Great Western Railway Dean LE4MW Coaches

Following on from the experimental set of coaches designed specifically for the London Metropolitan areas in 1884, in 1887 Dean went on to build 2 trains of a new style, Lewis style LE4MW. They featured the same style of doors with a round tops and kept to the same 8' 6¾" width. However, the roof was changed to a 3 arc shape which had just been introduced on one lot of saloon coaches and a lot of brake thirds. Instead of the tall windows right up to the cornice, the compartment windows had a 4" tall eaves panel above, which became unique to the metropolitain coaches and a couple of transitional styles. They also had gas lighting which was still unusual at the time as most other coaches had oil lights.

Each 9 coach train was formed with a brake second, 2 second class coaches, 2 first class coaches, 3 third class coaches and a brake third. The first and second class coaches had 4 compartments whilst the third class coaches had 5 compartments. Both brake seconds and one of the brake thirds had 3 compartments and the other brake third had 4 passenger compartments. The coaches were all 26' long except the second class coaches which were 24' long. The designs were later given diagrams R4, S16, S18, T7, T8. The 4 compartment brake third did not receive a diagram. These trains initally ran on the Middle Circle service in London.

Just a couple of months after these trains were delivered 6 more trains for the Middle Circle service were ordered and were completed over the following year. Four trains were built with one second class coach and 2 had none excep tthe brake second! I think that there must have been surplus second class S4s around to make up the required number of second class coaches in these trains. The brake coaches differed from the previous designs. Both only had 3 compartments and both had the double doors in the middle of the guard's compartment with a pair of wood panels eitherside. When diagrams were issued 20+ years later the brake second coaches were given diagram T9, but the brake thirds shared T8 with the earlier coaches. The first class coaches were also different to the previous design and were given diagram R5. The differences could only be distinguished by using a tape measure. There was ⅛" difference in compartment width between the designs! Later in 1889 a futher 4 trains were built with one second class coach, bringing the total up to:

1 train formed T7 (2nd), S16 x2, R4 x2, S18 x3, Brake Third
1 train formed T7 (2nd), S16 x2, R4 x2, S18 x3, T8 (3rd)
2 trains formed T9 (2nd), R5 x2, S18 x3, T8 (3rd)
8 trains formed T9 (2nd), S16, R5 x2, S18 x3, T8 (3rd)
There then was a 4 year break in building Metropolitan coaches until 1893 when 12 S18s were built to supplement the Middle Circle trains. The difference this time was that they were fitted out for second class passengers. 1893 also saw the introduction of a new design of brake coach which later became diagram T17. Two were built, one as a third class coach and the other as a second class coach, both coaches were 2' longer at 28' long and both coaches featured 5' wide compartments which had up until now been the standard third class width. At the same time 4 first class coaches, 3 second class coaches and a third were built and formed as Main Line and City No.7 Train. This made a rather odd formation:
Main Line & City No.7 T17 (2nd), S18 (2nd) x 3, R5 x3, S18 (3rd), T17 (3rd)
however there is evidence to suggest that this set remained together until at least 1905 as they all recieved steam heating in December 1903 and Incandecent light fittings in June 1905. One of the seconds was converted to a third in December 1903 and appears to have remained in the set.

Also ordered at the same time in 1893 and outshopped in December 1893 were 6 trains for the Hammersmith and City line. These trains were formed of 4 new designs. The first class coaches were like the previous R4 and R5 designs, but 1' shorter; these became diagram R3. Similarly the second and third class coaches were like the S18 but 1' shorter; these became diagram S17. There was a new 28' long composite coach with 2 first class and 3 third class compartments which became diagram U6 and a new brake coach with 5 compartments, secord or third class, and a small guard's compartment. The brake third class coaches became diagram T60 and the second class were T59. These were 31' long and had 4'9 wide compartments. These trains really had high density seating!

Hammersmith & CityT59 (2nd), S17 (2nd) x2, R3, U6, S17 (3rd) x3, T60 (3rd)
A 7th Hammersmith and City train was ordered as an afterthought and was delivered in February 1894. Ordered at the same time was another train with the Middle Circle formation although its use is not recorded in the lot register.
Middle Circle train ?T9 (2nd), S18 (2nd) x2, R5 x2, S18 (3rd) x3, T8 (3rd)
It appears that this train stayed together until at least 1904 when 5 of the 9 coaches are recorded as Birmingham Local No.3. Any allocations for the other 4 coaches have been erased from the registers due to the numbers being reused.


