Pullman Carriages
Sleeping carriage
The sleeping car or sleeper (often wagon-lit) is a railway passenger car that can accommodate all its passengers in beds of one kind or another, primarily for the purpose of making nighttime travel more restful. The first such cars saw sporadic use on American railroads in the 1830s; they could be configured for coach seating during the day. Some of the more luxurious types have private rooms (fully and solidly enclosed rooms that are not shared with strangers).
​
History
The first American sleeping car, the "Chambersburg" started service on the CVRR in 1839.
The Cumberland Valley Railroad pioneered sleeping car service in the spring of 1839, with a car named "Chambersburg", between Chambersburg and Harrisburg, Pennsylvania. A couple of years later a second car, the "Carlisle", was introduced into service.[1][2]
In 1857, the Wason Manufacturing Company of Springfield, Massachusetts – one of the United States' first makers of railway passenger coach equipment – produced America's first specifically designed sleeping car.[3][4]
The man who ultimately made the sleeping car business profitable in the United States was George Pullman, who began by building a luxurious sleeping car (named Pioneer) in 1865. The Pullman Company, founded as the Pullman Palace Car Company in 1867, owned and operated most sleeping cars in the United States until the mid-20th century, attaching them to passenger trains run by the various railroads; there were also some sleeping cars that were operated by Pullman but owned by the railroad running a given train. During the peak years of American passenger railroading, several all-Pullman trains existed, including the 20th Century Limited on the New York Central Railroad, the Broadway Limited on the Pennsylvania Railroad, the Panama Limited on the Illinois Central Railroad, and the Super Chief on the Atchison, Topeka and Santa Fe Railway.
Interior of a Pullman car on the Chicago and Alton Railroad, c. 1900. In this photo the car is configured for daytime operation.
Pullman cars were normally a dark "Pullman green", although some were painted in the host railroad's colors. The cars carried individual names, but usually did not carry visible numbers. In the 1920s, the Pullman Company went through a series of restructuring steps, which in the end resulted in a parent company, Pullman Incorporated, controlling the Pullman Company (which owned and operated sleeping cars) and the Pullman-Standard Car Manufacturing Company. Due to an antitrust verdict in 1947, a consortium of railroads bought the Pullman Company from Pullman Incorporated, and subsequently railroads owned and operated Pullman-made sleeping cars themselves. Pullman-Standard continued manufacturing sleeping cars and other passenger and freight railroad cars unt
Pullman 1913 "Topaz"
Sleeping Carriage
Pullman Video
Pullman No.64
Pullman/Orient Express Video
Cultural impact of Pullman porters
​
​
​
Further information: Pullman porter
Pullman porter making an upper berth aboard the B&O Capitol Limited bound for Chicago
One unanticipated consequence of the rise of Pullman cars in the US in the 19th and early 20th centuries was their effect on civil rights and African-American culture. Each Pullman car was staffed by a uniformed porter. The majority of Pullman Porters were African Americans. While still a menial job in many respects, Pullman offered better pay and security than most jobs open to African Americans at the time, in addition to a chance for travel, and it was a well regarded job in the African-American community of the time. The pullman attendants, regardless of their true name, were traditionally referred to as "George" by the travelers, the name of the company's founder, George Pullman. The Pullman company was the largest employer of African Americans in the United States. [5] Subsequently, railway porters fought for political recognition and were eventually unionized. Their union, the Brotherhood of Sleeping Car Porters, became an important source of strength for the burgeoning Civil Rights Movement in the early 20th century, notably under the leadership of A. Philip Randolph. Because they moved about the country, Pullman porters also became an important means of communication for news and cultural information of all kinds. The African-American newspaper, the Chicago Defender, gained a national circulation in this way. Porters also used to re-sell phonograph records bought in the great metropolitan centres, greatly adding to the distribution of jazz and blues and the popularity of the artists.[6]
Pullman's first Sleeper 1865
Open-section accommodation
In 1964, aging open-section Pullman cars waited in Portland, Oregon, available for "emergencies".
From the 19th to the mid-20th century, the most common type of sleeping car accommodation on North American trains was the "open section". Open-section accommodations consist of pairs of seats, one seat facing forward and the other backward, situated on either side of a center aisle. The seat pairs can be converted into the combination of an upper and a lower "berth", each berth consisting of a bed screened from the aisle by a curtain. A famous example of open sections can be seen in the movie Some Like It Hot (1959).
NH RR's 1942 World War II advertisement "The Kid in Upper 4." This ad depicts an open section of a sleeping car.
As the 20th century progressed, an increasing variety of private rooms was offered. Most of these rooms provided significantly more space than open-section accommodations could offer. Some of them, such as the rooms of the misleadingly named "Slumbercoach" cars manufactured by the Budd Company and first put into service in 1956, were triumphs of miniaturization.[
Night trains today
Sleeper cars are still popular in the Indian sub-continent, where trains are the major mode of transport. Although reduced in prevalence in recent decades in the Western world, sleeping cars retain a powerful ability to provide travel that is both reasonably comfortable and potentially time-saving, especially between points that are between 800 km (500 mi) and 1,600 km (1,000 mi) apart, distances one can travel overnight, perhaps with dinner at the beginning of the journey and breakfast at the end. This offers efficiency in passing the time and distance by allowing travelers to do things that might be done in a hotel room during the same hours. The obvious advantage over day trains (even high-speed ones) is that the ride takes up less daytime.
A sleeping car is, in essence, a moving house of lodging. A night in transit can replace a hotel stay at the destination. Even where sleepers are more expensive than high-speed day trains or other modes of transport, the extra cost may be less than that of a night at a hotel.
Despite its recent overall decline in popularity, the overnight train still offers an enjoyable means of transportation for many.Many overnight trains arrive at their destination cities in the morning, which advantage is especially pronounced in major cities of China, where hard sleeper prices are very competitive, or in Russia and the Ukraine, where sleeper prices are reasonable and the train compartments can be quite comfortable.
