BR 1970s Coaching Stock by TransportTreasuryPublishing

Enjoy this journey back in time with a delightful section of photographs taken from the Transport Treasury photographic archive, supported by scale drawings showing the layout of each type. ISBN 978-1-913893-40-8

£17.50

Hugh Longworth Cover V2.indd 1

BR 1970s Coaching Stock Longworth

This book captures the feel of ‘seventies coach spotting days: the mundane and the unusual; the common and the unique. It takes you on a journey learning to understand all the different coach layouts and coach types. How did the numbering system work? Why were there different types of bogies? What were all the non-passenger vehicles for, and why were they not counted as freight wagons?

BR 1970s Coaching Stock

Hugh Longworth 08/08/2023 14:18:28

BR 1970s Coaching Stock

Hugh Longworth 1

Hugh Longworth Pages 1-80 V3.indd 1

31/08/2023 11:22:37

© Images and design: The Transport Treasury 2023. Text and drawings Hugh Longworth ISBN 978-1-913893-40-8 First Published in 2023 by Transport Treasury Publishing Ltd. 16 Highworth Close, High Wycombe, HP13 7PJ Totem Publishing, an imprint of Transport Treasury Publishing. The copyright holders hereby give notice that all rights to this work are reserved. Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Taxien, Malta by Guttenberg Press Ltd. Front cover - Mark 1 SLF Sleeper First M2040 is at Stonebridge Park Carriage Sidings on 11 December 1977. G H Taylor (See drawing page 80.) Frontispiece - Take a close look at this photo. Don’t make the mistake I did when I saw it in the 1970s of thinking it was just another of the thousands of Corridor Second coaches, simply because it carries a number in the same series. This is, in fact, one of the prototype XP64 Stock coaches that was built in 1964 to evaluate a whole raft of new features. A complete train was turned out with new interiors and seat designs, extra-large door openings, and a revised profile mimicking the Mark 2 coaches then being designed, but in reality consisting of simple fairings over the solebar. The reason for my mistake was that the most distinctive external feature (the wide doors) had been replaced by ordinary doors in December 1970. But the fairings, the unusual windows and unusual door placements still give the game away to the trained eye. W25508 is seen at Wolverton Works on 26 June 1978. B4 bogies have replaced the original Commonwealth bogies. It was built as M25508 in May 1964, transferred to the Western Region in January 1966, and was withdrawn in June 1981. Trevor Davis (See drawing page 80.) ‘BR 1970’s Coaching Stock’ is one of a series of books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury.

Dedicated to my dear wife, Doris, and to my daughter, Heppy. Thanks to you both, not only for your support and encouragement, but also your creative and helpful input. Heppy, you are a top-rate proof-reader! 2

Hugh Longworth Pages 1-80 V3.indd 2

31/08/2023 11:22:37

Introduction

n 1972 the Preston Guild took place. Now, as I’m sure you know, the Preston Guild only takes place every 20 years, and my Dad convinced me it was important to go - after all, I would be 34 years old when the next one came around! So my friend Grahame and I decided that our next trainspotting trip from Liverpool should be to Preston so we could visit the Guild.

vans, carriage trucks (what were they for I wondered?), and so on. I also realised how very few pre-nationalisation passenger coaches remained in service, but many hundreds of non-passenger vehicles were still around. These did not stay on their own regions, but could be seen anywhere. All the Southern vans were distinctive as they looked more like freight vehicles with outside framing and planked bodywork. GWR, LMS, and LNER vehicles all came with their distinct body styles. There were even six-wheeled coaches to be seen.

Fifty years later, what can I remember about the Guild? To be honest, nothing at all! But I do remember that day for other reasons. As avid trainspotters, we became members of the RCTS (Railway Correspondence and Travel Society) as soon as they would let us. In 1972, the RCTS published a book that was about to open our eyes to a whole new field: The Coaching Stock of British Railways by L.J. Bowles and P. Mallaband was a complete listing, available for the first time, of all of BR’s hauled coaching stock. The book also included a listing of EMU carriages in unit formations, and DMUs with allocations and formations.

So that is my memory of that day trip 50 plus years ago – having my eyes opened to a whole new field in my hobby! I hope to capture the feel of Seventies coach spotting days in this book: the mundane and the unusual; the common and the unique. The captions are designed to take you on that same journey I took. Learning to understand different coach layouts and coach types. Discovering how the numbering system worked. Why were there different types of bogies? What were all the non-passenger vehicles for, and why were they not counted as freight wagons? I look forward to taking you on this journey.

When it dropped through my letter box that week I was amazed to see the vast quantity of stock that was listed, in particular the thousands of (what I now know as) BR Mark 1 coaches. That Saturday trip to Preston was the first time Grahame and I tried our hands at coach spotting. We were suddenly taking notice of something that had previously just been in the background. Several things struck me that day:

Thank you to Kevin Robertson for inviting me to dip into Transport Treasury’s vast photographic library and make these selections. The photos are from the cameras of G.H. Taylor and Trevor Davis. They must have been friends as they often took photos at the same location and on the same day, sometimes even of the same vehicle. I never had the money in those days to get very far into photography, and I definitely never managed to achieve those skills myself. So I am very grateful for those who did, and who turned their cameras on to all the different areas of the railway scene for us to enjoy now.