T59 or T60 at the head of a Metro rake, the second carriage is a non Metro S4 which occasionally appeared in these sets. West Drayton, West London, ca1925 © HL Salmon

In 1895 another Middle Circle train was built, but this time it was formed with T17 and S18 so that it was the same formation as Main Line & City train No.7. Between 1895 and 1897 6 more Middle Circle trains were built, but they were formed with S17, T59, T60 and U6 so that they were the same as Hammersmith & City trains. In 1898 7 City Trains were built to the same formation. The final LE4MW coach built was 2695. It had suffered significant damage in an accident at Paddington and required a replacement body in 1898.

This is the total list of coaches built as they were in their as built formations:

1 trains T7 (2nd), S16 (2nd) x2, S18 (2nd), R4 x2, S18 x3, Brake thirdBuilt 1887
1 trains T7 (2nd), S16 (2nd) x2, S18 (2nd), R4 x2, S18 x3, T8 (3rd)Built 1887
2 trains T9 (2nd), S18 (2nd), R5 x2, S18 x3, T8 (3rd)Built 1889
8 trains T9 (2nd), S16 (2nd), S18 (2nd), R5 x2, S18 x3, T8 (3rd)Built 1889
1 train T17 (2nd), S18 (2nd) x 2, R5 x3, S18 (3rd) x2, T17 (3rd)Built 1893
1 trainT9 (2nd), S18 (2nd) x2, R5 x2, S18 (3rd) x3, T8 (3rd)Built 1894
1 train T17 (2nd), S18 (2nd) x 3, R5 x3, S18 (3rd), T17 (3rd)Built 1895
20 trainsT59 (2nd), S17 (2nd) x2, R3, U6, S17 (3rd) x3, T60 (3rd)Built 1893 to 1898

Total number of LE4MW Coaches built:
  R3R4R5S16S17S18T7T8T9Brake Third -
No diagram
T17T59T60U6Total
  2042812100612121114202020315

The Middle Circle services ended in 1905 when the GWR decided to stop the service. In 1906 the Hammersmith & City service was converted to electric. By 1910 there was only a requirement for 18 trains, which all operated the Main Line & City route from Reading and Windsor into the City of London:
5 trains T59 (ex2nd), S17 (ex2nd) x2, R5 x3, S17 (3rd) x3, T60 +2 spares
3 trains T59 (ex2nd), S17 (ex2nd) x2, R5 x3, S17 (3rd) x2, T60
8 trainsT59 (ex2nd), S17 (ex2nd), U6, R3, R3, U6, S17 (3rd) x3, T60 
In the above table I've assumed the most recent coaches were retained in London. I don't know which type of first class coaches were used in which formation. The remaining unrequired coaches, effectively the first 14 trains built minus their first class coaches, were dispersed around the GWR system.


T5 and S16 at the head of a Metro rake at Wood End, Warks, ca1924. R.Spratt collection

However, these were not the first of the Metro coaches to leave London. As early as 1896 the first sets were being replaced by the new higher capacity sets. In 1896 some of the coaches of the second set to be built were recorded as being part of Birmingham Local No.4 and in 1897 the first train was similarly recorded as being Birmingham Local No.1. As sets left London three things happened to them; the second class compartments were converted to third class, the sets were shortened - usually to 7 or 8 coaches, some of the brake coaches had the van area increased by converting the adjacent compartment and a couple of S18s were converted to brake thirds. Over the years there were numerous other conversions which mainly relate to changes of class, all of which are listed below.

One interesting conversion is that a set was converted to electric lighting in 1904. The coaches included T6 no.437, S18 nos.178 & 545, R4 no.171, S16 no.32 & 37, T8 no.2671. Most of which are probably in the photo below.


T6, S18, S16, R4, S16, S18, brake third. Stourbridge Junction, West Midlands, ca1924 © L&GRP 17559

In 1920 the remaining London sets started to be displaced by the arrival of new toplight sets. With the last Metro set ceasing to be needed by 1926.

Dimensions
LE4MW
Width over cornices 9' ¼
Width over body at waist 8' 6¾
Width over handles 9' 0⅛
Height to gutters 9' 11½
Height to top of roof 11' 2¼
Height over gas lights 12' 1⅞ - Original
11' 10¼ - Gas Incandecent

Note: After 1907 first class coaches had 8000 added to their numbers, composites had 6000 added to their numbers and seconds had 5000 added to their numbers.