An interesting practice in sleeping car operation, one that is not currently employed in North America, is the use of "set-out" sleepers. Sleeping cars are picked up and/or dropped off at intermediate cities along a train's route so that what would otherwise be partial-night journeys can become (in effect) full-night journeys, with passengers allowed to occupy their sleeping accommodations from mid-evening to at least the early morning. Common practice on such occasions is to close the passages between sleeper cars for the night to prevent accidental wrong destinations.
Asia
China
A double-deck passenger sleeping car of China in April 2006
China's railways operate an extensive network of sleeper trains throughout the country, covering all provincial capitals and many major cities. With track upgrades, service speeds have increased; since 21 December 2008, a high-speed CRH2E sleeper train service even runs between Beijing and Shanghai.[citation needed] Upper and lower berths have different prices;[7] in 2008, the difference was between 730 yuan for the lower berth and 655 for the upper berth.[citation needed]
The Chinese "hard" sleeping car in use today is very basic, consisting of fixed bunk beds, which can be converted into seats in peak season, especially during Chinese New Year. The middle level bunk bed will be folded and top level bunk bed will still be sold as sleeper, while the lower bed will be occupied by three passengers. Chinese trains also offer "soft" or deluxe sleeping cars with four or two beds per room.
India
Further information: Indian Railways coaching stock
Non-airconditioned sleeper car coaches at Visakhapatnam Railway Station
A major portion of passenger cars in India are sleeper/couchette cars. With railways as the primary mode of passenger transport, sleeper cars vary from economical to First Class AC (air conditioned). Most Indian trains (all operated by the state-run Indian Railways) come in combinations of first class A/C and non-A/C private sleeper cars with doors, and A/C and non-A/C 3-tier or 2-tier couchette arrangements.
Japan
JR East Cassiopeia sleeper car service from Tokyo to Sapporo with 180 degree views
Further information: Blue Train (Japan)
Japan once had many sleeping car trains, but most have been abolished because of the development of air and high-speed rail. As of May 2016, sleeper car trains of regular service in Japan are as follows.
Malaysia
Keretapi Tanah Melayu, the Malaysian national railway company, offers sleeping car service on several of its long-distance trips. Sometimes the same trip can be made either during the day in a normal carriage or at night on a sleeper. The Kuala Lumpur to Hat Yai train has sleeping cars, since the journey takes 14 hours.
Australia
Overnight trains in Australia, which usually run between state capital cities, have changed over the last 20 years or so, probably as the result of competition by cheaper air fares between those same cities. They have mostly either been replaced by day trains (such as The Overland between Adelaide and Melbourne) – sometimes medium-speed day trains (such as the XPT between Melbourne and Sydney) – or else they have remained, but been refurbished with the intention of attracting tourists for whom the train trip is itself an attraction, instead of being a functional means of transport (such as The Ghan, running between Adelaide and Darwin, and the Indian Pacific, running between Sydney and Perth). In these cases, the facilities provided are often upgraded, so that the train becomes almost like a hotel in some ways, and the fares in such cases can be very expensive.[8] This has happened at approximately the same time as management of the trains has been transferred from government railways to private companies. Relatively inexpensive sleeper services have been retained between Melbourne and Sydney, Sydney and Brisbane and Brisbane and Charleville, Cairns and Longreach.
Other countries in Asia
-
Turkey
-
Russia
-
Iran
-
Pakistan
-
Thailand
Europe
Trenhotel Alhambra between Barcelona and Granada
In Europe, the Compagnie Internationale des Wagons-Lits (French for "International Sleeping Car Company") first focused on sleeping cars, but later operated whole trains, including the Simplon-Orient Express, Nord Express, Train Bleu, Golden Arrow, and the Transsiberien (on the Trans-Siberian railway). Today it once again specializes in sleeping cars, along with onboard railroad catering.
In modern Europe, a substantial number of sleeping car services continue to operate, though they face strong competition from high-speed day trains and budget airlines. In some cases, trains are split and recombined in the dead of night, making it possible to offer several connections with a relatively small number of trains. Generally, the trains consist of sleeping cars with private compartments, couchette cars, and sometimes cars with normal seating.
An example of a more basic type of sleeping car is the European couchette car, which is divided into compartments for four or six people, with bench-configuration seating during the day and "privacyless" double- or triple-level bunk-beds at night.
Germany
A CityNightLine double-decker sleeping car
Deutsche Bahn's modern City Night Line services serve the majority of countries in Western and Central Europe, including Germany, the Netherlands, Austria, Denmark, Italy, and the Czech Republic. The services usually leave at around 20:00 hours and arrive at around 09:00 hours at the destination.
Italy
In Italy, Ferrovie dello Stato operates an extensive network of trains with sleeping cars, especially between the main cities in Northern Italy and the South, including Sicily using train ferry.
Spain
In Spain, Trenhotel is a long distance, high-quality overnight train service which uses Talgo tilting trains technology and sleeping cars developed by the Spanish rail network operator Renfe. It is operated by Renfe when it operates within Spain and Portugal, and by its subsidiary Elipsos (a joint venture between Renfe and French SNCF with a 50% share each) when operating in France, Switzerland and Italy. The Estrella (Star) is a low cost night train between Madrid and Barcelona served by berth carriages, with compartments for up to 6 persons.
1st class two berth sleeper Kiev to Moscow
CIS Countries
In Russia, Bealurus, Ukraine, the national rail services operate a large number of night trains with private compartments containing seats convertible into sleeping berths. These night trains are a prime method of travel, with ticket prices quite reasonable by Western standards, and with the distances between the capitals of Moscow and Kiev and many outlying cities being ideal for overnight trips that depart in late evening and arrive at their destinations in the morning. Sleeping cars are the only reasonable solution for railway trips lasting several days (e.g., direct trains from Moscow to Siberian cities).
