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Oxted Diesel Units DEMU Class 207

British Rail’s Southern Region
‘East Sussex’ 3D Diesel Units
BR Design

 

Following the successful introduction of Diesel Electric Multiple Units (DEMUs) on the Hastings to London service (6-car sets) and in Hampshire (2-car sets) during 1957, trials took place early in 1960 with 3H unit 1115 on the ‘Oxted’ line, in reality a group of services from Victoria & London Bridge via Oxted to East Grinstead, Tunbridge Wells and the coast at Brighton (via Uckfield) and Eastbourne (via Heathfield).

This led to a decision to dieselise these services and a batch of nineteen 3-car units were ordered from Eastleigh under authority of HOO (Head Office Order) 4663, built (as usual) on frames from Ashford. The first to be completed (no. 1301) had its engine fitted and tested week commencing 10th March 1962 and ran trials on the Mid Hants line to Alton on 14th March 1962.

 

3D 1312 @WINCHESTER 11.53 TO SOUTHAMPTON 28 July 1966 COPYRIGHT.JPG

3D 1312 at Winchester with the 11.53 to Southampton 28th July 1966
just eight days after leaving Eastleigh works (C6 overhaul)
including receiving its yellow warning panels.
The inverted black triangle provided an early indication to station
/postal staff that there was no brake van at the other end of the unit.

© BloodandCustard

 

These units started to enter service from April 1962 as 3D units 1301 – 1319; the first being delivered to St Leonards West Marina depot where all were to be maintained on 4th April 1962. Trial runs in service commenced from 16th June and all were in traffic in time for the start of the winter timetable in October. Unit 1310 worked for a short while in Hampshire before being delivered to St Leonards West Marina. The first diesel timetable saw the following business trains covered by the new units, once all were in traffic:

UP

DOWN

7.41am

East Grinstead - London Bridge

5.37pm

London Bridge - East Grinstead

7.49am

Tunbridge Wells West - London Bridge

6.15pm

London Bridge - Tunbridge Wells West

7.17am

Brighton - London Bridge

5.9pm

Victoria - Tunbridge Wells West

6.39am

Tunbridge Wells West - Victoria

5.49pm

Victoria - Tunbridge Wells West

7.14am

Tunbridge Wells West - Victoria

6.10pm

Victoria - East Grinstead /Brighton

 

Units also had regular workings to Tonbridge (from Tunbridge Wells) with odd trips on to Redhill and also between Hastings and Ashford from the outset of passenger workings.

Mechanically these units were very similar to the earlier 3H units, but the principal difference was that the bodies were built to a restricted overall width of 8' 6" as opposed to 9' 0" to allow the units to work between Tunbridge Wells West and Tonbridge; though they were not permitted between Grove Junction (Tunbridge Wells) and Battle - this line remaining the sole province of the flat-sided ‘Hastings’ 6-car sets.

As a result of this width restriction (Restriction 1 in SR parlance; the Hastings units being Restriction 0 and the Hampshire units Restriction 4) the seating in the second class saloons was two & two aside each side of a central gangway giving these units a lower capacity than the Hampshire sets. Their appearance also differed significantly at unit ends where a new design of steel reinforced fibreglass cab end with rounded edges and jumper cables housed in recesses below the cab windows was used. The internal layout was also different, the first class compartments being located in the middle of the centre trailer.

The 3D units were powered by the standard English Electric 4SRKT engine rated at 600hp from new (unlike those in the Hampshire sets which were uprated from 500hp to 600hp by changing the Napier MS100 turbocharger for an MS200 version), again driving two EE 507 suburban gear ratio motors mounted on the innermost bogie of the motor coaches. However, the 3D units were mounted on BR Mark 3A bogies and again fitted throughout with buckeye couplers. They could work in multiple with both the other types of DEMU in any combination up to a maximum of five motor coaches in any one train, though 12 cars was the normal maximum formation. The units were fitted with AWS equipment from new (although this remained isolated until mid-1981) the earliest version with Westinghouse equipment in an underframe mounted equipment case

 

Motor Brake Second MBS

The layout of the motor coach (MBS) was identical to those of the Hampshire units with a five bay passenger saloon, though this seated 42 rather than 52 on account of the two-by-two seating. The full width seats at each end seated five-aside not six as on the earlier units.