• First of all, just how many of them there were! Taking the numbers of a fast moving rake of coaches involved new speed writing skills I hadn’t achieved before. • Even by 1972, most of the coaches we saw were already in blue and grey. There were a few maroon coaches around but they were fast disappearing, and some in green, though I never got to spot one of those in service. • I quickly realised there was a whole range of vehicles that were not passenger carrying, but fell into the same category because of the type of services they worked. Parcels carriages, newspaper

Hugh Longworth Pages 1-80 V3.indd 3

I’ve tried not being too technical with my captions. If you are looking for more, grab hold of a copy of some of my other books, which will more than satisfy your desire for details! Hugh Longworth 3

31/08/2023 11:22:37

The first BR Standard coaches (later known as Mark 1) were introduced in 1951. Mark 1 FO Open First M3000 was one of the earliest built in May 1951, and this first batch of three coaches differed from the rest in having no middle doors. It was withdrawn in January 1976 and is seen here condemned at Stonebridge Park Carriage Sidings on 26 February 1978. B4 bogies have replaced the original BR1 bogies, it was scrapped in September 1981.G H Taylor

Hugh Longworth Pages 1-80 V3.indd 4

31/08/2023 11:22:40

Mark 1 FO Open First M3110 is at Stonebridge Park Carriage Sidings on 11 December 1977. The early Mark 1 vehicles were built with BR1 bogies. After a while in service these bogies proved to be rough riding and were subject to ‘hunting’; a side to side oscillation. The first solution to this problem was to fit Commonwealth bogies as seen here, but they were a lot heavier than the bogies they replaced. Many of these Open First carriages have survived as they are ideally suited to serving meals on excursion trains, and 3110 is no exception. Originally built in 1962, it became Pullman Rail PULR99124 in November 1984 and was named “Frances” in October 1986. In January 1992 it was sold to Flying Scotsman Railways, and it is still in service today with Riviera Trains. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 5

31/08/2023 11:22:43

Mark 1 TSO Tourist Open Second E4889 is seen at Guide Bridge on 8 October 1977. The B4 bogies were developed to provide a more lightweight solution to the bogie problems. B5 bogies were a variant designed for heavy duty applications. In this photograph B4 bogies have replaced the original BR1 bogies. It was built as M4889 in 1960, and transferred to the Eastern Region in April 1975. It was withdrawn in March 1986, and scrapped in October 1986. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 6

31/08/2023 11:22:46

For shorter trains, which did not require a whole coach (a Full Brake) for luggage and parcels, a range of coaches were built with a smaller brake compartment and passenger seating. Mark 1 BSO Brake Open Second E9358 is seen at Thornton Fields Carriage Sidings on 25 December 1977. It is fitted with BR1 bogies. It was built as SC9358 in 1959, then transferred to the Eastern Region in August 1977. Finally it was withdrawn in December 1983, and scrapped in January 1985. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 7

31/08/2023 11:22:48

Mark 1 FK Corridor First E13262 is seen from the corridor side at Thornton Fields Carriage Sidings on 25 December 1977. B4 bogies have replaced the original BR1 bogies. So far, all the carriages we have seen have been open carriages with no compartments and a centre corridor. But much more common at this time were compartment carriages with a side corridor leading to toilets and exit doors at each end. E13262 was built in 1960 by Metropolitan Cammell, one of the outside contractors which British Railways turned to at a time when their own workshops were busy. It was withdrawn in March 1981 and scrapped in November 1981. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 8

31/08/2023 11:22:51

The BR Mark 1 BFK Brake Corridor First type was a late introduction (1959) to the BR fleet and only 28 were built. Built with Commonwealth bogies in 1963, M14025 is seen at Stonebridge Park Carriage Sidings on 11 December 1977. It was transferred to the Western Region in December 1981. In 1983, changes to the TOPS computer system meant that duplicate numbers were not allowed any more, even if they had different prefix or suffix identifiers. A large number of coaches were thus renumbered at this time. W14025 was renumbered W17025 in April 1983 to avoid clashes with Southern Region 4-EPB EMU carriages in the S14xxxS series. It was renumbered again to EAB99990 in March 1993 as a support coach for steam locomotive 46441. It carried the number 14025 from December 1995 to December 2009 and then reverted to 17025. It is still in service as a locomotive support carriage with 45690 Leander. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 9

31/08/2023 11:22:53

Mark 1 CK Corridor Composite E15833 is pictured at York on 20 May 1978 with BR1 bogies. These composite carriages had three second class and four first class compartments, and were used on services where there was not a great demand for first class seats, or where trains were split en-route. First class was, as always, denoted by the yellow stripe above the windows. Built as M15833 in May 1956, it transferred to the Eastern Region in September 1972. It was renumbered as E7833 in June 1983, was withdrawn in June 1985, and scrapped in August 1985. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 10

31/08/2023 11:22:56

It was a different world in the 1950s. Back then British Railways might be called upon to carry invalids on stretchers, something we could not imagine today. The trouble with corridor vehicles was that it would be almost impossible to manoeuvre a stretcher round the sharp corners and into a compartment. So, in an early example of disabled accessibility, some carriages were fitted with a removable window to allow entrance and egress of stretcher-borne passengers, as seen here on Mark 1 CK Corridor Composite E15957 at York on 27 August 1978. It was built as M15957 in December 1956 on BR1 bogies, and it transferred to the Eastern Region in February 1973. It was withdrawn in February 1981 and scrapped the same month. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 11

31/08/2023 11:22:58

On 26 March 1978 55007 Pinza powered the ‘DAA Man of Kent Railtour’. In the consist, Mark 1 BCK Brake Corridor Composite S21268 is seen at Sittingbourne. I always had a soft spot for these carriages, as they seemed to be a complete train in one carriage; first class, second class, and a brake compartment. S21268, with its brown painted Commonwealth bogies, seems to be taking this one step further on this railtour with the addition of a buffet! Built in 1964, it was withdrawn in January 2014. It was built with Commonwealth bogies, but for a while ran on BR1 bogies. It has been preserved at the West Somerset Railway. Trevor Davis Another of the carriages in the ‘DAA Man of Kent Railtour’ on 26 March 1978 was Mark 1 SK Corridor Second S25913, seen at Sittingbourne. This entire rake was electric-heated and air-braked. The coaches all looked ex-works in pristine blue and grey livery with brown painted bogies. W25193 was built with Commonwealth bogies in August 1962, then it transferred to the Southern Region in October 1963 and was fitted with BR1 bogies. It was renumbered S18913 in April 1983, was withdrawn in March 1986 and scrapped in November 1987. All the Mark 1 compartment coaches built for the Southern and Western regions were built with four-a-side seating in the second class compartments. The other regions specified three-a-side seating with armrests. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 12

