During the war, it was evident to all the big four companies, the LNER included, that new post-war coaching stock would be needed to replace the vehicles that were in need of withdrawal.
It was in 1944 that a memo was passed on to the emergency board of directors, outlining the amount of coaches that were due for withdrawal, totalling over 2,500 vehicles.
That same year a 3 year coach building programme (CBP) of 4,600 vehicles was approved, and was to include both vestibule (mainline) and non-vestibule (suburban) coaches. However, due to both a lack of materials and postwar constraints the CBP was adjusted to take place over five years between 1946 and 1951, with 3,400 vehicles built by contractors.
With the formation of BR in 1948 the stock built by the LNER was adopted into BR general and express services, with many of these coaches still in preservation today.
During the war, it was evident to all the big four companies, the LNER included, that new post-war coaching stock would be needed to replace the vehicles that were in need of withdrawal.
It was in 1944 that a memo was passed on to the emergency board of directors, outlining the amount of coaches that were due for withdrawal, totalling over 2,500 vehicles.
That same year a 3 year coach building programme (CBP) of 4,600 vehicles was approved, and was to include both vestibule (mainline) and non-vestibule (suburban) coaches. However, due to both a lack of materials and postwar constraints the CBP was adjusted to take place over five years between 1946 and 1951, with 3,400 vehicles built by contractors.
With the formation of BR in 1948 the stock built by the LNER was adopted into BR general and express services, with many of these coaches still in preservation today.