These vehicles weighed 56 tons split 32 tons (leading bogie) and 24 tons (motor bogie) and were to diagram number 655.

 

Driving Trailer Second (DTS)

The driving trailer second (DTS) consisted of a driving cab and entrance vestibule followed by a four bay then five bay passenger saloon and seated 76 second, there being no through access between these two saloons. They weighed 32 tons and were to diagram number 681.

 

Trailer Composite (TC)

The centre trailer was a trailer composite (TC) and consisted of a three bay saloon with a doorway to one side at the inner end leading to a side corridor passing alongside four first class compartments each seating six, and a lavatory. Another offset door at the lavatory end led into a further two bay second class saloon. This coach seated 42 second and 24 first and was marshalled with the larger saloon adjacent to the motor coach. When the motor coach was leading, the side corridor was to the nearside. This coach was to diagram number 667 and weighed 31 tons giving an overall unit weight of 119 tons and as all vehicles were 64' 0" long these units had an identical length to the Hampshire sets of 199' 6".

Overall seating capacity was 24 first and 160 second. Lot numbers for these vehicles were MBS 30625, TC 30626 & DTS 30627; these being ordered on 11‑Aug‑59.

 

3H 1118 & 3D 1301 @ Eridge copyright BloodandCustard.JPG

In the company of 3H unit 1118 at Eridge
3D unit 1301 awaits departure for Tonbridge.

© BloodandCustard

 

Liveries

When new the units were finished in all-over green livery though the full width handrail across the cab end was painted orange. Units 1301‑5 also 1308 & 1309 had orange headstocks on cab ends also, though these didn't last long. The 3D units never carried the Orange-Vee as applied to 2H & 3H units.

From May 1965 during the unit’s first repainting cycle at Eastleigh, small yellow warning panels were painted on cab ends (those on motor coaches having an inverted black triangle) with unit 1301 being first undertaken during a prolonged visit to Eastleigh between 21st January 1965 and 4th May 1965.

The purpose of the inverted black triangle is frequently misunderstood. It was painted on two and three car multiple-units in order to provide an early visual indication to station staff that there was no brake van at the other end of the unit. As four and six-car units (such as the 6S /6L /6B) had a brake van at either end of the unit they were not equipped with an inverted black triangle.

Units gained blue livery with full yellow ends from 1967 onwards, the first (unit 1319) in February 1967 initially having an experimental scheme with the yellow wrapping around onto the bodysides as far back as the first cab door. The last to run in green livery was 1317 being repainted blue in February 1970.

Units were repainted into blue /grey from July 1980, 1315 being the first done, all being done in due course, the last, 1309 running as the final SR unit in plain blue up to July 1984.

Some units repainted from Blue /Grey livery into Network SouthEast livery; this being the later, darker blue version with curved upsweeps with just four units receiving Connex livery.

 

Unit

Green yellow warning panel

Blue
full yellow end

Blue /Grey

Renumbered

1301

4-May-65

14-Dec-67

Jul-82

207001

1302

2-Jul-65

21-Jun-68

c.Mar-81

207002

1303

12-Aug-65

16-Sep-68

Jan-84

207003

1304

14-Sep-65

27-May-68

Sep-82

207004

1305

25-Oct-65

27-Apr-68

Nov-82

207005

1306

21-Dec-65

10-Oct-68

c.Nov-81

207006

1307

20-Apr-66

21-Jan-69

Sep-83

207007

1308

19-Mar-66

27-Nov-68

c.Oct-81

207008

1309

19-May-66

18-Feb-69

Sep-84

207009

1310

10-Jun-66

2-Aug-68

Apr-82

207010

1311

28-Aug-66

2-Jun-69

c.Jan-84

207011

1312

20-Jul-66

25-Jul-69

Aug-83

207012

1313

31-May-65

24-Apr-68

c.Nov-82

207013

1314

28-Aug-66

17-Mar-69

Oct-82

207014

1315

19-Nov-65

25-Nov-68

9-Jul-80

207015

1316

23-Nov-66

3-Dec-69

c.Jun-84

207016

1317

23-Sep-66

18-Feb-70

c.Mar-82

207017

1318

10-Jan-67

21-Jul-69

c.Feb-82

207018

1319

#1

23-Feb-67#2
22-Aug-69

Jul-81

207019

Notes:

#1 No record of yellow warning panel being applied.
#2 Blue with full yellow end and yellow wrap.