31/08/2023 11:23:02

By the 1970s, most of the coaching stock had very quickly received blue and grey livery. But there were a few exceptions. Maroon liveried Mark 1 BSK Brake Corridor Second M34456 was built with BR1 bogies in May 1953. It was withdrawn in October 1972, but it is seen here at Derby Carriage Sidings some five years later on 26 November 1977. It is showing the effects of its long storage with faded maroon paintwork and smashed windows, and it was scrapped in June 1978. In 1973 Derby had managed to collect together a complete rake of surviving maroon coaches, and these were used on relief and excursion trains throughout 1973 and 1974. Known as the ‘Derby Red Set’ a typical formation was M34458, M24018, M25072, M25281, M15268, M15444, M25214, M24035, M25122, M21030, M24752, & M25666. M24936, M15183, & M24870 also were included in this rake at various times. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 13

31/08/2023 11:23:05

British Railways built a large number of Mark 1 BSK Brake Corridor Second carriages and M35127 is seen at Cricklewood Carriage Sidings on 13 November 1977. Fitted with BR1 bogies, it was built in September 1957, withdrawn in May 1981, and scrapped in May 1982. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 14

31/08/2023 11:23:07

Now we move on to the Mark 2 design which first entered service in 1964. The main difference from Mark 1 is an integral body design which did away with the need for a heavy underframe, and all were built with B4 bogies. Mark 2 SO Open Second E5234 is at Thornton Fields Carriage Sidings on 20 November 1977. Apart from the new body profile, a large number of Mark 1 features still remained with these early examples. Changes to doors and windows and the fitting of air conditioning gave successive batches a more modern look. M5234 was built in March 1966. It transferred to the Eastern Region in June 1973, was withdrawn in August 1995 and scrapped in November 1995. G H Taylor Mark 2 BSO Brake Open Second E9386 is at York on 20 May 1978. Brake vehicles were not normally marshalled in the middle of a train. Compare the Mark 2 body profile with the Mark 1 coaches either side of it. Built as M9386 in April 1966, it transferred to the Eastern Region in June 1975. It was withdrawn in November 1990 but reinstated in February 1991 before final withdrawal in March 1991. It was scrapped in May 1992. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 15

31/08/2023 11:23:12

Mark 2 FK Corridor First E13370 is at Thornton Fields Carriage Sidings on 20 November 1977. It was built in July 1964 and carried the North Eastern Region prefix (NE) from December 1964 until January 1968. It was withdrawn in February 1982 and scrapped in December 1982. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 16

31/08/2023 11:23:14

One of the first notable changes in the Mark 2 design was the fitting of larger, wrapround external doors. Mark 2c FK Corridor First M13560 is at Hooton on 29 April 1978 as part of the ‘North West Rambler Railtour’ stock hauled by 40185. Built in July 1970, it was renumbered as M19560 in January 1986, was withdrawn in July 1988 and scrapped in December 1989. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 17

31/08/2023 11:23:17

Another carriage in the ‘North West Rambler Railtour’ on 29 April 1978 was Mark 2c BFK Brake Corridor First M14136. 40185 can just be glimpsed at the edge of this shot at Hooton. Built in May 1970, it was renumbered as M17136 in September 1983, was withdrawn in April 1992 and was scrapped in June 1994. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 18

31/08/2023 11:23:20

The next new variant of Mark 2 created the biggest change in external style so far. Fitted with air-conditioning, these carriages had smaller windows with no opening sections – a style that was to stay with BR coaches from this point on through to Mark 3 and Mark 4. Mark 2d BFK Brake Corridor First E14157 is at Hornsey Carriage Sidings on 25 November 1977. Built in November 1971, it was transferred to the Scottish Region in July 1983 and renumbered as SC17157 in November 1983. After withdrawal in July 1992 it went to work in the Doncaster Works Test Train numbered ADB977788. In November 2004 it was withdrawn and has been preserved at Skipwith in North Yorkshire as “Derwent Flyer”. G H Taylor

Mark 2e TSO Tourist Open Second W5872 is seen at Old Oak Common on 30 April 1978. Built in November 1972, it was withdrawn in February 1994 and scrapped in March 1994. Open Second vehicles came in two designs: SO with two plus one seats either side of the central corridor and TSO which had two plus two seats. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 19

31/08/2023 11:23:23

With the guard’s compartment at the end of the train, where you would expect it to be, Mark 2f BSO Brake Open Second M9530 is at Euston on 2 December 1977. Built in April 1974 it was converted to DBSO SC9708 in November 1979. Fitted with driving controls it worked on the pushpull Edinburgh to Glasgow service with Class 47/7 locomotives. It was converted by Serco in 2008 to a Driving Trailer coach with generator, and is still in service with Colas. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 20

31/08/2023 11:23:26

After the 1972 prototypes, the new Mark 3 carriage type was introduced in 1975 in two varieties. The first was for the new High Speed Diesel Train (later InterCity 125) which was intended as a stop-gap until the Advanced Passenger Train came on stream. A version for hauled stock was also built, fitted with end buffers. They were longer than the Mark 1 and 2 coaches and looked very sleek with all the underframe equipment hidden behind fairings. I can well remember when they started appearing on the London Train through Mossley Hill in the morning; waiting for these meant we had a very quick dash up Rose Lane to get to school on time! There was only one downside to the Mark 3 coaches: to save money, the same window spacing was used for First and Second class coaches. This meant that for the first time, the seats did not match up with the windows in the second class stock. This was the thin edge of the wedge, as now you will be very lucky to find any seats that do match up. Mark 3a M12014 is at Carlisle on 8 April 1978 fitted with BT5 bogies. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 21

