The class 3SUB were DC suburban electric multiple units, introduced by the London and South Western Railway in 1915. They were constructed by the Southern Railway in the period up to 1939, and though the class designation 3SUB was not used by the Southern Railway, some authors refer to these units as 3SUB. When rebuilt to four cars in the 1940s, they became class 4SUB.
A motor carriage from unit E43 (later 1243) is preserved.
Eighty-four electric multiple units, numbered E1–E84, were constructed in 1913 by converting steam-hauled carriages which had been built from 1904 for suburban service. The conversions being carried out at Eastleigh Works. Each multiple unit comprised two motor coaches and a trailer. The units were either 157feet 5inches (47.98m) or 159feet 5inches (48.59m) long, depending on whether a 49-foot (14.94m) or 51-foot (15.54m) trailer was included. The units weighed 95 tons.[4] They seated between 172 and 190 people in first and third class. These were the first trains on the LSWR not to offer second class accommodation.[5] Electrical equipment was by the British Westinghouse Company, each motor carriage had two 275 horsepower (205kW) electric motors.[4] In 1914, 24 two-coach trailer units were constructed at Eastleigh to work with the multiple units. Each comprised an eight-compartment and a nine-compartment carriage. The trailer sets were either 105 feet (32.00m) or 107 feet (32.61m) long and weighed 46 tons.[6] They were third class only.[7] The SR renumbered the electric multiple units 1201-84 and the trailer sets 1001-24.[8]
In 1933, eight units were transferred to Brighton to work local services to Worthing. First class accommodation was reduced to 24, whilst third class was increased to 160. These units returned to London in 1934 and regained their original configuration on the introduction of the 2NOL units.[9] In 1934, some of these units were rebuilt. The motor carriages were given new underframes and lengthened. New motor and unpowered bogies supplied. As rebuilt, they were 193feet 8inches (59.03m)long. They seated 56 first class and 180 third class passengers. Weights varied between 109 and 114 tons.[9]
SR electric multiple units and trailer sets
One of the SR units tackles a flood at Kew Bridge station.
These units were built by the SR. Most of the units and trailer sets were converted from steam-hauled carriages.
Sets 989-1000
Two-coach trailer sets converted in 1937-38. One carriage was a ten compartment ex-LSWR carriage. Each set was 121feet 5inches (37.01m) long and weighed 51 tons.[9] A total of 51 suburban electric vehicles were destroyed by enemy action during WWII.[10]
Sets 1025-37
Two-coach trailer sets converted in 1925 from ex-LBSC nine-compartment bogie third carriages. Used with units 1285-1310. Each set was 115feet 2inches (35.10m) long and weighed 50 tons. They seated 180 third class passengers.[11]
Two-coach trailer sets converted in 1925 from ex-LBSC nine-compartment bogie third carriages. Used with units 1401-95 and 1525-34. Each set was 115feet 2inches (35.10m) long and weighed 50 tons. They seated 180 third class passengers.[12]
Sets 1121-67
Two-coach trailer sets converted in 1928 for use on Eastern Section services. Each set comprised an ex-LSWR eleven compartment carriage and an ex-SECR eight compartment carriage. Each set was 113feet 8inches (34.65m) long and weighed 49 tons. They seated 190 third class passengers.[12]
Sets 1168-80, 1187
Two-coach trailer sets converted in 1928 from ex-LBSC carriages, incorporating underframes from ex-CP motor carriages. Each set was 115feet 2inches (35.10m) long and weighed 50 tons. They seated 190 third class passengers.[13]
Sets 1181-86
Two-coach trailer sets converted in 1929-30 from ex-LBSC carriages. Each set was 113feet 8inches (34.65m) long and weighed 49 tons.[13]
Two-coach trailer sets converted in 1934 from ex-LSWR carriages. Each set was 129feet 4inches (39.42m) long and weighed 54 tons. They seated 190 third class passengers.[13]
Sets 1199-1200
Two-coach trailer sets converted in 1937-38. One carriage was a ten compartment ex-LSWR carriage. Each set was 121feet 5inches (37.01m) long and weighed 51 tons.[9]
Three-coach units converted from ex-SECR four- and six-wheel carriages at Ashford Works and Brighton Works. Electric motors were by Dick, Kerr & Co. Ltd., rated at 300 horsepower (220kW). Each unit was 193feet 8inches (59.03m) long and weighed 108 tons. They seated 56 first and 180 third class passengers.[15]
Units 1496-1524