United Kingdom
A Caledonian Sleeper double berth in the UK
In the United Kingdom, a network of trains with sleeping cars operates daily between London and Scotland (Caledonian Sleeper), and between London and the West Country as far as Cornwall (Night Riviera). Using rolling stock designed and formerly operated by British Rail, these services offer a choice of single- or double-occupancy bedrooms. These services operate all week, except Saturdays and usually depart London (Euston and Paddington) in the evening, arriving at their destinations at approx 08:00.
France
Another of the more substantial examples of current European sleeping car service is the Train Bleu, an all-sleeping-car train. The train leaves Paris from the Gare d'Austerlitz in mid evening and arrives in Nice about 8 in the morning, providing both first-class rooms and couchette accommodations. The train's principal popularity is with older travelers; it has not won the same degree of popularity with younger travelers. Recently, the upper class coaches (wagons lits) have been sold to foreign railroad companies, so that only couchette cars (1st and 2nd class) as well as seating coaches remain. The Train Bleu is part of the French night service network called Intercités de nuit.
Poland
Sleeping trains in Poland are run by Intercity company.
Other countries in Europe with Sleeping car services
-
Norway
-
Sweden
-
Finland
-
Serbia
-
Austria
-
Romania
-
Bulgaria
North America
Canada
In Canada, all regularly scheduled sleeping car services are operated by Via Rail, using a mixture of relatively new cars and refurbished mid-century ones; the latter cars include both private rooms and "open section" accommodations.
USA
In the United States, all regularly scheduled sleeping car services are operated by Amtrak. Amtrak offers sleeping cars on most of its overnight trains, using modern cars of the private-room type exclusively.
Today, Amtrak operates two main types of sleeping car: the bi-level Superliner sleeping cars, built from the late 1970s to the mid-1990s, and the single-level Viewliner sleeping cars, built in the mid-1990s. In the most common Superliner sleeping car configuration, the upper level is divided into two halves, one half containing "Bedrooms" (formerly "Deluxe Bedrooms") for one, two, or three travelers, each Bedroom containing an enclosed toilet-and-shower facility; and the other half containing "Roomettes" (formerly "Economy Bedrooms" or "Standard Bedrooms") for one or two travelers; plus a beverage area and a toilet. The lower level contains more Roomettes; a Family Bedroom for as many as two adults and two children; and an "Accessible Bedroom" (formerly "Special Bedroom") for a wheelchair-using traveler and a companion; plus toilets and a shower.
The Viewliner cars contain an Accessible Bedroom (formerly "Special Bedroom") for a wheelchair-using traveler and a companion, with an enclosed toilet-and-shower facility; two Bedrooms (formerly "Deluxe Bedrooms") for one, two, or three travelers, each Bedroom containing an enclosed toilet-and-shower facility; "Roomettes" (formerly "Economy Bedrooms", "Standard Bedrooms", or "Compartments") for one or two travelers, each Roomette containing its own unenclosed toilet and washing facilities; and a shower room at the end of the car.
South America
Countries in South America having trains with sleeper cars
-
Argentina
Africa
Countries in Africa having trains with sleeper cars
-
Egypt
-
Sudan
-
Kenya
-
Tanzania
-
South Africa
-
Namibia
-
Democratic Republic of Congo
-
Congo
-
Cote d'Ivore / Burkina Faso
-
Mauritania
-
Morocco
-
Algieria
See also
AUDREY
First class kitchen car, 20 seats, built 1932 by Metropolitan Cammell Carriage and Wagon Co. Ltd. for the Brighton Belles. Damaged 1940 by air raid at Victoria Station, repaired and rejoined Brighton Belle in 1947. Carried the Queen, the Queen Mother and the Duke of Edinburgh to review the fleet in 1953. Transported the Queen on her visit to the university of Sussex, 1964. Acquired from DS Lowther 1980. Decoration: marquetry landscape panels and Art Deco strip lights.
CYGNUS
First class parlour car, 26 seats, construction commenced in 1938 but completion deferred until 1951 due to war. Builders were Birmingham Railway Carriage and Wagon Co.
Used in the special Festival of Britain rake in 1951; reserved for use by royalty and visiting heads of state; made last journey of Golden Arrow 1972. Acquired from North Yorkshire Moors Railway, 1977. Decoration: Australian walnut panels, mirrors and old prints.
​
GWEN
​
First class kitchen car, 20 seats, built
1932 by Metropolitan Cammell Carriage and Wagon Co. Ltd for the Brighton Belle. In 1948 was used, with sister car Mona, to convey Queen Elizabeth (later the Queen Mother) to Brighton. Brighton Belle service withdrawn in 1972. Preserved as a restaurant at The Horseless Carriage, Chingford, Essex, and later at the Colne Valley Railway, Castle Hedingham, Essex. Acquired by VSOE In 1988 and joined British Pullman Train in 1999. Decoration: Pearwood shell motif on English Walnut.
​
​
IBIS
First class kitchen car, 20 seats, built 1925 by Birmingham Railway Carriage & Wagon Co. Sold to La Compagnie Internationale des Wagon-Lits et des Grands Express Europeen for service in Italy. Purchused by the Pullman Car Company Ltd. in 1928 and returned to Britain for Golden Arrow service. Entered Cunard boat train service between Victoria and Southampton, 1952. Retired 1968. Acquired from the Birmingham Railway Museum, 1981. Decoration: Greek dancing girls marquetry.
IONE
First class kitchen car, 20 seats, built 1928 by Metropolitan Cammell Carriage and Wagon Co. Ltd. for the Queen of Scots Pullman. Ocean Liner services to Plymouth or Southampton and Bournemouth Belle 1929-39. Queen of Scots 1948-54 and 1960-64. Goldern Arrow, Yorkshire and South Wales Pullman 1954-60. On the high speed Talisman route (880 miles (1,416km) per day) 1964-68. Retired 1968. Acquired from the Birmingham Railway Museum, 1981. Decoration: burr wood panels and Victorian frieze.
LUCILLE
First class parlour car, 24 seats, built 1928 by Metropolitan Cammell Carriage and Wagon Co. Ld for the Queen of Scots Pullman of the London and North Eastern Railway. Transferred to Southern Region in 1963 and ran in Bournemouth Belle 1963-67. Preserved by Mr E Lewis-Evans at the South Eastern Steam Centre, Ashford 1968-84.