31/08/2023 11:23:29

We now move on to Catering Stock. Restaurant carriages are open vehicles with spacious seats and tables, allowing meals to be served. They did not have any kitchen or pantry facilities; these would be located in a Kitchen car marshalled next to it. Mark 1 RSO Restaurant Second E1058 is at Kings Cross on 23 March 1978. It is fitted with Commonwealth bogies. Most catering vehicles that had been built with BR1 bogies soon received Commonwealth bogies, as a poor ride while serving meals could not be tolerated! Built as FO E3128 in 1963, it transferred to the London Midland Region in December 1974, and returned to the Eastern Region in February 1976. It was converted to a Second Class Restaurant car in March 1976 and renumbered E1058. Later it became a declassified Open First in April 1981 as E3600 then reverted to 3128 in 1987. It is still in service with the West Coast Railway Company as Victoria. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 22

31/08/2023 11:23:31

Only a small number of Griddle cars were built by BR, although some multiple unit carriages were built to this style. A Griddle car provided a hotplate to cook a small selection of food. Think of them as half way between a Kitchen car (serving cooked meals) and a Buffet car (serving cold food). Mark 1 RG Griddle Car E1102 is at Kings Cross on 23 March 1978, on Commonwealth bogies. Built as SC1102 in December 1960, it transferred to the Eastern Region in January 1970. It was withdrawn in October 1980, and scrapped in July 1983. No new Mark 2 catering vehicles were built (and only a small number converted for such use) so this is the typical sight in the Seventies of a Mark 1 catering carriage in between the first and second class portions of an air conditioned Mark 2 rake. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 23

31/08/2023 11:23:34

The unique Mark 1 Booth Car E1106 is at Kings Cross on the Cambridge Buffet Express on 3 February 1978. Seating was in booths, and customers were served from a small service corridor running down one side. It was fitted with B5 bogies, which were a heavy-duty version of the B4 design. Originally built as Kitchen car M80020 in 1961, it was rebuilt as Booth car M1106 in April 1968. It then had one B4 and one B5 bogie (presumably because one end was heavier than the other), but was later fitted with two B5 bogies. It transferred to the Scottish Region in June 1972 and then to the Eastern Region in September 1972. It was withdrawn in April 1980 and is preserved on the Mid Norfolk Railway. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 24

31/08/2023 11:23:37

Mark 1 RKB Buffet Kitchen E1522 is seen at Kings Cross on 14 May 1978. Most of the length of these carriages was taken up by a full size kitchen and pantry which could service an adjacent restaurant car. At one end they also had a buffet counter serving drinks and cold food for those customers not taking full meals. This photograph shows the corridor side with the Buffet at the far end. B5 bogies have replaced the original BR1 bogies. Built in 1960, it was transferred to the London Midland Region in September 1979, was withdrawn in December 1980, but not scrapped until January 1985. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 25

31/08/2023 11:23:40

Mark 1 RB Buffet Restaurant E1661 is at Thornton Fields Carriage Sidings on 20 November 1977. It is fitted with Commonwealth bogies. These carriages had a smaller kitchen than the previous class, but included a seating area for people to consume their food and drink. It is seen from the corridor side with the seating area at the far end. Built as SC1661 in 1961, it transferred to the Eastern Region in January 1976. It was withdrawn in January 1980 and was scrapped in that September. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 26

31/08/2023 11:23:42

Mark 1 RBR Buffet Restaurant M1732 is at Stonebridge Park Carriage Sidings on 11 December 1977. B5 bogies have replaced the original BR1 bogies. It is seen from the kitchen side; the red stripe over the windows denotes catering vehicles. The RBR code instead of RB denotes a vehicle that has been refurbished with fluorescent lighting. It was built as W1732 in 1960 and transferred to the London Midland Region in May 1977. It was withdrawn in October 1986 and was scrapped in May 1987. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 27

31/08/2023 11:23:45

E1825 is a Mark 1 RMB Open Second with a Miniature Buffet. It was basically an open second vehicle, with two of the seating bays near the centre replaced with a buffet counter. E1825 is at Thornton Fields Carriage Sidings on 20 November 1977 and is fitted with Commonwealth bogies. Built as M1825 in 1960 it transferred to the Eastern Region in September 1964, and it carried the NE prefix from April 1966 to June 1967. It was withdrawn in March 1981 and scrapped in that September. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 28

31/08/2023 11:23:48

Mark 1 RU Unclassified Restaurant E1977 is at Thornton Fields Carriage Sidings on 25 December 1977. Unclassified Restaurants had a kitchen at one end and restaurant seating for either class at the other end. They were fitted with Commonwealth bogies. Built in July 1961, it was withdrawn in September 1979 and scrapped in September 1980. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 29

31/08/2023 11:23:50

Only a relatively small number of full kitchen cars were built, and as they had no passenger seating or buffet access, they were numbered in the non-passenger carrying stock series. They were used on services where a full meal was to be served in one or more adjacent carriages. Mark 1 RK Kitchen Car M80032 is at Stonebridge Park Carriage Sidings on 26 February 1978 and it is fitted with B5 bogies. It was built in 1962, withdrawn in October 1980 and scrapped in November 1984. Note the difference in profile between this Mark 1 vehicle and the adjacent Mark 3 coach. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 30

31/08/2023 11:23:53

Although no Mark 2 catering vehicles were built new, there was a small number of Mark 3 buffets. RB Restaurant Buffet M10003 is at Longsight depot in Manchester on 31 March 1979 and it is fitted with BT5 bogies. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 31

31/08/2023 11:23:55

Only a small number of pre-nationalisation passenger carriages survived into the Seventies, so this was a real rarity! LNER RB Buffet Restaurant E9115E is seen at Chester on 1 October 1977. The original internal fittings had been replaced with a 1960s style formica covered buffet, but it still was a treat to the eyes even with its standard BR blue and grey livery. Fitted with Gresley bogies it was built in 1936 as 24079, and was withdrawn in 1976. It is privately preserved in Northamptonshire. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 32