Diagram Dimensions
Length x Width
Wheelbase
No. Built Numbers
Conversions Scrapping Dates
R3

4 compartment first

4 wheels

25' x 8'6
16'
6 built in 1893

1 built in 1894

4 built in 1896 in 2 batches

5 built in 1897 in 2 batches

2 built in 1898

2 built in 1899

118 to 123

117

9, 10

50, 51

52, 53

133, 138, 139

140, 141

142, 143


R Spratt collection


JN Slinn collection

8051, 8053, 8142 to Workmen's Third in 1932, 1933, 1932 respectively

118, 120, 122, 133, 140 to U1 all in 1907

8117 - 1931

8010, 8119, 8123, 8138, 8139, 8143 - 1932

8121 - 1933

8050, 8052 - 1934

8009, 8141 - 1938

R4

4 compartment first

4 wheels

26' x 8'6
17'
4 built 1887 170, 171, 173, 174


JN Slinn collection

173 and 174 to composites U2 in 1897. 8170 - 1932
8171 - 1933
R5

4 compartment first

4 wheels

26' x 8'6
17'
cf R4 minor differences in
compartment spacings
12 built in 1888

4 in 1889

4 in 1889

3 built in 1893

2 built in 1894

3 built in 1895

12, 25, 62, 63, 65, 68, 70-72, 129, 132, 137

124, 134, 259, 285

128, 270, 271, 278

28 - 30

115, 116

31 - 33


R Spratt collection


JN Slinn collection

136 (ex 285) to third Third in 1898

12, 25, 33, 62, 63, 65, 68, 70, 72, 115, 116, 127 (ex 278), 128, 129, 132, 134, 135 (ex 259), 137, 271 to composites U2 in 1896 - 1899, except 33 in 1907

8124, 8028 to 8030 to Workmen's Third in 1931 & 1933

8071 - 1932

8131 (ex 270) - 1933

8031, 8032 - 1936

S16

4 compartment second

later converted to third class


4 wheels

24' x 8'6"
15'
4 built in 1887

8 built in 1889 in 3 lots

Second class numbers:
9, 11, 32, 35

14 to 17

19, 21

36, 39


Final Third class numbers:
186, 198, 205, 269

270, 277, 278, 1455

193, 1449

197, 412


courtesy of John Lewis


JN Slinn collection

Renumbering

To composites

412 - 1931

193, 269, 278, 1449, 1455 - 1932

186, 197, 270 - 1933

198, 205 - 1935

S17

5 compartment second or third

4 wheels

25' x 8'6"
16'
Built as Second Class:

12 in 1893

2 in 1894

4 in 1896

4 in 1896

4 in 1897

6 in 1897/8

4 in 1898

4 in 1898

54 to 65

73, 74

85 to 88

93 to 96

97 to 100

106 to 111

112 to 115

120 to 123

Third Class Numbers


JN Slinn collection


R Spratt collection


JN Slinn collection

252 sent to R&SB in 1920 and renumbered 4156 when it returned in 1924

2759 was converted to Wireless Van no. 40572

2773 was converted to M&T Van no. 173

T3

T2

Dates
Built as Third Class:

18 in 1893

3 in 1894

6 in 1896

6 in 1896

6 in 1897

9 in 1897/8

6 in 1898

6 in 1898

2711 to 2728

2729 to 2731

2777 to 2782

2783 to 2788

2789 to 2794

303, 304, 311, 2795 to 2800

319, 321, 325, 327, 328, 333

340, 341, 343 to 345, 347

343 & 2787 sent to R&SB in 1920 and renumbered 4158 & 4198 when they returned in 1924

327, 340, 2712, 2719, 2723, 2724, 2791, 2792, 2798 to T4

2716, 2726, 2799, 2800 to T1

2789 - 1903

2725 - 1929

2720, 2731 - 1930

311, 2722 - 1931

344, 2714, 2727, 2782, 4158, 4198 - 1932

2711, 2785 - 1933

2717, 2788 - 1934

2715 - 1936

2713, 2729, 2730, 2784, 2786 - 1938

2721, 2781 - 1939

2797 - 1940

2790 - 1944

2718, 2777 - 1945

2793, 2794 - 1948

2728 - 1949

2796 - 1952

S18

5 compartment second or third

4 wheels

26' x 8'6"
16'
Built as Second Class:

3 in 1893

12 in 1894

2 in 1894

3 in 1895

41 to 43

45 to 53, 75 to 77

78, 79

82 to 84

Third Class Numbers


JN Slinn collection


© HMRS S90


JN Slinn collection

316 to 3 compt bk 3rd - T8

To workmans's: 79, 285, 459, 2749

To workman's with brake handle fitted in place of 1 seat: 285 - painted brown in 1934 & 1941

