-Jul-64 and 22-Jul-64 where experimental bogies fitted, then on conductor rail clearances on the Bournemouth line during 1967, both being at Durnsford Road by Jul‑65, and condemned from 12-Aug-67 when converted to departmental cars DS70258 and DS70259. These cars survived in departmental service until Dec‑69, then withdrawn and stored at Coulsdon North and Micheldever. Both moved to Stewarts Lane in Jul‑71 and on to Selhurst depot for stripping later that month before returning to Micheldever in Oct‑71 then on to Weymouth. Both moved for scrapping to A. King Ltd. (Wymondham) 24-Jan-72.

Two former 6 PUL Composite Pullman cars Ruth and Bertha both stored in April 1966 when units 3001 and 3005 were disbanded at Lovers Walk were moved to Wimbledon Park on 5-Apr-66 and withdrawn there 9-Apr-66. Both then moved for store to Coulsdon North having been renumbered into departmental stock as DS70260 (Ruth) and DS70261 (Bertha). They were later formed between the MBS cars of 3031 (see above) but this unit was never used in departmental service as such.

Bertha remained at Coulsdon North until 8-Nov-69 when moved to Micheldever until sold for preservation Feb‑73 and moved to Eastleigh 14-Feb-73. Coach at the Ashford Steam Centre by August 1973. It was later moved to Bluebell Railway about 1978 and converted for steam loco operation with vacuum braking and steam heating as Pullman car Bertha once more, entering service in 1990. After a ten-year loan expired coach sold and moved to the Swanage Railway 20-Sep-00, but little used there and moved again to the West Coast Railway Company’s depot at Carnforth.

Ruth remained at Coulsdon North until 8-Nov-69 when moved to Micheldever until sold for preservation to Bulmers Ltd Feb‑73 and moved to Eastleigh 14-Feb-73. Coach had suffered slight fire damage at Micheldever and moved to Swindon c.May‑73 for overhaul though this was not carried out and coach then sold to 6000 Locomotive Association and moved to Bulmers at Hereford and used as a static HQ. Moved to Rowden Mill, Bredenbury, Herefordshire c.Oct‑96 and then sold to VSOE Ltd. Jun‑98 and moved again to Stewarts Lane for restoration.

DE-ICING & RAIL CLEANING VEHICLES

The largest group of former SR multiple unit vehicles to see further use after withdrawal from passenger service are those which have been converted into de-icing cars. In the early days of third rail electrification, most of the lines electrified were in the suburban area of London and also relatively flat. As a result, they were not particularly badly affected by severe weather conditions, and when there was a heavy snowfall and icing of the conductor rail, there was quite a ready supply of steam locomotives close to hand to assist any electric trains in difficulties with picking-up the electrical current. At this time also, all the electric stock was equipped with power jumpers between units so that even if only one collector shoe was making contact with the conductor rail, all motors on the train would be receiving current and able to operate. Subsequent extensions of electrification during the 1930’s saw the conductor rail extended along lines to the coast and some of these routes did pose a greater problem in cold weather with less frequent services and greater extremes of temperature, sometimes combined with more severe gradients giving electric trains more problems in icy weather.

The worst problems usually occurred when the temperature passed through freezing, either upwards or downwards, falling temperatures causing moisture already on the conductor rails to freeze, whilst rising temperatures occasionally combined to give ‘freezing rain’ conditions where falling rain (in air temperatures just above freezing) landed on the conductor rail which was below freezing point, then froze on the rail. Extreme cold was not a problem in itself providing the air was dry, and moderate amounts of snow were easily brushed off the conductor rail by the action of the shoes of passing trains. Greater depths of snow caused more problems, but this type of snowfall affected operations in other ways also, by clogging points and signalling equipment. Powdered snow was also drawn into traction motors with the cooling air causing ‘flashover’ damage, and on later stock fitted with motor generator sets, this equipment could be similarly affected. Older electric stock was fitted with heavy shoebeams and the shoes were kept in contact with the conductor rail by gravity. From the mid 1950’s a lighter type of shoegear was fitted, this had a degree of sprung-loaded pressure to keep the shoes in contact with the conductor rail. During the 1960’s the shoegear on new stock was altered, with a much lighter ‘height beam’ controlling the shoe, and severe arcing in icing conditions could sometimes burn through the height beam. Also, the more modern units were no longer fitted with power jumpers between the units, each unit being self-contained electrically so that all shoes on a unit were connected together, but not all shoes in a train formed of more than one unit. Very low temperatures could also affect the braking systems of trains, as any moisture in the system froze, blocking air pipes and causing valves to stick leading to dragging brakes and brakes ‘frozen on’ from time to time.

There were no easy solutions to the problem of conductor rail icing, but the application of a layer of special oil onto the flat railhead was found to ease the situation. The oil was not intended to prevent the formation of ice on the rail, but to stop it sticking to the rail surface, enabling the shoegear of passing trains to sweep the railhead clear of ice. The application of this oil to the conductor rail was carried out by de-icing units, these being modified vehicles converted from former passenger stock with special shoegear mounted on the trailer bogies. These shoes were able to spread oil onto the rail supplied from tanks mounted within the car and connected to the shoes via flexible pipes. As the oil conducted current, the tanks inside the vehicles were ‘live’ when the equipment was in use, though on later de-icing conversions the tanks were lined with a special membrane to overcome this problem. Special scraper equipment was also fitted to de-icing vehicles to assist with clearing accumulated ice from the railhead. The earliest conversions were of trailer cars, these then being marshalled between pairs of ordinary units and used to tour the lines, usually overnight, to apply the de-icing fluid. Later conversions used pairs of former motorcoaches coupled back-to-back, these self-propelled units then being able to run on their own and obviating the need to use passenger carrying units. In severe weather, de-icing units could be run attached to passenger stock if required, though this was usually only done in exceptional circumstances.

A further problem arose during the early 1970’s affecting the operation of trains during the autumn period, this being the annual leaf-fall season. Prior to this time, with steam traction still in regular use and before large scale mechanisation of track maintenance, the lineside had been kept clear of bushes and trees to reduce any fire hazard from passing locomotives and instances of the tracks being blocked by fallen trees during high winds. A plentiful supply of track labourers was available for this work. With the replacement of steam traction this became less critical, and increased mechanisation of track maintenance procedures led to a major reduction in the amount of labour available for lineside vegetation clearance. As a result, the lineside became much more overgrown and each autumn during the leaf fall, rails became covered in a greasy mulch caused by leaves being crushed onto the railhead by the action of the wheels of passing trains. This then caused a number of operating problems, accelerating trains lost time as their powered wheels slipped on the greasy rails, and in some cases the rails were damaged by ‘rail burns’ caused by spinning wheels. Worse was the effect on trains’ braking, where wheels locked and skidded, this damaging the wheelsets by causing ‘flats’ on the wheel surface, and also caused trains to overshoot signals and station platforms, sometimes with potentially serious consequences. These problems were exacerbated by the later generations of rolling stock which were fitted with disc braking, their wheel surfaces then becoming badly contaminated as they were not cleaned by the action of the brake blocks. These trains were also equipped with anti-slide braking systems which were designed to prevent wheels skidding, and in poor conditions these led to much greater stopping distances, whilst similar equipment to prevent driving wheels from slipping often reduced trains to a crawl as only low levels of power were allowed to be applied to the motors.

Various solutions were tried to combat this problem, the main ones being the use of a ‘plasma torch’ which used an arc between a probe close to the railhead and the rail itself to try to burn-off the leaf mulch. Also tried was a high pressure ‘water cannon’ where a very high-pressure water jet was used to try to wash off the mulch from the railhead. Another method was the application of ‘Sandite’ this being basically a solution of sand suspended in a gel which was applied to the railhead by nozzles and spread by the action of passing train wheels, the sand being used to break-up the accumulated leaf mulch and improve adhesion. On the SR, the application of all these methods of rail cleaning was carried out by the existing de-icing units modified for both tasks, though their numbers were expanded as railhead cleaning needed to be carried out on non-electrified routes in addition to the electrified ones previously covered by the de-icing units. Units modified for water cannon or sandite application were fitted with pumps and also a hopper where the mixed sandite solution was stored prior to application. The water cannon equipment was found to be less successful than the sandite and was only used for about four years from 1974 ‑ 1978. Units modified for this were normally loco-hauled as they ran on non-electrified routes as well, and their shoebeams were removed whilst in use as water cannons, power for the pumps being supplied via the electric train heat (ETH) supply from the locomotive. Also the prolonged slow running whilst spraying caused the starting grids of the units to become overheated. This problem also affected de-icing units being used for sandite application, though the sites were normally of restricted lengths, usually just on the approach to and section beyond station platforms and application was not made through pointwork as the sandite affected the operation of the point blades. Trains applying sandite were restricted to about 15 – 20mph whilst doing so, whereas application of de-icing fluid, which took place continuously, could be done at up to 30mph.

DE-ICING CARS 351s – 356s & 396s – 399s

The first cars converted for permanent de-icing use were altered between late 1945 and early 1947, all being ex LBSC 9-compartment cars modified for use in electric trailer sets in 1925/6, these cars being 57′ 7″ long over buffers (54′ 0″ long over bodies) and weighing 23 tons 8 cwt. Two had been formed in ‘Guildford & Dorking’ unit 1029 whilst the remainder came from the batch used in units 1051 ‑ 1117 which were converted for the ‘Eastern Section’ electrification. All were taken from units which had remained loose-coupled whilst formed as trailer sets. Conversion for de-icing use was carried out at (location unknown) and involved stripping out all the compartment partitions, installation of de-icing fluid tanks and associated equipment, fitting of shoegear on both bogies and modification of the electrical connections at one end of the coach (the end which had formerly been in the centre of the trailer unit) with jumper connections identical to those at the other end of the coach. The bodyside appearance was unchanged, though most of the doors were sealed and their handles removed, and the two ¼ light windows at the extreme ends of the coach were replaced by panelling, about halfway down each panel was a sloping hood at 45°, beneath which was a mirror so that the operator could look out to check the operation of the shoegear on the coach when required. The cars were renumbered into the departmental series, their new numbers being shown in the panelling above the first/second and eighth/ninth compartments with black lettering on a yellow background. The bodysides and ends remained in green livery.

These cars were then allocated to depots around the electrified system and used between pairs of motor units when required, though they could also be steam hauled on occasions. Exact allocation details altered from time to time, but cars were allocated to Brighton (356s), Selhurst (354/5s), Wimbledon Park (351s), Fratton (353s) and Slade Green (352s) depots. The final four had more flexible allocations as required. Cars surviving in use were renumbered DS3xx from 6^th July 1957.

These ten vehicles remained in service until two were withdrawn at the end of 1956, one in the autumn of 1959, two in January 1961 with the remainder surviving until May 1961, being replaced by a fleet of twelve ‘new’ de-icing units converted between 1956 and 1960 from pairs of ‘1925’ motorcoaches, and four further de-icing trailers taken from all-steel augmentation trailers, the increase in fleet size resulting from the expansion of electrification with the Kent Coast schemes in 1959/61. On withdrawal, they were taken to Strawberry Hill where the de-icing equipment was stripped for re-use before being sent for scrapping at Newhaven.

Departmental No.	Old No.	Ex unit	Date appropriated	Withdrawn date	Scrapped
DS351	9010	1065	24-Nov-45	24-Nov-56	Newhaven c.Dec-56
DS352	9116	1109	24-Nov-45	20-May-61	Newhaven May-61
DS353	9013	1053	24-Nov-45	20-May-61	Newhaven Jul-61
DS354	9069	1053	24-Nov-45	28-Jan-61	Newhaven May-61
DS355	9060	1060	24-Nov-45	24-Nov-56	Newhaven c.Dec-56
DS356	9003	1060	24-Nov-45	20-May-61	Newhaven 1961
DS396	8957	1029	28-Dec-46	26-Sep-59	Newhaven May-61
DS397	8958	1029	28-Dec-46	28-Jan-61	Newhaven May-61
DS398	9079	1083	18-Jan-47	20-May-61	Newhaven May-61
DS399	9089	1083	18-Jan-47	20-May-61	Newhaven 1964?

Disposal details known:

DS352 and DS398 to Strawberry Hill for stripping 2-May-61 (DS352 ex Fratton)

DS354, DS396 and DS397 to Strawberry Hill for stripping c.Feb‑61, all three then to Newhaven 27-Apr-61 for scrapping.

DS399 still at Fratton Dec‑63.

DE-ICING UNITS S90 & S91

The first self-propelled de-icing units were formed in 1957 when two units were made-up during March and April. These units were formed using pairs of motorcoaches from disbanded 4 SUB units 4531 and 4557, both withdrawn during the latter part of 1956. These motorcoaches consisted of ex LBSCR bodies mounted on lengthened former ‘AC’ stock underframes which had been rebuilt thus during 1929/30 for the ‘Central Section’ electrification. All the bodies had been built for the ‘CW’ stock, one during 1921, one during 1923 and two in 1924 with new cabs and brakevans added during conversion to DC in 1929/30. Two were 8-compartment former Motor Brake Thirds and two were 7-compartment former Motor Brake Composites, though these had been downgraded to third class during 1941. All the cars weighed 38 tons 19 cwt and following withdrawal of the 4 SUB units two were stored whilst those of unit 4557 were used as a depot towing unit.

Conversion work, which was carried out at Stewarts Lane, involved removal of all the internal compartment partitions to provide space for the fitting of the de-icing fluid tanks and equipment. Shoebeams were fitted to both the unpowered bogies for the fluid spreading shoes, but there was little other alteration to the bodies which retained their appearance, though a number of the side doors were sealed closed. Again a 45° sloping hood covering a mirror was fitted in place of one of the ¼ light windows on each bodyside to allow the operator to observe the de-icing shoes if required. The cars retained green livery and were renumbered as DS347 ‑ DS350 and the two units were given the unit numbers S90 and S91. Overall, these units were 129′ 6″ long overall and weighed about 80 tons. They were an advance over the previous de-icing trailer cars as they did not need to be marshalled between two traffic units to operate, and they had a high power-to-weight ratio to assist operation in difficult weather conditions. Both retained their electro-magnetic control systems and EE 339 motors.

In view of their lengthened underframes, these units did not have very long lives, they were initially allocated to Fratton depot, and both were out of use at Gillingham depot during the summer of 1960, with 91 being at Brighton by winter 1960/61 and both officially withdrawn 30-Dec-61, though owing to severe weather conditions, one was used again overnight 31-Dec-61. Both were then sent to Strawberry Hill for stripping of equipment on 23January 1962 prior to disposal for scrapping at Newhaven shortly afterwards.

The table below shows the unit formation, with the original coach number shown in brackets below the departmental number allocated.

Unit	8C MBT	7C MBT	Ex unit	Converted	Withdrawn	Scrapped
S90	DS347 (8741)	DS348 (8899)	4557	6-Jul-57	30-Dec-61	Newhaven c.Feb-62
S91	DS349 (8698)	DS350 (8864)	4531	6-Jul-57	30-Dec-61	Newhaven c.Feb-62

DE-ICING UNITS S92 – S101 (Later units 011 – 020).

During 1959 it was decided to replace all the existing de-icing fleet with new conversions formed as two‑car motor pairs, similar in concept to the two earlier 1957 conversions S90 and S91. Ten units were required, along with a further four single car de-icing trailers, this requirement also taking account the expansion of the electrified area following the completion of the Kent Coast electrification scheme. Vehicles for these ‘new’ de-icing units were selected from the motorcoaches of the 1925 built batch of units numbered 1496 ‑ 1524, these cars having been constructed by the Metropolitan Carriage Wagon & Finance Co. Ltd on standard 62′ 0″ underframes. All had subsequently been used in augmented 4 SUB units in the 4326 ‑ 4354 batch. They were all originally equipped with DK 77 motors and ‘Eastern’ type motor bogies, though these had all been changed to EE 339 motors within a ‘Central’ type motor bogie whilst still running as 4 SUB units. The motorcoaches retained electro-magnetic control gear and each weighed 41 tons whilst in passenger use. All the cars were to the 8-compartment layout. All had also been fitted with the heavier Spencer Moulton self-contained buffers whilst in service as 4 SUB units.

One unit was converted as a prototype at Lancing during the autumn of 1959, whilst the remainder were done during 1960 in readiness for the de-icing season at the end of that year. A further conversion was carried out during December 1961 of one vehicle, this to replace one of the earlier conversions which had been badly damaged by fire.

With the exception of the first, these conversions were all carried out at Stewarts Lane (internal body alterations), with the further installation work being carried out at both Peckham Rye and Strawberry Hill and involved the removal of all internal partitions and the fitting of the de-icing fluid tanks, additional shoebeams on the trailer bogies and conductor rail scraping equipment. Units remained fitted with EE 339 motors, though these were replaced during conversion with ones fitted with roller suspension bearings, purchased from London Transport following the withdrawal of their Metropolitan Line electric locomotives. There was little other alteration to the external appearance of the bodies, the third droplight back from the brakevan end being fitted with the 45° sloping mirror observation hood seen on earlier conversions, these vehicles like all those previously converted being only 8′ 6″ wide over bodywork allowing this fitment whilst still remaining within the loading gauge. Units remained in all over green livery and carried their new departmental numbers in the usual carriage number position. The cars were renumbered into a new BR departmental series starting from DS70001 upwards, taking the numbers DS70044/5, DS70090 ‑ DS70107 and DS70173 (the replacement car for a fire damaged one). Cars were formed in numbered pairs as units 92 ‑ 101.

The first unit was completed in time for the 1959/60 winter season, and the second was ready early in 1961, unit 92 then operating from Selhurst depot whilst 93 was based at Fratton depot having been delivered from Wimbledon Park on 12 January 1961. Bodywork conversion on several others was complete but they were stored awaiting the fitment of fluid tanks, these being recovered from older de-icing vehicles being withdrawn. Unit 94 saw some service late in 1960 allocated to Lovers Walk whilst 95 and 96 were having their tanks fitted at Peckham Rye in February 1961 and 97, 98 and 99 were stored at Gatwick awaiting tanks, units 97 and 99 being later moved to Wimbledon Park depot for further storage.

Official dates into departmental service were as follows, (92 was in fact much earlier):

92	17-Sep-60	93	10-Sep-60	94	10-Sep-60
95	17-Sep-60	96	24-Sep-60	97	8-Oct-60
98	8-Oct-60	99	8-Oct-60	100	22-Oct-60
101	22-Oct-60

On November 5^th 1961, DS70044 in unit 92 was badly damaged by fire whilst berthed at Selhurst depot and was withdrawn on 30^th December. This resulted in the conversion of a replacement coach DS70173 in December. Once all units were ready for service in the 1962/63 winter season they were allocated to depots as follows:

92	Selhurst	93	Fratton	94	Lovers Walk
95	Gillingham?	96	Wimbledon Park	97	Gillingham?
98	Selhurst	99	Selhurst	100	Wimbledon Park
101	Lovers Walk

At least one unit was held as a regional spare, and it is possible that some worked from Gillingham.

Allocations were subsequently altered from year to year. Out of season the units were sometimes stored away from their depots, the Lovers Walk units being parked at Balcombe or Gatwick whilst the Selhurst units were stored at Tulse Hill. They were also used from time to time as depot ‘shunting’ units for moving other defective units around within depot yards and occasionally to haul units between depots.

Overhaul work on the units themselves was usually carried out at Selhurst Repair Shops. During overhauls during the mid-1960’s the units had slight alterations to the cab ends, being fitted with roller blind route indicators in place of the opal glass and stencil arrangement and they also gained two tone air horns mounted at roof level replacing the whistle, though 018 (formerly 99) still had the original arrangements in 1974 but painted blue. Units remained in green livery, though gaining the small yellow panel on the cab end to aid visibility. Three further de-icing units were converted from former 2 HAL and 4 LAV motorcoaches in 1967/8 for use on the newly electrified Bournemouth line and these were numbered 001 ‑ 003. The older units were then renumbered into this series during overhaul, (officially from 30-Sep-68) becoming units 011 ‑ 020. All except 014/016 gained full yellow ends with green livery during 1968. All were eventually painted into all-blue livery from July 1967, unit 97 being the first when it was fitted with roller blinds and became unit 016, those still remaining green in 1972 being 011/012/017/019/020 with 020 being repainted in August 1972. Units also began to gain the ‘A’ prefix to their coach numbers during 1972, unit 017 being renumbered in August and 015 and 020 in November. Further modifications saw door handles removed from the former passenger doors along with their associated commode handles, only two doors remaining useable along each side, thought the former brakevan double doors and inwards opening cab doors remained in use for traincrew access. The level of alterations to door handles etc. differed between units, some retaining more than others. Unit 017 was modified at Selhurst during 1975 to become a further water cannon unit (along with the three more modern units 001 ‑ 003). This involved installing a diesel generator within the unit to power the pumps, and a water tank. Unit 017 was then based at Chart Leacon during the 1975 leaf fall season and used, loco-hauled, between Chart Leacon and Swanley and Chart Leacon and Redhill. It reverted to normal de-icing use from November.

During the 1968/9 winter season the units were deployed from the following depots:

011 Brighton (Lovers Walk).

012 Fratton.

013 Selhurst.

014 Gillingham.

015 Wimbledon Park.

016 Gillingham.

017 spare (Eastleigh)

018 Selhurst.

019 Wimbledon Park.

020 Brighton (Lovers Walk).

These allocations were then fairly constant, the only change by the 1973/4 season being that the spare unit 017 was now allocated to Fratton. 013 replaced withdrawn 019 at Wimbledon in February 1977.

By the mid 1970’s the units were becoming difficult to maintain with increasing age taking its toll on the condition of the bodywork, whilst the EE 339 motors were now non-standard, and the decision was taken to replace them with a further batch of ‘new’ de-icing units, these being extensively rebuilt ‘all-steel’ motorcoaches from further 4 SUB units. As with the previous changeover between 1960 ‑ 1962 the process was gradual with units only being withdrawn once their replacement conversion was ready as much of the de-icing equipment was again reused. Following stripping of equipment, the units were stored for a while prior to sale to various scrap dealers for breaking up. All units survived intact until 1980 and the last was scrapped during 1982.

Unit formations were as follows with the original number of the vehicle shown below the departmental series number in brackets. The former traffic unit number is also shown. The ‘converted’ date is the ‘paint date’ following body alterations at Stewarts Lane, though units went into service later after fitment of the de-icing tanks and equipment.

Unit	MBT	MBT	Ex unit/s	Converted	Withdrawn	Scrapped
92 (011)	70044 (8455) 70173 (8457)	70045 (8456)	4345 4346	Sep-59 18-Dec-61	3-Aug-79	Feb-80 B
93 (012)	70090 (8446)	70091 (8445)	4340	24-Aug-60	26-Feb-77	Jun-80 A
94 (013)	70092 (8463)	70093 (8464)	4349	Aug-60	24-Jun-80	Sep-80 V
95 (014)	70094 (8453)	70095 (8454)	4344	Sep-60	14-Apr-79	Mar-80 B
96 (015)	70096 (8433)	70097 (8434)	4334	Oct-60	6-Oct-79	Jul-81 L
97 (016)	70098 (8471)	70099 (8472)	4353	Sep-60	30-Nov-81	Apr-82 W
98 (017)	70100 (8467)	70101 (8468)	4351	Sep-60	15-Oct-77	Mar-80 B
99 (018)	70102 (8421)	70103 (8422)	4328	Oct-60	3-Aug-79	c.Apr-80 B
100 (019)	70104 (8430)	70105 (8465)	4332	Nov-60	15-Oct-77	c.May-80 B
101 (020)	70106 (8423)	70107 (8427)	4331	Nov-60	3-Aug-79	c.Apr-80 B

KEY LETTER CODES FOR SCRAP DEALERS

A Armytage, Sheepbridge, Chesterfield.

B C. F. Booth, Rotherham.

L Bird Group, Long Marston.

V Vic Berry, Leicester.

W Woods, Ridham Dock.

INDIVIDUAL UNIT NOTES

UNIT

92 MBS 70044 badly damaged by fire whilst berthed at Selhurst depot 5-Nov-61 and withdrawn 6-Nov-61, being replaced by a further conversion numbered 70173 from 30-Jun-62. Disposal of 70044 at Newhaven took place c.May‑62. Unit renumbered 011 (date?). Painted blue Sep‑72. Unit withdrawn 3-Aug-79 and after stripping stored at Selhurst until moved from Norwood Yard to Rotherham for scrapping 6-Feb-80.

93 Unit renumbered 012 (date?). Still green early 1972 but painted blue 1-Jul-72. Unit hauled Fratton to Selhurst for stripping 26-Aug-76 and withdrawn 26-Feb-77 and after stripping sent to Micheldever for storage. This was the first of these units to be decommissioned, the recovered parts being used in the first of the ‘new’ units, 004. Moved to Banbury 17-Jul-79, then hauled to Armytage, Sheepbridge for scrapping arriving 16-May-80 and broken‑up about June.