 

 

 

Unit

Blue /Grey

Network
Southeast

Connex

Renumbered

207001

*Jul-86

c.6-Oct-90

-

Wdn

207002

*Aug-86

Wdn

-

 

207003

*Aug-86

-

-

207101

207004

*c.Sep-86

-

-

207102

207005

*Jun-86

Wdn

-

 

207006

*Oct-86

Wdn

-

 

207007

*Jun-86

Wdn

-

 

207008

*Aug-86

Wdn

-

 

207009

*Aug-86

Wdn

-

 

207010

*Aug-86

c.Dec-89

-

Wdn

207011

*Jul-86

May-89

-

Wdn

207012

*Oct-86

Wdn

-

 

207013

*Aug-86

c.Sep-89

-

Wdn

207014

*Aug-86

Wdn

-

 

207015

*Sep-86

Wdn

-

 

207016

*Oct-86

Wdn

-

 

207017

*Oct-86

Oct-89

11-Feb-00

Wdn

207018

*Jul-86

Wdn

-

 

207019

*c.Mar-87

Wdn

-

 

*                  Prior to the first entry shows the livery carried when the unit was renumbered.

 

 

2D Unit

Network
Southeast

Renumbered

207101

*c.Jan-92

207201

207102

*c.Feb-92

207202

207103

*Jun-92

207203

*                  Prior to the first entry shows the livery
carried when the unit was renumbered.

 

 

3D Unit

Network
Southeast

Connex

Renumbered

207201

*25-May-95

Nov-98

Wdn

207202

*19-May-95

5-Nov-98

Wdn

207203

26-May-95

17-Jul-99

Wdn

*                  Prior to the first entry shows the livery carried when the unit was renumbered.

 

 

3D 207017 4 REP 3018 @ Southampton copyright BloodandCustard.JPG

3D 207017 alongside 4 REP 3018 at Southampton Central
© BloodandCustard

 

Into Service

When introduced there were insufficient units to cover all services on the ‘Oxted’ lines and the units were concentrated on the London to Tunbridge Wells services though with some workings between Three Bridges & East Grinstead added from the Summer 1963 timetable, also between Tonbridge and Brighton & Eastbourne. However, many rush hour trains remained loco-hauled.

The 3D units were also used from time to time between Ashford and Hastings and worked Sunday services from Horsham to Brighton from 1963. From May 1964 four Hampshire units were allocated to St Leonards and later influxes of these Hampshire units along with the closure of the Eridge to Hailsham line (from June 1965), between Christs Hospital and Shoreham (March 1966) and Three Bridges to Ashurst Junction (January 1967) meant that most Oxted line services could now worked by DEMUs. However, a few peak-hour loco-hauled services survived until the mid 1980's.

The line between Uckfield and Lewes closed in February 1969 thus rather isolating the units from their depot at St Leonards and involving lengthy empty workings via East Croydon, though some units ran to Eastbourne in service en route to the depot. The units also had regular workings between Tonbridge and Redhill, and often deputised for 3R units onwards to Reading.

From July 1975, motor coaches had the engine mountings modified at Eastleigh diesel depot and the MBS of 1312 (which had a defective TC vehicle) was used to replace the MBS of other units for about two weeks at a time whilst their own MBS was modified. Eight units were dealt with in this way with the others being modified during programmed works overhauls.

All units had their AWS equipment, isolated from new, made operational from (officially) 24th August 1981, though units 1306 and 1317 ran for a short while longer with it still isolated.

 

3D 1310 leaves East Croydon Up ECS 8 June 1972 Copyright BloodandCustard.JPG

3D 1310 approaching Windmill Bridge Up ECS 8th June 1972
© BloodandCustard

 

Under TOPS

The 3D units (officially  ‘East Sussex’ sets) were more usually known as ‘Oxted’ units and became Class 207 under the BR TOPS classification system, finally being renumbered as 207001 ‑ 207019 from June 1986.