Three-coach units built new for use on Eastern Section services. The motor carriages were built by the Metropolitan Carriage Wagon & Finance Co. Ltd. and the trailers were built by the Birmingham Railway Carriage and Wagon Co. Ltd. All vehicles had steel panels on a teak frame. Electric motors were by Dick, Kerr & Co. Ltd., rated at 300 horsepower (220kW). Each unit was 193feet 8inches (59.03m) long and weighed 109 tons. They seated 56 first and 180 third class passengers.[15]
Units 1579-84
Three-coach units converted in 1937 from ex-LSWR bogie carriages. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW). Fitted with electro-pneumatic control gear. Each unit was 193feet 8inches (59.03m) long and weighed 112 tons.[9]
Units 1593-99
Three-coach units converted in 1934-35 from ex-LSWR bogie carriages. Each unit was 193feet 8inches (59.03m) long and weighed 109 tons.[9]
Units 1601-30
Three-coach units converted in 1928 from ex-SECR bogie carriages. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW). Each unit was 193feet 8inches (59.03m) long and weighed 108 tons. They seated 56 first and 180 third class passengers.[16]
Units 1631-57
Three-coach units converted in 1928 from ex-LBSC bogie carriages. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW). Each unit was 193feet 8inches (59.03m) long and weighed 104 tons.[16]
Units 1658-1701
Three-coach units converted in 1928 from ex-LSWR bogie carriages. Each unit was 193feet 8inches (59.03m) long and weighed 108 tons. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW). They seated 56 first and 180 third class passengers.[16]
Units 1702-72
Three-coach units converted in 1928 from ex-LBSC bogie carriages. Units 1717-70 were converted from the overhead electric units formerly used on the ex-LBSC lines. Each unit was 193feet 5inches (58.95m) long and weighed 104 tons. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW).[17]
Units 1773-85
Three-coach units converted in 1930 from ex-LSWR bogie carriages. Each unit was 193feet 8inches (59.03m) long and weighed 110 tons. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW). They seated 56 first and 180 third class passengers.[16]
Units 1786-96
Three-coach units converted in 1928 from ex-LSWR six-wheel carriages. Each unit was 193feet 8inches (59.03m) long and weighed 110 tons. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW). They seated 56 first and 180 third class passengers.[16]
Units 1797-1801
Three-coach units converted in 1930 from ex-LBSC bogie carriages. Electrical equipment was by Metropolitan Vickers Electrical Co Ltd., motors were rated at 275 horsepower (205kW). Each unit was 193feet 8inches (59.03m) long and weighed 104 tons. Unit 1801 was renumbered 1600 in April 1934.[16]
From 1942, units 1201-84, the LSWR-built units, gained an additional ex-LSWR trailer of ten or eleven compartments. Those that gained a ten compartment carriage were renumbered 4131-71. They were 256feet 9inches (78.26m) long, weighed 139 tons and seated 353 people. Those that gained an eleven compartment carriage were renumbered 4195-4234. They were 257feet 5inches (78.46m) long, weighed 139 tons and seated 350 people.[18] In 1945, units 1285-1310 each gained a new ten compartment trailer and were renumbered 4300-25. They were 245feet 0inches (74.68m) long, weighed 133 tons and seated 350 people. In 1945-46, units 1496-1524 each gained a new ten compartment trailer and were renumbered 4326-54. They were 257feet 5inches (78.46m) long, weighed 137 tons and seated 370 people. All other three car units also gained a new trailer between 1946 and 1948. They were renumbered 4401-4594, 4601-08, and 4613-14. Weights varied between 132 and 140 tons and they could seat between 358 and 370 people. Units 4111-30 and 4364-76 were built new in 1946-47.[19]British Railways built further batches; 4277-99 in 1948-49, 4621-59 in 1949, 4653-4709 in 1950 and 4710-54 in 1951.[14][19]
Unit 1782, which became unit 4579 when reformed as a 4SUB, was withdrawn from passenger service in 1956. It reverted to three carriages and entered departmental service as an instruction unit, numbered S10S. One carriage was converted to provide lecture and projection facilities. Later renumbered 053,[20] the unit was withdrawn in December 1975.[21]
Accidents and incidents
On 9 July 1928, unit 1702 was severely damaged in a sidelong collision with B2X class locomotive No. B210 at London Bridge after the driver of B210 misread signals. Two people were killed and nine were injured, six seriously.[22]
On 19 September 1928, a train formed of unit 1679, trailer set 1111, and unit 1485 ran into the buffers at Charing Cross, injuring 68 passengers, 45 of whom were treated at Charing Cross Hospital.[23]