31/08/2023 11:23:58

There was still a wide range of sleeping services in the 1970s, not just to and from London, but also on various cross country routes. For the average trainspotter, they were difficult to see, as, by definition, they only came out at night! It took several late night expeditions for me to see as many as I did! Mark 1 SLC Sleeper Composite M2441 is seen at Carlisle on 8 April 1978. It is fitted with Commonwealth bogies. First class compartments had a single bed, while second class compartments contained two bunk beds. It was built in August 1961, withdrawn in October 1983, and scrapped by October 1986. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 33

31/08/2023 11:24:01

Mark 1 SLSTP Sleeper Second W2549 is at Old Oak Common on 18 December 1977. It was originally fitted with BR1 bogies, but they were later replaced with B5 bogies. Built as M2549 in May 1958, it transferred to the Western Region in June 1973, was withdrawn in October 1983, and was scrapped in January 1986. It is seen from the corridor side. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 34

31/08/2023 11:24:03

Mark 1 SLEP Sleeper Either Class E2800 is at Kings Cross on 22 April 1978. B5 bogies have replaced the original BR1 bogies. These carriages could be converted from First (one bed per compartment) to Third (with a folding top bed to allow two occupants), allowing the stock to be adjusted to meet nightly fluctuations in demand. Built as SLSTP E2562 in March 1958, it carried the North Eastern Region prefix (NE) from March 1965 until January 1968. In November 1970 it was rebuilt as a SLEP and renumbered E2800. It was withdrawn in May 1982 and scrapped in October 1985. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 35

31/08/2023 11:24:06

Here is another rare pre-nationalisation designed survivor. LMS design SLSTP Sleeper Second M614M is seen at Bedford Midland Road on 22 April 1978. It was built in 1952 and withdrawn in September 1976. It is seen here with its number painted over as it was converted to an S&T Dormitory Coach in May 1977, allocated the number KDB975571. It was withdrawn and scrapped in January 1986. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 36

31/08/2023 11:24:09

Although a large number of non-gangwayed hauled carriages were built by BR, by the 1970s the only remaining working was for peak hour trains over the widened lines from Moorgate through Kings Cross on local services. They remained on these services until the lines were electrified in 1976. Anyone who spent time trainspotting on Kings Cross station during the rush hour in the Seventies will remember these Class 31 hauled trains of all-blue stock disappearing down into a tunnel on the east side of Kings Cross, then powering back up the slope on the west side some time later. Most of these photographs were taken in 1976 and 1977 when they were stabled at Royston, after they had finished working, but before they were taken out of service. They were all fitted with BR1 bogies. Non-gangwayed Mark 1 CL Composite Lavatory E43003 is at Royston on 29 April 1977. Built in 1954, it was withdrawn in July 1977, and has since been preserved at the Keighley & Worth Valley Railway. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 37

31/08/2023 11:24:11

Non-gangwayed Mark 1 CL Composite Lavatory E43043 is at Royston on 19 March 1977. Built in 1955, it was withdrawn in December 1977, and is preserved at the Great Central Railway. This photo shows the other side of the carriage. Two toilets were provided in the centre of the carriage, one for First and one for Second, each connected to the relevant compartments by a side corridor. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 38

31/08/2023 11:24:13

Non-gangwayed Mark 1 BS Brake Second E43140 is at Royston on 6 November 1976. Built in 1955, it was withdrawn in November 1977. It was later preserved on the East Kent Railway, but has since been scrapped (body in March 2009 and underframe in April 2021). Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 39

31/08/2023 11:24:15

Non-gangwayed Mark 1 S Second E46156 is at Royston on 6 November 1976. Built as W46156 in 1954, it was withdrawn in December 1963, but then re-instated in July 1965 and transferred to the Eastern Region. Finally withdrawn in February 1977, it was scrapped in November 1977.Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 40

31/08/2023 11:24:17

Non-gangwayed Mark 1 SLO Open Second with Lavatory E48006 is seen at Royston on 29 April 1977. Fitted with BR1 bogies. It was built in 1955 and was withdrawn in November 1977. It was preserved on the Dartmouth Steam Railway, but was scrapped by 1990. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 41

31/08/2023 11:24:18

In 1960-1961 the Pullman Car company ordered 44 new Pullman carriages, built Metro-Cammell and based on the Mark 1 design, to modernise the East Coast Main Line Pullman services. In 1962, the Pullman company was integrated into British Railways. Mark 1 Pullman Kitchen First E317E was built in 1960, was fitted with Commonwealth bogies and named Raven. It was withdrawn in 1979 and preserved. It was numbered GSWR99967 in August 1990 and is still in service as “99967 Dining Car 1” in the ‘Belmond Royal Scotsman’ train. This photograph shows the ‘DAA East Coast Pullman Salute Railtour’ at Leeds City on 20 May 1978. Hauled by 55012 Crepello, the full rake comprised Pullman cars 317, 318, 319, 326 & 328, plus FO (exPullman) carriages 348, 349, 350, & 352 and BFK 14092. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 42

31/08/2023 11:24:19

Mark 1 Pullman Parlour First E326E is at Hull Botanic Gardens on 14 August 1977. Fitted with Commonwealth bogies, it was built in 1960, named Emerald. It was renumbered NRMY95402 in October 1979 and is still in service with the West Coast Railway Company with the same name. BR adopted a reverse grey-blue Pullman livery to distinguish its Pullman cars. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 43

31/08/2023 11:24:21

Mark 1 Pullman Parlour Second converted to FO First Open E348E is seen at Thornton Fields Carriage Sidings on 20 November 1977. Fitted with Commonwealth bogies, it was built in 1960, rebuilt as a First Open in September 1971 in standard blue-grey livery as seen here and withdrawn in 1981. It was returned to service numbered PULR99648 in 1983 then SLOA99348 in November 1984. It is still in service with the West Coast Railway Company as Topaz. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 44