The units were built with blue asbestos insulation and seven were extensively stripped of this in the mid 1980's, but no more were done and following the electrification of the South Croydon to East Grinstead line in October 1987. The remaining twelve contaminated units were withdrawn for scrapping, though some remained in service for a short while longer.

 

Network Southeast

Surviving units received Network South East livery from about May 1988 with unit 207002 being the first. The reduction in unit requirements on the Oxted line led to the allocation of four units to Eastleigh depot to replace the four 3T units withdrawn, the first allocation of these units away from St Leonards, though they often had worked on Hampshire area services previously when visiting Eastleigh works for classified repairs.

Unit 207005 was the first to move from 8th August 1987 to replace withdrawn unit 204001, followed by 207010/13/17 from the timetable change of 5th October 1987 with 207011 soon after. These units at Eastleigh soon had two of their four first class compartments downgraded to standard, the two furthest away from the toilet being done. The revised seating total for the TC was now 12 first and 54 standard; the unit total now being 12 first and 172 standard.

Now allocated to Selhurst depot just three units remained on the Oxted lines after electrification; these having their droplights altered with restricted opening in April /May 1989. They were reduced to 2-car units and modified with through gangways cut in partitions cut and provided between the coaches for allocation to the Ashford to Hastings route.

The remaining four units now allocated to Eastleigh remained in traffic until mid 1993 when they lost their Salisbury - Southampton stopping train duties to new Class 155 ‘Sprinter’ units from 8th July 1991; this just left work on the Reading - Basingstoke and Kensington Olympia shuttles. Once they were displaced by new Turbo 165/6 units on the Reading to Basingstoke service they were withdrawn.

However, the motor coaches of two saw limited departmental service and one unit (no.207017) was reduced to a 2-car (albeit without the internal alterations of the earlier conversions) and allocated to Selhurst as a spare unit for the Ashford ‑ Hastings route. Unit, 207017 survived in traffic until March 2004, remaining in virtually original condition and was the last SR unit running without fluorescent lighting or any public address system fitted. It was taken out of use after an engine failure, although this was replaced prior to the unit being sold for preservation in September 2004.

Units surviving after 1st April 1994 (not all in traffic) were allocated to the ownership of the Porterbrook train leasing company under the BR privatisation arrangements, those concerned being marked with a 'P' against their 207xxx unit numbers.

Unit formations were as follows. The completion date shown below is release date from Eastleigh works (w/ending date). However, units were often delivered later due to awaiting engines.

 

Unit

New date

MBS

TC

DTS

New No.

Date

Diag no.
Code

 

655
NB

667
TB

681
VB

 

 

1301

17-Mar-62

60126

60600

60900

207001

Jul-86

1302

12-May-62

60127

60601

60901

207002

Aug-86

1303

12-May-62

60128

60602

60902

207003

Aug-86

1304

12-May-62

60129

60603

60903

207004

c.Sep-86

1305

16-Jun-62

60130

60604

60904

207005

Jun-86

1306

2-Jun-62

60131

60605

60905

207006

Oct-86

1307

2-Jun-62

60132

60606

60906

207007

Jun-86

1308

16-Jun-62

60133

60607

60907

207008

Aug-86

1309

16-Jun-62

60134
60045#1

60608

60908

207009

Aug-86

1310

16-Jun-62

60135
60140

60135

60609

60909

207010

Aug-86

1311

7-Jul-62

60136

60610

60910

207011

Jul-86

1312

14-Jul-62

60137
60143

60137

60611

60911

207012

Oct-86

1313

21-Jul-62

60138

60612

60912

207013

Aug-86

1314

21-Jul-62

60139

60613

60913

207014

Aug-86

1315

28-Jul-62

60140

60614

60914

207015

Sep-86

1316

28-Jul-62

60141

60615

60915

207016

Oct-86

1317

4-Aug-62

60142

60616

60916

207017

Oct-86

1318

4-Aug-62

60143

60617

60917

207018

Sep-86

1319

4-Aug-62

60144
60044
#2
60144

60618

60918

207019

c.Mar-87

Notes

#1 ‘Hastings’ long frame MBS, diagram 651, code MA-1A.