On 19 April 1934, unit 1790 was run into at London Bridge, severely damaging a motor coach. A replacement was converted from an ex-LSWR carriage.[24]
On 2 April 1937, units 1473 and 1615 were amongst those involved in a rear-end collision at Battersea Park due to misuse of the Sykes Lock and Block by a signalman.[25] Ten people were killed and 80 were injured.[26] A motor carriage in each unit was written off. Replacements were converted from ex-LSWR carriages.[24]
On 13 August 1937, an accident at Epsom Downs damaged trailer set 1152. Its ex-SECR carriage was consequently replaced by an ex-LBSC nine compartment carriage.[24]
On 4 November 1942 two trains formed of suburban electric stock were involved in a collision at Waddon due to misuse of the Sykes Lock and Block by the signalman. Two people were killed and at least one was injured.[27][28]
On 24 October 1947, two electric multiple unit trains were involved in a rear-end collision at South Croydon due to misuse of the Sykes Lock and Block by the signalman. The first train was of mainline stock, which was run into by a train formed of two three-car units. A total of 32 people were killed and 183 were injured.[29][30]
Wartime losses
Fifty-one suburban electric carriages were destroyed by enemy action during WWII.[10] Incidents where vehicles were destroyed or severely damaged include:
1940
On 16 August, a bomb near Hampton Wick severely damaged two carriages, with eleven others also being damaged. Units involved were 1131, 1145, 1237, 1476 and 1516-17.[31]
On 8 September 1940, an incendiary bomb at Victoria destroyed three carriages and damaged two others from units 1129 and 1448. Eleven carriages were damaged at Wimbledon Carriage Sidings, including those from units 1115, 1226, 1413, 1474 and 1707. An incendiary bomb at Peckham Rye caused the destruction of two carriages and damage to three more from units 1454 and 1802.[31]
On 19 September, a trailer set was destroyed at Charing Cross.
On 14 October, the carriage sheds at Selhurst were bombed. Six vehicles were destroyed, two severely damaged and ten others were also damaged. Units affected include 1009, 1044, 1139, 1170, 1184, 1259, 1426 and 1785.[32]
On 18 October, unit 1283 was bombed at Selsdon. One vehicle was destroyed, another severely damaged.[33]
On 19 October, a train was bombed at Durnsford Road, Wimbledon, destroying one carriage, severely damaging another and causing damage to the other six. Units involved were 1439 and 1530, the identity of the trailer set is unknown.[33]
On 25 October, the carriage sheds at Orpington were bombed. Three vehicles were destroyed. Units involved included 1473, 1501 and 1745.[34]
On 30 October, an incendiary bomb damaged three units at Selhurst Depot, destroying one carriage and damaging the other eight. Units involved were 1259, 1414 and 1618.[34]
On 4 November, a bomb brought down the footbridge at Chelsfield onto a suburban train. Two carriages were severely damaged.[34]
1941
On 17 April, incendiary bombs dropped at Charing Cross set four train on fire, destroying four carriages and severely damaging two others. Units involved included 1612 and 1722.[35]
On 25 April, a bomb at Lancing Works destroyed one carriage and severely damaged the other two of Unit 1305.[35]
On 11 May, a bomb at Elmers End destroyed one carriage and severely damaged the other two of unit 1799.[35]
1942
On 30 September, two carriages were severely damaged and sixteen others were also damaged at Lancing Works. Units involved included 1256, 1485, 1507 and 1776.[35]
1944
On 4 February, two carriages were destroyed and 34 damaged at Slades Green. Units involved included 1006, 1139, 1168, 1230, 1251, 1286, 1433, 1484, 1502, 1621. 1683, 1729, 1741 and 1788.[36]
On 24 February, a train was bombed at Loco Jn, Vauxhall. One carriage was destroyed, four severely damaged and the other three were damaged. Units involved were 1061, 1702 and 1784.[36]
On 17 June, a fragmentation bomb severely damaged three vehicles at East Croydon. Five other vehicles were also damaged. Units involved included 1509 and 1740.[37]
On 18 June, a fragmentation bomb at Charing Cross severely damaged one vehicle and damaged six others. Units involved were 1104, 1293 and 1746.[37]
On 23 June, a fragmentation bomb at West Croydon destroyed one carriage, severely damaged a second and damaged 28 others. Units involved included 126, 1031, 1065, 1180, 1434, 1527, 1529, 1621, 1628, 1640,1679, 1704 and 1799.[37]
On 30 June, a fragmentation bomb destroyed three carriages and damaged five others at Wimbledon Park Sidings. Units involved included 1598 and 1692.[37]
On 4 July, fragmentation bombs severely damaged two carriages and damaged 74 others at Wimbledon Park Sidings. Amongst the units involved were 1278 and 1496.[38]