489 was sold to Tredegar iron & Coal Co. in 1925

Dates
Built as Third Class:

6 in 1887

18 in 1888

6 in 1889

6 in 1889

1 in 1893

3 in 1894

1 in 1895

210, 235, 445, 520, 710, 755

178, 295, 421, 536, 545, 787, 791, 792, 1049, 1271, 1313, 1321, 1327, 1334, 1348, 1365, 1669, 1670

426, 467, 909, 1033, 1196, 1197

25, 272, 391, 448, 797, 995

302

2732 to 2734

323

295, 791 to T5

710, 787, 792, 1049, 1334 to T8

Renumbering: 1669 to 2755, 1670 to 2756 - both in 1895

To workmens's: 323, 545, 797, 1033, 1348, 2734, 2756

To workman's with brake handle fitted in place of 1 seat: 2732

235 - 1901

1033 - 1930

25, 272, 391, 467, 995, 1196 - 1931

210, 421, 426, 520, 536, 909, 1197, 1271, 1321, 1327, 1348, 1365, 2732, 2734 - 1932

178, 323, 448, 2755, 2756 - 1933

755 - 1934

445, 545 - 1935

797, 2733 - 1936

302 - 1937

1313 - 1950

S19

5 compartment third (later conversion workmen's thirds

4 wheels

28' x 8'6"
19'
1 converted from U6 in 1902

6 converted from U6 in 1933 to 1938

339

693, 697, 717, 733, 734, 740, 745


© HMRS ABG223

U6 9998 was first converted to a camping coach and then used in departmental use

None 339 - 1929

697 - 1936

717, 745 - 1938

693 - 1939

733 - 1940

734 - 1943

740 - 1945

T1

2 compartment brake third

4 wheels

25' x 8'6"
16'
Converted from S17 2716, 2719, 2723, 2726, 2791, 2798, 2799, 2800

2723 - 1936

2716 - 1938

2719 - 1939

2719 - 1940

2799, 2800 - 1949

T2

2 compartment brake third

(originally built as all second class)

4 wheels

1662, 1668, 1669, 1670 1668 - 1932

1669, 1670 - 1935

T3

3 compartment brake third

(originally built as all second class)

4 wheels

25' x 8'6"
16'
Converted from S17 1667

T4

3 compartment brake third

4 wheels

327, 340, 2712, 2714, 2792 2712 - 1934

2724 - 1935

T5

2 compartment brake third

4 wheels

26' x 8'6"
17'
10 converted from T8 54, 155, 387, 399, 777, 1200, 2628, 2671, 2672 399, 1200 - 1931

54, 155, 777 - 1932

387, 2672 - 1933

2671 - 1937

2628 - 1938

1 converted from T8

2 converted from S18

777

276, 791

777 - 1932

295, 791 - 1935

T6

2 compartment brake third

4 wheels

26' x 8'6"
17'
1 converted from T7

7 converted from T9

All between 1896 and 1912

273

226, 229, 262, 276, 296, 437, 488


JN Slinn collection

Note that the drawing is based upon just the first built coach that was converted from T7 (no.273). All the others retained panels around the double doors like T9.


T6 No.427 (probably) fitted with electric lighting at Stourbridge Junction in 1924 © LGRP 17559

437 to brake workman's in early 1930s 276 - 1931

229, 262, 273 - 1932

226 - 1933

296 - 1936

437 - 1937

488 - 1938

T7

3 compartment brake second
later brake third

4 wheels

26' x 8'6"
17'
2 built in 1889 28, 31
JN Slinn collection
BS ==> BT

28 ==> 309 - 1897

31 converted to T6 in 1896

309 - 1936
lot 396c

4 compartment brake third

4 wheels

26' x 8'6"
17'
1 built in 1887 704
JN Slinn collection
704 converted to T8
T8

3 compartment brake third

4 wheels

26' x 8'6"
17'
6 built in 1888

2 built in 1889

2 built in 1889

1 built in 1894

54, 800, 1043, 1370, 1671, 1672

155, 1200

387, 399

2628


JN Slinn collection
1671/2 were renumbered to 2671/2 in 1895

54, 155, 387, 399, 1200, 2628, 2671, 2672 converted to T5

1043 - 1910

1370 - 1932

800 - 1934

1 built in 1887

6 converted from S18 around 1898

1 converted from lot 396c

777

316, 710, 787, 792, 1049, 1334

704


JN Slinn collection

Note I'm not convinced by the accuracy of this drawing as it shows that the van space has been converted from a compartment. The only coach built on lot 396 with 4 compartments was never allocated a diagram number, whilst the other brake coach built on this lot had 3 compartments and I suspect was not built with a psuedo door as shown, but with proper panels.
But I do believe that this drawing actually correct for all the T8s that were converted from S18.
The conversion is half way between a proper conversion and a bastard conversion in that the windows have been removed and replace with wooden panels, yet the door window and ventillator remain.