#2 ‘Hastings’ long frame MBS, diagram 651, code MA-1A.

 

 


 

AWS

AWS equipment made operational in these units from the following dates.

Official date for whole fleet was 24th August 1981, though 1306 and 1317 were slightly later. The earlier dates where shown are when the units had all their equipment fitted but sealed out of use.

 

Unit

Date

Unit

Date

Unit

Date

Unit

Date

1301

30-Apr-65
Aug-81

1302

2-Jul-65
Aug-81

1303

13-Aug-65
Aug-81

1304

17-Sep-65
Aug-81

1305

25-Oct-65
Aug-81

1306

24-Dec-65
Nov-81

1307

Aug-81

1308

22-Mar-66
Aug-81

1309

Aug-81

1310

Aug-81

1311

Nov-79
Aug-81

1312

Aug-81

1313

31-May-65
Aug-81

1314

Nov-79
Aug-81

1315

19-Nov-65
Aug-81

1316

Sep-81
Aug-81

1317

Sep-81

1318

Aug-81

1319

Aug-81

 

 

 

 

3D 1303 TWW Grove Tunnel 1971 copyright.JPG

3D 1303 enters Grove Tunnel (Tunbridge Wells West) 1971©

 

Individual Unit Notes

 

Unit

Notes

1301

MBS 60126 temporarily replaced by 60137 (ex.1312) 11‑Oct‑75 whilst 60126 had engine mounting modifications at Eastleigh. Unit asbestos stripped during C1 overhaul at Swindon between c.20‑May‑84 and c.10‑Nov‑84.

1302

Unit to Eastleigh 12‑Dec‑77 for protracted C1 overhaul, not being released until 5‑May‑78. Unit asbestos stripped during C1 overhaul at Swindon between Jan‑85 and Jun‑85.

1303

Unit used for heating tests early in 1973. MBS 60128 temporarily replaced by 60137 (ex.1312) 10‑Sep‑75 whilst 60128 had engine mounting modifications at Eastleigh.

1304

Unit ran as 2D May‑79 to Sep‑79 and TC 60603 ran in 2H 1120. TC 60603 moved from St Leonards to Slade Green (in unit ‘1003’) 19‑Jan‑80 for repairs (possibly due to rotten floor) and unit ran as 2D again until repairs completed. Unit asbestos stripped during C1 overhaul at Swindon between Oct‑84 and Apr‑85.

1305

MBS 60130 temporarily replaced by 60137 (ex.1312) 20‑Sep‑75 whilst 60130 had engine mounting modifications at Eastleigh. Unit asbestos stripped during C1 overhaul at Swindon between 10‑Nov‑84 and c.20‑Apr‑85.

1306

MBS 60131 temporarily replaced by 60137 (ex.1312) 27‑Sep‑75 whilst 60131 had engine mounting modifications at Eastleigh. MBS 60131 used in 3H 1127 Dec‑79 to Feb‑80.

1307

Unit damaged c.Dec‑72 (possible ‘runaway’ derailment and buffer stop collision at Tunbridge Wells West?) and TC 60606 and DTS 60906 damaged and to Eastleigh 15‑Dec‑72 for C5 repair. MBS 60132 used in 3H units 1111 and 1130 for short periods in Dec‑72 & Jan‑73, moving from St Leonards to Eastleigh 30‑Dec‑72. Both trailers released 2‑Jan‑73 and unit back to normal formation 5‑Jan‑73.

Unit to Eastleigh 7‑Aug‑78 for protracted C1 overhaul, not released until 10‑Nov‑78.

1308

MBS 60133 temporarily replaced by 60137 (ex.1312) 4‑Oct‑75 whilst 60133 had engine mounting modifications at Eastleigh.

Unit to Eastleigh 21‑Sep‑78 for protracted C1 overhaul; not released until 29‑Dec‑78.

1309

MBS 60134 temporarily replaced by 60137 (ex.1312) 30‑Aug‑75 whilst 60134 had engine mounting modifications at Eastleigh.