94 Unit renumbered 013 by Oct‑68. Still green early 1972 but blue from 16-Sep-72 and fitted with horns and roller blind headcode panel. Unit stripped during summer 1979 at Selhurst but not withdrawn until 24-Jun-80, unit moved from Norwood Yard to Leicester for scrapping 19-Sep-80.

95 Unit renumbered 014 by October 1968 when unit painted blue. Following withdrawal on 14-Apr-79 and stripping, unit moved from Norwood Yard to Rotherham for scrapping 10-Mar-80.

96 Unit renumbered 015 from 20-Aug-68 during overhaul. Still green early 1972 but painted blue in October. Following withdrawal 6-Oct-79 and stripping, unit moved from Norwood Yard to Long Marston for scrapping 11-Apr-80, though not broken-up until Jul‑81.

97 Unit fitted with roller blind headcodes by late 1966. Unit renumbered 016 during overhaul and was first departmental unit painted blue in July 1967. This unit was the last survivor and following withdrawal Nov‑79 unit was held ‘in reserve’ until condemned 30-Nov-81 and stored at Selhurst prior to moving to Ridham Dock for scrapping 6-Apr-82.

98 Unit renumbered 017 (date?). Green with full yellow ends in autumn 1970, and painted blue by August 1972. Unit modified for use as a water cannon during 1975 and based at Chart Leacon that autumn, whilst the following year unit it was based at Selhurst for use on the Oxted line. When in use as a water cannon, the shoegear was removed and unit operated loco-hauled. Covered at Fratton whilst in use as such by de-icing trailer 70087 (in 1976 this marshalled between 4 CEP units 7175 and 7189). Unit hauled Fratton to Selhurst 13-Oct-76 and following withdrawal 15-Oct-77 unit stripped and used for accident exercise at Crystal Palace 29-Oct-78 prior to disposal for scrapping, moving from Norwood Yard to Rotherham 10-Mar-80.

99 Unit renumbered 018 from 8-Jul-68 during overhaul. Still green early 1972 but painted blue later that year, still with whistle and stencil headcodes. Following withdrawal 3-Aug-79 and stripping, unit stored at Selhurst until moved from Norwood Yard to Rotherham for scrapping 18-Feb-80, though still at Willesden en route 11-Apr-80.

100 Unit renumbered 019 from 20-Aug-68 during overhaul. Still green early 1972 but painted blue 28-Sep-72. Unit withdrawn 15-Oct-77 after small starting grid fire 26-Jan-77 and stored at Selhurst for stripping. Used for an accident exercise at Crystal Palace 29-Oct-78 prior to disposal for scrapping, moving from Norwood Yard to Rotherham c.May‑80.

101 Unit renumbered 020 (date?). Painted blue at Selhurst Aug‑72. Following withdrawal 3-Aug-79 and stripping, unit moved from Norwood Yard to Rotherham for scrapping 18-Feb-80, though still at Willesden en route 11-Apr-80.

DE-ICING TRAILERS DS70050/1 & 70086/7

The decision to renew the existing de-icer fleet taken in 1959 led to the formation of the ten two-coach motor units 92 ‑ 101. The new fleet was also required to cover the expansion of the electrified area resulting from the Kent Coast Electrification schemes of 1959 (phase 1) and 1961 (phase 2). For these lines, the decision was taken to revert to the use of a single car de-icing trailer vehicle operated between two passenger carrying units. Though this arrangement was less flexible, it was possibly taken to avoid having to train a large number of motormen on the older type of ‘1936’ stock electrical equipment fitted to the two-coach motor de-icing units, these newly trained motormen only being conversant with the later ‘1951’ and ‘1957’ types of electrical equipment. With the Kent Coast scheme there was also a ready supply of surplus passenger units during the de-icing season as the number of units required for boat train use in the winter was lower than the summer requirement.

Four of the first batch of ten ‘all-steel’ augmentation trailers 10391 ‑ 10400 built at Eastleigh between February and April 1946 were selected for conversion into de-icing trailers, two being done in 1959 for ‘phase 1’ and a further two in 1960 for ‘phase 2‘. One had been formed into one of the Guildford/Dorking units augmented as unit 4304, whilst the other three went into the longer framed 4326 ‑ 4354 batch, running in units 4345, 4349 and 4351. Unit 4345 was withdrawn in April 1959, releasing TT 10392 for conversion to a de-icing trailer, whilst both its motorcoaches were also converted for de-icing use for unit 92. The displaced original 1925 Trailer Third went into unit 4351 displacing a further ‘all-steel’ TT 10399 for conversion. Both these trailers were then taken to Lancing works for conversion which involved stripping out all the compartment partitions and fitting the de-icing fluid tanks and associated pumps. The centre-buffer and three link coupling arrangements at each end of the vehicles was also removed and replaced by a drophead buckeye coupler and rubbing plate, also retractable side buffers. The braking system was updated and EP brakes were fitted along with 27 way control jumpers, the control supply at 70v to operate these coming from the motor units coupled at each end of the coach when in use. Shoebeams were fitted to both bogies with the spreader shoes and conductor rail scrapers. High level brake and control connections were fitted on the vehicle ends to be compatible with the motor units providing the traction, the car being able to transmit the control and braking signals from the motor units so that the train could be controlled by the driver from the cab of the leading motor unit. A duplicate set of connections was also provided to enable the car to be worked between older ‘1936’ type units, though in this case the straight air brake only would be available. There was no form of heating in the de-icing trailer when being operated between pairs of post 1951 type units as these did not have a power jumper on the cab end (those EPB units originally fitted with this having had it removed by this stage). Most of the side doors were sealed closed and their door and commode handles removed, only the ones at each end of the car along with one towards the centre remaining operable. The side window arrangement was not however altered, retaining the ¼ light/droplight/¼ light arrangement. The ¼ light windows at the extreme ends of the coach on each side were removed and an inset panel fitted, this incorporating the 45° sloping mirror observation hood to enable operators to observe the position of the live rail when required. These panels had to be inset to keep the hoods within the loading gauge on these 9′ 0″ wide cars.

Both of these conversions were outshopped from Lancing about September 1959 and were initially allocated to Ramsgate depot for the 1959 de-icing season. They normally operated between pairs of 4 CEP units, though sometimes two 2 HAP units were used instead of a 4 CEP unit. The tractor units often remained with the trailer for quite long periods, sometimes units due for overhaul were used as their bodysides became soiled with de-icing fluid after a while, this then being removed during their subsequent repainting. For ‘phase 2’ of the electrification scheme, two more de-icing trailers were required and 4 SUB units 4304 and 4349 were withdrawn in June/July 1960. Both the ‘all-steel’ augmentation trailers 10397 and 10400 were then taken to Lancing works for conversion, (the motorcoaches from 4349 were also converted to de-icing use in unit 94), arriving during August. After similar conversion to the earlier pair, both were released in November (paint date 17-Nov-60), unusually outshopped in maroon livery (the previous conversions having been in green). These cars were also allocated to Ramsgate.

The cars remained allocated to Ramsgate for a number of years, though they were loaned from time to time to other depots when required. Overhauls and repairs were normally carried out at Selhurst Repair Shops. DS70086 was at Eastleigh by 1972 and DS70087 was possibly a regional spare by this time, it was allocated to Chart Leacon by 1975. All were repainted in blue livery dated 23-Aug-69. For the Autumn 1981 season DS70086 was at Bournemouth working between 5760 & 6134, DS70050 at Ramsgate and DS70051 at Chart Leacon, powered by 2 HAPs 6072/5/112/26. DS70087 was out of use at Ramsgate with accident damage which was subsequently repaired. DS70086 was withdrawn in July 1982 and broken-up in November at C. F. Booth, Rotherham. It was replaced by DS70087 which had been withdrawn, but then repaired and modernised at Selhurst and reinstated from 16^th June 1982. The three remaining trailers were all renumbered into a BR series officially from July 1986 becoming ADB977362 ‑ ADB977364 respectively.

A new batch of two-coach de-icing motor units were converted from 4 SUB vehicles in the late 1970’s, replacing the 011 ‑ 020 batch. A further unit was then added to replace 1967 ex 2 HAL conversion 002 which was withdrawn after an accident, these new units being numbered 002, 004 ‑ 013. These ‘new’ units were then allocated to depots throughout the SR and relegated the single cars mostly to standby duties in the de-icing season. By the mid-1980’s ADB977362 was allocated to Brighton, ADB977363 to Bournemouth and ADB977364 to Ramsgate. Further de-icing units were converted from 2 EPB stock, one unit 017 in 1988 and a further four 030 ‑ 033 in 1993. These enabled the single cars to be withdrawn for scrapping, though ADB977364 was retained as a spare at Ramsgate, being repainted into Network SouthEast livery by 1992. ADB977362 was withdrawn in February 1993 and after stripping (at Ilford? parts used for 031?) was moved to C. F. Booth, Rotherham in August and scrapped there in February 1994 whilst ADB977363 was withdrawn during summer 1993 and scrapped shortly afterwards at Gwent Demolition, Margam, during w/e 9-Oct-93.

ADB977364 survived however to become part of the Railtrack fleet and was repainted into their two-tone brown livery during overhaul at Eastleigh from March 1996. It was re-allocated from Ramsgate to Selhurst about June 1996 for use in DEMU Sandite unit 951069 during the de-icing season. By late 1999 the coach was spare at Selhurst depot and saw occasional use, sometimes marshalled between DEMU power cars. On 17^th September 2002 it was moved to St Leonards depot for use as required in DEMU Sandite/de-icing unit 930301 or between the motorcoaches of unit 1001. Not used after March 2005 it was sold to a private buyer and moved by road from St Leonards to Newton Purcell (Finmere station) 5-Feb-10 for preservation. Due to poor condition it was disposed of for scrap to James Watson & Sons (Stafford) in February 2020.

Car	Old No.	Ex unit	Date Conv.	New No.	Withdrawn	Scrapped
70050 (ADB977362)	10392	4345	10-Oct-59	977362	Feb-93	Feb-94 BR
70051 (ADB977363)	10399	4351	26-Sep-59	977363	c.Oct-93	Oct-93 G
70086	10397	4304	3-Dec-60	–	25-Jun-82	Nov-82 BR
70087 (ADB977364)	10400	4349	3-Dec-60	977364	Apr-05	Feb-20 J

KEY LETTER CODES FOR SCRAP DEALERS

BR C. F. Booth, Rotherham.

G Gwent Demolition, Margam.

J James Watson & Sons, Stafford.

DE-ICING UNITS 001 – 003.

The extension of electrification from Pirbright Junction to Bournemouth during 1967 led to an increased requirement for de-icing units to cover the newly electrified lines. At this time, little electric stock was being withdrawn, the newly delivered 4 VEP and REP/TC stock being used to increase the fleet size to cover the Bournemouth line requirements. Subsequent batches of 4 VEP units began to displace first 4 LAV and then 2 BIL and 2 HAL units for disposal. It was decided to provide three new two-car motor de-icing units for this scheme using motorcoaches from withdrawn 2 HAL and 4 LAV units, those from the 4 LAV units being taken from the last two later built 1940 units which were virtually identical to those in the main batches of 2 HAL units. These motorcoaches were equipped with two 275hp EE 339 motors and weighed 43 tons 11cwt prior to conversion. They had seven full width compartments in the former passenger area. More importantly, unlike the bulk of the 4 LAV motorcoaches which had line voltage control equipment, the cars selected had low voltage English Electric control equipment, potentiometer fed from the line voltage train lines. Selection of these motorcoaches made possible, without undue difficulty, re-wiring of the control equipment so that the new units would operate in multiple with more modern EP braked stock.

2 HAL unit 2608 was damaged in a shunting mishap at Lovers Walk in June 1967 and the unit officially disbanded from 30-Dec-67. The MBS, 10726, was taken for repairs and became the first to be converted into a de-icing motorcoach (probably at Stewarts Lane). Conversion involved stripping out all the compartment partitions and fitting the de-icing tanks and associated pumps. The bodysides were extensively re-panelled with most of the door openings overpanelled, though most of the ¼ light windows remained. The double opening guard’s/luggage doors in the former brakevan were replaced by a single inward opening door on the nearside, though double opening outward doors remained on the offside to allow access for replacement of the larger items of equipment now located in the former brakevan, whilst the door at the inner end of the car on each side was also altered to open inwards. All these doors were provided with grab rails each side and lower stepboards to allow staff access to the car from track level. The door to the former third compartment from the brakevan end also remained. The inwards opening door into the cab on the nearside was also overpanelled, to reduce draughts at the driver’s position. Both bogies were fitted with shoebeams, the spreader shoes and scrapers being located on the unpowered bogie. The spreader shoes applied the fluid when a conductor rail was detected beneath them, being fed by two axle driven pumps, ensuring the amount of fluid delivered was proportional to the distance travelled. The major change to the vehicle was the complete re-equipment of the electrical system, altering the car from ‘1936’ equipment to ‘1963’ type. This involved the provision of a motor generator set, this being mounted above the floor in the former luggage compartment as there was no room for it below the underframe, and also had the added benefit of protecting this equipment from snow ingress when operating in poor weather conditions. Also located in the former luggage compartment was an equipment cupboard and the emergency batteries. Control circuits now operated at 70v whilst the EE 339 motors were replaced by the EE 507 250hp type with 43″ wheels using complete motor bogies swapped from 4 SUB units. To make the unit further compatible with post 1951 type units, there were alterations at the cab ends, with the provision of a 27-way control jumper on the offside, and 27-way receptacle on the nearside. The Westinghouse automatic air brake was retained, EP braking not being fitted. Standard high-level brake hoses were also provided each side. However, the low level air hose connections were retained, as was the centre drawhook and non-retractable side buffers.

The stencil headcode arrangement was replaced by a small headcode panel with roller blinds. Other alterations in the cab saw a door cut in the rear cab bulkhead on the offside to give access to the rest of the unit, provision of much improved heating including a driver’s foot warmer, a new driver’s desk was fitted, as identical as possible to those provided in the new ‘Bournemouth’ stock being delivered, the existing driver’s brake valve being rotated through nearly 180° to that the operation was similar to that of EPB stock. New auxiliary cupboards were mounted behind the cab in the former guard’s compartment, these being salvaged from electric locomotives being rebuilt at Crewe into Electro Diesels. Batteries, also salvaged from the electric locomotive rebuilding, were mounted on light racking on the nearside of the former brakevan, balancing the weight of the MG which was placed on the floor towards the offside. Behind the former brakevan was the tank compartment, the tanks, totaling six with 900 gallons overall capacity being mounted in the centre of the compartment with access all round. These could be filled from the top, and also from solebar level filling points on either side. The two pumps were located at the opposite end of the tank compartment to the toilet, driven through a flexible drive from the inner axle of the trailing bogie. Either pump individually was sufficient for normal purposes and cocks were provided so that either or both could be used. The pumps supplied the laying shoes ‘in parallel’, these shoes incorporating a shut-off valve, directly and mechanically operated which allows fluid to flow only when the shoe is lifted from its idle position by contact with the conductor rail. A pressure relief valve was provided to return fluid to the tanks when both shoes lost contact. The laying shoes could be lifted clear of the conductor rail by air pressure, automatically operating the shut-off mechanism when not required, i.e., when passing through tunnels or running to/from laying areas. The laying rate could be doubled temporarily by using both pumps simultaneously. A small toilet compartment was also provided against the partition with the former brakevan, this being on the offside with a gangway past it.

Behind the tank compartment was located the fitter’s and guard’s compartment. This had four periscopes so that the fitter in charge could observe the flow of fluid on either side in either direction. A small cooker was also provided in this compartment in the offside rear corner, the fitter and guard’s desks being along the nearside wall. Draught screens then separated this crew compartment from the vestibule at the inner end of the car with its two inwards opening doors. A gangway connection was provided at the inner end of the car.

As modified the car could now run in multiple with any post 1951 type units. This car, fitted with the de-icing tank was designated as ‘Number 1 car’. The revised weight of the converted vehicle is unknown. It was outshopped in all-blue livery with full yellow ends with ‘paint date’ 10-Feb-68 and numbered DS70268 with the unit number 001 displayed on the cab end in the usual position.

For the first winter of the Bournemouth electrification, none of the new de-icing units were available, de-icing requirements having to be met by using spare capacity within the existing fleet. Such was the need to get the new units into traffic that 001 was put into service from 27-Jan-68 with the de-icing car DS70268 marshalled back-to-back with 2 EPB MBS 65364 from unit 5750 which was temporarily disbanded to release this car. Temporary alterations to the couplings were made to enable the centre rubbing plate fitted car to be attached to the de-icing car. The EPB car was otherwise unmodified and was still painted green, though with full yellow ends. It carried unit number 001 in the usual position on the cab end. Unit 001 ran formed as such, allocated to Bournemouth until disbanded from 1-May-69 when the EPB motorcoach was released back to normal traffic use. The second vehicle for the unit 001, DS70273 was completed by September 1969 and the unit was correctly formed for the first time from 6-Sep-69 and taken into departmental stock from 17-Sep-69.

A second motorcoach was taken in for conversion at Stewarts Lane in May 1968, this being 4 LAV vehicle 10764 from unit 2926. This car was originally formed in 2 HAL unit 2646 but reformed into 2926 in 1948 to replace an accident damaged car in that unit. Unit 2926 was reformed again from 24-Oct-67 with a standard 4 LAV MBS releasing 10764 for conversion. The car was similarly modified to 10726 above and outshopped in July 1968 renumbered as DS70269 for unit 002. It was followed for conversion in May 1968 by 4 LAV MBS 10498 taken from withdrawn unit 2954. Modifications to this car were basically similar to those of the previous two conversions, however this car was converted as a ‘Number 2 car’ and did not have de-icing tanks fitted inside, the body space remaining mostly empty. There were other differences from the ‘Number 1 car’ conversions, with the doorways to the second and fifth compartments away from the former brakevan remaining, all others being overpanelled. This conversion was completed by October 1968, the car being released as DS70271 with ‘paint date’ 11-Oct-68, also intended for unit 002, thereby enabling the first complete unit to be formed in time for the 1968/69 winter de-icing season. Unit 002 was also allocated to Bournemouth, into departmental stock from 18-Oct-68.

Two further ex 4 LAV MBSs were taken for conversion at Stewarts Lane towards the end of 1968, these being 10497 from unit 2954 and 10499 from unit 2955. Both were to form unit 003, 10497 becoming a ‘Number 1 car’ and renumbered DS70270, whilst 10499 was a ‘Number 2 car’ and became DS70272. Both these were outshopped with ‘paint date’ 8-Feb-69 and unit 003 was then available for the latter part of the 1968/69 de-icing season, again allocated to Bournemouth. A final 4 LAV MBS, 10500 from unit 2955 was then converted at Stewarts Lane from March 1969 as the ‘Number 2 car’ for unit 001, being completed by September and the unit was formed correctly from 6-Sep-69.

During the winter 1970/71 season, unit 001 was allocated to Bournemouth and 002 to Eastleigh with 003 at Slade Green. Increasing concerns about the problems caused by leaf fall contamination of the railhead each autumn led to a number of experiments to try to overcome this problem. As the newest de-icing units available, units 001 ‑ 003 were used for the trials. These trials normally saw the de-icing unit hauled by a locomotive, usually a Class 33 diesel, but sometimes a Class 73 electro-diesel, and saw the units being used on some non-electrified routes as well. To enable the units to be supplied with power, they were all fitted with an ETH (electric train heat) connection below the driver’s observation light near buffer level. The jumper from this plugged into the ETH socket on the locomotive enabling the unit to be supplied with 750v current to operate the MG set. The shoegear was removed when units were being used on non-electrified lines, and locomotives were still used on electrified lines as the prolonged slow running associated with some of the tests would have overheated the electric unit’s starting resistances. In readiness for the autumn 1971 season, unit 003 was fitted with a ‘Plasma Torch’ which had an electrode close to the rail and an arc between this and the railhead was intended to burn-off any railhead contamination. This equipment was fitted by March 1971 and the unit ran many test trips from Ashford to Ramsgate coupled with 4 EPB units to test the new equipment. The unit was then based at Chart Leacon and used, hauled by an EDL, on the Maidstone East and Dover ‑ Faversham routes. It reverted to normal de-icing use for the winter period 1971/72. This equipment did not prove very successful and was removed. However, during the late summer of 1973 all three units were then fitted with a high pressure ‘Water Cannon’ intended to wash contamination off the railhead. This followed trial fitting of unit 003 at Chart Leacon the previous autumn and successful trials between Dover and Shepherd’s Well. This equipment was located in the largely empty ‘Number 2 car’ and involved fitting water tanks, a diesel pump and fuel supply into the car. Bodyside slatted grilles replaced some of the surviving ¼ light windows, on the nearside of the car these being the four each side of the door to the second former compartment away from the brakevan, the arrangement on the offside being different with four former ¼ lights in the centre of the car being replaced along with a larger inset doorway which had been cut into the bodyside to allow installation access for the new equipment. These grilles provided ventilation for the diesel pump within the car. Unit 002 was completed at Selhurst and hauled on tests on the East Grinstead/Uckfield lines on 16^th September and from 12^th October all three were in use as Water Cannons, unit 001 being based at Guildford for the Portsmouth Direct line, 002 based at Selhurst for the Oxted lines and 003 at Dover for the Faversham line. After the leaf fall season, all three units reverted to de-icing use with their shoegear restored, after the 1974 season unit 002 having these refitted at Clapham Yard 23-Nov-74. Whilst employed as ‘Water Cannons’ 001 was serviced weekly at Stewarts Lane and 003 visited Chart Leacon each Friday for servicing.

This pattern of operation was then repeated for a number of years, the units being used for leaf clearing in the autumn and de-icing in the winter. For the 1975 leaf-fall 001 was again based at Guildford and 003 at Dover, this year also assisted by older unit 017 modified for ‘Water Cannon’ use based at Chart Leacon for the Maidstone East and Tonbridge ‑ Redhill routes. 002 was used again from Selhurst for the Oxted lines. BR ran further experiments around the country using a ‘Tribometer Test Train’ with various vehicles from the Research Department at Derby. Unit 002 was fitted temporarily with a through vacuum pipe to enable it to be formed into the ‘Tribometer’ train so that the effectiveness of the ‘Water Cannon’ could be measured. The 1976 autumn allocations were slightly different, 001 again being at Guildford whilst 002 was at Chart Leacon and 003 again at Dover. The Oxted lines were covered by 017 from Selhurst. The absence of the de-icing units from their normal depots was covered by the de-icing trailers formed with passenger units on each end as standby. In autumn 1976, 002 was covered at Eastleigh by 7175 + 70087 + 7189 whilst 017 at Fratton was covered by 5901 + 70086 + 5911.

During 1976, the first of the older type de-icing units, 012, was withdrawn after February and taken to Selhurst for stripping, the equipment recovered being used in the first of the ‘new’ batch of de-icing units being converted there from withdrawn all-steel 4 SUB motorcoaches. Conversion of these new de-icing units continued at Selhurst Repair Shops from 1977 through to 1981, the units intended to be numbered 004 ‑ 013. The first two of these units, 004 and 005 were also fitted out as further ‘Water Cannons’. For the 1977 leaf fall season, unit 001 was again at Guildford, with 002 at Selhurst and 003 at Chart Leacon. New unit 004 replaced 017 on these duties, being based at Dover. Similar workings to previous years were covered, though the Chart Leacon unit ran between Redhill and Guildford whilst the Guildford based unit in addition to covering the Portsmouth line as far as Haslemere also now ran trips along the ‘New Line’ to Surbiton and covered the lines from Pirbright Jct to Aldershot and via Frimley to Ascot.

On 11^th February 1978 whilst on de-icing duties, unit 002 was derailed on a crossover at Tonbridge and the bodywork of DS70269 badly damaged when it came into contact with a bridge support. The unit was stored for a while in the West Yard at Tonbridge before being condemned, it was then taken to Selhurst depot for stripping of equipment. One of the new de-icing units under conversion at Selhurst, intended to be 008 was then outshopped instead as a replacement 002 and two further 4 SUB motorcoaches were converted later to make up the shortfall and became unit 013. The ‘new’ 002 was fitted as a ‘Water Cannon’

The 1978 leaf fall season workings were again similar, working between 30^th October and 28^th November that year when a cold spell required the units reconverted back to de-icing, with 001 at Guildford, 002 (the ‘new’ one), at Selhurst, 003 at Chart Leacon and ‘new’ 005 at Dover. Class 73 locos were attached in all cases except for 002 from Selhurst which had a Class 33 diagrammed. The ‘new’ de-icing unit 002 was renumbered 003 during August 1982 exchanging identities with the original 003 which then became 002 so that both of the ex LAV/HAL conversions were together numerically at the start of the de-icing unit number series which now ran from 001 ‑ 013. Units 001 ‑ 005 and 007 were those fitted with ‘Water Cannon’ equipment. Damaged original unit 002 after a period of storage at Selhurst depot, donating much of its equipment to new unit 013, was broken-up for scrap by contractors at Norwood Jct in May 1980. The pattern of use for the two survivors, 001 and 002 (ex 003) remained similar for the next few years, though as they were now the oldest units in the de-icing fleet and non-standard with the ex 4 SUB conversions, they were relegated mostly as the ‘spare’ units and used less frequently. An improved method of railhead cleaning was used from the 1979 season, this being the application to the rail of ‘Sandite‘, this being a solution of sand suspended in a gel and applied to the rail by nozzles fitted close to the rail. The ‘Water Cannon’ equipment was therefore removed from all the de-icing units so fitted and all thirteen de-icing units modified to apply sandite. This required new pumps and some mixing hoppers mounted inside the largely empty ‘number 2 car’ where the sandite solution was mixed ready for application. Units 001 and 002 were modified for this alongside the newer de-icing units, whilst some further ex EPB/HAP cars were formed into two further units late in 1987, these being able to apply sandite, but were not fitted as de-icing units.