Acquired in 1985. Decoration: Grecian um design on green dyed holly wood.
MINERVA
First class parlour car, 26 seats, built 1927 by Midland Railway Carriage and WagonCo. Ltd. Devon Belle 1947-51. Used in the special Festival of Britain rake 1951. Golden Arrow 1951-61. Acquired from Lytham Creek Railway Museum 1981. Decoration: Edwardian-type marquetry.
PERSEUS
First class parlour car, 26 seats, construction commenced 1938 but completion deferred until 1951 due to war. Builders were Birmingham Railway Carriage and Wagon Co.
Used in the special Festival of Britain rake State; use in Winston Chuchill's funeral train 1965; made last journey of Golden Arrow 1972. Acquired from North Yorkshire Moors Railways, 1977. Decoration: ash panels and old prints.
PHOENIX
First class parlour car, 26 seats, built 1927 by Metropolitan Cammell Carriage and Wagon Co. Ltd, named Rainbow. Burned Micheldever, England 1936. Rebuilt 1952 by Preston Parks Works, Brighton, and appropriately renamed Phoenix. Favourite carriage of the Queen Mother : Used by General de Gaulle and visiting heads of state; made last journey of Golden Arrow 1972. Became stationary restaurant in Lyon, France 1973. Acquired 1980. Decoration: oval frames of marquetry flowers on American cherrywood.
​
VERA
First class kitchen car, 20 seats, built 1932 by Metropolitan Cammell Carriage and Wagon Co. Ltd for the Brighton Belle. Always paired with Audrey as a two car unit. Directly hit in an air raid at Victoria station in 1940. Roof extensively repaired, rejoined Brighton Belle in 1947. Used by royalty to review the Fleet in 1953 and for Prince Charles's and Princess Anne's first trip on an electric train in 1954. Brighton Belle service withdrawn in 1972. Preserved as a garden house in Suffolk. Acquired in 1985 and joined the British Pullman train in 1990. Decoration: marquetry antelope leaping between palm trees.
ZENA
First class parlour car, 24 seats, built 1928 by Metropolitan Cammell Carriage and Wagon Co. Ltd. Bournemouth Belle 1929-46. Queen of Scots and Yorkshire Pullman 1946-55. Golden Arrow 1955-60. Queen of Scots 1960-61. Tees-Tyne Pullman 1961-65. Used in film Agatha about Agatha Christie, 1976. Acquired from T Robinson 1979. Decoration: Art Deco marquetry.
The Pullman Car Co. Ltd. (formerly Pullman Co. Ltd.) was an independent company until Nationalisation in 1963, although latterly B.T.C. held a controlling interest. After 1915 each Pullman car received a schedule number, distinct from the running (car) number (First Class cars, and non-supplement dining cars in Scotland were named). Only rarely except in the case of 1960-built series (Second Class cars 332-53 of schedules 311-54) did the schedule and car numbers coincide.
Contemporary records were destroyed by a wartime bomb in 1940, and hence some details have been lost. This compilation, showing those cars allocated schedule numbers after 1915, is based mainly on the publications of the late B Haresnape and R Kidner. In these lists, ‘in service’ refers to the time in Pullman Car Co (later BTC) stock. Temporary retitling of cars is omitted. Later renamings are generally not listed separately. The car types are distinguished with successive modifications (in brackets) as follows:
Bar: Bar Car
BP: Parlour Car with luggage area including a guard’s seat
D: Non-supplement dining car in Scotland
GP: Parlour Car with guard’s vestibule (SR)
K: Parlour Car with kitchen
MBP: Brake Parlour with driving compartment
OBS: Observation Parlour Car
P: Parlour Car
RC: Restaurant Car/Buffet Car
6: six-wheeled bogies
Other notes: R: rebuilt,
‘CR to LMS’: used on the Caledonian Railway and then the LMS, absorbed into LMS stock in 1933
HCT: ‘Hastings Car Train’ cars
NB: Narrow-bodied stock for Tonbridge-Hastings line
RBP: stand-by replacement car for Blue Pullman set
‘SR 6-car unit’: SR electric 6-Cit and 6-Pul sets
‘to LNER stock’: used on the LNER then purchased by that company
Where appropriate, if no B.R. region is shown in the notes on usage, it is probable in most cases that the car in question remained in use in the pre-nationalisation railway district.