31/08/2023 11:24:24

A new series of Mark 2 Pullman cars was ordered by BR in 1966 to work Pullman services on the newly electrified West Coast services to Manchester and Liverpool. Mark 2 PK Pullman First with Kitchen number M500 is at Wolverton Works on 26 June 1978. It is fitted with B5 bogies. It was built in April 1966, named Sir Richard Arkwright in October 1983, was withdrawn in March 1986, and scrapped in June 1990. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 45

31/08/2023 11:24:27

Mark 2 PC Pullman Parlour First M544 is seen at Wolverton Works on 19 March 1978. Fitted with B4 bogies, it was built in April 1966, was named Emmeline Pankhurst in March 1984, was withdrawn in March 1986 and was scrapped in December 1991.Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 46

31/08/2023 11:24:29

There was always a small number of special saloons on British Railways for the use of Senior Managers or other dignitaries. Here we see GWR design Special Saloon W9005W at GWS Didcot on 16 April 1978, where it has just arrived for preservation. Most saloons were numbered in departmental stock, but this was an exception. As such, it was listed in my coaching stock book in a small section entitled ‘Royal Train & Other Special Vehicles’. Built in February 1961 on the frame of BSK W5300W, it was withdrawn in 1974, and is now preserved by Hornby in Margate. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 47

31/08/2023 11:24:32

Post Office traffic was very important on BR. A number of Travelling Post Offices ran throughout the night where sorting took place en-route. Mark 1 POS Post Office Sorting Van E80326 is at Thornton Fields Carriage Sidings on 20 November 1977. It was fitted with B5 bogies, as you need a certain amount of stability while sorting mail on the move! Built as W80326 in December 1968, it transferred to the Eastern Region in January 1978 and then to the London Midland Region in July 1980. It was withdrawn in January 2004 and scrapped in January 2007. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 48

31/08/2023 11:24:34

Mark 1 POT Post Office Stowage Van W80424 is seen at Old Oak Common on 30 April 1978, fitted with B5 bogies. Built in November 1968, it was withdrawn in January 2004, and scrapped in September 2006. Note the red painted postal box on the side, where the public could post a letter right up until the departure of the train. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 49

31/08/2023 11:24:36

A few pre-nationalisation designed Post Office vehicles still survived in the Seventies. LMS design POS Post Office Sorting Van M30309 is seen condemned at Stonebridge Park Carriage Sidings on 26 February 1978. Built in 1958, it was withdrawn by 1977. Before the introduction of BR standard stock, all GPO vehicles carried an offset gangway. This allowed staff to pass between the GPO vehicles, while keeping them securely isolated from other coaches in a mixed train. Many sorting vehicles carried nets for the picking-up and droppingoff of mail bags at speed. The nets have been removed from M30309, but the indent on the side where they were carried can still be seen. Due to the offset corridors and net apparatus, all TPOs had to be turned at the end of each journey. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 50

31/08/2023 11:24:39

We now come to general non passenger carrying stock. Freight was the backbone of the railways in Britain, but everything travelled slowly. Where speed was of the essence, for example parcels and perishable items, stock was built to passenger standards with enhanced braking and running gear. In the 1970s there was still a large amount of pre-nationalisation stock in use. Stock from any of the companies could be seen anywhere in the country and often within the same train. Here is a typical parcels train leaving Liverpool Street on 9 March 1978. From left to right is BR GUV W86667, LMS BGZ six-wheeled Full Brake M32975, two BR CCTs, and a four wheeled SR CCT or PMV. M32975 was built in 1938, was withdrawn in 1978 and is preserved on the Bluebell Railway. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 51

31/08/2023 11:24:41

Over 1000 Mark 1 Full Brake vehicles (BG) were built by BR. Some were upgraded with new bogies and electric heating to work on 100 mph services with Mark 2 and Mark 3 stock, while others remained on more humble duties. Mark 1 BG Full Brake M80869 is at Thornton Fields Carriage Sidings on 25 December 1977, still with its original BR2 bogies. It was built in 1957, was withdrawn in October 1982 and was scrapped in 1983. Tops Code NAV. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 52

31/08/2023 11:24:44

Mark 1 BG Full Brake Newspaper Van M81161 is at St. Pancras on 9 May 1978. Fitted with BR2 bogies, it was built in March 1958. As a newspaper van it had the guard’s compartment removed, had no handbrake fitted, and was painted in all over blue livery. It transferred to the Eastern Region in November 1983 and was renumbered E84161 in January 1986. It was further renumbered to 95308 in September 1987 when it was fitted with Commonwealth bogies, was withdrawn in October 1993, and was scrapped in November 1993. Tops code NCV. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 53

31/08/2023 11:24:46

General Utility Vans were fitted with BR2 bogies and were built for general use. GUV General Utility Van W86755 is seen at Old Oak Common on 16 January 1977. Built in 1959, it transferred to the Western Region in April 1973. It was renumbered W93755 in April 1984 and went to the Eastern Region in June 1984. It became a Motorail Van and was renumbered 96135 in July 1987. It was withdrawn in December 1999 and preserved at Carnforth, but scrapped in March 2023. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 54

31/08/2023 11:24:49

A number of GUVs were converted to Newspaper Vans and were renumbered in the 85xxx number series. Mark 1 PVG Newspaper Van W85507 is seen at Old Oak Common on 30 April 1978. It was built as GUV W86572 in 1959, and from 1970 to October 1972 it ran with a converted Class 116 DMU on ‘RailAir’ parcels services. It was renumbered W85507 in October 1977 when it became a Newspaper Van. Renumbered again to W94007 in June 1983 it was withdrawn in June 1999 but reinstated in May 2000. Its final withdrawal came in July 2002 and it was scrapped in August. In this photograph it is designated ‘Newspaper packing van to work on Western Region only. Return to Old Oak Common.’ Tops Code NLX. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 55