During September 1986, the cars of units 001/002 were renumbered into the BR DB977xxx series, the ex 4 SUB conversions having been numbered thus since conversion. Cars DS70268/70/72/73 then became ADB977365 ‑ ADB977368 respectively, these BR numbers having been allocated for some time before they were actually applied to the vehicles and resulting in units 001/002 having higher numbered departmental cars than the more recently converted ex 4 SUB conversions. Further de-icing/sandite units were converted from ex 2 EPB motorcoaches, one during 1988 and others from 1992 onwards. Units 001/002, by now approaching 50 years old, were taken out of use during 1990 owing to the condition of their bodies. They spent a period in storage, mostly at Eastleigh after their equipment was stripped as it was thought possible that one or more vehicles may be the subject of a preservation attempt. However, this did not take place and both units were sent for further stripping at Bournemouth before being eventually sent to Gwent Demolition at Margam for scrapping, leaving Bournemouth 18-May-93 but the train was delayed by a defect at Westbury until 11^thJuly 1993.

Unit formations were as follows with the original number of the vehicle shown below the departmental series number in brackets. The former traffic unit number is also shown.

Unit	MBS No. 1	MBS No. 2	Ex unit/s	Converted	Withdrawn	Scrapped
001	70268 (10726) 977365	65364 70273 (10500) 977368	2608/5750 2955	27-Jan-68 17-Sep-69	– 11-Oct-90	– w/e 14-Aug-93 G
002	70269 (10764)	70271 (10498)	2926/2954	18-Oct-68	29-Nov-79	May-80 NJN
003 002	70270 (10497) 977366	70272 (10499) 977367	2954/2955	8-Feb-69	1-Mar-90	w/e 14-Aug-93 G

KEY LETTER CODES FOR SCRAP DEALERS

G Gwent Demolition, Margam.

NJN Norwood Jct (by Smeeth Metals).

INDIVIDUAL UNIT NOTES

UNIT

001 Unit formed 10-Feb-68 formed temporarily with 2 EPB MBS 65364 (ex-disbanded 5750). DS70268 in blue livery whilst 65364 remained green, though with full yellow ends. Unit temporarily disbanded 1-May-69 and 65364 returned to 5750. DS70273 ready by September and unit formed correctly from 6-Sep-69. Unit fitted with ‘Water Cannon’ equipment about September 1973, though this was removed late in 1979 and replaced by sandite equipment. Both cars renumbered into BR departmental series 22-Sep-86, DS70268 becoming ADB977365 and DS70273 becoming ADB977368. Unit out of use during 1990 and withdrawn 11-Oct-90 and following equipment stripping moved from Strawberry Hill to Eastleigh 25-Sep-91 and stored, (mostly at Bournemouth or Eastleigh). Taken to Gwent Demolition for scrapping 11-Jul-93 and cut‑up w/e 14-Aug-93.

002 Unit formed 11-Oct-68. Fitted with ‘Water Cannon’ equipment at Selhurst about September 1977. Unit damaged at Tonbridge 11-Feb-78 when derailed and in collision with bridge support. Offside cab corner of DS 70269 demolished. Stored initially at Tonbridge West Yard prior to movement to Selhurst where equipment removed, and unit withdrawn. Officially withdrawn 26-Nov-79 and scrapped by contractors Smeeth Metals in Norwood Yard during May‑80.

003 Unit formed 8-Feb-69. Unit fitted with ‘Plasma Torch’ equipment during summer 1971 though this was removed during 1972 and replaced by ‘Water Cannon’ equipment fitted at Chart Leacon. Unit renumbered 002 23-Jul-82, exchanging numbers with ex SUB conversion 002 which had replaced the original 002 damaged at Tonbridge in 1978. The ‘Water Cannon’ equipment removed during 1979 and replaced with sandite equipment. Both cars renumbered into BR departmental series in September 1986, DS70270 becoming ADB977366 and DS70272 becoming ADB977367. Unit withdrawn 1-Mar-90 and following equipment stripping stored (mostly at Bournemouth or Eastleigh). Taken to Gwent Demolition for scrapping 11-Jul-93 and cut‑up w/e 14-Aug-93.

AIR BRAKE TEST UNIT 024

2 BIL unit 2037 was withdrawn 4-Apr-70 and sent from Norwood Yard to Derby Research Centre 25-Jul-70 as an ‘Air Brake Test Unit’ numbered 024. MBS 10603 renumbered DS70321, DTC 12060 renumbered DS70322. Unit withdrawn during 1972 (dumped in Chaddesden Sidings 5-Nov-72), and disposed of for scrap to W. H. Arnott Young Ltd, Bilston Apr‑73.

HASTINGS DEMU BUFFET CARS

Some economies on the Hastings line were introduced in January 1964 with buffet facilities withdrawn from all weekend trains and the range of meals much reduced with all cooked items removed from the menus. The cars were now only manned by a single attendant and the number of trains with buffet facilities also reduced, there now only being four 6B unit diagrams. This resulted in two 6B units (1031/2) losing their buffet cars at this time, resulting in 1032 running with former 6S trailers for many years. These two units were reclassified as 6L despite 1032 being non-standard. The buffet cars were withdrawn and stored at Micheldever, and two trailers removed from 6S 1007 to make-up the shortfall in 1032. Unit 1007 then ran as a 4S unit mostly on the Ashford ‑ Hastings line though with a midday trip to Tunbridge Wells returning with the school train to Hastings. The buffet cars spent some time stored at St Leonards, later for period standing on piles of sleepers as the bogies had been recovered. Whilst stored at Micheldever they were often kept in the ‘Customs Shed’ to avoid deterioration and were mounted on accommodation bogies.

TDB 975025

TB 60755 was removed from unit 1031 5-Feb-64 and stored at Micheldever, it moved to Eastleigh for some repair work early 1968 (bogie recovery?) and returned to Micheldever 12-Feb-68. It moved back to Eastleigh early in 1969 then moved to Stewarts Lane 14-Feb-69 where it was rebuilt as an Inspection Saloon and renumbered TDB 975025, released 1-Nov-69. It was officially withdrawn as a traffic vehicle 9-Aug-69.

It now featured three large observation windows in each end replacing the original gangway connection. The side buffers and buckeye coupler and rubbing plate were retained and standard EMU air hose and 27-way jumper connections were fitted. Both above and below the observation lights were smaller windows both of which could display headcode blinds. Each side of the upper headcode glass were two powerful headlights useful for tunnel inspections. The central kitchen and bar are remained but updated and the seating saloon at each end also remained but with much improved interior fittings. The saloon was now mounted on B4 bogies which were fitted with retractable shoegear. A set of folding steps were installed to allow officers to disembark away from platforms, when these were deployed the air brakes were automatically fully applied to ensure the saloon was not moved with them in the lowered position. At both ends of the saloon new driver’s desks were fitted and the saloon was then capable of being propelled by ‘1951’ and subsequent electric stock and control the train normally. It could also run with Class 33 diesel and 73 electro-diesel locomotives in multiple. It could of course now be hauled by DEMU units but ironically was not able to work in multiple with them as the control circuits were altered from 90v to 70v to suit the electric units. The saloon was usually based at Stewarts Lane and outshopped in standard blue/grey livery with full yellow ends. It was used from time-to-time on VIP and Royal Specials.

Inspection Saloon TBD 975025 was sold by NSE during 1996 to VSOE Ltd, though the coach was not used by them as it would not meet crashworthiness standards for a passenger vehicle. It was resold to Railtrack/Network Rail c.2002 and allocated to Derby RTC for use as an Inspection Saloon once again. Saloon later painted into Southern green livery and named ‘Caroline’. It received further modifications to allow multiple operation/control by any ‘Blue Star’ diesel locomotives. It is still in regular use.

RDB 975386

Unit 1032 was reformed 5-Feb-64 and TB 60750 stored at Micheldever, though it moved to Eastleigh for a while early in 1968, returning to Micheldever 12-Feb-68 (bogie recovery?). It was used for a while at Micheldever as a paint store. It was condemned in December 1973 and sent to Derby in February 1974 and converted into an APT tilt‑test vehicle, known as ‘Laboratory 4’, and named ‘Hastings’ and renumbered RDB 975386 in October 1974. This car was chosen for this project as, being 6” narrower than the standard vehicle body width it could be ‘tilted’ to a degree and still remain within the loading gauge.

At Derby Research Centre, (the Railway Technical Centre or RTC) the vehicle was heavily modified with major changes to the underframe and many internal alterations too. The gangway ends were removed quite crudely also the buckeye coupler and rubbing plate and larger buffers fitted. Low level air brake hoses were fitted also a jumper and socket for a standard BR heating jumper connection. The vehicle was mounted on some unique H4X bogies, only four of which were ever produced which incorporated a mechanism to tilt the underframe and some BR publicity shots showed the coach marshalled in a train of other stock with the body tilted to one side. Photographs show ‘Hastings’ mounted upon bogies H4X-2 and H4X-3. It was finished in the then standard ‘Research Department’ livery of red and blue with the red area replacing the usual grey of ordinary coaches. The ends were painted yellow. It was passed for use at up to 100mph.

Once in use the vehicle was used for extensive testing as part of BR’s ‘APT’ (Advanced Passenger Train) project. Once this was complete there was little further use for the vehicle, however. It had later gained a revised livery, the red area remained below which it was grey but with a fairly thick blue strip running about 4” below the red area.

RDB 975386 was withdrawn Jul‑89 and sold for preservation to Hastings Diesels Ltd. at St Leonards in 1991 for possible conversion as a buffet car once again. Coach not suitable for restoration to main line standards and sold in March 2003 to the ‘Hastings 60750 group’ and moved by road to ‘The Pump House Steam & Transport Museum’ at Walthamstow 3-Apr-03. It was intended to partly restore the coach and use it as a tea-room. However, the coach was sold again on 22-Apr-11 to the ‘APT-E Support and Conservation Group’ and moved, again by road, on 22-Sep-11 to Coventry Railway Museum where further restoration was planned. The vehicle again moved 24-Nov-17 to Shackerstone Station on the Battlefield Line. Some quite extensive restoration work is being carried out to both body and underframe.

DE-ICING UNITS 004 – 013.

By the mid 1970’s, most of the SR de-icing unit fleet, units 011 ‑ 020 had been running for about fifteen years, though the cars themselves were now approaching forty-five years old having been constructed new in 1925 for the Eastern Section electrification. They were still powered by EE 339 motors, which were now becoming increasingly non-standard as 4 SUB units fitted with these motors were now mostly withdrawn. The bodywork was also showing signs of deterioration and a decision was made to replace them all with new units, these all being conversions of all-steel 4 SUB unit motorcoaches. These conversions were allocated to Selhurst Repair Shops and involved a large amount of work.

Cars of withdrawn 4 SUB units were inspected and those in the best bodily condition were selected for conversion and taken to Selhurst. There, the interior of the bodies was completely stripped and most of the door openings replaced with panelling welded-in to the space, though still slightly inset from the bodyside profile. Body alterations at the cab/brakevan ends were more extensive, the whole of the cab front being removed from below a level at the top of the former windscreen level, along with the whole of the cab sides back to the rear of the former luggage van. This was then replaced with new panelling, the cab now resembling much more an SR-style EPB cab. There were no longer any side doors to the cab (to reduce draughts) and the former double doors into the guard’s van were replaced with a single inward opening one behind the cab to gain access. Cab ends were also provided with standard high level air hoses and 27-way control jumpers and receptacles, though the original coupling arrangement with heavy Spencer Moulton side buffers and a central drawhook were retained. The units were refitted electrically, now having control equipment of the ‘1963’ type making them compatible to run in multiple with all units of post ‘1951 type’, given the constriction that they would have to be screw‑coupled to the other unit. Motors were now the EE 507 type, though the original type of ‘Central’ motor bogie was retained. A motor generator and batteries were provided, mounted above floor level in the ‘No. 1’ end vehicle of each pair to provide current at 70v for the control systems.

As with the earlier conversions of units 001 ‑ 003, all the de-icing equipment was located in one coach, this being designated the ‘number 1 car’. This contained the large de-icing fluid tanks and associated pumps. In the new conversions, the fluid tanks were internally lined with plastic to prevent the fluid tanks being ‘live’ when spraying, an undesirable feature of all previous conversions. The ‘No. 1’ end car retained the original side access doors at the third and sixth bay away from the cab end. The ‘No. 2’ car’ was largely empty when the units were first converted. The ‘No. 1’ car had the motor generator compartment immediately behind the cab, then a small toilet compartment fitted at the former luggage end and retained side door access on the fourth bay from this end of the car. At the inner end of the car, doors opening inwards were fitted leading into a new guard’s compartment then a small Periscope compartment at the inner end of the car. A gangway was provided in the end of both cars to allow through access, it being possible for the driver to change ends within the train, a useful feature when the de-icing circuits required units to reverse frequently. The inner trailer bogies on both vehicles were fitted with shoebeams, those on the de-icing car having the spreader shoes where the de-icing fluid was delivered onto the conductor rail whilst that on the ‘number 2 car’ had a conductor rail scraper. The motor bogies had two shoes, a normal collector shoe and a scraper shoe. Whichever way the unit was running, the de-icing process consisted of ‘scrape – fluid application – and scrape again’.

All units were initially outshopped in overall blue livery with full yellow ends. The cabs had the normal roof mounted air horns and a smaller than standard route indicator box mounted between the two observation lights. There was no windscreen wiper provided in the offside cab window, nor any form of headlight. All the cars on conversion were renumbered into the BR DB975xxx departmental series, those with even numbers being the ‘number 1 car’, and those with odd the ‘number 2 car’. Ten units were intended to be converted to replace the old units 011 ‑ 020, however the loss of newer unit 002 to collision damage saw a further unit added to the programme, the replacement unit 002 being converted after unit 007, then 008 – 012 were converted and a final unit added to become 013. Units 004/5/7 and the ‘replacement’ 002 were also fitted out as ‘Water Cannons’ when converted. Units 002 and 004 differed from the others by having ETH cables and sockets mounted on the cab ends next to the offside of the driver’s side buffer, these to allow the units to work non-electrified lines taking their 750v power supply from the locomotive (either a Class 33 diesel or Class 73 electro-diesel) hauling the train. There were also alterations to the bodyside of the ‘number 2 car’ with a larger door in the bodyside and ventilation grilles as the car now contained a diesel-powered pump for the high pressure water equipment. Overall length of the two-car de-icing units was 129′ 6½”, the exact weights of the two cars after conversion is unknown.

The first of the new conversions, 004, was ready during the summer of 1977, and following a test run from Selhurst to Eastbourne was allocated to Fratton, arriving there early in July. This replaced unit 012 and used much of the de-icing equipment stripped from this unit after its withdrawal in February 1977. It was based at Dover that autumn for Water Cannon duties on the Faversham line, working loco-hauled between 31^st October and 1^st December. During the 1978 leaf fall season it was based at Selhurst and loco‑hauled on the Oxted lines, later being replaced by newly converted 002. The new conversions were produced steadily from Selhurst during 1978 through until 1981 when the additional unit 013 was completed. The older units were withdrawn one at a time to donate their de-icing equipment to the new ones.

Approximate completion dates known are:

004	3-May-77	005	14-Nov-77	006	Mar-78
007	1978	002	Dec-78	008	1978
009	Jun-79	010	Sep-80	011	1979
012	Nov-81	013	c.Dec-81

Initial depot allocations were:

004	Fratton	005	Chart Leacon	006	Brighton
007	Gillingham	002	Selhurst	008	Wimbledon Park
009	Wimbledon Park	010	Brighton	011	Ramsgate?
012	Fratton	013	Ramsgate?

Units 005 and 007 were reported as being fitted with ‘Water Cannon’ equipment, but these two units were not fitted with cab-end eth jumpers and did not have the additional bodyside doors or ventilation grilles found on units 002/004 so may well not have been so fitted.

All units were fitted with ‘Sandite’ equipment during the summer of 1981 and those with ‘Water Cannon’ equipment had this removed. The number of lines requiring rail cleaning had increased as the newer suburban stock with disc brakes was more badly affected by poor railhead conditions, and all the units were now required to participate in this work. Sandite workings that autumn utilised unit 002 from Selhurst, 004 from Chart Leacon and 005 from Wimbledon Park and ran from 19^th October. The units then settled down to a regular pattern of working, with sandite trains during the autumn and de-icing during the winter. Defective units were normally covered by a ‘Regional Spare’ at the depot concerned, initially these were usually one of the two older units 001/002. The overlap at the end of the sandite running season into the first part of the de-icing season was a cause of difficulty, units requiring a period out of service to be changed over from sandite to de-icing operation. The single-car de-icing cars were therefore often put on standby at this time of year, marshalled between electric units to cover the de-icing duties until the sandite units could be released from these workings.

Units normally spent the summer months stored at or near their home depots, and normally were sent once a year for an overhaul, usually at Selhurst Repair Shop, though sometimes Chart Leacon was used for running gear overhauls. The sandite operation was particularly wearing to the wheelsets and brake rigging. All these units were classified as Class 930 departmental units by about 1986 and in about October that year all the units were renumbered as units 930001 ‑ 930011, units 003 ‑ 011 gaining ‘930’ prefixes to their numbers whilst units 012 and 013 became 930001 and 930002 respectively. Units did not gain their new numbers immediately; these being applied later when units were overhauled and repainted.

Unit formations were as follows with the original number of the vehicle shown below the departmental series number in brackets. The former traffic unit number is also shown.

Unit	MBS No. 1	MBS No. 2	Ex unit/s	Converted	Renumbered
002 003	975594 (12658)	975595 (10994)	4604/4127	7-Dec-78	930003
004	975586 (10907)	975587 (10908)	4361	13-Aug-77	930004
005	975588 (10981)	975589 (10982)	4121	10-Dec-77	930005
006	975590 (10833)	975591 (10834)	4380	25-Mar-78	930006
007	975592 (10993)	975593 (12659)	4127/4604	21-Oct-78	930007
008	975596 (10844)	975597 (10987)	4385/4124	30-Jun-79	930008
009	975598 (10989)	975599 (10990)	4125	29-Dec-79	930009
010	975600 (10988)	975601 (10843)	4124/4385	11-Jun-80	930010
011	975602 (10991)	975603 (10992)	4126	29-Nov-80	930011
012	975604 (10939)	975605 (10940)	4377	Dec-81	930012
013	975896 (11387)	975897 (11388)	4664	13-Feb-82	930013

INDIVIDUAL UNIT NOTES

UNIT

002 Unit released in December 1978 and ran on test from Selhurst to Eastbourne 15-Dec-78 before going into de-icing service from Selhurst that month. Unit renumbered 003 19-Jul-82 to group the two older ex 4 LAV conversions together as units 001/002.

003 Unit renumbered ex 002 19-Jul-82.

004 Unit released in June 1977 and ran on test from Selhurst to Eastbourne before moving to Fratton depot. Unit fitted from new with ‘Water Cannon’ equipment and eth jumpers on cab ends. Used based at Dover from 31^st October until 1^st December 1977 loco-hauled on the Faversham line for rail cleaning duties. During the autumn 1978 leaf fall season used again as a loco-hauled train based at Selhurst for the Oxted lines, similarly from 26^th October 1979. Unit slightly damaged when derailed at Wimbledon Park 2-Dec-80.

005 Released in December 1977 and allocated to Gillingham, then Chart Leacon when replaced by 007.

006 Released in April 1978 and ran on test from Selhurst to Eastbourne before moving to Brighton Lovers Walk depot.

007 At Gillingham.

008 Test run Wimbledon Park – Woking 31-Aug-79.

009 At Wimbledon Park.

010 Released in August 1980 and ran on test from Selhurst to Eastbourne 22-Aug-80 with a 4 EPB unit, before moving to Brighton Lovers Walk depot.

011

012 New to Fratton.

013 Released in March 1982 and ran on test from Selhurst to Eastbourne 18-Mar-82

DE-ICING UNITS 930001 – 930013

These units were created in October 1986 by renumbering the existing de-icing units 003 – 013. All units simply gained a ‘930’ prefix to their unit numbers. Renumbering was carried out slowly as units were repainted during overhaul, and not commenced until late 1991, some units still carrying their original three-digit numbers centrally on the cab end as late as 1993. From 1986, units began to be repainted into NSE red/white/blue livery during overhauls, all being done eventually. The unit number remained centrally placed high up on the cab end in the original position. Allocations remained fairly static at this time with units being allocated as follows:

930003	Selhurst	930004	Eastleigh	930005	Wimbledon
930006	Wimbledon	930007	Gillingham	930008	Chart Leacon
930009	Brighton	930010	Brighton	930011	Ramsgate
930012	Bournemouth	930013	Ramsgate

Units were modified during overhauls and fitted with a ‘Speed Sensor’ (SSF) to enable them to run under ‘Driver Only’ conditions, dispensing with the need for a guard. They also later had additional controls fitted into the cabs to enable the drivers to operate the sandite and de-icing equipment from there, so that a separate ‘operator’ (provided by the engineering department) no longer needed to be carried. Unit 930004 was the first dealt with in July 1989, with others following.

Under the privatisation arrangements for BR, these units, not being allocated to any of the Rolling Stock Leasing companies (ROSCOs) became the property of Railtrack as they were part of the Infrastructure Maintenance fleet. There was little change to their operations however, units being still maintained at the maintenance depots of the Train Operating Companies where they had previously been allocated, and the crewing of them also remained as before, on a contract basis with Railtrack. Major overhauls however were transferred from Selhurst to Chart Leacon who also now undertook bodywork as well as running gear overhauls. Cab Secure Radio (CSR) began to be fitted to all units during 1993 as part of the equipment required to allow them to run ‘DOO’. During overhauls units now began to be outshopped in a new Railtrack livery of brown/white.

The departmental fleets were reclassified by Railtrack during Summer 1996 grouping units with similar origins into sub‑classes. This resulted in these units now becoming Class 930/0 and numbered from 930001 ‑ 930011. Units 930003 ‑ 930011 retained their existing numbers and 930012 and 930013 became 930001 and 930002 respectively. By 1997 the allocations of the units had altered as follows:

930003	Selhurst	930004	Wimbledon	930005	Wimbledon
930006	Wimbledon	930007	Ramsgate	930008	Ramsgate
930009	Brighton	930010	Selhurst	930011	Selhurst
930012	Selhurst	930013	Ramsgate

Following the withdrawal of the remaining EPB units, spare parts for these units became increasingly difficult to obtain as their motors, bogies and wheelsets were now only used on these units. Also, bodywork corrosion was another problem and quite extensive repairs were carried out at Chart Leacon during overhauls. One coach of unit 930001 was damaged by fire in 2000 and this unit was stored out of use at Chart Leacon, exchanging the non-damaged coach with a defective one from unit 930009.

Railtrack began purchasing a fleet of new ‘Multi-Purpose-Vehicles’ (MPVs), the prototype arriving at Derby in September 1997, these vehicles being basically a pair of flat frames with a cab at each end and self-propelled. These could have a number of different sets of equipment mounted onto them to enable them to carry out sandite or de-icing duties. It was planned to use these to replace the existing fleet of De‑Icing units as more were delivered, though there were problems with the new MPVs. However sufficient were in use by the autumn of 2002 to allow the sandite/de-icing trains on the former SouthCentral lines to be operated with MPVs, thereby allowing the withdrawal of the first of the existing units. Sandite/de-icing workings of the South Eastern and South Western sections remained operated by the surviving units however. Units 930009 and 930010 were taken to Derby and stored out of use, their wheelsets now being out of date for ‘Ultrasonic Axle Testing’ (UAT) and unit 930005 was similarly not used again for the autumn 2002 sandite/de-icing season. Units 930007 and 930008 were out of use at Ramsgate by 1^st January 2003. These units were disposed of for scrapping during 2003 at Immingham with the exception of former 930010 which remained at Derby in use as a store until scrapped on site there at Etches Park depot in March 2013.