On 7 July, fragmentation bombs severely damaged 22 carriages and damaged nineteen others at New Cross Gate. Eight trailer sets and four suburban units were amongst the casualties.[38]
On 14 July, a fragmentation bomb severely damaged three carriages and damaged eleven others at Selhurst. Units affected were 1079, 1186, 1413, 1629, 1715 and 1733.[39]
On 26 October, a fragmentation bomb destroyed three carriages, severely damaged five and slightly damaged five more near South Bermondsey. Units involved were 1023, 1267, 1268 and 1793.[39]
On 1 November, a V-2 rocket severely damaged two carriages and damaged eighteen others near Brockley. Units involved included 1193, 1466 and 1668.[40]
On 25 November, two carriages of unit 1138 were wrecked by a V-2 rocket at New Cross Gate.[40]
1945
On 6 January, two carriages were destroyed, seven were severely damaged and eleven others were damaged by a V-2 rocket at Peckham Rye. Units involved included 1065, 1109, 1427 and 1428.[40]
Related Research Articles
The Southern Railway (SR) gave the designation 2-NOL to the electric multiple units built during the 1930s from old London and South Western Railway carriage bodies on new underframes. None of these units survived long enough in British Rail ownership to be allocated a TOPS class.
The Southern Railway (SR) gave the designation CP to the fleet of AC electric multiple units used on the former London, Brighton and South Coast Railway lines in the Crystal Palace area.
A wide variety of hauled coaches have been used on the railways of Ireland. This page lists all those since 1945.
The Lancashire and Yorkshire Railway (LYR) built suburban electric stock for lines in Liverpool and Manchester. The line between Liverpool to Southport began using electric multiple units (EMUs) on 22 March 1904, using a third rail 625 V DC. Additional trains were later built for this route, and in 1913 incompatible stock for the route to Ormskirk. Lightweight units were built to run on the Liverpool Overhead Railway.
The London, Midland and Scottish Railway (LMS) introduced a number of railcars to service between 1933 and 1939. Most were single units but one was a three-car articulated set.
The British Rail Class 501 electric multiple units were built in 1955/56 for use on the former LNWR/LMS suburban electric network of the London Midland Region. A total of 57 three-car units were built.
Electric locomotives were first used on the London Underground when the first deep-level tube line, the City and South London Railway (C&SLR), was opened in 1890. The first underground railways in London, the Metropolitan Railway (MR) and the District Railway (DR), used specially built steam locomotives to haul their trains through shallow tunnels which had many ventilation openings to allow steam and smoke to clear from the tunnels. It was impractical to use steam locomotives in the small unvented tubular tunnels of the deep-level lines, and the only options were rope haulage or electric locomotives.
The LNER electric units were electric multiple units that ran on the Tyneside Electrics, a suburban system around the English city of Newcastle upon Tyne. In 1937 the London and North Eastern Railway (LNER) received articulated twin passenger electric units to replace the NER electric units that had been built in 1904–15 by the North Eastern Railway. The order including some single-unit motor parcel vans and motor luggage vans. In the 1960s declining passenger numbers and the high cost of renewing life-expired electric substation equipment across the system led to the replacement of the electric multiple units with diesel multiple units and the units were all withdrawn in 1967.
The Central London Railway Stock were electric multiple units composed of trailers that had been converted from carriages designed to be hauled by electric locomotives with new motor cars. The Central London Railway opened in 1900 with electric locomotives hauling wooden carriages, but the heavy locomotives caused vibrations that could be felt in the buildings above the route. It was found that conversion to electric multiple units solved the problem, so new motor cars were bought and replaced all the locomotives by June 1903. Trains normally ran with six-cars, four trailers and two motor-cars. Some trailers were equipped with control equipment to allow trains to be formed with three cars.
Swing Door trains, commonly known as "Dogboxes" or "Doggies", were wooden-bodied electric multiple unit (EMU) trains that operated on the suburban railway network of Melbourne, Victoria, Australia.