31/08/2023 11:24:52

The LNER built a large number of four-wheeled fish vans to work fish trains from Scotland and East Coast ports to London. BR built many more to the same design. In the Seventies, many of them became redundant and a large number were converted to four-wheeled SPV Special Parcels Vans. A very clean M87799 is seen at Stonebridge Park Carriage Sidings on 26 February 1978. It was built as E87799 in 1960 and transferred to the London Midland Region in January 1973. It was later withdrawn in March 1981 and scrapped in September 1984. Tops Code NRV. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 56

31/08/2023 11:24:54

In the earliest days of the railways, rich people would often want to take their carriages with them when they travelled. At first they were provided with four wheeled flat wagons attached to the rear of the relevant passenger train. As time progressed they were developed into Covered Carriage Trucks; essentially a fourwheeled vehicle designed to carry cars or other wheeled vehicles. CCT Covered Carriage Truck E94660 is at Thornton Fields Carriage Sidings on 4 February 1978. The opening end doors, with a flap at the bottom to provide wheeled access, can be seen here. It was built in 1960, was withdrawn in January 1982 and was scrapped in March 1983. Tops Code NPV. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 57

31/08/2023 11:24:57

Newton Chambers built fourteen Two-tier Car Transporter Vans in 1960-61 to work on Anglo-Scottish Motorail services. They had a hydraulically controlled centre deck to allow smaller cars to be loaded on the lower level. A couple of these vehicles could be seen tucked away in various corners of Kings Cross on most of my visits in the Seventies. TCV E96287E is seen at Kings Cross on 22 December 1977 with E96292E and loco 31191. It was built in September 1961, withdrawn in October 1982 and scrapped soon after. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 58

31/08/2023 11:24:59

In addition to the Bullion Vans a number of BFB “Bogies for Bullion Containers” were built to allow secure containers to be transported. BFB 99502 is at Channelsea Carriage Sidings on 5 November 1978 with Bullion Van E99204. It was built in January 1971, later converted to freight stock and withdrawn in October 1985. It was scrapped in March 1986. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 59

31/08/2023 11:25:01

Exhibition trains were fairly common in the 1970s. A number of redundant carriages were retained for these and they were fitted out as required and repainted for each contract. Mark 1 Exhibition Van S99602 is at Cambridge on 2 July 1978 as part of the Post Office’s ‘Busby Special’. Built as W21145 in December 1955, it transferred to London Midland Region in November 1967. It was withdrawn in March 1971, and in November 1971 it was converted to Exhibition Van M99602. In May 1977 all the Exhibition Vans were transferred to the Southern Region, based at Salisbury. This rake contained S38741M, S99601, S99602, S99608, S99610, & S99620. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 60

31/08/2023 11:25:04

LMS Exhibition Van S38745 at Kensington Olympia on 7 March 1978 as a Philips Data Systems exhibition coach. It was originally built at Wolverton in 1939 as a Lot 1188, Diagram 1999, Vestibule Open Third (original number unknown). It became M38745M in 1965, it transferred to the Southern Region in May 1977, and was withdrawn in 1981. This train contained S38736M, S38745M, S99600, & S99608. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 61

31/08/2023 11:25:06

LNER design CCT Covered Carriage Truck E1314 is at Channelsea carriage sidings on 4 February 1978. It was built in May 1950, and was withdrawn in January 1978. The Channelsea sidings were located at Stratford in East London. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 62

31/08/2023 11:25:09

LNER BG Full Brake E70621 is seen condemned at York South Yard on 9 July 1978. It is fitted with Gresley bogies. Built in December 1945, it was built with an austere type of matchboard panelling, compared to the more ornate panelling on Gresley’s earlier Full Brakes. It was withdrawn in December 1977, and is preserved on the North Norfolk Railway. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 63

31/08/2023 11:25:11

LNER design BZ six-wheeled Brake E70665 is at Channelsea Carriage Sidings on 20 November 1977. Built in September 1950, it was withdrawn in January 1978. Full Brakes (corridor) were coded BG by BR, with six wheeled varieties coded BGZ, and four wheeled types BGY. If a full brake was built without a corridor (or had the corridor removed, which was common in the Seventies) then the codes were B, BZ, and BY respectively. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 64

31/08/2023 11:25:14

LNER BG stove fitted Full Brake E70741E with its ornate panelling is seen at Steamtown Carnforth on 8 October 1978, where it had arrived for preservation. It was fitted with Gresley bogies. It was built in May 1943 and then withdrawn in November 1977. It was preserved by VSOE Pullman but then scrapped in February 2000. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 65

31/08/2023 11:25:17

LMS BG Full Brake M31139 is seen at Bricklayers Arms on 11 March 1978. By this time its gangways had been removed making it a B. It was built in 1941. It was converted to a Refuse Disposal Van numbered TDB977040 in 1981, and was withdrawn in March 1991. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 66

31/08/2023 11:25:19

LMS BGZ six-wheeled ‘Stove R’ Full Brake M32978 seen at Canton on 1 July 1978. It was built in 1941, and was withdrawn in 1978 as the last of its class. By this time its gangways had been removed making it a BZ. It is preserved on the East Lancashire Railway at Bury. G H Taylor

LMS CCT Covered Carriage Truck M37077 at Old Oak Common on 13 February 1977. It was built in 1938. It was common for wooden nonpassenger stock to be patch repaired rather than receiving a full overhaul. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 67

31/08/2023 11:25:23

LMS GUV General Utility Van M37908 is seen condemned awaiting disposal at Whittlesey on 21 January 1978. It was built in 1937 and was withdrawn in 1977. It was taken to the Nene Valley Railway. The underframe was then used with the body of LNWR Dining Saloon 159 which is in service with the West Coast Railway Company. The remaining body was grounded, then scrapped by 1984.Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 68