UNIT	MBS No. 1	MBS No. 2	Renumbered date	Withdrawn	Scrap
930001	975604 975598	975605	–	by Feb-01	2-Feb-10 RH (975598) 4-Feb-10 RH (975605)
930002	975896	975897	–	c.Apr-04	29-Sep-04 IRT (both)
930003	975594	975595	–	c.Apr-04	11-Nov-04 IRT (975594) 8-Nov-04 IRT (975595)
930004	975586	975587	–	c.Apr-04	30-Sep-04 IRT (975587) 4-Oct-04 IRT (975586)
930005	975588	975589	–	c.Apr-02	5-Dec-03 IRT (975588) 3-Dec-03 IRT (975589)
930006	975590	975591	–	c.Apr-04	28-Sep-04 IRT (both)
930007	975592	975593	–	c.Dec-02	17-Jun-03 IRT (both)
930008	975596	975597	–	c.Dec-02	28-May-03 IRT (975597) 13-Jun-03 IRT (975596)
930009	975598 975604	975599	–	c.Apr-02	27-Jun-03 IRT (both)
930010	975600	975601	–	c.Apr-02	26-Mar-13 DY (975601) 6-May-13 DY (975600)
930011	975602	975603	–	c.Apr-04	11-Nov-04 IRT (975602) 12-Nov-04 IRT (975603)
930012	975604	975605	930001 c.Oct-96	–	–
930013	975896	975897	930002 c.Oct-96	–	–

Key letters for scrap dealers:

DY Derby Etches Park depot (by Sims, Beeston).

IRT Immingham Railfreight Terminal.

RH Ron Hull, Rotherham.

INDIVIDUAL UNIT NOTES

UNIT

930001 Renumbered ex 930012 c.Oct‑96. Transferred to Wimbledon late 1996. 975605 damaged by fire (c.mid 1999?) and unit stored at Chart Leacon. 975604 exchanged with defective 975598 (ex 930009) and unit remained out of use at Chart Leacon with 975598 in NSE livery and 975605 in Railtrack two tone brown livery. Both cars eventually moved by road to Ron Hull, Rotherham for scrapping, 975598 2-Feb-10 and 975605 4-Feb-10.

930002 Renumbered ex 930013 c.Oct‑96, at Ramsgate and in use Nov‑03. Summer store at Ramsgate Apr‑04. Shoegear removed by 19-Jul-04 and hauled to Immingham Railfreight Terminal for scrapping 9-Sep-04, both being cut‑up 29-Sep-04.

930003 NSE livery by March 1986, Railtrack brown livery summer 1996. Unit moved Lovers Walk to Chart Leacon 17-Apr-02 for overhaul. At Ramsgate Mar‑03 in blue/green livery and in use. Summer store at Ramsgate Apr‑04. Hauled to Immingham Railfreight Terminal for scrapping 9-Sep-04. 975594 cut‑up 11-Nov-04 and 975595 cut‑up 8-Nov-04.

930004 DOO fitted Jul‑89, NSE livery from 17‑Aug‑90. CSR fitted on C6 overhaul at Eastleigh Feb‑93. Allocated to Wimbledon Summer 1996. Railtrack brown livery (c1996?). To Chart Leacon for Railtrack green/blue livery 26-Apr-01. At Ramsgate Mar‑03 and in use. Summer store at Ramsgate Apr‑04. Shoegear removed by 19-Jul-04 and hauled to Immingham Railfreight Terminal for scrapping 9-Sep-04, 975587 cut‑up 30-Sep-04, 975586 cut‑up 4-Oct-04.

930005 DOO fitted Aug‑89. NSE livery from 8-Sep-90. CSR fitted late summer 1993. At Bournemouth 16-Jul-93 still numbered 005 in NSE livery. Transferred to Fratton summer 1995 via C6 overhaul at Eastleigh from 28-Jun-95 until 19-Sep-95 and painted into Railtrack brown livery. Railtrack green/blue livery applied during overhaul at Chart Leacon between 4-Jun-98 and 23-Sep-98. Stored at Wimbledon Park by May‑03. Moved by road to Immingham Railfreight Terminal for scrapping, arriving there 19-Nov-03. Cut‑up during 12‑03, 975588 on 5-Dec-03 and 975589 on 3-Dec-03.

930006 DOO fitted Aug‑89. NSE livery from 22-Sep-90. Still numbered 006 when released from C6 overhaul at Eastleigh 30-Sep-93. Transferred to Bournemouth summer 1995. To Chart Leacon for Railtrack green/blue livery 26-Apr-01. At Ramsgate Jan‑03 and in use. Summer store at Ramsgate Apr‑04. Shoegear removed by 19-Jul-04 and hauled to Immingham Railfreight Terminal for scrapping 9-Sep-04, both being cut‑up 28-Sep-04.

930007 DOO fitted Aug‑89. NSE livery c.Nov‑91. At Gillingham for 1993 season. Reported withdrawn at Ramsgate from 1-Jan-03. Both cars moved by road to Immingham Railfreight Terminal for scrapping 20-May-03, both being cut‑up 17-Jun-03.

930008 DOO fitted Aug‑89. NSE livery c.May‑90. At Chart for 1993 season. Transferred to Ramsgate c.Apr‑96. Railtrack green/blue livery Aug‑98. Reported withdrawn at Ramsgate from 1-Jan-03. 975597 moved by road to Immingham Railfreight Terminal for scrapping 20-May-03, with other following next day, 975597 being cut‑up 28-May-03 and 975596 cut‑up 13-Jun-03.

930009 Unit reported in Railtrack blue/green livery at end of 1999 so presume MBS 975598 defective by about Sep‑99 and exchanged with 975604 (ex 930001) at Chart Leacon. 975599 damaged at Selhurst depot when in collision with 456013 19-Jun-00 but repaired. Unit out of use c.Apr‑02 at Selhurst and moved to Derby for storage by road Nov‑02. Both cars moved to Immingham Railfreight Terminal for scrapping by road 6-Jun-03 and both cars cut‑up 27-Jun-03.

930010 NSE livery from 18-Jun-91 at Selhurst. C4 overhaul at Eastleigh between 17-Aug-95 and 26-Sep-95. Railtrack green/blue livery at Chart Leacon, released 21-Sep-98. Unit out of use c.Apr‑02 at Selhurst and moved to Derby for storage by road 2-Dec-02. Sold to Maintrain c.Apr‑03, both cars remained at Derby Etches Park depot for use as stores until broken-up on site by contractors from Sims, Beeston, 975601 on 26-Mar-13 and 975600 on 6-May-13.

930011 NSE livery from 16-Aug-91 at Selhurst. At Ramsgate for 1993 season. Unit stored for a while in early 1996, then to Chart Leacon for overhaul May‑96 and Railtrack brown livery. Railtrack green/blue livery by autumn 2000. In use. Summer store at Ramsgate Apr‑04. Hauled to Immingham Railfreight Terminal for scrapping 9-Sep-04. 975602 cut‑up 11-Nov-04 and 975603 cut‑up 12-Nov-04.

930012 DOO fitted Sep‑89. C6 overhaul at Selhurst between 17-Aug-92 and 2-Oct-92 (NSE livery?). CSR fitted during C4 overhaul at Eastleigh between 18-May-93 and 28-Sep-93. Gained Railtrack brown livery (1996?). Allocated to Fratton summer 1996. Renumbered 930001 c.Oct‑96. Railtrack green/blue livery at Chart Leacon? – released 23-Sep-98.

930013 NSE livery with six-digit number from 9-Oct-92 at Selhurst. At Ramsgate for 1993 season. Unit to Chart Leacon for overhaul May‑96, released 17-Sep-96 painted into Railtrack brown livery. Renumbered 930002 c.Oct‑96.

STORES UNITS 019, 020, 022, 023 & 024

During 1970, the SR CM&EE department planned to run some regular timetabled trains between their workshops and main depots to convey stores and spare parts. It was decided to form two ‘Stores Units’ which would be pairs of motorcoaches coupled back-to-back and suitably modified for the carriage of the parts. Four 2 HAL units withdrawn in December 1969, units 2613/24/42/69, were taken to Stewarts Lane for the modifications and their redundant Driving Trailer Composites withdrawn, these four cars were disposed of for scrapping from Gatwick to Armytage Ltd. (Sheepbridge) on 13 June 1970 arriving in the yard on 30-Jun-70.

The motorcoaches were modified, the car consisted of seven full-width compartments, and these were retained though seats, luggage racks and heaters were removed and were used for the carriage of parts. Most of the door and commode handles were removed but the quarter light and droplight windows remained unaltered. The original EE339 motors were retained, and the units remained Westinghouse braked only.

These converted cars were ready by late April 1970 and formed into 2-car pairs. They were allocated car numbers in the Departmental Series as DS70315 – DS70318 and finished in plain blue livery with full yellow ends. Unit numbers were 022 and 023 carried in the traditional position above the headcode which had been changed to a roller blind type during the conversion process. Unit 022 had a ‘paint date’ of 28-Apr-70 and 023 carried 5-May-70 and both were officially taken into stock from 2-May-70 in readiness for the commencement of Stores Train working with the summer timetable from 16^th May.

Each unit worked a weekly cycle of trips, both of which visited Eastleigh works at some stage where major parts could be loaded. Unit 022 was allocated to Slade Green for its routine maintenance whilst 023 was looked after by Lovers Walk. The units visited Hither Green Diesel Depot on their regular workings, a short siding was electrified here and, on the side away from the conductor rail, some protective boarding was provided to shield the live shoegear when the units were berthed there.

A fairly major change to the units took place after their initial conversion, probably in light of experience gained with their operation, this change being the replacement of the pair of outward opening double doors to the former brakevan being replaced by an inset heavy sliding door which moved within the car body. This area was used for the conveyance of bulky and heavy equipment. This probably took place during their first overhauls.

Stores unit cycles: Commenced by 16^th May 1970.

DAY	DEPARTURE	WORKING	ARRIVAL
Monday	12†15	Lovers Walk to Fratton	14†18
Tuesday	11†53	Fratton to Eastleigh works (loco-hauled)	12†29
Tuesday	18†10	Eastleigh works to Stewarts Lane	20†00
Wednesday	11†55	Stewarts Lane to Hither Green DD	12†25
Thursday	xx†xx	Hither Green to Chart Leacon	13†57
Friday	12†40	Chart Leacon to Ramsgate	13†30
Saturday	13†05	Ramsgate to Slade Green	14†38
		(Maintenance for 022)
Monday	12†22	Slade Green to Eastleigh works	14†35
Tuesday	18†10	Eastleigh works to Clapham Yard	19†41
Thursday	12†10	Clapham Yard to Wimbledon Park	12†32
Friday	14†00	Wimbledon Park to Selhurst	xx†xx
Saturday	12†06	Selhurst to Lovers Walk	xx†xx
		(Maintenance for 023)

Units exchanged duties at Eastleigh on Tuesdays in these original workings.

These stores train workings were successful, and it was decided to expand the network during 1972 with provision of a third unit. 4 SUB unit 4378 was withdrawn on 13 May 1972 and taken to Clapham Yard where both trailer cars were removed for inclusion in withdrawn unit 4355 for disposal and sent for scrapping to A. King Ltd. (Wymondham) 19 June 1973. Both the MBS cars were marshalled back-to-back (with some modifications to one to provide a centre buffer instead of a rubbing plate) and they were sent to Slade Green on 24 June 1972 for conversion to Stores Unit 024. Both these cars consisted of an 8-bay open saloon, conversion involved stripping out all the seating, luggage racks and heating and panelling over the original passenger doors, most of the original quarter lights remained. Two large inset sliding doors were provided along the bodyside of each car roughly at the former third and sixth old doorways. High level brake hoses were provided beneath the driver’s observation light to facilitate the unit working with locomotives with similar hoses, Class 33/1 and Class 73 engines, and this avoided the need for ‘extension hoses’ when the unit was being loco-hauled. If not already converted whilst still running as 4 SUB, the motors were changed to the EE507 type upon conversion. Unit 024 was finished in plain blue livery with full yellow ends. It was allocated departmental car numbers DB975250 and DB975251 and both cabs also had roller blind headcode indicators fitted. The unit went into service from 3 March 1973. It received its routine maintenance at Slade Green.

With the introduction of the third unit, 024, the stores train workings were revised from January 1973 as follows:

DAY	DEPARTURE	WORKING	ARRIVAL
Schedule 1 (022)
Monday	13†05	Chart Leacon to Stewarts Lane	14†40
Tuesday	13†16	Stewarts Lane to Slade Green	13†54
		(Maintenance as required)
Wednesday	11†10	Slade Green to Selhurst	12†23
Wednesday	20†12	Selhurst to Eastleigh works	22†35
Friday	18†10	Eastleigh works to Stewarts Lane	20†02
Saturday	11†40	Stewarts Lane to Chart Leacon	xx†xx

Schedule 2 (023)
Monday	05†54	Lovers Walk to Fratton	07†21
Tuesday	01†12	Fratton to Eastleigh works (loco hauled)	02†01
Wednesday	18†20	Eastleigh works to Clapham Yard	19†41
Thursday	12†08	Clapham Yard to Wimbledon Park	12†21
Friday	14†00	Wimbledon Park to Selhurst	14†30
Saturday	12†06	Selhurst to Lovers Walk	13†31
		(Maintenance as required)

Schedule 3 (024)
Monday	11†35	Slade Green to Eastleigh works	14†35
Tuesday	18†10	Eastleigh works to Stewarts Lane	20†09
Wednesday	11†55	Stewarts Lane to Hither Green DD	12†25
Thursday	10†55	Hither Green DD to Orpington	11†11
Thursday	12†40	Orpington to Chart Leacon	13†50
Friday	12†40	Chart Leacon to Ramsgate	13†30
Saturday	13†05	Ramsgate to Slade Green	14†38
		(Maintenance as required)
This schedule was initially covered by a de-icer prior to 024 being ready

Schedule 2 (023) was later further revised with unit running from Wimbledon Park to Selhurst late on Thursday evening, then on Friday running from Selhurst to New Cross Gate. The Saturday trip to Lovers Walk then started from New Cross Gate.

By the early 1980’s the two original units were becoming difficult to maintain as they were now very non-standard, especially their EE339 traction motors. To replace unit 022, an SR pattern 2 SAP unit 5629 which had been withdrawn on 14 September 1982 was taken to Selhurst Repair Shop to be converted to a further Stores Unit. Apart from stripping out the interiors the unit was little modified. It consisted of a saloon motorcoach split into two bays of four whilst the former Driving Trailer has a side corridor layout with a coupe compartment, four second-class compartments and three first-class compartments. All these internal partitions remained after conversion. The unit was released on 1 December 1982 now numbered as 019 and the two cars renumbered into the departmental series as ADB977068 (MBS) and ADB977069 (DTS). It was painted in a rather military shade of Olive Green with full yellow ends and was taken into stock on 4 December 1982. It went into service from 6 January 1983 to replace unit 022 which was withdrawn from 3 March.

Units 023 and 024 had both been painted into the Olive Green livery by March 1982 and continued in use until 023 failed on 6 February 1984. It was officially withdrawn from 1 June 1985 along with unit 024. Unit 023 was hastily replaced by a temporary unit numbered 020. This was formed using MBS 61627 from 4 EPB unit 5302 withdrawn 24 December 1983 and still in plain blue livery. This car was paired with a 2 HAP DTC 75362 taken from unit 6044 which had been withdrawn on 3 October 1983 then used as a de-icer ‘pilot’ until December and then stored at Fratton. Unit 6044 was in blue/grey livery. Conversion work on these two cars was minimal, virtually only the removal of seat cushions, and it was put into service from 2 February 1984 and used to cover 023’s old workings. Both cars were renumbered into the departmental series as ADB977213 (MBS) and ADB977214 (DTC). It too was allocated to Lovers Walk depot for maintenance. It was not repainted so had one car blue and the other in blue/grey. It was used until late 1985 when a more permanent replacement for 023, numbered 018 was ready, but was not withdrawn until about December 1987 and sold for scrapping to Meyer Newman at Snailwell in March 1988.

A more permanent replacement for 023 was converted at Selhurst during summer 1984. It was formed from 65318 (ex 5788) and 65324 (ex 5794), these being renumbered ADB977290 and ADB977291 respectively, officially from 14-Dec-85. The redundant DTS car of 5788 was stored until scrapped at V. Berry, Leicester in February 1990 whilst that of 5794 was returned to passenger use after a facelift between November 1985 and March 1986 in unit 6409, the only Tyneside vehicle to be facelifted.

The conversion on 018 was more thorough than that of 020, with most external doors panelled over and a large roller shutter door provided on each side of each vehicle. It was finished in engineers Olive Green livery.

Timings of the Stores Train workings were slightly amended from year to year but remained essentially unchanged. If a stores unit was not available, occasionally a de-icing unit would deputise using the mostly empty space of the ‘No. 2’ car for the carriage of parts. Due to changing condition, the Stores Train workings were withdrawn from 15 August 1989 as more reliance was now made on road transport for distribution of spare parts. Unit 019 was the last one still in use up to the final day. The surviving units were then stored though 018 spent a while in use as a de-icer ‘pilot’ for single car ADB977363 based at Fratton during the winter of 1989/90.

Unit	MBS No. 1	MBS No. 2	Ex unit/s	Type	Withdrawn	Scrap
018 14-Dec-85	ADB977290 (65318)	ADB977291 (65324)	5788/5794	EPB	Jun-91	w/e 9-Oct-93 G
019 6-Jan-83	ADB977068 (14549)	ADB977069 [1] (16029)	5629	SAP	Jun-91	Oct-93 G
020 2-Feb-84	ADB977213 (61627)	ADB977214 [2] (75362)	5302/6044	EPB/HAP	c.Dec-85	15-Mar-88 MNS
022 2-May-70	DS70315 (10731)	DS70318 (10787)	2613/2669	HAL/HAL	18-Mar-83	Apr-86 BLM
023 2-May-70	DS70316 (10742)	DS70317 (10760)	2624/2642	HAL/HAL	1-Jun-85	c.Apr-87 B
024 3-Mar-73	ADB975250 (10829)	ADB975251 (10830)	4378	SUB	1-Jun-85	Mar-90 M

Key letters for scrap dealers:

B C. F. Booth (Rotherham).

BLM Bird Group. (Long Marston).

G Gwent Demolition (Margam).

M Marple & Gillott (Attercliffe).

MNS Meyer Newman (Snailwell).

INDIVIDUAL UNIT NOTES

UNIT

018 Unit into service 14-Dec-85. Following withdrawal of all the stores trains from 15-Aug-89 the unit went to Fratton as a tractor unit for ADB977363, the unit was then stored (it spent a while in Brighton Top Yard) and was officially withdrawn in Jun‑91. The unit later went to Eastleigh 4-Dec-92 for stripping and was sent for scrapping at Gwent Demolition, Margam 30-Sep-93. Both cars cut‑up w/e 9-Oct-93.

019 Unit to stock 4-Dec-82 (977068 ex 14549 and 977069 ex 16029), was the last stores unit in use, until 15-Aug-89. Stored at Folkestone East, to Selhurst for stripping 10-Feb-92. Selhurst to Eastleigh 13-Nov-92 and stored for possible preservation attempt. Finally moved from Bournemouth to Gwent Demolition, Margam 30-Sep-93, both cut‑up w/e 9-Oct-93.

020 This unit was hastily formed from 2-Feb-84 to replace unit 023 which had failed and was not worth repairing. MBS 61627 was converted and renumbered ADB 977213, this coach still in blue livery being paired with 2 HAP DTC 75362 (ex 6044) in blue/grey livery. The remaining cars of 5302 and 6044 were all sent for scrap at Mayer Newman, Snailwell, 5302’s arriving 6‑86 and 6044’s 3‑88. Conversion was very basic involving little more than removing the seat cushions. The unit was then allocated to Brighton (Lovers Walk) and worked on 023’s old circuit. The unit was withdrawn about the end of 1987 having been out of use since the end of 1985, and was sent for scrap to Mayer Newman, Snailwell from Sevenoaks 11-Mar-88, arriving 14-Mar-88. 977213 burnt 14-Mar-88, 977214 burnt 15-Mar-88.

022 At some point this unit was fitted with high-level air hose connections. Unit withdrawn 18-Mar-83, being replaced by 019 from 6-Jan-83 and was stored at Andover for disposal from 20-Oct-83. Moved Andover to Clapham Yard 23-Jul-84. Not scrapped until Apr‑86 though arrived at Bird Group, Long Marston Dec‑85, moving from Clapham Yard to Honeybourne 12-Nov-85.

023 Unit damaged in buffer stop collision at Lovers Walk 7-Jan-73 and repaired at Selhurst by 20-Jan-73. It was painted into Olive Green by Mar-82. Unit withdrawn after failing on 6-Feb-84, it was officially withdrawn from 1-Jun-85 and stored at Fratton, moving to Stewarts Lane 6-May-86. It was dispatched to Tinsley with ‘Instruction Unit’ 055 on 8-May-86 and noted at Tinsley en route to C. F. Booth, Rotherham in Apr-87.

024 Unit into service from 3-Mar-73. ADB975250 damaged at Stewarts Lane 17-Jan-74 when struck by 5672 + 5655 but soon repaired. Painted into Olive Green livery by early 1982. Unit withdrawn for disposal 1-Jun-85. It was sent to Sheffield for scrapping in Dec-89 and arrived in the Marple & Gillott yard at Attercliffe Mar-90 and cut that month.

ELECTRICAL TEST UNIT ‘15’

Augmented 4 SUB unit 4354 was withdrawn on 5 December 1959 following collision damage in Selhurst depot on 1-Dec-59, (did it collide with 4327?). Its badly damaged MBS 8474 was broken-up on site 2-Jan-60. On that day, unit 4327 was also withdrawn and subsequently MBS 8420 was paired with undamaged 8473 (from 4354) and these two used as ‘match vehicles’ for movements of withdrawn augmentation trailers between Gatwick, Lancing and Micheldever. From 11 February 1961 these were both renumbered into the departmental series as DS70057 (8420) and DS70058 (8473) and became CM&EE test unit ‘15’ which was carried in the traditional unit number position on the cab ends. The motors were removed from DS70057 and DS70058 modified with a new guard’s compartment at the inner end of the coach, fitted with twin periscopes. The unit was then used as a mobile test unit for testing electrical equipment under service conditions. By 1969 it was stored out of use at Coulsdon North and moved to Micheldever 11-Nov-69 prior to disposal on 28-May-70 to Cashmore at Newport. The unit remained in green livery.

UNIT	TBS	MBS	Ex units	Withdrawn	Scrap
‘15’ 11-Feb-61	70057 (8420)	70058 (8473)	4327/4354	c.1969	Jun-70 Cashmore (Newport)

CRANE RUNNERS DS70276 – DS70281

During 1968 BR ordered six Taylor & Hubbard 15-ton self-propelled diesel cranes for the SR CCE department. They were mainly used during the week working in ‘Pre-Assembly Depots’ (PADs) preparing track panels for that weekend’s engineering works. They then worked to site in the train of track panels and were used in the track relaying operations. These cranes were numbered DRT81338 – DRT81843.

To run with them, BR provided wagons modified to support the crane jib and these were converted from former EMU underframes, mostly from 6 PAN units though one was from a 4 RES and another from a 4 COR[N] unit. Most of these had been in store at Micheldever since late 1964 or early 1965 though a couple were in traffic until later. They were taken to Ashford where the bodies were broken-up and the frames converted for the crane runner wagon. Wooden two-plank side lockers were provided for storage of cables and lifting equipment and there was a large metal toolbox at the far end from the crane. A cradle was provided centrally to support the crane jib. As converted the wagons weighed 18.7 tonnes with an additional 5.4 tonnes of jib weight. They remained air braked to work in conjunction with the crane brakes and both crane and runner wagon were vacuum piped to allow use within engineering trains to/from site. They were 66’ 3” long over buffers and the heavy Spencer Moulton buffers and EMU bogies were retained. These wagons were then numbered as DS70276 – DS70281 and paired with the cranes (not in number order). They went into service in December 1968 and January 1969. These wagons were allocated the TOPS code QSB.

These cranes were then allocated to PADs around the region, the allocations changing from time-to-time. The first was withdrawn in October 1993 and the last three survived in use until 2001. Only one was scrapped, the others all passing, along with their parent crane, to preserved railways.

RUNNER	CRANE	New date	Runner ex unit	Type	Withdrawn date	Disposal
DS70276 (12266)	DRT81338	7-Dec-68	3027	PAN	7-Oct-93	Scrapped MRJ Mar-94
DS70277 (12275)	DRT81339	14-Dec-68	3036	PAN	Mar-01	Preserved
DS70278 (10027)	DRT81342	25-Jan-69	3024	PAN	c.2000	Preserved
DS70279 (12270)	DRT81341	7-Dec-68	3031	PAN	Apr-01	Preserved
DS70280 (11861)	DRT81340	14-Dec-68	3158	COR	Dec-98	Preserved
DS70281 (12235)	DRT81343	25-Jan-69	3065	COR[N]	Mar-01	Preserved

Allocations of these crane pairs in 1985 was as follows:

DRT81338 + DS70276 Three Bridges PAD.

DRT81339 + DS70277 Woking PAD.

DRT81340 + DS70280 Hither Green PAD.

DRT81341 + DS70279 Ashford PAD.

DRT81342 + DS70278 New Cross Gate PAD.

DRT81343 + DS70281 Eastleigh PAD.

Allocations in 1993 just before withdrawals commenced were:

DRT81338 + DS70276 Three Bridges PAD.

DRT81339 + DS70277 Eastleigh PAD.