CAR NUMBER / NAME
In service
Notes
SCHEDULE
NUMBER
1 (K)
1915(R)-32
LBSCR, SR, formerly Jupiter (1875)
72
1
see Emerald
2 (K)
1915(R)-32
LBSCR, SR, formerly Adonis (P:1877: MR),
later Victoria (II) 1881 (LBSCR)
73
3 (K)
1915(R)-32
LBSCR, SR, formerly Alexandra (II) (1877)
74
3 (K)
see Car No 18
4 (K)
1915(R)-32
LBSCR, SR, formerly Albert Edward (1877),
75
5 (K6)
1917-60
LBSCR, SR, later Trianon Bar (1946),
Buffet Car No 5 (1951)
68
6 (K6)
1917-62
LBSCR, SR
69
7 (K6)
1917-55
LBSCR, SR
70
8 (K6)
1917-62
LBSCR, SR
71
9 (K)
1920(R)-32
LBSCR, formerly The Queen
76
10 (K)
1922-32
see Her Majesty
77
11 (K,Bar,BP)
1921-60
LBSCR, SR
111
12 (K)
1921-43
LBSCR, SR
112
13 (K,Bar,(R)OBS)
1921-(47R)-58
LBSCR, SR, sold to BR
113
14 (K,Bar,(R)OBS)
1921-(47R)-58
LBSCR, SR, sold to BR
114
15 (K,Bar,BP)
1921-60
LBSCR, SR
115
16 (K,Bar,BP)
1921-60
LBSCR, SR
116
17 (K)
1915(R)-32
LBSCR, formerly Duchess of York
17
17
see Car No 50
18
see Prince Regent
18 (K)
1922(R)-60
SR and elsewhere, later Car No 3 (1925),
then Car No 30 (1927)
127
19 (K)
1915(R)-32
LBSCR, SR, formerly Princess of Wales
16
19
see Car No 51
20 (K)
1922(R)-43
LBSCR, SR
128
21 (K)
1922(R)-43
LBSCR, SR & elsewhere
129
22 (P)
1922(R)-38
LBSCR, SR
130
23 (K)
1922(R)-38
LBSCR, SR
131
24 (P)
1922(R)-38
LBSCR, SR
139
25, 26 (BP)
1922(R)-35
LBSCR, SR
140, 141
27
see Car No 80(I)
30
see Car No 18
31-33 (K)
1926-c63
SR
189-191
34 (P)
1926-c62
SR, BR(S)
192
35 (P)
1926-c62
SR, WR (including RBP renamed Wye (1962))
193
36 (P)
1926-c62
SR
194
40 (K,BP,6)
1921-43
GER, LNER, SR
121
41 (K,BP,6)
1921-62
GER, LNER, SR
122
42 (K6)
1921-39
LNER
123
43 (K6)
1921-39
LNER
124
44 (K6)
1921-39
LNER
125
45 (K6)
1920-62
GER, LNER, SR/BR(S)
117
46 (K,BP,6)
1921-32
GER
110
47 (K6)
1920-62
GER, LNER, BR(S)
106
48 (K,D,6)
1923-39
sold to LNER
148
49 (K,D,6)
1923-39
sold to LNER
149
50 (K6)
1923-62
LNER, later Car No 17 (1927)
147
51 (K6)
1923-55
LNER, later Car No 19 (1927)
150
52 (K,D,6)
1923-39
sold to LNER
151
53 (K,D,6)
1923-39
sold to LNER
152
54 (K,BP)
1923-63
to LNER stock (1942-6), later SR, BR(S),
WR (including RBP 1962)
157
55 (K,D,BP)
1923-63
to LNER stock (1942-6), later BR(S),
WR (RBP in 1962)
158
56 (K,D,6)
1920-c38
GER
173
57 (K,BP,6)
1920-c38
GER
107
58 (K,D,K)
1925-62
to LNER stock (1942-6)
186
59 (K,D)
1928-61
to LNER stock (1942-6), rebuilt 1948 as Car
No 59, The Hadrian Bar (I), sold to BR(S)
214
60 (K)
1928-by 66
SR, WR renamed Severn in RBP (1962)
215
61 (K)
1928-by 66
LNER, SR, BR(S),
WR renamed Thames in RBP (1962)
216
62 (D,BP)
1928-by 66
to LNER stock (1942-6), BR(S), rebuilt c1950
217
63 (K,BP)
1928-by 66
to LNER stock (1942-6), SR, BR(S),
rebuilt 1950
218
64 (D,P)
1928-by 66
LNER, BR(S)
219
65 (D,BP)
1925-c64
to LNER stock (1942-6), BR(S)
187
66 (P)
1925-c64
to LNER stock (1942-6),
WR renamed Avon in RBP (1962)
188
67-72 (K,BP)
1928-c66
LNER, ER
220-225
73 (P)
1928-c66
LNER, ER,
WR renamed Ceteia in RBP (1962)
226
74 (P)
1928-c66
LNER, ER, BR(S),
WR renamed Melandra in RBP (1962)
227
75 (P)
1928-c66
LNER,to LNER stock (1942-6), ER, BR(S)
228
76 (P)
1928-c66
LNER, to LNER stock (1942-6), ER, BR(S)
229
77-80 (II) (BP)
1928-c66
LNER, to LNER stock (1942-6), ER
230-233
80 (I) (K,BP)
1923-c66
later Car No 27 (1928), to LNER stock
(1942-6), SR, WR (including RBP (1962))
146
81 (K,BP)
1930/1-66
SR, LNER
259
82 (K,BP)
1930/1-66
LNER, SR, ER, in LNER stock 1942-6
260
83 (P)
1930/1-c67
SR, LNER, in LNER stock 1942-6
261
84 (P)
1930/1-c67
LNER, SR, ER, BR(S)
262
85 (P)
1932-72
in SR Brighton Belle
285
86 (P)
1932-72
in SR Brighton Belle
286
87 (P)
1932-72
in SR Brighton Belle
287
88 (MBP)
1932-72
in SR Brighton Belle
288
89 (MBP)
1932-72
in SR Brighton Belle
289
90 (MBP)
1932-72
in SR Brighton Belle
290
91 (MBP)
1932-72
in SR Brighton Belle
291
92 (MBP)
1932-72
in SR Brighton Belle
292
93 (MBP)
1932-72
in SR Brighton Belle
293
94
see Ansonia
95
see Arcadia
96
see Sylvia
97
see Calais
98
see Milan
99
see Padua
100-103 (K)
1926
for Ireland
195-198
105
see Marcelle
106
see Sybil
107
see Kathleen
132
see Anaconda
133
see Erminie
135
see Elmira
137
see Maid of Kent (I)
154
see Flora
161
see Fortuna
162
see Irene
166
see Geraldine
167
see Marjorie
169
see Viking
171
see Pauline
180-185 (K)
See footnote
180-185
208
see Leona (II)
209
see Niobe
248
see Lady Dalziel
249
see Pearl
279
see Hazel
280
see Audrey
281
see Gwen
282