777 converted to T5

316 was noted as being painted brown in 9/1933

787 - 1930

792 - 1931

704, 710 - 1932

1334 - 1935

316, 1049 - 1937

T9

3 compartment brake second
later brake third

4 wheels

26' x 8'6"
17'
6 built in 1888

2 built in 1889

2 built in 1889

1 built in 1894

12, 24, 26, 27, 29, 38

30, 33

37, 40

80


JN Slinn collection


T9 probably in the Birmingham area, ca1905-10 © Lens of sutton 8905

BS ==> BT

12 ==> 457 - 1899
24 ==> 437 - 1898
26 ==> 226 - 1897
27 ==> 228 - 1898
29 ==> 286 - 1898
30 ==> 296 - 1898
33 ==> 262 - 1898
38 ==> 239 - 1897

37, 40, 80, 226, 262, 296, 437 converted to T6 between 1896 and 1912

286 to brake workman's in early 1930s

457 - 1932

286 - 1933

228 - 1937

239 - 1940

T15

3 compartment brake third

28' x 8'6"
19'
2 converted from T17 301, 322
Conversion from T17 to T15 involved expanding the
guards/luggage area by including the adjacent
compartment.  The door was locked shut, handles removed and windows barred.


courtesy of John Lewis
T16

3 compartment brake second

1 converted from T17 5081
Conversion from T17 to T16 involved expanding the
guards/luggage area by including the adjacent
compartment.  The door was locked shut, handles removed and windows barred.
Renumbered to 1672 in 1907 and allocated to the Bala And Blaineau Train1672 - 1940
T17

4 compartment brake second/third

28' x 8'6"
19'
Brake seconds

1 built in 1893

1 built in 1895

Brake thirds

1 built in 1893

1 built in 1895

44

81

301

322


JN Slinn collection


JN Slinn collection

301 & 322 to T15

81 to T16

352 (ex 5044) - 1916
T54

3 compartment brake third

31' x 8'6"
19'
1 converted from T59 312
Conversion involved expanding the guards area by including the two adjacent compartments.   The compartment doors were locked shut, handles removed and windows barred to make a luggage area.
T55

3 compartment brake third/second

with 48 seats
(presumably 18 seats in the luggage area?)

11 converted from T59 2nd class no.-> 3rd class no.
66 -> 794,
71 -> 1671,
102 -> 2611,
103 -> 892,
104 -> 924,
105 -> 2667

313, 2621, 2626, 2699, 2700

2699 converted to 179 Wagon Repairers & Examiners Cabin 2626 - 1932

2700 - 1933

1671 - 1934

794 - 1935

892, 2621 - 1938

2667 - 1939

2611 - 1940

T56

3 compartment brake third/second

with 3 seats in the guards luggage area

2 converted from T59 in 1906 116 -> 338, 2698 2698 - 1948
T57

4 compartment brake third

with 11 seats in the guards luggage area

11 converted from T59 317, 334, 337, 2622, 2624, 2625, 2627, 2693, 2694, 2695, 2696
Conversion involved expanding the guards area by including the adjacent compartment.   The compartment door was locked shut, handles removed and windows barred to make a luggage area.


JN Slinn collection

2622, 2696 - 1932

2624, 2625, 2695 - 1936

2627, 2694 - 1937

2693 - 1938

T58

4 compartment brake third/second

with 8 seats in the guards luggage area

4 converted from T59 115, 253, 628, 694
T59

5 compartment brake third

6 built in 1893

1 built in 1894

4 built in 1896 in 2 batches

2 built in 1897

7 built in 1898 in 3 batches

2621 to 2626

2627

2693, 2694

2695, 2596

2697, 2698

313, 2699, 2700

312, 317

334, 337


Right hand side


Left hand side


JN Slinn collection

The chassis of 2695 was given a new body in 1898 after an accident at Paddington

312 to 3 compartment brake third T54

66, 71, 102, 103, 104, 105, 313, 2621, 2626, 2699, 2700 to 3 compartment brake third T55