DRT81340 + DS70280 Ashford PAD.

DRT81341 + DS70279 Ashford PAD.

DRT81342 + DS70278 Hither Green PAD.

DRT81343 + DS70281 Woking PAD.

CRANE RUNNER

DS70276 TFK 12266 stored at Micheldever from Oct-64 and withdrawn 21-Oct-67. To Ashford works 10-Sep-68 where body broken‑up and underframe converted to a Crane Runner numbered DS 70276. Crane DRT81338 and runner DS70276 both ‘ran away’ from near Oxted Viaduct in a possession on 28 February 1993 and damaged in subsequent collision with EDL 73112 just south of Hurst Green. Stored damaged for a while at Oxted then moved back to Ashford PAD where both were withdrawn on 7-Oct-93. Scrapped at Ashford PAD by MRJ Philips Mar-94.

DS70277 TFK 12275 stored as loose stock at Micheldever from Sep-65 and withdrawn 21-Oct-67. To Ashford 10-Sep-68 where body broken‑up and underframe converted to a Crane Runner numbered DS 70277. With crane DRS81338 to Spa Valley Railway, Groombridge Mar-01.

DS70278 TSK 10027 stored as loose stock, to Micheldever from 13-Jun-66 and withdrawn 21-Oct-67. To Ashford works 4-Oct-68 where body broken‑up and underframe converted to a Crane Runner numbered DS 70278. Now at the Chasewater Railway (moved there c.2000?)

DS70279 TFK 12270 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. With crane DRS81341 to Keighley & Worth Valley Railway Apr-01.

DS70280 TCK 11861 withdrawn at Lancing 12-Mar-64 and moved to Micheldever the following day. Later to internal user stock and used as office at Brockenhurst from June 1966, though moved back to Micheldever for storage 30-Dec-66 until condemned 21-Oct-67. Moved to Ashford 4-Oct-68 where body was broken-up and underframe converted to Crane Runner DS70280. With crane DRS81340 to Midland Railway Centre, Butterley Dec-98.

DS70281 TFK 12235 stored as loose stock at Lovers Walk from 13-Mar-66 moving to Selhurst by Jul-67 until condemned 21-Oct-67 and sent to Ashford where body was broken-up and underframe converted to Crane Runner DS70281. With crane DRS81343 to Eden Valley Railway, Warcop Mar-01.

LONG-WELDED RAIL CARRYING WAGONS

By the early 1970s with increasing use of long-welded rails for relaying work on the railways it was decided to provide the Southern Region CCE department with four trains of bogie flat wagons based at Redbridge Sleeper Works to convey these rails around the region to engineering sites as needed. Altogether thirty-four wagons were provided, and these came from old EMU underframes with their bodies broken-up and wooden decking and side guard irons provided. The first eighteen of these came from old 6 COR cars and the remainder a mixture from COR, BUF and GRI units and one from the 6TC set.

Two types of wagon were converted, at each end of the train was a 58’ 0” long ‘Manta’, these had metal guides at one end to allow the rails to be slid off onto ground level where they needed to be dropped. Between them were six 63’ 6” long ‘Marlin’ wagons, these were 66’ 0” long over buffers. All these wagons retained their EMU bogies and Westinghouse air brakes. A complete train were therefore 472’ 0” long and there was a ‘spare’ Marlin wagons to cover for maintenance requirements. Due to their EMU origins these wagons continued to visit Selhurst Repair Shop for their major overhauls for many years. Their TOPS wagon classification was YKA though a few changed late in their lives if they moved to other departments.

Cars selected for conversion were taken from storage (usually from Micheldever) and the bodies were removed (mostly believed to be at Hoo Junction, possibly at Queenborough or Sheerness?). The conversions are believed to have been fitted out at Stewarts Lane. The underframes used were all built at Lancing works between 1935 and 1938.

The long-welded rail carriers began to be replaced by purpose-built vehicles from about 1986, but some still remained stored early in 1993. Most were withdrawn in late 1992/early 1993 and disposed of for scrapping as shown. The Code letter is the detail of the movement for body disposal shown above the table.

All remained on their intended workings until about April 1985 but as they began to be displaced, they were allocated to other work and ventured more widely, some ended-up at Eastleigh works used as bogie carriers and others transferred to the S&T department as general materials wagons.

Codes for movement of cars for body breaking up.

A Micheldever to Hoo Jct. 16-Feb-70.

B Micheldever to Hoo Jct. 21-Oct-70.

C Micheldever to Hoo Jct. 21-Dec-70.

D Oatlands Sidings to Hoo Jct. c.16-Mar-71.

E Woking to Hoo Jct. 22-Mar-71.

F Wimbledon Park to Hoo Jct. 4-Nov-71.

G Selhurst to Hoo Jct. Dec-71.

H Selhurst to Hoo Jct. c.17-Feb-72.

I Bodies broken-up at Beddington Engineer’s Yard between 4-Feb-72 and 23-Mar-72.

J Body broken-up at Brockenhurst Mar-72.

Wagon	Old car No.	Ex unit	Code	Converted	Withdrawn	SCRAP
58’ 0” MANTA
DB975500	12274	6 COR 3047	A	1971	22-Mar-93	20-Sep-93 C
DB975501	12265	6 COR 3049	A	1971	19-Aug-93	17-Nov-93 TY
DB975502	12262	6 COR 3044	B	1971	22-Mar-93	20-Sep-93 C
DB975503	12263	6 COR 3046	B	1971	22-Mar-93	20-Sep-93 C
DB975504	12268	6 COR 3042	C	1971	22-Mar-93	20-Sep-93 C
DB975505	12269	6 COR 3045	C	1971	17-Nov-92	8-Sep-93 TY
DB975506	12267	6 COR 3048	B	1971	17-Nov-92	8-Sep-93 TY
DB975507	12273	6 COR 3041	B	1971	17-Nov-92	8-Sep-93 TY

63’ 6” MARLIN
DB975508	10039	6 COR 3045	C	1971	5-Mar-92	17-Jun-92 T
DB975509	10040	6 COR 3045	C	1971	5-Mar-92	17-Jun-92 T
DB975510	10032	6 COR 3049	A	1971	c.Dec-07	Preserved?
DB975511	10037	6 COR 3042	C	1971	27-Mar-92	4-Sep-92 C
DB975512	10035	6 COR 3048	A	1971	?	Nov-04 RX
DB975513	10048	6 COR 3041	B	1971	12-Nov-93	Feb-94 C
DB975514	10050	6 COR 3047	A	1971	10-May-93	10-Jan-05 SW
DB975515	10049	6 COR 3047	A	1971	17-Nov-92	8-Sep-93 TY
DB975516	10025	6 COR 3046	B	1971	17-Nov-92	8-Sep-93 TY
DB975517	10036	6 COR 3048	B	1971	17-Nov-92	8-Sep-93 TY
DB975518	10026	6 COR 3044	B	1971	30-Mar-93	Jul-99 EMR
DB975519	10081	4 COR 3127	E	1972	23-Jul-92	4-Sep-92 C
DB975520	11847	4 BUF 3074	D	1972	23-Jul-92	4-Sep-92 C
DB975521	11846	4 BUF 3073	D	1972	21-May-92	Jul-99 EME
DB975522	11849	4 BUF 3076	D	1972	?	Sep-04 RAD
DB975523	11856	4 BUF 3078	D	1972	17-Nov-92	8-Sep-93 TY
DB975524	11817	4 COR 3127	E	1972	Dec-93	Jul-99 EME
DB975525	11854	4 BUF 3081	D	1972	17-Nov-92	8-Sep-93 TY
DB975526	10064	4 COR 3110	F	1972	12-Nov-93	Feb-94 C
DB975527	11800	4 COR 3110	F	1972	17-Nov-92	8-Sep-93 TY
DB975528	12245	4 GRI 3086	G	1972	12-Nov-93	Feb-94 C
DB975529	10079	4 COR 3125	H	1972	12-Nov-93	Mar-03 HN
DB975530	11815	4 COR 3125	H	1972	23-Jul-92	4-Jun-93 C
DB975531	11802	4 COR 3149	I	1972	30-Mar-93	Jul-99 EMR
DB975532	10103	4 COR 3149	I	1972	17-Nov-92	8-Sep-93 TY
DB975533	10041	6 TC 601	J	1972	13-Jul-93	20-Sep-93 C

SCRAP DEALER CODES

C Coopers, Handsworth.

EME European Metal Recycling at Eastleigh East Yard.

EMR European Metal Recycling at Northam Yard.

HN Harry Needle at Upperby Yard.

RAD Raxstar (contractor) at Ashford PAD.

RX Raxstar (contractor) at Eastleigh works.

SW S&W Recycling at Norden.

T T. J. Thompson, Stockton.

TY Tyne Yard (By contractors T. J. Thompson).

WAGON

DB977510 Ended-up static at Three Bridges PAD by late 1993. Sold to Manchester Metrolink by Apr-04 for use as a flat wagon. Moved to East Lancs Railway at Bury by Dec-07.

DB975513 Finished its days at Eastleigh works in use as a bogie carrier. TOPS code now YNA.

DB977514 Allocated IU number 083656 whilst in use at Tattenham Corner for training purposes. Later sold to Swanage Railway during 1999, subsequently scrapped though some parts (buffers) saved by the Southern Electric Group as spares for preserved 4 COR unit 3142.

DB977518 Condemned in Eastleigh Field Sidings by late 1993.

DB975521 Condemned in Eastleigh East Yard by late 1993 having been used as an S&T general materials wagon. TOPS code now YNA.

DB975522 Ended-up static at Woking PAD by late 1993.

DB975524 Ended-up static at Eastleigh depot by late 1993.

DB975526 Finished its days at Eastleigh works in use as a bogie carrier. TOPS code now YNA.

DB975528 Finished its days at Eastleigh works in use as a bogie carrier. TOPS code now YNA.

DB975529 Condemned at Old Oak Common by late 1993 having been used as an S&T general materials wagon. TOPS code now YNA.

DB975530 Condemned at Bescot Yard by late 1993.

DB975531 Ended-up static at Eastleigh depot by late 1993.

HEATING TEST UNIT 054

4 GRI unit 3087 was withdrawn from 20-Nov-71 and ran under own power from Selhurst to Eastleigh on 5-Feb-72 and then used for pressure heating/ventilation tests in the griddle car in connection with the new PEP stock. The unit was then taken into departmental use from 20-Jan-73 and all cars renumbered as below. It was withdrawn 23-Nov-74 and stored at Micheldever until moving to T. W. Ward Ltd. (Briton Ferry) for disposal on 9-Jun-75 though it was still in Margam Yard later that month.

UNIT	MBS	TGS	TFK	MBS	Withdrawn
054 (3087)	ADB975258 (11202)	ADB975257 (12602)	ADB975256 (12237)	ADB975255 (11162)	23-Nov-74

INSTRUCTION UNIT 055

To replace the venerable ‘Instruction Unit’ S10 which was finally withdrawn in May 1974 it was decided to replace it with a further conversion. Withdrawn 4 SUB unit 4367 (out of use from 1-Oct-73) and stored at Lancing, was moved to Selhurst on 26 October 1973 to be converted in the Repair Shop there. This was possibly a slightly odd choice for this work as this batch of SUB units consisted entirely of all-compartment cars and other units with ‘saloon’ accommodation were also being withdrawn, but bodily condition may well have been a more important consideration. Unit 4367 also included one of the 9-compartment ‘pseudo-composite’ coaches.

During conversion all internal partitions were removed, and gangways fitted between vehicles within the unit. MBS cars were fitted out as classrooms, trailers with equipment demonstrations. All jumper cables were removed from unit ends and roller blinds and EE507 motors fitted. All cars were renumbered into the departmental series: 10919 to ADB975319, 10171 to ADB975320, 11470 to ADB975321 and 10920 to ADB975322, and unit released Nov‑74. It was finished in plain blue livery with full yellow ends. Coaches officially renumbered from 15 March 1975.

Unit survived in this form until withdrawn 6 November 1985 and sent for scrapping to C. F. Booth, ((Rotherham)) from Stewarts Lane 8-May-86 though unit spent a period stored in Tinsley Yard and not delivered until Jul‑87.

UNIT	MBS	TS	TS	MBS	Ex unit	Withdrawn	Scrap
055 15-Mar-75	ADB975319 (10919)	ADB975320 (10171)	ADB975321 (11470)	ADB975322 (10920)	4367	6-Nov-85	Jul-87 B

KEY LETTER CODE FOR SCRAP DEALER

B C. F. Booth, Rotherham.

055 New Instruction Unit 055 on a test run from Selhurst after conversion on 3-Dec-74 to Haywards Heath. Unit officially to stock from 15-Mar-75. It was condemned 6-Nov-85 having been out of use since the early part of that year stored at New Cross Gate then at Streatham Hill by October. Unit later moved to Stewarts Lane and offered for sale from there. It moved from Stewarts Lane to Tinsley Yard 8-May-86 and was still there in Apr-87 prior to final movement to C. F. Booth at Rotherham for disposal.

ASBESTOS STAFF CAR 083145

4 COR unit 3134 was damaged in a collision with 4 VEP 7807 at Fratton depot on 30 December 1971 and was withdrawn from 1-Jan-72. TSK 10088 moved to Eastleigh 12-Jan-72 and became internal used vehicle IU 083145 from 21-May-73 at Eastleigh works. Believed to have been used as an ‘asbestos staff car’. Following fire damage in July 1978 the body was broken-up on 9-May-79 and the underframe retained as a ‘flat’. Believed cut-up during 1988.

ISLE OF WIGHT STOCK USED AS STORES

3 TIS unit 033 was withdrawn from 10 November 1982. DMBS 5 was then exchanged with DMBS 19 from 4 VEC 043 in December which was withdrawn that month. Along with DTS 30 from 033 both were stored out of use at Ryde St Johns Road.

DMBS 19 then moved to Sandown in March 1984 for use as PW store, painted into departmental olive green (windows covered with steel sheets) and allocated IU No. 083569 from 26‑Jan‑85. This coach later grounded at Sandown 10‑Jul‑86 and broken-up on site 3‑Apr‑89 by Jolliffe.

DTS 30 was grounded at Ryde as store 19‑May‑84 and allocated IU No. 083570 though this was not carried on the vehicle. Later broken-up on site during 1990 by Oxley Thomas Associates.

Departmental conversions

Units 6291 & 6293

Both these withdrawn units were used for electrical test trains on the Tonbridge – Hastings line in April/May 1986 with no modifications. They remained in blue/grey and ran in a formation which also included a Class 73 loco (in middle of train) and ADB975032 (Test Coach ‘Mars’) and ‘spare’ 4 CEP MBS cars 61035 and 61342. All four cars of these units were later properly taken into Departmental stock and became units 053 and 054 (see later).

PEP UNITS IN DEPARTMENTAL SERVICE

All ten PEP cars were taken into departmental service following their withdrawal from public traffic in July 1974 (2001) and during May 1977 (4001 and 4002).

Unit formations are shown below with details of departmental use shown in the further notes. All car numbers were prefixed ADB.

UNIT	Formed	DMS	MS	MS	DMS	Withdrawn
920001 (2001)	c.Apr-75	ADB975430 (64300)	ADB975431 (new)	–	ADB975432 (64301)	Feb-87
056 (4001)	c.1977	ADB975848 (64303)	ADB975845 (62427)	ADB975846 (62428)	ADB975847 (64302)	c.Apr-86
057 (4002)	c.1977	ADB975844 (64305)	ADB975849 (62426)	ADB975850 (62429)	ADB975851 (64304)	c.Jun-90

Unit 920001.

The two vehicles taken out of use in 1974, DMS cars 64300 and 64301 were both taken to York works and a new centre coach, built to LOT 30880 and numbered ADB975431, was inserted, the two DMS cars also being renumbered as ADB975430 (64300) and ADB975432 (64301). Both these cars were re-fitted with prototype traction equipment, one by Brush, the other by GEC (which was which?), The new centre coach was equipped with a pantograph and main transformer for overhead 25kv AC power collection and this vehicle was painted blue, (ADB975430 remained in ‘silver’ livery). It also differed from the MS vehicles of the original PEP units in having only two pairs of double‑opening sliding doors along the bodyside as opposed to three on the PEP coaches. It also had a diesel generator to power the instrumentation during tests and was just a bare shell and fitted out as a workshop.

This 3-car unit was numbered as 920001 and was used as the prototype Class 313 test bed. It returned to Clapham Jct from York 18‑Apr‑75 where some modifications were carried out, returning to Derby for further tests 12‑Jun‑75. The unit then moved to the Eastern Region based at Ilford from July 1975 and ran trials on the GE section, usually between Colchester and Clacton until 31‑Jan‑76 when it was transferred to the LT&S section until March 1976. Plans to introduce similar units on the Glasgow suburban system led to the transfer of this unit from LT&S to Hyndland depot 17‑Mar‑76 as a Class 314 prototype and the unit worked further tests in the Glasgow area until returning to Ilford 28‑Aug‑76. The unit was hauled to Glasgow but returned south under its own power. Further tests took place on the GE section from 5‑Sep‑76 and LT&S from 6‑Sep‑76 before the unit went back to Derby Research where it remained for most of 1977, though it was running again in the Glasgow area in the autumn of 1977. The unit was stored at Rugby during the first half of 1978, being taken to York works 12‑May‑78 and ending at Derby Research once again by Jul‑78. The unit saw little further use and was withdrawn and sold from Derby RTC in Feb‑87, both former PEP vehicles being scrapped by V. Berry Ltd, (Leicester), ADB975430 in Feb‑87, ADB975432 in Apr‑87. The remaining vehicle, ADB975431 was scrapped by C. F. Booth, (Rotherham) during Nov‑87.

This unit cleared the way for thyristor-controlled DC converters to be used on production trains, and also opened the way for Brush as a supplier of multiple unit propulsion equipment.

Unit 056.

Following withdrawal of 4001 during 1977, one DMS, ‘silver’ 64305 was exchanged with blue 64303 and all four coaches renumbered into the departmental series. The unit however saw little departmental use, being stored at Wimbledon Park until 26‑Jun‑80, when it was taken to Derby Research, during this period being renumbered as 056 from May 1979. All four coaches sent from Derby to Birds, (Long Marston) for scrapping 22‑Apr‑86 and cut-up in July 1986.

Unit 057.

Following withdrawal of 4002 during 1977, one DMS, 64303 was exchanged with ‘silver’ 64305, and the unit taken from Wimbledon Park to Derby 17‑Aug‑78. All four coaches were repainted into a similar livery to the experimental APT units during October 1978. The unit returned to the SR at Strawberry Hill 3‑Oct‑79 for testing of experimental ‘export’ bogies, returning once again to Derby 6‑Dec‑79. Unit back to Strawberry Hill 17‑Mar‑80 and coaches renumbered into departmental series during Apr‑80, though unit number 4002 still displayed on cab ends. A further period at Derby from 26‑Jun‑80 and return to the SR 12‑Sep‑80 saw the unit used for testing BP25 air-sprung bogies until March 1981 when it was then stored at Wimbledon Park until removed to Clapham Yard 22‑Feb‑83. Unit then stored out of use until 5‑Jun‑90 when it returned to Strawberry Hill for stripping. Hauled to C. F. Booth, (Rotherham) 16‑Nov‑90 for scrapping.

[1] = Driving Trailer vehicle.

[2] = Driving Trailer vehicle.

ENPARTS VANS ADB975610 – ADB975615

The Trailer Luggage Vans (TLVs) converted for EMU operation from standard BR loco-hauled BG vans in early 1968 were taken out of use in 1974 as they were unpopular with shunting staff and there were also issues with driver’s as to whether they were MU or ‘loco-hauled’ stock. They were stored, initially at Eastleigh and later at Oatlands Sidings near Weybridge. Some use was made of them later in 1974 as match vehicles in connection with various vehicle movements during the delivery and formation of the second batches of 4 REP and 4 TC units with 68203 & 68204 being used, and 68201 got as far as York works with TB 1758 on 15‑Aug‑74 from Clapham Yard. 68202/5/6 had been stored at Chart Leacon with 68202/6 moving to Clapham Yard 18‑Sep‑74 and 68205 following later. The other three, 68201, 68203 & 68204 were at Strawberry Hill by 23‑Apr‑75 and 68202/5/6 moved there from Clapham Yard 11‑Sep‑75 and all then had their EP brakes and other EMU fittings removed, also their dynamos and batteries. All were officially withdrawn from revenue use from 7^th August 1976. All were moved Oatlands to Surbiton 8‑Jul‑76 thence onwards to Swindon works 8‑Sep‑76 for conversion into Enparts Vans for carrying HST spares between depots. Further conversion work was undertaken at Horwich works, 68201/3 moving there from Swindon 25‑Jan‑78, with 68202/4/6 following 8‑Feb‑78 and 68205 arriving there by Mar‑78 and all were renumbered into the Departmental series as ADB975610 ‑ ADB975615 though not in number order. Following conversion, ADB975610-2 were used between Old Oak Common and Derby whilst ADB975613-5 ran between Bristol (St Philips Marsh) and Derby.

Vehicle details were as follows:

Departmental No.	SR TLV No.	Former BG No.	Scrap date
ADB975610	68205	80942	Mar-96
ADB975611	68201	80915	Sep-11
ADB975612	68203	80922	Sep-11
ADB975613	68202	80918	Sep-11
ADB975614	68204	80925	Mar-96
ADB975615	68206	80951	Jan-08

All six vehicles were later further converted into tool vans for use with the Breakdown Train Units (BTU’s) on the Western Region and were then allocated to the following depots:

Bristol Bath Road ADB975610, ADB975614.

Old Oak Common ADB975611, ADB975613.

Cardiff Canton ADB975612.

Plymouth Laira ADB975615.

Vehicles ADB975611 and ADB975614 were both equipped with generators for their new roles.

No further renumbering of the vehicles took place, however.

TOPS code for 975612 was QVA.

Following the closure of Bristol Bath Road depot, ADB975610 and ADB975614 were both scrapped at the depot during March 1996 by Railfreight Services. The breakdown train at Plymouth Laira was also later abolished and ADB975615 then allocated as part of the Severn Tunnel Emergency Train based at Sudbrook Pumping Station. This train was replaced by a new train during 2004 and ADB975615 moved to Severn Tunnel Junction for storage. It was sent to SimsMetals, Newport for scrapping Jan‑08. Cardiff Canton closed as a depot during 2004 and the BTU was then based at Margam from 22‑Feb‑05. ADB975612 was moved to Newport (Alexander Dock Junction) Mar‑08. This coach was still in use in March 2009. Network Rail revised their BTU arrangements during 2010 and the train including ADB975612 moved to Knottingley whilst that with ADB975611 & ADB975613 had moved from Old Oak Common to Toton in February 2008 and later was based at Bescot. All three survivors were taken out of use during 2011 and sold to SimsMetals for scrapping in September ADB975611/3 going from Bescot to Halesowen and ADB975612 from Knottingley to Hartlepool, these moves all being by road.

Sandite and De-Icing units 014, 015, 016, 017, 030 – 034

During the mid-1980’s the requirement for Sandite units increased as further routes were deemed to need treatment and a number of redundant EMU vehicles were appropriated to departmental service and converted for this purpose. Cars to form these units were from several different types of donor unit, a couple of BR type 2 HAP units, two SR pattern 4 EPB units, three from ‘Tyneside’ 2 EPB units and some of the later ones from BR type 2 EPB units. All units were formed of a pair of motorcoaches coupled back-to-back and had differing levels of modifications. Some were dual-purpose and equipped for both Sandite and De-Icing duties.

Units 015 and 016 were converted during the autumn of 1987, probably in Selhurst Repair Shop, both having been withdrawn from 12 May 1986 and stored at Paddock Wood. They consisted of pairs of 8-bay saloon motorcoaches and structural changes were minimal apart from removal of the interior fitting and fitting of the sandite equipment in one coach. Both were ready during the autumn of 1987 and finished in plain blue livery with full yellow ends. There were two thin white lines along the bodysides below the window line (only on unit 016) and a pair of powerful spotlights were fitted just below the headcode panel in addition to the existing headlight. As these two units were only fitted for sandite work their intermediate trailer bogies were not fitted with shoebeams. Coaches were numbered into the departmental series as ADB977531 – ADB977534 and both units were allocated initially to Wimbledon Park.

Converted slightly later in November/December 1987 was a further unit numbered 017. This unit was formed using the MBS cars of ‘Tyneside’ units 6282 and 6284 which had been withdrawn back on 1 October 1984 and stored in Eastleigh Marshalling Yard since that time. They both moved to Selhurst for conversion on 20 November 1987 and all four cars were taken into departmental use, the DTS of 6282 being heavily modified as one of the pair of Sandite Driving Trailers modified to run with Class 319 units. The DTS of 6284 was just used as part of accident exercise unit 997. MBS cars 65312 and 65314 were paired and converted to de-icing use, the unit later moving to Slade Green for completion of this work. It was initially allocated to Eastleigh depot and during the summer of 1989 it was equipped to also apply sandite. These cars were renumbered as ADB977566/7 in the departmental series.