see Doris
283
see Mona
284
see Vera
294
see Cadiz
303 (K)
1952-67
BR(S)
303
332-346 (K)
1960
ER, BR(S) Car No 334;
Car Nos 340, 344 to WR in RBP (1962)
332-346
347-353 (P)
1960
ER; Car Nos 348, 352 to WR in RBP (1962)
347-353
502
see Juno (II)
503
see Aurora (II)
Adrian (K)
1928(R)-c62
SR, built 1925
244
Agatha (P)
1928-c66
LNER, to LNER stock (1942-6), ER
239
Albatross (K)
1919(R)-31
SECR, SR
85
Albert Victor (P,K)
1888-1929
LBSCR, SR
7
Alberta (BP,K,6)
1908-35
LBSCR, SR
29
Albion (K6)
1921-36
118
Alexandra (IV) (K6)
1921-36
138
Alicante (K)
1912-62
SECR, SR
47
Alice (K)
1932
in SR 6-car unit
271
Amber (P)
1960
ER
324
Amethyst (P)
1960
ER
325
Anaconda (K)
1921(R)-60
SR, later Car No 132 (1948)
132
Anne (K)
1932
in SR 6-car unit
275
Annie Laurie (D6)
1914-33
CR to LMS
63
Ansonia (K,BP,6)
1920-55
GER, LNER, BR(S), later Car No 94 (1934)
108
Aquila (K)
1951
BR(S)
305
Arcadia (K,BP,6)
1920-62
GER, LNER, BR(S), later Car No 95 (1934)
109
Argus (K)
1924-c65
SR
165
Aries (K)
1952-67
BR(S), ER
304
Atlanta (K,D,6)
1921-33
LMS, later Diana Vernon (1927)
199
Audrey (K)
1932-72
in SR Brighton Belle, ‘280’ from 1968
280
Aurelia (K)
1924-c62
SR, WR (RBP in 1962)
172
Aurora (II) (GP)
1923-62
SR, later Car No 503 (c1950)
153
Balmoral
1883-1907
GN 6-wheel car
3
Barbara (K (NB))
1926-60
SR, later renamed ‘Refreshment Car’ (1946),
later Buffet Car (1958), sold to BR(S)
185
Beatrice (P)
1878-1918
LBSCR, SR, formerly Globe (pre-1881)
2
Belgravia (P,K,6)
1908-35
LBSCR, SR
25
Belinda (K)
1928-c66
LNER, ER
235
Bertha (K)
1932
in SR 6-car unit
278
Bessborough (P,K,6)
1908-35
LBSCR, SR
26
Bonnie Jean (D)
1922(R)
CR to LMS
143
Brenda (K)
1932
in SR 6-car unit
294
Cadiz (P6)
1921-60
SR, later Car No 294 (1947)
91
Calais (P6)
1921-62
SECR, SR, later Car No 97 (1947)
97
Cambrai (K6)
1920-38
GER
119
Camilla (K (NB))
1926-60
SR, later ‘Buffet Car’ (1958), sold to BR(S)
180
Carina (K)
1951
BR(S)
307
Carmen (K)
1920(R)-27
ex-SER HCT, SR
88
Cassandra (K)
1926-c63
SR
200
Catania (K6)
1920-38
GER
120
Cecilia (K)
1927-67
SR, WR (including RBP (1962))
205
Chloria (K)
1927-67
SR, WR (including RBP (1962))
206
Clara (K)
1932
in SR 6-car unit
269
Clementina (K)
1910-60
SECR, SR
40
Cleopatra (P,K,6)
1908-35
LBSCR, SR
27
Columba (K,D,6)
1921-33
LMS, later Jeannie Deans (1927)
201
Constance (K)
1920(R)-1928:30
ex-SER HCT, SR
89
Coral (K)
1921(R)-60
SECR, SR
134
Corsair (K6)
1920-38
GER
126
Corunna (P,K)
1910-62
SECR, SR
35
Cosmo Bonsor (K)
1912-62
SECR, SR, later Rainbow (III) (1948)
48`
Cygnus (P)
1951
BR(S)
308
Cynthia (K)
1925-c62
SR
179
Daisy (K)
1932
in SR 6-car unit
274
Daphne (K)
1914-62
SECR, SR
58
Devonshire (K6)
1900-31
LBSCR, SR
20
Diamond (P,K)
1928(R)-c66
SR, BR(S), WR, ER, LMR, built 1925,
formerly Octavia (I), later New Century Bar
(1946), Diamond, Daffodil Bar (1955)
250
Diana (P)
1920(R)-1928:30
ex-SER HCT, SR
105
Dolphin (P)
1920(R)-1928:30
ex-SER HCT, SR
103
Dora (P)
1919(R)-30
SECR, SR
84
Doris (K)
1932-72
in SR Brighton Belle, ‘282’ from 1968
282
Dorothy (P)
1919(R)-30
SECR, SR
80
Duchess
of Albany (P,K)
1890-1929
LSWR, LBSCR, SR
8
Duchess of
Connaught (P,K)
1893-1932
LSWR, LBSCR, SR
13
Duchess of Fife (P,K)
1890-1929
LSWR, LBSCR, SR
9
Duchess
of Norfolk (K6)
1906-32
LBSCR, SR
21
Duchess of York (K)
1895-1927
LBSCR, later Car No 17 (1915)
17
Dunrobin
1883
HR 6-wheel car, formerly Culross
4
Eagle (K)
1960
ER
311
Elinor (K)
1932
in SR 6-car unit
295
Elmira (K)
1921(R)-60
SECR, SR, later Car No 135 (1948)
135
Emerald (I) (K)
1910-55
SECR, SR, later Car No 1 (c1944)
32
Emerald (II) (P)
1960
ER
326
Empress (K)
1890-1932
LBSCR, SR
10
Enid (K)
1932
in SR 6-car unit
296
Erminie (K)
1921(R)-60
SECR, SR, later Car No 133 (1948)
133
Ethel (K)
1932
in SR 6-car unit
270
Eunice (P)
1928-66
GWR, SR, LNER
252
Evadne (K)
1928-by 67
GWR, SR, LNER, BR(S)
258
Fair Maid of Perth(D6)
1914-33
CR to LMS
62
Falcon (I) (P)
1920(R)-1928:30
ex-SER HCT, SR
104
Falcon (II) (K)
1960
ER
312
Figaro (P)
1920(R)-1928:30
ex-SER HCT, SR
90
Finch (K)
1960
ER
313
Fingall (K)
1925-c62
SR, ER
175
Flora (GP)
1923-62
SR, later Car No 154 (c1946)
154
Flora MacDonald (D6)
1914-33
CR to LMS
61
Florence (K)
1910-62
SECR, SR
36
Formosa (K)
1921(R)-60
SECR, SR, later Maid of Kent (II) (1948)
136
Fortuna (K,BP)
1923-c66
LNER, BR(S), later Car No 161 (1946),
later Fortuna (1963) for LMR RBP
161
Galatea (K)
1910-39
Met. R.