31/08/2023 11:25:26

SR BY Four-wheeled Full Brake S11S is seen at Eastleigh on 3 December 1977. It was built in April 1941 and here it has just been withdrawn from service. It was fitted with a safe which could be accessed from either side; the door to this can be seen just to the right of the centre guard’s compartment. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 69

31/08/2023 11:25:27

The Southern Railway was the only one of the Big Four that insisted on making its non-passenger stock look like freight wagons with outside framing. Compare this photo with some of the other company designs in this book. SR design NPV Newspaper Van S279 is at Cambridge on 24 March 1979. It was built in 1952 and withdrawn in March 1981. Again note the patch painting on this vehicle. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 70

31/08/2023 11:25:30

It is hard to determine the livery of this SR B Full Brake S363 seen at the buffer stops at St. Pancras on 6 April 1978. I would just describe it as ‘grime’ livery! It was built in August 1938 and withdrawn in May 1986. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 71

31/08/2023 11:25:33

SR PMV Four-wheeled Parcels and Miscellaneous Van S1288 at Hitchin on 26 June 1978. It has recently been repainted in all over BR blue livery. Notice the ventilators on the lower body sides. This van has evenly spaced body planking. It was built in May 1939, and withdrawn in October 1981. Tops code NQV. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 72

31/08/2023 11:25:35

SR CCT Covered Carriage Truck S1425 at York on 22 April 1978. It is another nice blue example, but this time with plywood sides and alternative thick and thin planking on the doors. CCTs were similar to PMVs; the only noticeable difference being the end loading doors on a CCT. It was built in May 1936, and was withdrawn in December 1963. Tops code NOV. G H Taylor

SR design PMV Four-wheeled Parcels and Miscellaneous Van S1617 is at Old Oak Common on 16 January 1977. Built in 1950 at Ashford with a plywood body, it was withdrawn in May 1982. It was preserved at Havenstreet in the Isle of Wight, where its body has been grounded and its underframe reused under another vehicle body. Notice the patch painting on some of the door planks. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 73

31/08/2023 11:25:39

Another PMV, this time with alternate planking for the body sides. SR PMV Four-wheeled Parcels and Miscellaneous Van S1854 is at Portsmouth and Southsea on 11 February 1978. It is probably painted blue underneath this common-at-the-time ‘grime’ livery. Built in April 1940, it was withdrawn in December 1982 and converted to Stores Van 083469, where it survived until at least 1992. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 74

31/08/2023 11:25:41

SR designed General Utility Van S4600 at Cricklewood Carriage Sidings on 13 November 1977. It was built in 1949, and was withdrawn in 1980. It was converted to CC99014 in April 1980 to work in the Chipmans weedkilling train. It is preserved at Havenstreet in the Isle of Wight, where its underframe is earmarked for reuse under another vehicle body. Three of these vehicles were noted in my coaching stock book as ‘For the transport of elephants’! G H Taylor

GWR BG Full Brake W121 is at Whittlesey on 1 May 1978 where it is condemned awaiting disposal. It was built in May 1940, and was withdrawn in April 1978. As the gangway has been removed it is reclassified B. Trevor Davis

Hugh Longworth Pages 1-80 V3.indd 75

31/08/2023 11:25:45

This later Collett design of Full Brake was fitted with an elegant curved roof at each end. GWR design BG Full Brake W295 is at Old Oak Common. It was built in December 1949, and withdrawn in October 1977. It was preserved by the West Coast Railway Company but later scrapped (by November 2008). G H Taylor

Hugh Longworth Pages 1-80 V3.indd 76

31/08/2023 11:25:48

GWR design GUV General Utility Van W596 is at St. Pancras on 23 March 1978. It was built in March 1954, and withdrawn in June 1978. These were known by their GWR telegraphic code as ‘Monster’. Note the matchboard sides. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 77

31/08/2023 11:25:50

The GWR design of ‘Syphon G’ Gangwayed Milk Van, was designed with ventilation to carry milk churns. However they proved to be very versatile vans and many were converted for other uses. W1010 has been converted to an NPV Newspaper Van and is seen at Old Oak Common on 13 February 1977. Note that most of the side ventilators have been covered over. It was built in May 1951, then withdrawn in August 1980. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 78

31/08/2023 11:25:53

The last photo in this book is the ‘Great Northern Suburban’ train; the last locomotive hauled train on the Metropolitan Widened Lines from Kings Cross to Moorgate. I travelled on this train, organised by the RCTS, on 6 November 1976 and we covered the entire suburban network. The rear of the train is seen at Farringdon as we travelled toward Moorgate. 31183 hauled us on this stretch of the journey and 31249 was waiting at Moorgate to take us back. The rake consisted of E46159, E46119, E46108, E43145, E46140, & E46210. I was on E46159 which is at the other end of the train in this view. The following Monday the new electric service ran on the converted Northern City line from Finsbury Park to Moorgate. G H Taylor

Hugh Longworth Pages 1-80 V3.indd 79

31/08/2023 11:25:56

Front cover drawing -

Frontispiece drawing -

Rear cover - These carriages were built for the secure transit of money. They had no gangways and were fitted with a courier’s compartment. Mark 1 SLB Bullion Van W99203 is seen at Wolverton on 21 August 1977. It is fitted with B4 bogies. It was built as BSK S34994 in November 1956, and converted to Bullion Van W99203 in August 1966. It became an Internal User vehicle No. 083637 in April 1983, and then withdrawn in 1996. It still survives as a secure stores van owned by VSOE UK Pullman at Stewarts Lane. G H Taylor

Also available 80

Hugh Longworth Pages 1-80 V3.indd 80

31/08/2023 11:25:59

£17.50

Hugh Longworth Cover V2.indd 1

BR 1970s Coaching Stock Longworth

BR 1970s Coaching Stock

Hugh Longworth 08/08/2023 14:18:28