The next unit formed was 014 about March 1990. This used former 2 HAP motorcoaches, 65414 from unit 6022 and 61658 from unit 6116. Both these cars were already in departmental use, 6022 having run as a ‘tractor’ unit still with its original DTS 77136 and both renumbered as ADB977609 and ADB977610 and used at the RSD section based at Strawberry Hill from December 1988. Unit 6116 had entered departmental service in March 1984 and the cars were renumbered as ADB977207 (61658) and ADB977208 (75710) at Eastleigh from 2 February 1984 and it became ‘tractor unit 054’ and was used in the movements of vehicles to form the new Gatwick Express stock during that year, then other work as required. It was renumbered again as unit 1054 about September 1987 and swapped its bogies with those from a former Tyneside set before being withdrawn on 31 December 1987, though it was reinstated for de-icer ‘pilot’ use again in October 1988. About March 1990 units 014 and 1054 were reformed (at Eastleigh?) and both Driving Trailers withdrawn and MBS cars 977207 and 977609 paired to form a ‘new’ 014 converted for Sandite use. This unit was turned out in a two-tone blue livery. It was initially allocated to Wimbledon Park. Both the DTC cars were disposed of for scrapping.

A final series of five new units were converted from September 1993, all these using former BR type 2 EPB MBS cars paired back-to-back. These units became 030 – 034, they did not have a consecutive series of departmental carriage numbers, however. Conversion work was split variously between different workshops, some units moving between two for different stages of the work. Strawberry Hill, Selhurst, Chart Leacon, Ilford and Derby were all involved in the conversion work. All were finished in NSE livery with yellow ends though with a black area surrounding the cab observation lights, and the two spotlights were fitted to cab ends. One car was modified for the de-icing operations, the other for the sandite application. It is believed that units 030 and 031 had a gangway provided between the two vehicles, but not certain if this was the case with units 032 upwards. These gangways used parts from withdrawn Class 101 DMMU units from Scotland. It is also probable that one of the two cars had a toilet installed as there were some white ¼ light windows on one vehicle. When first outshopped some units only carried a three-digit number whilst others had the ‘930’ prefix added. There were a number of minor detail differences between the units, some retained the door and commode handles whilst others had most of these removed.

Surviving units were renumbered into a new series from about June 1996, 014 & 016 becoming 930101/2 whilst the former 2 EPB conversions became 930201 – 930206.

Unit	MBS No. 1	MBS No. 2	Ex unit/s	Type	Withdrawn	Scrap
014 c.Mar-90	ADB977207 (61658)	ADB977609 (65414)	6116/6022	HAP	Renumbered 930101	–
015 c.Sep-87	ADB977531 (14047)	ADB977532 (14048)	5024	EPB	Apr-94	w/e 3-Jun-95 G
016 c.Sep-87	ADB977533 (14273)	ADB977534 (14384)	5192	EPB	Renumbered 930102	–
(930)017 c.Dec-87	ADB977566 (65312)	ADB977567 (65314)	6282/6284	EPB	Renumbered 930201	–
030 15-Sep-93	ADB977804 (65336)	ADB977805 (65357)	6222/6243	EPB	Renumbered 930202	–
930031 15-Sep-93	ADB977864 (65341)	ADB977865 (65355)	6227/6241	EPB	Renumbered 930203	–
930032 c.Oct-93	ADB977874 (65302)	ADB977875 (65304)	6203/6205	EPB	Renumbered 930204	–
930033 c.Oct-93	ADB977871 (65353)	ADB977872 (65367)	6239/6253	EPB	Renumbered 930205	–
(930)034 c.May-94	ADB977924 (65382)	ADB977925 (65379)	6268/6265	EPB	Renumbered 930206	–

KEY LETTER CODE FOR SCRAP DEALER

R Ron Hull, Rotherham.

UNIT

014 CSR fitted, probably during C3 overhaul at Eastleigh between 31-Jan-94 and c.21-Mar-94. Unit transferred to Fratton during summer 1995 then allocated to Wimbledon Park by summer 1996. Unit in NSE livery by Oct-96. Unit renumbered 930101 about Jun-96 but this was not initially carried.

015 Converted during autumn 1987 (believed at Selhurst Repair Shop) into a sandite unit but not fitted as a de-icer. Alterations to unit consisted of stripping of seating to make space for the sandite hopper and pumps, ¼ light windows panelled over, most doors remained with droplights overpainted. A new guard’s position was incorporated at the inner end of one coach (which?) with inwards opening doors fitted. Unit also had low level ETH jumpers fitted to enable a loco to supply power to the unit when working away from third rail routes and had twin high intensity headlights fitted below the route indicator window. Initial allocation to Wimbledon Park and painted in rail blue livery. Unit was equipped for DOO working in August 1989 and had CSR fitted in July 1993. It was withdrawn in Apr-94 and scrapped by Gwent Demolition, Margam Apr-95, moving from Eastleigh 28-Mar-95. Both cars believed cut-up w/e 3-Jun-95.

016 Converted during autumn 1987 (probably at Selhurst) into a sandite unit, it was not initially fitted for de-icing and was allocated to Chart Leacon and was painted in rail blue livery. Similar alterations to unit as that of 015 above, livery enhanced with two white lines along bodysides. CSR fitted during C3 overhaul at Eastleigh between 23-Aug-93 and ??-Sep-93, released still blue and numbered 016. It had moved to Fratton for the 1994/5 season. This unit was later also fitted out as a de-icing unit at Eastleigh during a C5 overhaul arriving 11-Dec-95, gaining gangway connections and larger sandite tanks, and was later renumbered as 930102 about Jun-96.

017 Converted at Selhurst Repair Shop arriving 20-Nov-87, later moving to Slade Green for completion of the conversion work. Unit also equipped to apply sandite during the summer of 1989. Early allocation was to Eastleigh depot. NSE livery at Selhurst from 26-Jul-91. Fitted with CSR early 1993. Unit was operating from Bournemouth by the end of 1994. Painted into Railtrack brown/white livery during C3 overhaul at Eastleigh between 25-Aug-95 and 13-Oct-95 and numbered 930017.

030 Conversion carried out at Selhurst Repair Shop between 14-Jul-92 and 31-Jul-92 after preparation at Strawberry Hill. Two doors at brakevan end of one coach (which?) paneled over, the others remaining though sealed-up. Unit equipped for both de-icing and sandite application and outshopped in NSE livery though the yellow ends had a black rectangle around the cab end windows. Cars renumbered as ADB977804 de-icing (65336) and ADB977805 sandite (65357). Cab ends had two spotlights fitted just below the headcode window, though the original headlight at lower level also remained in use. Completed at Strawberry Hill 15-Sep-93. First allocation to Eastleigh, at Fratton for 1994/5 de-icing season. C4 overhaul at Eastleigh between 25-Aug-95 and 30-Sep-95.

031 Conversion carried out at Ilford depot (arr there 30-Jan-93) to similar standards as that for unit 030. Both moved to Derby 5-Apr-93 and displaced DTSs returned Ilford – Eastleigh 24-Mar-93. Unit back to Ilford for completion of conversion/overhaul c.Jul‑93 and to Strawberry Hill 15-Sep-93. Fitted with connecting gangway (subsequent conversions were not?) Both cars renumbered as ADB977864 (65341) and ADB977865 (65355). First allocation to Selhurst. To Eastleigh 26-Mar-96.

032 Both cars moved from Chart Leacon to Derby c.Jun‑93. Conversion carried out at Ilford Depot to similar standards as that for unit 030. Both cars renumbered as ADB977874 (65302) and ADB977875 (65304). Moved Ilford to Chart Leacon 29-Sep-93 for completion. Outshopped numbered 930032 in NSE livery. First allocation to Ramsgate. To Eastleigh 27-Mar-96.

033 Both cars moved from Chart Leacon to Derby c.Jun‑93. Conversion carried out at Ilford Depot to similar standards as that for unit 030. Moved Ilford to Chart Leacon for completion 7-Oct-93. Both cars renumbered as ADB977871 (65353) and ADB977872 (65367). Outshopped numbered 930033 in NSE livery. First allocation to Ramsgate though soon to Slade Green. To Eastleigh 27-Mar-96.

034 Conversion carried out at Derby where both vehicles arrived 9-Feb-94 to similar standards as that for unit 030. Both cars renumbered as ADB977924 (65382) and ADB977925 (65379). Initial allocation was to Wimbledon Park. Unit still numbered 034 in NSE livery at Eastleigh 26-Apr-96. Allocated to Wimbledon summer 1996.

From June 1996 the surviving Sandite/De-Icing units were renumbered into a new series. The ex HAP and ‘Tyneside’ pair became Class 930/1 numbered 930101 and 930102 whilst the ex BR 2 EPB ones were now Class 930/2 and became 930201 – 930206 in number order. These units were by now in the ownership of ‘Railtrack’ and started to receive a new livery with upper bodysides in a lightish brown (down to bottom of commode handle level) with a white section below and an approximately 12” wide grey band at the bottom. Full yellow ends were retained.

Later, after Railtrack had become ‘Network Rail’ the units began to get another livery style, this time a light rather yellowish green at cab ends which narrowed to a thin cantrail band from about the second old door bay back. Below this was a dark blue area which curved upwards from stepboard level just behind the old brakevan doors to just below cantrail level. The name RAILTRACK appeared in block letters on the cab sides in blue, whilst withing the blue area was the legend ‘clearing Britain’s railways’ with the word Britain’s in a larger font than the other two words which were also set at different levels with clearing being higher up then railways. One unit, 930205 received a striking all-yellow livery (the bodysides being the same colour as the cab ends) in November 2003 but had a short life in this scheme as the unit was stored from April 2004.

Railtrack began purchasing a fleet of new ‘Multi-Purpose-Vehicles’ (MPVs), the prototype arriving at Derby in September 1997, these vehicles being basically a pair of flat frames with a cab at each end and self-propelled. These could have a number of different sets of equipment mounted onto them to enable them to carry out sandite or de-icing duties. It was planned to use these to replace the existing fleet of De‑Icing units as more were delivered, though there were problems with the new MPVs. However sufficient were in use by the autumn of 2002 to allow the sandite/de-icing trains on the former SouthCentral lines to be operated with MPVs, thereby allowing the withdrawal of the first of the existing units. Sandite/de-icing workings of the South Eastern and South Western sections remained operated by the surviving units however, but units began to be withdrawn from mid-2002 and all were out of use after the end of the 2003/4 winter season and subsequently sold for disposal. ‘Southern’ purchased two and they went to Selhurst for shunting duties within the yard only.

Unit	MBS No. 1	MBS No. 2	Old number	Type	Withdrawn	Scrap
930101	ADB977207	ADB977609	930014	HAP	2000	Feb-10 R
930102	ADB977533	ADB977534	930016	EPB	c.Apr-02	Jul-03 I
930201	ADB977566	ADB977567	930017	EPB	c.Apr-04	Feb/Nov-05 I
930202	ADB977804	ADB977805	930030	EPB	2002	Feb-04 I
930203	ADB977864	ADB977865	930031	EPB	c.Feb-04	Nov-04 I
930204	ADB977874	ADB977875	930032	EPB	c.Feb-04	Preserved
930205	ADB977871	ADB977872	930033	EPB	c.Apr-04	Nov/Dec-05 I
930206	ADB977924	ADB977925	930034	EPB	c.Apr-04	Preserved

KEY LETTER CODE FOR SCRAP DEALERS

I Immingham Railfreight Terminal.

R Ron Hull, Rotherham.

UNIT

930101 Unit stored at Chart Leacon from 2000. Both cars by road to Ron Hull, (Rotherham) 1-Feb-10 for scrapping.

930102 Unit allocated to Fratton summer 1996. It gained Railtrack brown/white livery about Jun-96 and subsequently the green/blue livery during overhaul at Chart Leacon from 4-Jun-98. 977534 fitted with some ‘laser rail cleaning’ equipment and used for some tests between Leatherhead and Effingham Jct. in October/November 1998. To Derby for storage c.Apr‑02. To Immingham Railfreight Terminal 25-Jun-03 and both cars broken‑up, 977534 on 3-Jul-03 and 977533 on 10-Jul-03.

930201 Unit allocated to Bournemouth summer 1996. Railtrack green/blue livery by Feb‑01. Summer storage at Ashford Yard from Apr‑04. Moved to Ramsgate 5-Oct-04 for road transport to Immingham. 977566 moved 27-Oct-04 with 977567 following 2-Nov-04. 977566 cut‑up 9-Feb-05, 977567 cut‑up 21-Nov-05.

930202 Unit gained Railtrack brown/white livery and later the blue/green version during overhauls at Chart Leacon, the second between 4-Jun-98 and 1-Sep-98. Out of use in 2002 and stored at Bournemouth. Moved by road to Immingham Railfreight Terminal, arriving there 29-Nov-03. 977805 cut‑up 24-Feb-04 and 977804 27-Feb-04.

930203 Unit repainted into Railtrack brown/white livery and later the blue/green version during overhauls at Chart Leacon, in blue/green by 2003. Still in use Feb‑04. Summer storage at Ramsgate from Apr‑04. Hauled to Immingham Railfreight Terminal for scrapping 9-Sep-04. 977864 cut‑up 3-Nov-04 and 977865 cut‑up 4-Nov-04.

930204 Unit repainted into Railtrack brown/white livery and later the blue/green version during overhauls at Chart Leacon. Summer storage at Chart Leacon by Feb-04. To Selhurst 14-Sep-04 after purchase by ‘Southern’ for internal depot de-icing there. Both cars by road to Finmere 23-Jun-09 after sale to G Lamming. Later moved to secure storage at MOD, Bicester during 2020 under the care of COVES (Coulsdon Old Vehicle & Engineering Society)

930205 Unit repainted into Railtrack brown/white livery during overhaul at Chart Leacon, still in this scheme Nov‑02. Painted into Network Rail all-yellow livery Nov‑03. Summer storage at Ramsgate Apr‑04, then moved to Ashford Yard. Moved to Ramsgate 5-Oct-04 for road transport to Immingham. 977871 moved 3-Nov-04, and 977872 followed 10-Dec-04 arriving 13-Dec-04. Both cars stored on site until cut-up, 977871 on 17-Nov-05 and 977872 on 6-Dec-05.

930206 Unit repainted into Railtrack brown/white livery and later the blue/green version during overhauls at Chart Leacon, being released from the second one on 15-Sep-98. Unit damaged in collision with 3433 & 3539 at Wimbledon Park 29-Nov-98. MBS 977925 damaged. Taken to Eastleigh for repairs. Released c.Feb‑99 and then moved to Chart Leacon 4-Mar-99 for further work. Network Rail green/blue livery c.Aug‑03. Still in use Feb‑04. Stored at Ashford Yard by Apr‑04. To Selhurst 14-Sep-04 after purchase by ‘Southern’ for internal depot de-icing there. Both cars by road to Finmere 17-Sep-09 after sale to G Lamming. Later moved to secure storage at MOD, Bicester during 2020 under the care of COVES (Coulsdon Old Vehicle & Engineering Society).

Shunting unit 021

This unit was formed as ‘power-twin’ for shunting units onto the wheel lathe at Wimbledon Park. Reformed from MBS 65317 (ex 6287) and 65322 (ex 6292) both being renumbered as ADB977304 and ADB977305 respectively, officially from 4-Oct-86. Unit painted into NSE livery and remained in use until Jan‑93 when withdrawn and disposed of for scrap to Gwent Demolition, Margam Apr‑95, moving from Eastleigh 28-Mar-95 for scrapping. Both cars believed cut‑up w/e 3-Jun-95.

TRACTOR UNITS 014, 050 – 055 (various).

The history of this series of units is complicated as some unit numbers were used twice and vehicles reformed amongst them as well. From time to time there was a requirement for electric units to power certain test trains and move stock around between depots and workshops. This was usually done by using ‘traffic’ units borrowed from the operational fleet, in winter months some stock was surplus, particularly on the South Eastern Division due to a reduced requirement for Boat Train workings. However, from early 1982, with a number of 2 HAP units being withdrawn as surplus, a small fleet of units were allocated to the ‘Rolling Stock Development’ (RSD) section based at Strawberry Hill depot and used solely for this work. As these units were no longer in passenger use, certain maintenance procedures could be dispensed with such as maintaining door locks, heaters, lighting etc. They were known as ‘tractor’ units but often referred to as ‘horse’ units as well. Being 90mph roller bearing stock they were also useful to power the ‘High Speed Track Recording Coach’ (HSTRC) and any other tests which required some high-speed running.

The first three units to be allocated to this use were 2 HAP sets 6086, 6121 and 6142 from about February 1982, there were virtually no modifications made to them and they remained in blue livery, however, their coach numbers were given ADS prefixes. They were principally used to power test trains with departmental coaches ‘Romeo’ & ‘Juliet’ in connection with trials of ‘Chopper Control’ systems being tested for new units. Unit 6121 was renumbered as 052 and 6142 as 053. About February 1984 these units had their cars renumbered into the departmental series as ADB977209 – ADB977212. Unit 6086, which became unit 051 was mainly used static at Waterloo South Sidings for emergency coupling training to new Class 455 units. It was withdrawn in October 1983 and sent to Fratton for store where it was renumbered back to 6086 prior to disposal for scrapping, both coaches being burnt at Mayer Newman, (Snailwell) in October 1987.

Unit	MBS	DTC	Ex unit	Type
051	ADS61284	ADS75404	6086	HAP
052	ADS61663	ADS75715	6121	HAP
053	ADS61684	ADS75736	6142	HAP

During early 1984 there was an increased need for tractor units in connection with movements of the stock being converted for the new Gatwick Express service so two more withdrawn HAP units were allocated to the RSD, these being 6116 and 6156. They became units 051 (6156) and 054 (6116) and all four units then had their cars renumbered into the departmental series as ADB977205 – ADB977212. As all these units still contained some blue asbestos insulation, they did not have very long lives. In September 1985 a further unit was allocated to the RSD fleet, this being former ‘Tyneside’ 2 EPB unit 6289. Though older than the HAP stock, these units were free of any asbestos issues, but were 75mph stock with oil axleboxes. Unit 6289 became unit 050 and its cars were numbered ADB977296 and ADB977297.

In September 1987 two more ‘Tyneside’ units were added to the fleet though both of these had been in RSD use for some time previously being used to test the newly electrified Tonbridge – Hastings line in April/May 1986. Units 6291 and 6293 then became 053 and 054, the second units to carry these numbers, the original ones having been renumbered as 1053 & 1054 to make room for them. These renumbered HAP units were due for withdrawal and were taken to Chart Leacon late in 1987 along with ‘new’ units 053 and 054 where their bogies were exchanged to give the new units express gear ratio motor bogies and roller bearing trailer bogies and both were withdrawn 31-Dec-87. Unit 1053 was then disposed of for scrapping after a period in store whilst 1054 was reinstated as a de-icer pilot during autumn 1988 before exchanging its former DTC car with another 2 HAP MBS (from unit 6022) in March 1990 and this motor pair were renumbered as unit 014 and converted for sandite and de-icing use (see earlier section). The displaced DTC car was paired with the displaced DTC from 6022 and both sold for scrapping.

Unit	MBS	DTC/S	Ex unit	Type	Withdrawn	Scrap
014 c.Dec-88	ADB977609 (65414)	ADB977610 (77136)	6022	HAP	Reformed with 1054 Mar-90	Jul-90 VBL (DTC only)
050 21-Sep-85	ADB977296 (65319)	ADB977297 (77108)	6289	EPB	See later table	–
051 (2) Mar-84	ADB977205 (61971)	ADB977206 (76004)	6156	HAP	c.Apr-85	19-Nov-85 MNS
052 Mar-84	ADB977209 (ADS61663)	ADB977210 (ADS75715)	052 (6121)	HAP	31-Dec-87	Jan/Jun-90 MNS
053 (1) Mar-84	ADB977211 (ADS61684)	ADB977212 (ADS75736)	053 (6142)	HAP	Renumbered 1053 Sep-87	–
053 (2) Sep-87	ADB977505 (65321)	ADB977507 (77110)	6291	EPB	See later table	–
054 (1) Mar-84	ADB977207 (61658)	ADB977208 (75710)	6116	HAP	Renumbered 1054 Sep-87	–
054 (2) Sep-87	ADB977506 (65323)	ADB977508 (77112)	6293	EPB	See later table	–
1053 Sep-87	ADB977211	ADB977212	053 (1)	HAP	31-Dec-87	Jul-90 VBL
1054 Sep-87	ADB977207	ADB977208	054 (1)	HAP	Dec-88	Jul-90 VBL (DTC only)

KEY LETTER CODE FOR SCRAP DEALER

MNS Meyer Newman, Snailwell.

VBL Vic Berry, Leicester.

INDIVIDUAL UNIT NOTES

UNIT

014 Unit formed in December 1988 from 2 HAP 6022 withdrawn back on 13-May-85 but used intermittently as a de-icer ‘pilot’ after that time. Both coaches renumbered into departmental series as ADB977609 (65414) and 977610 (77136). Unit then ran as a ‘tractor’ unit until sent to Eastleigh for overhaul about March 1990 where DTC 977610 withdrawn and the MBS paired with ADB977207 (61658 ex 6116) and unit converted to sandite and de-icer use (see previous section).

050 This unit was formed from 21-Sep-85, being renumbered from Tyneside unit 6289 which was last used for Christmas Mails & Parcels traffic in December 1984. MBS 65319 renumbered ADB977296 and DTS 77108 renumbered ADB977297. Running gear was swapped with that of original 051 (ex 2 HAP 6156, (note, this was the second 051, the first being ex 6086 which never had the cars renumbered into the departmental series, merely having ADS prefixes to the existing coach numbers added) at Chart Leacon, this unit then disposed of for scrap. 050 remained in blue/grey livery and based at Strawberry Hill for RSD section as ‘horse’ unit when required. Little or no alteration to bodywork was carried out. Unit reformed 20-Jan-93 with 054 and then consisted of two DTS cars, ADB977508 (ex 77112) then in formation and out of use pending disposal. The unit was then reformed again about Sep‑93 and DTS ADB977508 exchanged with DTS ADB977507 (ex 053) and unit then sent for scrapping to Gwent Demolition, Margam 30-Sep-93, both cars cut‑up 9-Oct-93. MBS ADB977296 then became part of 054.

051 (2) Unit formed from 2 HAP 6156 which was withdrawn 3-Oct-83 and used as a de-icer pilot until late 1983, then converted to departmental unit 051 (second unit with this number). Renumbered at Eastleigh 2-Feb-84 and MBS 61971 numbered ADB977205, DTC 76004 Uniobecoming ADB977206. Used to move various vehicles between Eastleigh and Strawberry Hill in connection with Gatwick Railair stock conversions. Unit out of use Apr‑85 and stripped at Chart Leacon then stored at Hither Green from 15-Apr-85. Unit hauled to Swindon for bogie recovery 18-Sep-85. Hauled to Mayer Newman Ltd. (Snailwell) for scrapping 18-Nov-85, both coaches burnt 19-Nov-85.

052 Unit formed from 2 HAP 6121 which was withdrawn 1-Feb-82 and to RSD use and converted to departmental unit 052. Coaches not renumbered but gained ADS prefixes by Jun‑82. Later these vehicles renumbered, ADS61663 to ADB977209, ADS75715 to ADB977210. Used as a ‘tractor unit’ for ‘Chopper’ trials with test coaches Romeo & Juliet. Unit withdrawn 31-Dec-87 and after stripping at Chart Leacon sold for disposal, moving from Sevenoaks 11-Oct-88 but train halted at Harlow Mill with defects. Forward to Mayer Newman Ltd. (Snailwell) 14-Jun-89. 977210 burnt 18-Jan-90 and 977209 burnt 5-Jun-90.

053 (1) Unit formed from 2 HAP 6142 which was withdrawn 1-Feb-82 and to RSD use and converted to departmental unit 053. Coaches not renumbered but gained ADS prefixes. Later these vehicles renumbered, ADS61684 to ADB977211, ADS75736 to ADB977212. Used as a ‘tractor unit’ for ‘Chopper’ trials with test coaches Romeo & Juliet. Unit renumbered again Sep‑87 as 1053 and withdrawn 31-Dec-87 after exchanging running gear with the ‘new’ 053 and sold for disposal. After a period in store at Streatham Hill then Lovers Walk briefly in Mar‑89, unit to Eastleigh for body stripping prior to moving for scrapping to V. Berry Ltd. (Leicester) 21-Jul-90.

053 (2) Unit formed Sep‑87 from MBS 65321 and DTS 75110 (both ex 6291), being renumbered ADB977505 and ADB977507 respectively. This unit replaced an earlier ‘053’ (ex 2 HAP 6142) which survived a while longer numbered as 1053 and exchanged its running gear with this new unit. Unit continued in use as tractor unit for various tests based at the RSD section at Strawberry Hill, still in blue/grey livery. No other modifications were made however. From time to time, MBS ADB977505 was used as a ‘power-twin’ with MBS ADB977506 (ex 054), and the unit was then known as ‘055’ in this formation (though whether numbers were ever altered when running as such is doubtful). Unit reformed by Sep‑93 and DTS ADB977507 exchanged with DTS ADB977508 (ex 050). Unit withdrawn by about 1994 (no more detail) and sold for preservation to Mersey & Tyneside Electric Group (later part of SERA) cDec‑96 and moved to Robertsbridge (by road from Wimbledon Park) 3-Jan-97 (977505) and 2-Dec-96 (977508). Some restoration work commenced at Robertsbridge, but unit then moved to Coventry Airport during October 1999 (65321 arrived 20-Oct-99). When that site closed, the unit was moved to the Battlefield Line at Shackerstone.