33
Garnet (P)
1960
ER
327
Geraldine (K)
1924-c65
SR, later Car No 166 (c1947)
166
Glencoe (P6)
1914-55
SECR, SR
49
Grace (K)
1932
in SR 6-car unit
297
Grosvenor (K,Bar,6)
1908-60
LBSCR, SR
30
Gwen (K)
1932-72
in SR Brighton Belle, ‘281’ from 1968
281
Gwladys (K)
1932
in SR 6-car unit
272
Hawk (K)
1960
ER
314
Hawthorn (K)
1914-62
SECR, SR
59
Hazel (K)
1932-72
in SR Brighton Belle, ‘279’ from 1968
279
Helen MacGregor(D6)
1914-33
CR to LMS
66
Helen of Mar (D)
1927-33
to LMS
204
Her Majesty (P,K)
1895-1932
LBSCR, SR, later Car No 10 (1922)
77
Hercules (P)
1951
BR(S)
309
Hermione (P)
1925
sold to CIWL
-
Heron (K)
1960
ER
315
Hibemia (K6)
1914-60
SECR, SR
51
Hilda (K)
1919(R)-30
SECR, SR
82
Ibis (K)
1928(R)-c62
SR, built 1925
245
Ida (K)
1932
in SR 6-car unit
263
Iolanthe.(K)
1923-c66
LNER, SR
163
Ione (K)
1928-by 67
GWR, SR, LNER, ER
255
Irene (K,BP)
1923-c66
LNER, BR(S), later Car No 162 (1946)
162
Iris (K)
1932
in SR 6-car unit
298
Isle of Thanet (GP)
see Princess Elizabeth
Joan (K)
1928-by 67
GWR, SR, LNER, BR(S)
256
Joyce (K)
1932
in SR 6-car unit
299
Juana (P)
1928-by 67
GWR, SR, LNER
253
Juno (II) (GP)
1923-62
SR, later Car No 502 (c1950)
155
Kate Dalrymple (D)
1927-33
to LMS
203
Kathleen (K)
1927-66
LNER, later Car No 107 (1946),
later Thetis for LMR RBP (1963)
212
Lady Dalziel
(P,GP,BP)
1928(R)-c66
SR, built 1925, formerly Minerva (II)
built 1925, later Car No 248 (1948),
later Athene for LMR RBP (1963)
248
Lady Nairn (D)
1922(R)
CR to LMS
142
Lass o' Ballochmyle
(K)
1923-33
LMS
144
Lass o' Gowrie D(6)
1914-33
CR to LMS
52
Latona (K (NB))
1926-60
SR, later ‘Buffet Car’ (1958), sold to BR(S)
181
Leghorn (P)
1912-62
SECR, SR
41
Leona (II) (P,GP)
1927-67
SR, BR(S), later Car No 208 (1947)
208
Loraine (K)
1928-by 67
GWR, SR, LNER
257
Lorna (K)
1932
in SR 6-car unit
277
Louise (P,BP,P,K)
1876-1929
LBSCR, formerly Ariel (pre-1881 MR)
1
Lucille (P)
1928-c66
LNER, ER, BR(S)
243
Lydia (P)
1928(R)-66
SR, built 1925
246
Mabel (P)
1919(R)-30
SECR, SR
86
Madeline (K (NB))
1926-60
SR, later ‘Refreshment Car’ (1946),
later ‘Buffet Car’ (1958), sold to BR(S)
182
Magpie (K)
1960
ER
316
Maid of Kent (I)
1921(R)-60
SECR, SR, later Car No 137 (1948)
137
Maid of Morven
(K.OBS)
1914-33
CR to LMS
65
Majestic
see The Arundel
Malaga (K6)
1921-60
SECR, SR
92
Marcelle (K)
1927-66
LNER, later Car No 105 (1946),
renamed Hebe for RBP (1962)
210
Marjorie (K)
1924-c65
SR, later Car No 167 (c1947)
167
Mary Beaton (D6)
1914-33
CR to LMS
57
Mary Carmichael (D6)
1914-33
CR to LMS
67
Mary Hamilton (D6)
1914-33
CR to LMS
55
Mary Seaton (D6)
1914-33
CR to LMS
64
Mauchline Belle (K)
1923-33
LMS
145
May (K)
1932
in SR 6-car unit
267
Mayflower (K)
1910-39
Met. R.