116, 2698 to 3 compartment brake third T56

317, 334, 337, 2622, 2624, 2625, 2627, 2693, 2694, 2695, 2696 to 4 compartment brake third T57

115, 253, 628, 694 to 4 compartment brake third T58

69, 70, 72, 89 to 92 to 5 compartment brake third T60

2697 - 1903

2623 - 1932

T59

5 compartment brake second

later converted to third class

6 built in 1893

1 built in 1894

4 built in 1896 in 2 batches

2 built in 1897

7 built in 1898 in 3 batches

66 to 71

72

89, 90

91, 92

101, 102

103 to 105

116, 117

118, 119

Third Class Numbers

T60

5 compartment brake third

with 8 extra seats in the guards luggage area

7 converted from T59 between 1901 & 1912 69 -> 364,
70 -> 365,
72 -> 366,
89 -> 367,
90 -> 369,
91 - 423,
92 -> 373
366 converted to Tool Van 43968 364, 365 - 1932

423 - 1934

ex R3 &
ex U1

no diagram number

4 compartment workmen's third

25' x 8'6
16'
3 converted from R3
in 1932 & 1933

3 converted from U1
in 1932, 1933 & 1936

688, 698, 702, 707, 714, 718
R Spratt collection

707 converted in 1940 to Pilot Van 74 and used in the Lydney breakdown train - see adjacent photograph 714 - 1935

718 - 1936

698, 702 - 1938

688 - 1949

ex R5

no diagram number

4 compartment third

26' x 8'6
17'
1 converted from R5 in 1898 2354 U2 in 1898
ex R5 &
ex U2

no diagram number

4 compartment workmen's third

26' x 8'6
17'
4 converted from R5

4 converted from U2

600, 607, 620, 662, 687, 709, 710, 712 None 600 - 1931

620 - 1932

709, 710, 712 - 1933

607, 662 - 1934

687 - 1936

U1 25' x 8'6
16'
5 converted from R3 110 to 112, 114, 116
R Spratt collection

Compartments 3rd, 1st, 1st, 3rd


JN Slinn collection

6112, 6113, 6116 to Workmen's Third in 1933(x2) and 1936 respectively 6110 - 1932

6111 - 1935

U2 26' x 8'6
17'
2 converted from R4 in 1897

18 converted from R5 between 1896 and 1899

1 converted from Third in 1889

6, 7

1, 10, 53, 57, 133, 139 to 142, 169, 173, 189, 195, 291, 303, 305, 309, 312, 313

143


JN Slinn collection

6001, 6057, 6141, 6133 to Workmen's Third in 1930 to 1932 6142 - 1930

6303, 6313 - 1931

6140, 6143,
6169, 6173, 6312 - 1932

6007, 6010, 6053 - 1934

6006, 6305, 6309 - 1935

6291 - 1936

6139, 6189, 6195 - 1938

U6

5 compartment composite

Built with 2x 1st and 3x 3rd compartments

4 wheels

28' x 8'6"
19'
6 built in 1893

1 built in 1894

4 built in 1896 in 2 batches

5 built in 1897 in 2 batches

4 built in 1898 in 2 batches

1811 to 1816

1817

1878, 1879

1882, 1883

1884, 1885

1886 to 1888

1889, 1890

1891, 1892


© R Holmes R0158

7885 was first converted to a camping coach 9998 and then used in departmental use


JN Slinn collection

1812 to S19 in 1902

7878, 7879, 7882, 7883, 7886, 7887, 7889 to Workmen's Thirds in 1932 to 1937

7885 to Camping Coach 9998 in 1931

7891 - 1931

7815, 7884, 7888, 7892 - 1932

7816 - 1933

7890 - 1934

7811, 7814 - 1936

7813, 7817 - 1937

ex S16

4 compartment composite


4 wheels

24' x 8'6"
15'
2 converted briefly from S16 in 1910 6197 & 6224

2x 2nd class compartments & 2x 3rd class compartments

S16 None

Under Construction.  This project is definitely work in progress. My research is on-going and I am slowly putting everything I have researched about 4 & 6 wheel coaches on these webpages. If you would like to receive an email when I update these pages please contact me in the Carriage Shed.

© 2015 - Richard Spratt - all rights reserved
GWR Coaches -- www.GWRCoaches.org.uk -- Richard Spratt