054 (1) Unit formed from 2 HAP unit 6116 which was withdrawn from passenger service 3-Oct-83 and used as de-icer pilot until late 1983 then converted to departmental unit 054. Renumbered at Eastleigh 2-Feb-84 and used to move various vehicles to/from Strawberry Hill in connection with Gatwick Railair stock conversions. MBS 61658 renumbered ADB977207, DTC 75710 renumbered ADB977208. Later, unit 054 renumbered again as 1054 Sep‑87 and withdrawn 31-Dec-87, though reinstated again as de-icer pilot Oct‑88. ADB977207 reformed with ADB977609 (MBS 65414 ex 6022) as unit 014 at Eastleigh during overhaul Mar-90 and 1054 reformed with ADB977610 (DTC 77136 ex 6022) and sold for disposal, moving from Eastleigh to V. Berry Ltd. (Leicester) 21-Jul-90 for scrapping.

054 (2) Unit formed Sep‑87 from MBS 65323 and DTS 77112 (both ex 6291), being renumbered ADB977506 and ADB977508 respectively. This unit replaced an earlier ‘054’ (ex 2 HAP 6116) which survived a while longer numbered as 1054. Unit continued duties as required as a tractor unit based at the RSD section at Strawberry Hill still in blue grey livery. Usually used in conjunction with either 050 or 053 for movements of damaged/repaired vehicles from other units to/from repair locations, also as power for the HSTRC and for other tests as required. From time to time, MBS ADB977506 was used as a ‘power-twin’ with MBS ADB977505 (ex 053) and the unit was then known as ‘055’ in this formation (though whether numbers were ever altered when running as such is doubtful). Unit 054 then permanently reformed with 050 20-Jan-93 to make-up a ‘power-twin’ 932054, DTS ADB977508 being exchanged with MBS ADB977296 (ex 050). Unit also gained NSE livery at this time. Unit survived in use until early in 1996 when withdrawn (exact date unknown) and believed that ADB977506 scrapped by contractors A. Cartright during December 1996 at Eastleigh works. ADB977296 still extant at Eastleigh, noted there with various livery experiments on bodyside, until scrapped in October 2005 by contactors from Nicholas Steel.

The three former Tyneside units allocated to the RSD section went through a number of reforms later in their lives as shown in the table below. Eventually a ‘power twin’ and one MBS + DTS pair remained active and two surplus former DTS cars disposed of for scrapping. The two survivors were reclassified as Class 932 and numbered as 932053 and 932054.

UNIT	CAR	CAR	Reformed	Scrap
050 21-Sep-85	ADB977296 (65319)	ADB977297 (77108)	20-Jan-93	–
053 Sep-87	ADB977505 (65321)	ADB977507 (77110)	by Sep-93	–
054 Sep-87	ADB977506 (65323)	ADB977508 (77112)	20-Jan-93	–

050 20-Jan-93	ADB977508 (77112)	ADB977297 (77108)	by Sep-93	Out of use unpowered
932054 20-Jan-93	ADB977506 (65323)	ADB977296 (65319)	–	See notes above

050 by Sep-93	ADB977507 (77110)	ADB977297 (77108)	for scrap	9-Oct-93 G
932053 by Sep-93	ADB977505 (65321)	ADB977508 (77112)	Sold	Preserved

KEY LETTER CODE FOR SCRAP DEALER

G Gwent Demolition, Margam.

CARRIAGE CLEANING FLUID UNIT 062

This unit was converted from two Tyneside MBS cars at Slade Green from late 1987, units 6283 & 6290 arriving there for conversion 20-Nov-87. Cars were numbered as ADB977559 (ex 65313 of 6283) and ADB977560 (ex 65320 of 6290). Conversion involved cutting space for large roller shutter doors at the brakevan end of the former passenger area on both sides of each vehicle, whilst interiors were stripped out and replaced by the fluid tanks. A guard’s position was provided at the inner end of each coach with inwards opening doors substituting for the originals here. Most other doors were sealed, but most of the windows remained. The unit carried ‘Hazchem’ codings on the bodysides as the fluid was hazardous (Oxalic Acid) and operating instructions drawn up for the unit forbade it being coupled to (or assisting) passenger trains.

The unit carried the following chemicals: DP13 (one 1000 litre tank) – [UN no. 1760], DP10 and DP17 (twenty 25 litre containers), Sodium Hydroxide (one 1000 litre tank) – [UN no. 1824], Sodium Bicarbonate (one 50kg bag). Safety Data sheets, COSHH documents, eye wash and trough covers were conveyed in the locked tank rooms on the train for use of M&EE staff.

The unit ran between carriage servicing depots and Eastleigh to deliver cleaning fluid when required. At privatisation the unit was taken over by CSE and then usually only ran between Eastleigh and Grove Park or Ramsgate. It was outshopped in blue/grey livery though the yellow ends were wrapped around onto the bodysides and had some black chevrons applied. The unit later was fitted with a single headlight and gained NSE livery about October 1990 with standard yellow ends (unusually having the coach numbers in white within the red band) and the lettering ‘NSE liquid delivery unit’ on each vehicle. The unit continued in use until about 1997 when it was stored out of use, but reinstated about August 1998, sometimes also being used to assist defective units between Ramsgate and Ashford/Tonbridge/Grove Park. However due to increasingly poor condition the unit was then stored out of use at Ramsgate depot. Unit was moved by road to Immingham Railfreight Terminal for scrapping, one car on 25-May-04, the other the following day. 977559 cut-up 16-Aug-04 and 977560 cut‑up 17-Aug-04.

UNIT	MBS	MBS	Ex units	Withdrawn	Scrap
062 c.Feb-88	ADB977559 (65313)	ADB977560 (65320)	6283/6290	1999	Aug-04 I

KEY LETTER FOR SCRAP DEALER

I Immingham Railfreight Terminal.

Tractor unit ‘054’

4 SUB unit was withdrawn 24-May-82 and TSO 8947 exchanged with semi‑saloon TSO 10439 (ex 4279). Both trailers 10124 and 10439 then reformed into withdrawn unit 4631 (as a 6‑car) and to Horwich works 8-Sep-82 where both rebuilt as 4 EPB trailers, 10124 renumbered 15470 and 10439 renumbered 15471, both formed into unit 5448. MBS cars 11305 and 11306 stored at Strawberry Hill and used as depot ‘Horse’, being renumbered ADB977294/5 respectively. This pair of motorcoaches officially unit 054, though this number was never carried on the vehicles. Unit also moved between Strawberry Hill and Wimbledon Park depots on occasions.

Unit failed in August 1987 and MBS cars both moved to Clapham Yard 17-Sep-87 and formed around 4 EPB trailers 15171 (ex 5046) and 15043 and 15082 (ex-withdrawn 5301) as 5-car accident exercise unit ‘025‘. Used for various accident exercises and spent much time stored in Battersea Yard. Unit ‘025’ scrapped by C. F. Booth Ltd. (Rotherham), moving from Folkestone East to Clapham Yard 25-Oct-90, on to Cricklewood 26-Nov-90, thence to Rotherham.

A/C Sandite trailers

Two Tyneside DTS cars were converted at Selhurst during late 1987/early 1988 to run with AC units as sandite vehicles for the Midland and Great Northern electrified networks north of London. These were rebuilt from 77101 (ex 6282) which became ADB977578 and 77109 (ex 6290) which became ADB977579.

Alterations to these vehicles were extensive, a new guard’s area being provided in the former front passenger bay right behind the original cab entrance vestibule with a double opening door fitted here (one inwards, the other outwards). All other side doors were sealed except the fourth from the other end which remained to give access to the sandite equipment area, (this also had a lower stepboard provided). All roof vents and the air horns were removed giving a smooth roof, this to give adequate clearance below the overhead live wires. The cab end had all jumper and air hose cables removed and low-level light clusters fitted low down each side above the former buffers. The buffers were removed from the headstock and also the buckeye coupler (and the rubbing plate at the other end) and new couplers fitted at each end which were compatible with Class 317/319 units. New air horns were provided at buffer level at the cab end. Fuel tanks for the sandite pumps were fitted below the underframe (these being taken from withdrawn ‘Hastings’ DEMU MBS cars) and the vehicles were finished in NSE livery.

ADB977578 was then based at Hornsey for use on the GN suburban system whilst ADB977579 was based at Cricklewood for use on the Midland lines. During the sandite season, ADB977579 regularly returned to Selhurst attached to a 319 unit for refilling with sandite. Both vehicles returned to Chart Leacon at least once (I saw a 319 unit passing through Tonbridge with them attached, one at each end) for overhaul. These vehicles continued in use until the 2000 sandite season, though ADB977579 was then later stored out of use at Chart Leacon. ADB977578 may have been out of use for longer, and later also moved to Chart Leacon for storage.

Both vehicles were moved by road to Immingham Railfreight Terminal on 25 April 2002 for scrapping, ADB977578 cut‑up 26-Jun-02 and ADB977579 on 25-Jun-02.

ROUTE LEARNING UNITS 931001 AND 931002

Unit 931001 was formed from 2 EPB unit 6401 withdrawn 15-Feb-93 and sent to Ramsgate for conversion. Both cars were renumbered into departmental series as ADB977857 (ex 65346) and ADB977856 (ex 77531). The cab end of ADB977856 altered with four standard size cab observation windows, the centre two replacing the former headcode panel. A ramped area with sixteen seats (recovered from the first batch of ‘1951’ type 4 CEP units just withdrawn) was installed behind the cab which was now completely open. Further alterations within this car saw the provision of a toilet compartment (fifth back) and a small galley. All doors were sealed except that at the opposite end from the cab and the stepboards removed. Little or no alteration to the former MBS vehicle was carried out.

The unit entered service in standard NSE livery from about July 1993 and was used extensively for driver route training, particularly for Eurostar drivers on the route between Waterloo International and Folkestone. The ‘one-ended’ nature of the unit was not too much of a problem as it could be turned on the triangle at Dover and via Kensington and Clapham Jct at each end. The unit saw other use as well for route learning and inspection specials, though the one-ended configuration was then sometimes a problem. It was based at Ramsgate, though it often spent time berthed at Victoria Sheds. Unit carried a portable tail lamp when observation saloon trailing as unable to display red taillights. Unit was out of use during 2000 and stored at Ramsgate. Both cars by road to Immingham Railfreight Terminal for scrapping, ADB977857 on 20-Oct-03 and ADB977856 on 5-Nov-03. ADB977856 cut‑up 3-Feb-04, ADB977857 cut‑up 23-Mar-04.

Route learning unit 931002

This unit was formed from 2 EPB unit 6217 withdrawn 6-Jan-94 and sent to Ramsgate for conversion. This unit was similarly converted to 931001 but at both ends, this involving more extensive alterations at the MBS end as some electrical equipment formerly located in the back offside partition of the cab had to be relocated. The former double brakevan doors were replaced by a single inward opening one and the other door replaced by a 4 CEP sidelight window. A double door was fitted at the other end of the coach. All interior partitions were removed, and a gangway connection provided between the vehicles (with continental style gangway rubbers), enabling the driver (and pupils) to change ends without leaving the train. Both cars were renumbered into the departmental, ADB977917 (65331) and ADB977918 (77516). This unit also finished in NSE livery and based at Ramsgate for maintenance. Used similarly to 931001 and also more widely on route inspection specials as unit more flexible with the double-ended layout. Unit also spent time berthed at Victoria Sheds. Unit was out of use during 2000 and stored at Ramsgate. Both cars by road to Immingham Railfreight Terminal for scrapping, ADB977917 on 28-Oct-03 and ADB977918 on 11-Nov-03. Broken‑up 5-Dec-03 (977917) and 17-Dec-03 (977918).

UNIT	MBS	DTS	Ex unit	Withdrawn	Scrap
931001 Jul-93	ADB977857 (65346)	ADB977856 (77531)	6401	2000	Feb/Mar-04 I
931002 c.Apr-94	ADB977917 (65331)	ADB977918 (77516)	6217	2000	Dec-03 I

KEY LETTER CODE FOR SCRAP DEALER

I Immingham Railfreight Terminal.

Temporary waiting room

Tyneside DTS cars 77106 (ex 6287) and 77111 (ex 6292) were paired (both their motor cars having also been paired for shunting unit 021). These two then used at Oxted from December 1986 until July 1987 whilst station rebuilt, and similarly used at Paddock Wood from January 1988 until 15 July 1988. Both cars were then stored again until being renumbered as ADB977689 and ADB977688 respectively Apr‑90 for part of accident exercise unit 997.

Accident exercise unit 930996

4 EPB unit 5114 was withdrawn from 11 November 1991 and became an accident exercise unit numbered 930996, all cars being renumbered ADB977797-800 (from 14227, 15242, 15426 & 14228 respectively). Unit moved from Slade Green to Strawberry Hill 5-May-92. Unit later to Eastleigh for stripping.

Moved from Eastleigh 1-Oct-92 to Gwent Demolition for scrapping.

Accident exercise unit 997

This ‘unit’ was formed in April 1990 from four ex Tyneside DTS cars and used purely for training emergency services in mock-accident exercises, being hauled to required locations with a locomotive. Vehicles came from units as follows: ADB977688 (ex 77111 of 6292), ADB977689 (ex 77106 of 6287), ADB977690 (ex 77102 of 6283) and ADB977691 (ex 77103 of 6284). Unit withdrawn about March 1992 and scrapped at Gwent Demolition, Margam, moving from Eastleigh 16-Jul-92, all cars cut‑up w/e 19-Jul-92.

Accident exercise unit 930997 (the second one!)

This unit was renumbered from unit 5406, withdrawn 9-Mar-92 and used similarly to the earlier ones. It remained in blue/grey and spent some time stored derelict at Maidstone West prior to disposal. Cars were renumbered into the departmental series as follows: ADB977777 (14303), ADB977778 (15230), ADB977779 (15285) and ADB977780 (14356). Moved for scrapping from Bournemouth 21-Apr-94 to Gwent Demolition at Margam.

Accident exercise unit 998

See unit 5532 below

Accident exercise unit 999

This unit was formed in July 1991 from two fire damaged MBS cars ex 5439 (14487 and 14575) the latter having been swapped between 5439 and 6322 on 30-Apr-90. Two compartment TS cars from 5532 were also used (15013 and 15160), and the unit was briefly used for accident exercises until disposed of for scrap to Mayer Parry, Snailwell Oct‑91. The cars were all renumbered into the departmental series as:

ADB977702-5 (from 14487, 15013, 15160 & 14575 respectively). Unit remained blue/grey.

Other withdrawn units/vehicles used for accident exercises but not given departmental numbers:

4 EPB trailers 15171 (ex 5046) and 15043 and 15082 (both ex 5301) marshalled between ex 4 SUB MBS cars ADB977294/5 (formerly 11305 and 11306) of unit 4623 which had been used as a ‘horse’ unit ‘054’ at Strawberry Hill. This pair of motor cars defective by August 1987 and then formed as a 5-car unit ‘025’ for accident exercises. Spent much time stored in the Battersea Yard area and eventually scrapped at C. F. Booth, (Rotherham) in November 1990, moving from Clapham Yard 24-Nov-90.

DEMU SANDITE UNITS (1)066, (1)067, 068, 951069 and 930301

Following the electrification of the Tonbridge to Hastings line from May 1986, the fleet of 6-car DEMU units were mostly withdrawn and stored for component recovery prior to scrapping. Many units had originally had some asbestos contamination, but a small number were clear of this and 6S unit 1002 had four cars selected to become a Sandite unit, though one was not in fact used as such.

Having a diesel powered sandite unit was useful as it avoided the need to loco-haul an electric unit off the third rail network which entailed removing shoegear and complicated the running as the engine had to run-round quite frequently.

Unit 1002 had been withdrawn from 12 May 1986 and stored at Ore, the MBS cars moving to St Leonards depot for engine recovery by 31 May 1986. In autumn 1986 cars 60003, 60504 and 60004 were all reinstated and converted to departmental use as Sandite unit 066 (soon unofficially renumbered as 1066). The cars gained departmental numbers as ADB977376 (60003), ADB977377 (60004) and ADB977379 (60504). Number ADB977378 was reserved for trailer 60503 but this conversion was cancelled. Trailer 60504 was moved from Ore to Selhurst on 11 July 1986 for conversion to commence and both MBS cars returned to St Leonards where replacement engines taken from withdrawn 1032 were fitted and they moved to Selhurst on 22 September 1986 for repainting into NSE livery. The cabs also had two spotlights fitted below the headcode window. Trailer 60504 had the saloon at the non-toilet end stripped of seating and at the third window bay from the non-toilet end a pair of double opening doors (recovered from withdrawn unit 1005) were fitted to allow the sandite equipment to be installed inside the coach and access for the sandite supplies. There were few other alterations to the MBS cars, though AWS was fitted, and some cab controls modified to work the sandite equipment on the train.

The unit was ready for use for the autumn 1986 sandite season and worked from Selhurst on diagrams taking-in the East Grinstead and Uckfield lines, also to both Tonbridge and Guildford (via Redhill). Latterly it also covered the Tattenham Corner branch as well.

6L unit 1011 had been the only ‘Hastings’ unit to be retained after May 1986, being reduced to 4-cars and soon renumbered 203001 for use on the Ashford to Hastings line. (It was later joined by 6L unit 1013 reinstated to cover DEMU shortages, this later becoming 202001 and then 203101 when it too was reduced to 4-cars). Whilst running as 203001 the unit had been fitted with AWS equipment, had uprated 600hp engines installed to standardise with the 3-car units and being painted back into BR green livery though with full yellow ends. Both power cars 60014/5 had been renumbered as 60152/3 from 27 June 1989 to clear the number range for new Class 60 diesel locomotives. 203001 was withdrawn on 14 May 1990 and sent to Selhurst on 30 June 1990 to be converted into a further sandite unit. Some initial stripping of interiors took place at Selhurst before the unit was transferred to Ilford depot for more work. All four cars of the unit were converted and painted into NSE livery. Both trailer cars 60522 and 60523 were fitted out similarly to 60504 (from 1002). They were allocated departmental numbers as follows: ADB977698 (60152), ADB977696 (60522), ADB977697 (60523) and ADB977699 (60153). Three of these were then formed as Sandite unit 1067 whilst ADB977696 ran formed into a withdrawn ‘Oxted’ unit as Sandite unit 068. Unit 1067 went into service from September 1990 again based at Selhurst on similar duties to unit 1066.

To utilise the third ‘Hastings’ TSO car converted for Sandite use, ‘Oxted’ unit 207011, withdrawn about 23 May 1990 and stored at Eastleigh was used. Its original trailer car 60610 was disposed of for scrapping and ADB977696 formed between 60139 and 60910 which became departmental cars ADB977700 and ADB977701 respectively. This unit was numbered 068 and went into use from September 1990. Both the former 3D cars were reinstated to traffic and nominally available for passenger use in emergencies from 5 November 1990 though it is doubtful that this facility was ever used.

Sandite unit 068 was withdrawn after the 1991 sandite season owing to an engine failure. Both the ‘Oxted’ cars were sold for scrapping in May 1992 and the trailer ADB977696 stored at Eastleigh. After the 1992 sandite season trailer ADB977697 in 1067 was condemned due to poor condition, along with stored ADB977696, both remained stored at Eastleigh. However, the motorcoaches of 1067 were given an overhaul. To run with them ‘Hampshire’ TSO car 60660 was converted to Sandite use. This car had run in the experimental refurbished 3H unit 1111 which later became unit 205101. It had been converted to an all-open saloon car with gangway connections added when 1111 was refurbished. It was surplus from January 1993 when 205101 was reduced to run as a 2-car. It was converted to Sandite use at Strawberry Hill using parts from withdrawn ADB977379 and was ready for the 1993 sandite season and used in unit 1067 for the autumn 1993 sandite workings, now numbered ADB977870. Unit 1067 went to Eastleigh for overhaul on 23 February 1994 but both motorcoaches were deemed beyond repair and condemned. To enable continued use of ADB977870, two withdrawn ‘Berkshire’ units 205027 and 205031 had their motorcoaches sold to Railtrack and converted at Eastleigh to be sandite power cars by September 1994. They were little altered apart from the high intensity spotlights being added to cab ends and some controls in the cab to operate the equipment in the sandite trailer coach. 60145 from 205027 was renumbered ADB977939 and was in faded NSE livery whilst 60149 was renumbered ADB977940 and repainted from blue/grey to NSE to match the other two cars. This unit became unit 951069 and was ready for use from 24 November 1994.

Unit	MBS	TS	MBS	Ex unit	Withdrawn	Scrap
1066 Sep-86	ADB977376 (60003)	ADB977379 (60504)	ADB977377 (60004)	1002	Nov-92	See notes
1067 Sep-90	ADB977698 (60152)	ADB977697 (60523) ADB977870 (205101)	ADB977699 (60153)	203001	Feb-94	See notes
068 Sep-90	ADB977700 (60139)	ADB977696 (60522)	ADB977701 (60910)	207011/ 203001	Nov-91	See notes
951069 24-Nov-94 930301	ADB977939 (60145)	ADB977870 (1067)	ADB977940 (60149)	205027/ 205031	c.Nov-05	See notes

INDIVIDUAL UNIT NOTES

UNIT

1066 Due to poor condition, unit 1066 withdrawn at end of 1992 Sandite season, ADB977379 moved to Strawberry Hill for stripping of parts to convert 60660 (ex 205101) to a Sandite vehicle. ADB977376 and ADB977377 both sent to Eastleigh BRML for stripping 12-Jul-93. Both vehicles then to Gwent Demolition Co. (Margam) for scrapping 31-Mar-94 and cut up w/e 5-Nov-94. ADB977379 stored at Selhurst until moved to Mayer Parry, (Snailwell) for scrapping c.30-Jun-98.

1067 For a short while in November 1992 the unit ran as a 4-car with a converted GUV van modified with some rail scrubbing equipment in the formation, but this was not a success. Trailer ADB977697 condemned due to poor condition at end of 1992 Sandite season and stored at Eastleigh works. Both MBS cars to Strawberry Hill then Selhurst (Jun‑93) then to Eastleigh for C3 overhaul 12-Jul-93. Used again with trailer ADB977870 converted ex TS 60660 from 3H (M) 205101 from October 1993 Sandite season and to Eastleigh for overhaul 23-Feb-94. Both MBSs condemned however due to poor condition and held at Eastleigh for component recovery prior to disposal. Both MBS cars scrapped by contractors A. Cartright at Eastleigh during August 1996, ADB 977697 moved to Gwent Demolition Co. (Margam) for scrapping (formed between the MBS cars of unit 1066) 31-Mar-94 and believed cut‑up w/e 5-Nov-94. ADB 977696 remained stored at Eastleigh works until scrapped there by contractors Nicholas Steel Oct‑05.

068 Unit 068 only used for autumn 1990 and 1991 sandite seasons and ADB977700/1 withdrawn after engine defective and hauled from Eastleigh to M. C. Metal Processing, Glasgow for scrapping 2‑May‑92. Both cut‑up 7‑Aug‑92. Trailer ADB977696 was cut-up at Eastleigh on 26-Jan-04 by contractors Nicholas Steel.

951069 The whole sandite unit (ADB977939 + ADB977870 + ADB977940) was repainted into the Railtrack brown/white/grey livery at Chart Leacon during 1996. The unit was renumbered 930301 during 1998 and last used during the autumn of 2005. Both power cars were ‘Speed Senor Fitted’ (SSF) at St Leonards depot by October 1998 to enable the unit to be operated under DOO conditions. Both power cars were also used around the surviving single-car de-icing trailer ADB977364 occasionally to cover at times of shortage of electric de-icing units. The first test run in this format took place on 6-Jan-98. Sandite trailer ADB977870 was stripped at St Leonards depot during summer 2009 and cut-up there by September. Both power cars were later sold to St Leonards Railway Engineering (SLREL) and remain at St Leonards for shunting use, one (60145) restored to plain blue livery (with small yellow panel on cab end) whilst 60149 is back in blue/grey livery with full yellow ends.

TRACTOR UNITS 080 AND 081.

When the CEP and BEP fleet were extensively refurbished at Swindon from 1980 there were two spare MBS cars left over from earlier accident and fire victims. Both these cars too were therefore sent to Swindon and refurbished in the same way to act as future spare cars for any that were damaged. In fact, these cars saw almost no passenger use, though both were used for very short periods in other units. They were sometimes used as a pair to power test trains and for other test workings as required. One car, 61035 was a ‘1951 type’ vehicle from the prototype batch of CEP units whilst 61342 was a 1957 ‘phase 1’ car.