34
Medusa (K)
1924-c65
SR, WR (for RBP, 1962)
170
Meg Dods (K)
1923-33
LMS
159
Milan (P6)
1921-62
SECR, SR, later Car No 98 (1947)
98
Mimosa (K)
1914-62
SECR, SR
50
Minerva (III) (P,GP)
1927-65
SR, BR(S)
213
Mona (K)
1932-72
in SR Brighton Belle, ‘283’ from 1968
283
Monaco (K6)
1921-60
SECR, SR
93
Montana (GP)
1923-60
SR
156
Myrtle (K,Bar,6)
1911-62
LBSCR, SR
46
Naomi (K)
1932
in SR 6-car unit
276
Neptune (K6)
1921-60
SECR, SR
94
Nevada (K,D,6)
1921-33
LMS, later Jenny Geddes (1927)
174
New Century Bar (K)
see Diamond
Nilar (K)
1928-c66
LNER, ER
234
Niobe (II) (P,BP)
1927-67
SR, later Car No 209 (1948), later Niobe (1959)
209
Octavia (II) (K)
1927-c63
SR
178
Olive (K)
1932
in SR 6-car unit
273
Onyx (P)
1928(R)-c62
SR, built 1925, formerly Plato (I)
251
Opal (P)
1960
ER
328
Orion (K)
1951
BR(S)
306
Orpheus (K6)
1914-60
SECR, SR
53
Padua (P6)
1920-62
SECR, SR, later Car No 99 (1946)
99
Palermo (P)
1910-62
SECR, SR
44
Palmyra (K6)
1921-60
SECR, SR
100
Pauline (K)
1924-c65
SR, BR(S), WR (including RBP (1962)),
later Car No 171 (c1947)
171
Pavilion (P,K)
1893-1934
LBSCR, SR
11
Pearl (I) (P,K,P)
1928(R)-c62
SR, built 1925, formerly Niobe (I),
later Car No 249 (1947)
249
Pearl (II) (P)
1960
ER
329
Pegasus (Bar)
1951-66
BR(S)
310
Peggy (K)
1932
in SR 6-car unit
268
Penelope (K)
1928-c66
LNER, ER, BR(S)
240
Perseus (P)
1951
BR(S)
301
Philomel (P)
1928-c66
LNER, ER, SR
241
Phoenix (P)
1952
BR(S)
302
Phyllis (K)
1928-c66
LNER, ER, BR(S)
238
Plato (II) (K)
1927-c63
SR
177
Pomona (K (NB))
1926-60
SR, later ‘Refreshment Car’ (1946),
later ‘Buffet Car’ (1958), sold to BR(S)
183
Portia (K6)
1920-60
SECR, SR
101
Prince (K)
1888-1932
LBSCR, SR
5
Prince Regent (P,K)
1893
LBSCR, later Car No 18
15
Princess (II) (P,K)
1888-1929
LBSCR, SR
6
Princess Elizabeth
(P,K,GP)
1928(R)-66
SR, formerly Leona (I), built 1925,
later Isle of Thanet
247
Princess Ena (K6)
1906-32
LBSCR, SR
22
Princess Helen (P6)
1908-35
LBSCR, SR
28
Princess Margaret
(P,K)
1893-1932
LSWR, LBSCR, SR
14
Princess Mary (P,K)
1893-1932
LBSCR, SR
12
Princess of Wales
(P,K)
1895-1927
LBSCR, later Car No 19 (1915)
16
Princess Patricia
(P,K,6)
1906-34
LBSCR, SR
23
Queen Margaret (D)
1927-33
to LMS
202
Rainbow (I) (P)
1925
sold to CIWL
-
Rainbow (II) (K)
1927-36
SR
176
Rainbow (III) (K)
See Cosmo Bonsor
Raven (K)
1960
ER
317
Regina (K)
1910-62
SECR, SR
42
Rita (K)
1932
in SR 6-car unit
300
Robin (K)
1960
ER
318
Rosalind (K6)
1921-60
SECR, SR
102
Rosamund (K)
1924-c62
SR, WR (for RBP, 1962)
160
Rose (K)
1932
in SR 6-car unit
265
Rosemary (P)
1923-c66
LNER, SR, BR(S)
164
Ruby (I) (K)
1914-62
SECR, SR
56
Ruby (II) (P)
1960
ER
330
Ruth (K)
1932
in SR 6-car unit
264
Sapphire (P,K)
1910-60
SECR, SR, BR(S)
43
Sappho (K)
1924-c65
SR
168
Savona (P,K)
1910-60
SECR, SR
37
Scotia (II) (P6)
1914-60
SECR, SR
54
Seville (K)
1912-62
SECR, SR
45
Shamrock (D)
1911-33
SECR, later Duchess of Gordon (CR, 1918)
to LMS
78
Sheila (P)
1928-c66
LNER, to LNER stock (1942-6), ER
236
Snipe (K)
1960
ER
319
Sorrento (P,K)
1910-62
SECR,
named Baroness Nairn for CR (1919-21), SR
38
Stella (P)
1919(R)-30
SECR, SR
87
Stork (K)
1960
ER
320
Sunbeam (P6)
1921-60
SECR, SR
95
Swift (K)
1960
ER
321
Sybil (K)
1927-66
LNER, later Car No 106 (1946),
renamed Thalia for RBP (1962)
211
Sylvia (P6)
1921-62
SECR, SR, later Car No 96 (1947)
96
The Arundel (P,K,6)
1899-1932
LBSCR, later Majestic (1905)
19
The Chichester
(P,K,6)
1899-1932
LBSCR, later Waldemar (1905)
18
The Hadrian Bar (II)
(Bar)
1960
ER
354
The Queen (P,K)
1890-32
LBSCR, SR, later rebuilt (1920) Car No 9
76
Thelma (K)
1928-c66
LNER, ER
237
Theodora (K (NB))
1926-60
SR, later ‘Buffet Car’ (1958), sold to BR(S)
184
Thistle (K)
1919(R)-31
SECR, SR
81
Thrush (K)
1960
ER
322
Topaz (I) (P)
1914-60
SECR, SR
60
Topaz (II) (P)
1960
ER
331
Trianon Bar
see Car No 5
Tulip (P)
1919(R)-30
SECR, SR
79
Ursula (P)
1928-c66
LNER, ER, BR(S)
242
Valencia (K)
1910-62
SECR, SR
39
Venus (II) (P)
1919(R)-29
SECR, SR
83
Vera (K)
1932-72
in SR Brighton Belle, ‘284’ from 1968
284
Verona (BP,K,6)
1908-30
LBSCR, SR
24
Viking (K)
1924-c65
SR, later Car No 169 (c1947)
169
Violet (K)
1932
in SR 6-car unit
266
Vivienne (P6)
1911-35
LBSCR, SR
31
Waldemar see The Chichester
Wren (K)
1960
ER
323
Zena (P)
1928-by 67
GWR, SR, LNER ,WR
254
Zenobia (K)
1927-67
SR
207
180-185 (K): Camilla, Latona, Madeline, Pomona, Theodora and Barbara were identified by their schedule numbers when repainted green and labelled ‘Buffet Car’ in 1958.