The Tait trains were a wooden bodied electric multiple unit (EMU) train that operated on the suburban railway network of Melbourne, Victoria, Australia. They were introduced in 1910 by the Victorian Railways as steam locomotive hauled cars, and converted to electric traction from 1919 when the Melbourne electrification project was underway. The trains derived their name from Sir Thomas James Tait, the chairman of commissioners of the Victorian Railways from 1903 to 1910. The first cars were built during 1909 with the last entering service in 1952.
The steam rail motors (SRM) were self-propelled carriages operated by the Great Western Railway in England and Wales from 1903 to 1935. They incorporated a steam locomotive within the body of the carriage.
The 1903 Petrol Electric Autocars were built by the North Eastern Railway in 1903 at their carriage works in York, England. These were powered by petrol engines which generated electricity for two traction motors which were mounted on the bogie underneath. This means of powering a railway vehicle was pioneering and would eventually be developed into the diesel-electric technology that powered and powers many locomotives worldwide. The railcars were numbered 3170 and 3171 and were 53.5 feet (16.3 m) long and weighed around 35 long tons (36 t). The engine was mounted in an engine compartment 13.25 feet (4.04 m) long. The rest of the vehicles' length was taken up by a vestibule, driving compartment and a 52-seat passenger compartment. Two were built and ran until 1930; one has been restored and preserved in working order.
The Southern Railway (SR) and the British Railways used the designation Sub to cover a wide variety of electric multiple-unit passenger trains that were used on inner-suburban workings in the South London area. The designation 'Sub' was first officially used in 1941 to refer to newly built 4-car units. However, during the 1940s large numbers of earlier '3-Car Suburban Sets' were increased to four cars by the addition of an 'Augmentation' trailer, and became part of the 4-Sub category. The SR and BR (S) continued to build or else rebuild 4-car units to slightly different designs which became part of the 4-Sub Class. Many of these later examples survived in passenger use until late 1983, by which time British Rail had allocated to them TOPS Class 405.
The Bessbrook and Newry Tramway operated a 3 ft narrow gauge, hydro-electrically powered tramway transporting passengers and freight between Bessbrook and Newry in Northern Ireland between 1885 and 1948.
Mersey Railway electric multiple units were electric multiple units introduced on the underground Mersey Railway, now a part of Merseyrail, in 1903. In the early 1900s the railway was bankrupt as it used steam locomotives that left a dirty atmosphere in the tunnel and passengers preferred the ferries. However, the railway was rescued by Westinghouse Electric, who electrified the railway and provided the first electric multiple units. The cars were supplemented in 1908, 1923 and 1925 and finally in 1936 to allow the progression from 4-car, through 5-car, and finally to 6-car trains. In 1938, when the Wirral Railway was electrified, the units were modified to allow through running between the two systems. In 1956–57 the cars were replaced by units similar to those used on the Wirral Railway.
A steam railcar is a rail vehicle that does not require a locomotive as it contains its own steam engine. The first steam railcar was an experimental unit designed and built in 1847 by James Samuel and William Bridges Adams. In 1848, they made the Fairfield steam carriage that they sold to the Bristol and Exeter Railway, who used it for two years on a branch line.
The London Underground opened in 1863 with gas-lit wooden carriages hauled by steam locomotives. The Metropolitan and District railways both used carriages exclusively until they electrified in the early 20th century. The District railway replaced all its carriages for electric multiple units, whereas the Metropolitan still used carriages on the outer suburban routes where an electric locomotive at the Baker Street end was exchanged for a steam locomotive en route.
The PL type carriages were a series of 141 wooden passenger carriages used on the railways of Victoria, Australia. They consisted of the first class APL, second class BPL and combination second and guard's van, BCPL's.
The electrification of the LSWR refers to the installation of electric traction on the London and South Western Railway surface network, and its successor the Western Section of the Southern Railway, in England. The LSWR started a programme of electrification in response to rising costs and loss of traffic to street tramways; the first installation was to Kingston, Richmond, Hounslow, Hampton Court and Shepperton, starting in 1917. The third rail DC system was used, as it was assessed to be considerably cheaper to install and maintain than the overhead systems then in use. The rolling stock was constructed by the conversion of relatively new coaches built for suburban steam-hauled operation. The LSWR generated its own electric power at a new power station near Wimbledon. A frequent regular-interval timetable was implemented and the system was a considerable success.
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