Both were withdrawn from service from July 1991 and allocated to the departmental fleet based at Strawberry Hill early in 1992, though they were officially allocated to Stewarts Lane for maintenance. Also taken into departmental service at this time was the former prototype refurbished CEP unit, originally 7153 but more recently running as 1500 as this unit was non-standard and latterly reduced to just a 3-car from January 1990 as its TBC coach was taken to replace a fire damaged coach in another unit. It was withdrawn from 14 May 1990 and the TSO car stored at Stewarts Lane as a spare car. Both the MSO cars were taken into departmental stock early in 1992. These units did not carry their departmental car numbers for quite some time.

These four CEP MSO cars then became units 080 and 081 with cars renumbered as ADB977395 – ADB977398. Unit 080 remained blue/grey whilst 081 was in ‘Jaffa Cake’ two tone brown with orange bodyside stripe. They were often used to power the HSTRC (one on each end) and other tests as required.

UNIT

MSO

Ex unit

Withdrawn

Scrap

080
c.Jan-92

ADB977395
(61035)

ADB977396
(61342)

Spares

1995

19-Jan-96

081
c.Jan-92

ADB977397
(61388)

ADB977398
(61389)

1500

1995

22-Jan-96
MC

KEY LETTER CODE FOR SCRAP DEALER

Mc M. C. Metal Processing. (Glasgow)

UNIT

080 Both vehicles to M. C. Metal Processing, (Glasgow) 18-Jan-96 for scrapping, ADB977395 cut-up that day and ADB977396 cut-up 19-Jan-96.

081 Both vehicles to M. C. Metal Processing, (Glasgow) 18-Jan-96 for scrapping, ADB977398 cut‑up 19-Jan-96 and ADB977397 cut‑up 22-Jan-96.

FORMER BOURNEMOUTH LINE STOCK IN DEPARTMENTAL USE

UNIT

8007 Unit out of use 17-Jun-89 and withdrawn 3-Jul-89 and stored at Bournemouth. Moved to Stewarts Lane 19-Feb-90 and taken into departmental stock Mar‑90 and all four vehicles renumbered, 76282 to ADB977684, 70818 to ADB977685, 70850 to ADB977686 and 76281 to ADB977687. Unit used for bogie trials for Channel Tunnel stock with converted Class 33/1 loco 33115 now numbered 83301 and mounted on trial bogies, this loco regarded as a DVT and powered by 73205 which was semi-permanently coupled to it. Instrumentation in ADB977687 linked to 83301 via jumper cables through former headcode window in cab end. These vehicles formerly in blue/grey livery had the grey areas painted red. Unit subsequently made up to 6-car in March 1991 with TCK 70871 (ex 8028) and 70866 (ex 1903), these two vehicles remaining in blue/grey livery and were also renumbered, 70871 to ADB977763 and 70866 to ADB977764. Following completion of tests during 1993, unit was stored at Eastleigh until five cars scrapped there during October 1996 by contractors A. Cartright. ADB977764 offered for sale for disposal c.May‑98 but remained on site until scrapped in October 2005 by Nicholas Steel.

8014 Unit stored from 26-Nov-90 and officially withdrawn 29-Apr-91 and stored at Clapham Yard. Transferred to departmental use (Civil Engineer) and unit to Derby for conversion as brake force for High-Speed Track Recording train. All vehicles renumbered into departmental series as: 76296 to ADB977544, 70825 to ADB977545, 70869 to ADB977542 and 76295 to ADB977543. Not in departmental use for long however, ADB977542/5 being disposed of for scrap 3-Dec-91 and cut that day, and both former DTS cars 5-Sep-93 arriving 7-Sep-93 with ADB977543 cut‑up 8-Sep-93 and ADB977544 cut‑up 9-Sep-93, all to M. C. Metals, Glasgow.

2015 Unit disbanded 29-Nov-86 both DMS cars 62482 and 62483 withdrawn for component recovery and stripped at Eastleigh between 6-Jan-87 and 10-Feb-87. Both DMS cars to Cardiff Cathays 1-May-87 for conversion into Ultrasonic Test Train vehicles and renumbered as: 62483 to DB999602, 62482 planned to be DB999603, though this conversion not commenced. DB999602 worked between a pair of Metro‑Cammell Class 101 DMU power cars, DB977391 and DB977392 these vehicles also extensively modified for their new role. Most windows panelled-over and former cab end completely rebuilt, though still mounted on de-motored Mk 6 motor bogies. 62482 was not used and stored at Derby Research until finally converted late in 2002 as DB999605. Coach sold from Angel Trains to Network Rail and given design code EZ5550A. Re-registered on RSL 2-Dec-02. Both 999602 and 999605 in use into 2013, now painted in NR yellow. Believed that 9996705 was stood down during 2013, partly stripped and held in reserve.

‘DATATRAK’ TEST UNIT

BR were looking at improved ways of tracking their rolling stock fleets, partly due to the increasing use of milage based maintenance and a number of experimental systems were tried out. One involving the SR EMU fleet was the fitting of ‘Datatrak’ equipment to a redundant 2 HAP unit. The experiment was not very successful, and the unit only had a short departmental life.

UNIT

4302 Unit withdrawn 8-Jul-91 and converted to departmental use for ‘Datatrak’ location testing. Coaches renumbered, MBS 61260 as ADB977731 and DTC 75379 as ADB977732. Unit withdrawn May‑92 and moved to Eastleigh for stripping, then hauled to M. C. Metal Processors, (Glasgow) for scrapping 9-May-92. Both coaches broken‑up 2-Jun-92.

FORMER GATWICK EXPRESS STOCK IN DEPARTMENTAL SERVICE

Entry into traffic of the new 8-car Class 460 units began during July 2000 (overnight trains only) and on daytime trains from 18^th September and the older stock began to be taken out of use and moved for secure storage to Shoeburyness or Eastleigh. These vehicles and locomotives were progressively ‘off lease’ and the owners, Porterbrook, then sought buyers/lessees for further use of them. One of the Class 73’s was sold to Railtrack and sent to Derby for conversion into a sandite locomotive for use on the Merseyrail system, whilst most of the other Class 73’s were leased to GB Railways and stored at Shoeburyness. Into 2002. other vehicles continued to be withdrawn and sold for further use, a number going to Railtrack for use in track assessment trains based at Derby RTC.

Former GLV vans

Four of the GLV Motor Luggage Vans (converted from former 2 HAP MBS cars during 1983/4) later became de-icing vans, two passed to Railtrack in May 2002 and two passed to GB Rail (later became GB Railfreight GBRf) in July 2003. All four were overhauled and modified for de-icing use, the former empty van area making conversion simpler as there was no need to strip any interior fittings out. De-icing equipment along with associated pumps and fluid heating equipment was installed. It is believed that the two GLV vans initially sold to GBRf were without their traction motors, unsure whether that was the case with the two that passed to Railtrack but likely that all four were de-motored during their subsequent overhauls.

Initially the vans could only work between pairs of Class 73 EDL locomotives, they had of course been configured to work with these engines from new in 1984. All four were given thorough overhauls at Barrow Hill by ARUP during the autumn of 2006 with some extensive rewiring and improvements to the de-icing equipment and they were finished in Network Rail plain yellow livery with the former cab ends painted black. Departmental car numbers were not allocated, vehicles continuing to display their 685xx numbers.

It was now possible to run in de-icing mode being operated from the cab of the GLV and further alterations had allowed for them to run with other than just Class 73 locomotives too.

The vans were then based at Tonbridge for de-icing use over the old South Eastern and Central division areas of the SR.

All four GLV vans at Eastleigh during summer 2011, 68508 is stored there unserviceable (not used in winter of 2010), the other three had extensive bogie overhauls and were also fitted with OTMR equipment, lost their former headcode boxes and had high intensity headlight clusters fitted and a further repaint into the NR yellow livery.

Two GLVs 68501 + 68504 on test run from Eastleigh 1-Nov-10 (with EDL between them) after overhaul (repainted again in NR yellow). 68505 was also ready by 14-Nov-10 with test run to Basingstoke and back, moved to Tonbridge 15-Nov-10. 68501 & 68504 suffered wheel damage on their delivery run to Tonbridge and went to Wimbledon lathe 11-Nov-11 and on to Eastleigh 14-Nov-11 for further repairs. 68501 requires new tyres. 68504 had some wiring repairs and then joined 68505 at Tonbridge by 21-Nov-11. 68508 stripped and scrapped at Eastleigh 28-Aug-12. Both 68501 & 68505 in use from Tonbridge for early 2015 de-icing season.

UNIT

9102 Unit withdrawn Jul‑00 and moved to Shoeburyness for storage 20-Sep-00. Sold to Railtrack and moved to Derby 16-May-02. Moved to Marshall’s Transport, Throckmorton Airfield, Pershore by Jan‑04 for further storage. Moved by road to Hither Green 30-Jan-06 thence to Tonbridge West Yard and put into de-icing use, still in Gatwick Express colours. Coach to Barrow Hill for overhaul and outshopped in plain yellow Network Rail livery. Used again in winter 2006/7 based on Tonbridge and returned to Barrow Hill for further overhaul and modifications 25-Oct-07 before further use in winter seasons, again based on Tonbridge. Unit painted into NR yellow livery during second overhaul. Further overhauled at Eastleigh in autumn 2011 with alterations to cab, headcode panel removed and replaced by plain window and also new headlight clusters fitted. By the end of July 2018 sold to Arlington Fleet Group based at Eastleigh works and converted into a translator vehicle and finished in their turquoise livery with yellow ends and number 68501 in unit number position in centre of cab end high up. Hauled to Leicester for use 1-Nov-18.

9105 Unit withdrawn Jan‑01 and moved to Shoeburyness for storage 5-Feb-01, subsequently moved to Eastleigh, later returned to Shoeburyness. Sold to GB Rail and moved to Norwich for further storage 2-Jul-03. Moved to Peterborough 16-Jun-04, until taken to Barrow Hill Feb‑07 for overhaul and modifications and painting into Network Rail yellow livery prior to moving to Tonbridge West Yard for de-icing use in winter seasons. Further overhauled at Eastleigh in autumn 2011 with alterations to cab, headcode panel removed and replaced by plain window and also new headlight clusters fitted. By the end of July 2018 sold to Arlington Fleet Group based at Eastleigh works and converted into a translator vehicle and finished in their turquoise livery with yellow ends and number 68504 in unit number position in centre of cab end high up. Hauled to Leicester for use 1-Nov-18.

9106 Unit withdrawn Sep‑00 and moved to Shoeburyness for storage. Sold to GB Rail and moved to Norwich for further storage 2-Jul-03. Moved to Peterborough 16-Jun-04, until taken to Barrow Hill 2‑07 for overhaul and modifications and painting into Network Rail yellow livery prior to moving to Tonbridge West Yard for de-icing use in winter seasons. Further overhauled at Eastleigh in autumn 2011 with alterations to cab, headcode panel removed and replaced by plain window and also new headlight clusters fitted. Vehicle up for disposal by Network Rail by 2017, stored at Eastleigh. (Is it still there?).

9109 Unit withdrawn Oct‑01 and moved to Shoeburyness for storage. Sold to Railtrack and moved to Derby 16-May-02. Moved to Marshall’s Transport, Throckmorton Airfield, Pershore by Jan‑04 for further storage. Moved by road to Hither Green 25-Jan-06 thence to Tonbridge West Yard and put into de-icing use, still in Gatwick Express colours. Coach to Barrow Hill for overhaul and outshopped in plain yellow Network Rail livery. Use again in winter 2006/7 based on Tonbridge and returned to Barrow Hill for further overhaul and modifications 25-Oct-07 before further use in winter seasons, again based on Tonbridge. Unit to Eastleigh during summer 2010 and stored there, some parts removed to keep the other three serviceable. Remains scrapped at Eastleigh works by Raxstar 28-Aug-12.

Former Class 488/2 and 488/3 sets

Three complete 488/3 3-car sets and one 488/2 2-car set were sold to Railtrack and taken to Derby early in 2002 for conversion into departmental vehicles for several track assessment and radio survey duties. The 488/2 set was split, only the TFH car being used and the other vehicle disposed of, this involved alterations to the buffing arrangements at what had been the intermediate end of the car to allow easy coupling to other vehicles. Later, the centre car in two of the 488/3 sets was removed and sold for disposal.

TSH 72631 being further converted into a ‘Plain Line Pattern Recognition’ vehicle and expected released about September 2012. PLPR vehicles take photos of the track one pixel wide (!) and then joins them together to make a continuous video. The software then processes the video and looks for where things don’t look right (such as missing clips, damaged sleepers). It then alerts the operator to look at the image to verify what it has found. It is intended to reduce the need for patrolling, increasing safety and reducing delays whilst this is carried out. TSH 72639 also to be further converted, will become PLPR4, under conversion at Derby by Jun‑13.

UNIT

8204 Unit withdrawn Sep‑00 and stored at Shoeburyness, then moved to Eastleigh May‑01. Sold to Railtrack and moved to Derby 16-May-02. TFH 72503 renumbered into departmental series as 977983 c.Apr‑03. Car modified at one end to allow coupling to other vehicles. Car painted in blue livery, still carrying original number 72503 in May‑05. Then in use as part of the HSTRC. 977983 was being converted (Dec‑09) to become the EMV (Electrification Measurement Vehicle). It had a pantograph well at one end (though no pantograph as fitted with a contactless system), also had 3^rd rail measuring equipment, conversion done at Derby. In traffic by 5‑12, yellow livery.

8307 Unit withdrawn Jan‑01 and moved to Shoeburyness for storage 5-Feb-01. Sold to Railtrack and moved to Derby 16-May-02. Overhauled and into Railtrack livery as departmental loco‑hauled set 488407, later renumbered 910002 c.Dec‑03. TS 72706 removed from unit and stripped at RTC Derby by 3-Mar-06 and to C. F. Booth, Rotherham for scrapping c.24-Mar-06. Then used as Radio Survey Train 2. TSH 72613 reported as being converted to ADB977997 for Radio Survey Train 3 early 2009, and conversion completed 13-Jul-09 ready for testing.

8308 This set was bought by Network Rail from Midland Mainline about March 2013 and moved from Etches Park to Derby RTC where both TSH cars to be converted to further test train vehicles. TS 72707 then to Lincolnshire Wolds railway in exchange for former 4 CIG MBS 62287, this coach acquired for conversion into a further Ultrasonic Test Coach (to replace 999605 (ex 4 REP 62482) which was stood down, stripped and stored in reserve. 62287 went into traffic from 16-Dec-13. Both TSHs not further used, sent to Fire Training Centre at Fazakerley in September 2014 for use in exercise, then to EMR Kingsbury for disposal in November.

8309 TSH 72617 defective and exchanged with 72639 (ex 8202) Jul‑88. This formation shown as temporary until late 1990 when made permanent. Unit out of traffic by Oct‑01, sold to Railtrack and taken to Derby 27-Feb-02 for conversion into departmental stock. All coaches in Railtrack blue/green livery by Jun‑02 and used as departmental loco‑hauled set 488409, later renumbered 910001 c.Dec‑03. TS 72708 removed from unit and stripped at RTC Derby by Oct‑08 and to C. F. Booth, Rotherham for scrapping, arrived w/e 11-Oct-08. Used initially as Radio Survey Train 1 but TSH 72639 later reported as to be converted to PLPR (Plain Line Pattern Recognition) Train 4 by 2015.

8316 Unit out of traffic by Oct‑01, sold to Railtrack and taken to Derby for conversion into departmental stock. TSH 72630 outshopped in Railtrack dark blue livery Apr‑02, both others done by Jun‑02. All used as departmental loco‑hauled set 488416. TS 72715 reported as renumbered DB977985 c.Sep‑03, having been replaced in set 488416 by ex 4 REP MSO 62482 now converted to a Track Recording Coach. TSH 72631 later reported as converted for UTU (Ultrasonic Test Unit) Train 4. TSH 72630 later running with DB977985 (ex 72715) both in a yellow & black livery, initially known as GATX3 set but now classed as SGT2 (Structure Gauging Train) from Mar-13.

FORMER CIG and VOP MBS CARS FOR DEPARTMENTAL USE

During 2004 Network Rail purchased the first of five former SR EMU MBS cars for conversion to departmental use for Ultrasonic Test Trains. Choice of former MBS vehicles reportedly to be due to the weight of water required on these cars (used between probe and rail) and the underframes being designed for this additional weight. Also, the former motor bogies were particularly suitable for the ‘H’ frame which carries the probes. The first car converted came from 4 CIG unit 1850 purchased by Network Rail from storage at Shoeburyness early in 2004. Two more CIG cars were later acquired taken from cars already in ‘preservation’ during 2011 and 2013. Finally, two VOP cars came from the 5 BEL Trust who had purchased long stored VOP units 3905 and 3918 also during 2013.

UNIT

1850 Unit withdrawn 27-Jun-03 (last working 22.14 Portsmouth to Brighton). Moved to Shoeburyness for storage 3-Jul-03. Whole unit sold to Network Rail, and MBS 62356 moved by road to LH Group Services, (Barton-under-Needwood) by 29-Feb-04, being converted into a Departmental vehicle for Ultrasonic rail testing. It was ready Nov‑04, now renumbered 999606 and registered for use from 17-Mar-05, making a test run from Derby to Old Dalby and return 21-Mar-05. MBS 62384 was then heavily rebuilt at Derby RTC for use in UTU1, it moved for testing to Old Dalby 3-May-12 and was in use by 29-Jun-12. Remaining three coaches moved to Marshall’s Transport, Throckmorton Airfield, (Pershore) by Sep‑04, held as a source of spares for 999606 and 62482. All three for disposal Aug‑05 and sold to Booth Roe Metals, (Rotherham) for scrapping, all moved by road, DTC 76629 arr 22-Sep-06, DTS 76789 arr 25-Sep-06 and TS 71036 arr w/e 16-Dec-06. Both DT cars cut‑up w/e 3-Feb-07, TS 71036 however stored in yard and not cut‑up until w/e 29-Nov-08.

1393 Unit withdrawn at Bournemouth 1-Apr-05 (last working 18.05 Waterloo to Poole). Hauled to Wimbledon Park 5-Apr-05 and on to Clapham Yard 6-Apr-05. Unit then hauled to Hotchley Hill 20-Apr-05 for road movement on to the Great Central Railway at Quorn & Woodehouse. Complete unit stored at Swithland Sidings by 22-May-05. Former 4 BIG buffet car 69339 acquired by GCR to enable unit to be formed as a 4 BIG, arriving 21-Apr-07. By May 2008 unit restored to green livery as 4 BIG ‘7059’. Displaced 4 CEP TSO 70527 still stored at GCR but moved to former Whitwell & Reepham station, Norfolk for use as static buffet car Aug‑08, now finished in crimson lake & cream livery. Unit 7059 sold to SERCO in August 2011, MBS 62384 moved by road to Derby 24-Aug-11 for conversion to a ‘test coach’, TB 69339 resold to N Bird and moved by road to Finmere 23-Aug-11, moving on to Nemesis Rail at Burton-on-Trent for further restoration in Jan-20. Both DTC cars disposed of direct from GCR to EMR at Kingsbury for scrapping, moving by road on 25^th and 26^th August 2011. DTC 76817 held for possible further preservation and not scrapped until April 2012. Conversion of 62384 completed by May 2012 as moved to Old Dalby 3-May-12, still numbered as 62384. Coach extensively rebuilt with new sides/windows and grilles for generators etc. In use by 29-Jun-12.

1303 Unit withdrawn at Wimbledon Park 28-Jan-05 (last working 06.42 Hilsea to Waterloo). Hauled to Shoeburyness 3-Feb-05 for stripping. Trailers 76581 + 70967 + 76611 hauled to SimsMetals, (Newport) for scrapping 24-Jun-05, all cut‑up shortly after arrival. MBS 62287 sold to the Lincolnshire Wolds Railway, Ludborough near Grimsby, arriving there by 17-Jul-05. This coach later exchanged with former Gatwick Express Mark 2 TS 72707 in April 2013, and MBS 62287 purchased by Network Rail and to be converted into a further Ultrasonic Test Car, to become UTU2. (Presume completed by now!).

3905 Unit withdrawn at Lovers Walk 19-Apr-05 (last working 23.17 Victoria to Worthing 18-Apr-05). Moved to West Worthing for storage that day. Moved to Chart Leacon 5-May-05 for coupler modifications and sold to Bombardier Transportation UK for use as a depot shunting unit there. For sale in August 2011 and sold to 5 BEL trust, unit moved to Tonbridge West Yard 25-Mar-13 and on to Barrow Hill next day. Unit a parts donor for the 5 BEL restoration project. All three trailer coaches subsequently moved to the Dartmoor Railway at Meldon by November 2013, sold to P Spokes. All three later moved by road to the East Kent Railway at Shepherd’s Well, DTS 76398 arriving 29-Mar-17, TS 70904 arriving 12-Apr-17 and DTS 76397 arriving by 12-May-17. Stripped 62266 still extant at Barrow Hill Dec-19. (Has this been converted for use yet?).

3918 Unit withdrawn at Lovers Walk 17-Apr-05 (last working 21.00 Brighton to Victoria 15-Apr-05). Moved to West Worthing for storage 19-Apr-05. Moved to Chart Leacon 5-May-05 for coupler modifications and sold to Bombardier Transportation UK for use as a depot shunting unit there. Unit for sale in August 2011 and sold to 5 BEL trust, unit moved to Tonbridge West Yard 25-Mar-13 and on to Barrow Hill next day. Unit a parts donor for the 5 BEL restoration project. TS 70950 scrapped by W. H. Davies, Shirebrook (date unknown). Stripped DTC cars 76527 & 76528 still extant at Barrow Hill Dec-19. MBS 62321 in use as Rampart’s office at Barrow Hill. It had moved to Crewe by February 2020. Both DTC cars taken by road to Allely’s Yard en route for scrapping 5-Feb-20. (Probably disposed of by now?).

FORMER CLASS 508 ‘TRANSLATOR’ VEHICLES

Two DMS cars from withdrawn unit 508207 were converted during 2013 to become ‘Translator’ cars used for the movement of Class 465 Networker stock from Slade Green to WABTEC at Doncaster where these unit were undergoing overhauls.

UNIT

508207 Unit withdrawn 13‑Dec‑08 (last working 18.48 London Bridge – Tonbridge previous day) and moved to Ramsgate for store 16‑Dec‑08. Back to Gillingham 23‑Jan‑09. Returned to Ramsgate again 17‑Feb‑09 then back to Gillingham 13‑Mar‑09. Hauled to Donnington RFT for further storage 15/16‑Feb‑11. Hauled to Eastleigh 9‑Nov‑11. DMSs 64664 and 64707 being prepared at Eastleigh during Apr‑13 for conversion to ‘Translator’ coaches. Both cars then on test between two Class 57 locomotives 19‑Jun‑13. Both DMS cars stripped internally and converted to ‘Translator’ cars in the Arlington workshops Eastleigh between August and November 2013. TS 71498 cut-up 8‑Jul‑13. Work completed and both coaches hauled from Eastleigh to Doncaster 26‑Jun‑14, coupled cab-to-cab. Coaches not renumbered but both now carry names, 64664 ‘James D Rowlands’ and 64707 ‘Sir David Rowlands’ (chairman of Angel Trains). Both painted in a dark green livery for Arlington Fleet Services who carried out the conversion work at Eastleigh. Both coaches re-named by November 2016, 64664 now ‘Liwet’ and 64707 now ‘Labezerin’.

Network Rail Departmental Fleet, survey in April 2009.

Ex SR MU vehicles in bold

UTU2 set Toton BTU

6262 975611 (ex 68201) yellow

9702 Scrapped 6‑11.

999605 (ex 62482) yellow

UTU3 set Margam BTU

6263 975612 (ex 68203) yellow

9703 Scrapped 6‑11.

999602 (ex 62483) yellow

UTU4 set Toton BTU

72631 (now PLPR1) yellow 975613 (ex 68202) yellow

9714 Scrapped 6‑11.

999606 (ex 62356) yellow

HSTRC De-Icing cars

6264 68501 yellow

977983 (ex 72503) blue 68504 yellow

999550 68505 yellow

99666 68508 yellow (scrapped 28-Aug-12)

GSM-R testing (using vehicles off RST1 & 2) Noted Didcot 5-May-12

977868 1256 (will be PLPR3)

977869 9481

9701 977997 (ex 72613)

5981

Radio Survey Train 1 Derby RTC – Old Dalby 3-May-12

72616 blue 6264

72639 (will be PLPR4) blue? 62384

977868 977969

Radio Survey Train 2

72612 blue

72613 blue

977869

Note, 72613 being converted to 977997 for Radio Survey Train 3, conversion due to be completed end of June 2009. Reported finished 13-Jul-09 for testing.

GATX3, now SGT2 (3‑13)

977985 (ex 72715) yellow/black

72630 yellow

977985 paired with 977986 for SGT2, these two look to be semi-permanently coupled.

SR UNITS IN DEPARTMENTAL USE

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