Unit damaged (with 1113) at Battersea Park when in collision with Railair set 31‑May‑85 and withdrawn 30‑Sep‑85. Both trailers taken to Slade Green for repair 30‑Oct‑85 and unit reinstated 18‑Nov‑85 when back to traffic with ‘Hastings’ MBS 60045 (ex disbanded 5L 1037). Unit now seated 24 first and 148 second.

MBS 60134 stripped at St Leonards and Selhurst then moved to Fratton 23‑Sep‑87 and sent for scrapping to Mayer Newman, Snailwell 25‑Sep‑87. Arrived there 29‑Sep‑87 and burnt 15‑Oct‑87.

1310

Unit damaged in collision with 1116 at Oxted 11‑Dec‑72 and taken to Slade Green for repairs 23‑Jan‑73. After repairs to trailers, unit back to traffic with MBS 60140 (ex.1315) Feb‑73 to Apr‑73 when back to normal formation.

Both trailers 60609 and 60909 temporarily to 1312 23‑Aug‑75 and unit to Eastleigh as 2-car (with DTS 60911 ex.1312) for engine mounting modifications. Reverted to normal formation 30‑Aug‑75.

Unit ran for a while in the late 1970's with an engine fitted with a Brown Boveri turbocharger although this was not a success and soon reverted to normal.

Unit asbestos stripped during C1 overhaul at Swindon between Aug‑84 and Jan‑85.

1311

Unit damaged late 1982 (buffer stop collision at Eridge?).

1312

TC 60611 out of use with rotten floor Aug‑75 and unit ran as 2-car for a short while, then DTS 60911 exchanged with both trailers 60609 & 60909 (ex.1310) 23‑Aug‑75. These returned to 1310 after about a week and unit temporarily out of use with MBS 60137 used in various other units who's own MBS having engine mounting modifications at Eastleigh, these temporary formations lasting about a week.

60137 itself modified at Eastleigh from 18‑Oct‑75 and then used in 3H 1123 early in 1976. 1312 back to traffic Mar‑76 with MBS 60143 (ex.1318). Unit back to original formation from about May-76.

1313

MBS 60138 damaged in converging collision with goods train at New Cross Gate 12‑Feb‑65 but repaired at Eastleigh between 20‑Apr‑65 and 31‑May‑65.

MBS 60138 damaged in collision (with what?) at Tonbridge c.2‑Dec‑72.

MBS 60138 temporarily replaced by 60137 (ex.1312) 25‑Oct‑75 whilst 60138 had engine mounting modifications at Eastleigh.

Ran as 2-car Jun‑79 to 24‑11‑79 and TC 60612 used in 2H 1120 from May‑79.

Unit asbestos stripped during C1 overhaul at Swindon between Apr‑84 and Sep‑84.

1314

MBS 60139 temporarily replaced by 60137 (ex.1312) 1‑Nov‑75 whilst 60139 had engine mounting modifications at Eastleigh.

1315

DTS 60914 damaged late 1965 (details unknown) and unit to Eastleigh for repair and overhaul between 21‑Oct‑65 and 19‑Nov‑65.

Both trailers sidescrape damaged at Tonbridge c.7‑Nov‑72 and unit out of use. Trailers moved from Tonbridge to Slade Green for repairs 4‑Jan‑73. MBS 60140 used in 1310 Feb‑73 to Apr‑73 whilst trailers repaired and unit back to normal formation by 7‑Apr‑73.

Unit to Eastleigh 22‑Mar‑78 for protracted C1 overhaul, not released until 4‑Aug‑78.

1316

Unit to Eastleigh 4‑12‑78 for protracted C1 overhaul, not released until 2‑3‑79.

1317

DTS 60916 temporarily exchanged with damaged 60918 (ex.1319) for a few weeks during July and August 1981, AWS made operational once unit reformed to normal.

Unit to Eastleigh 20‑Dec‑83 for C1 overhaul and prototype asbestos strip, released c.Jul‑84.

1318

DTS 60917 damaged in collision with 1113 (where?) c.May‑75 and unit temporarily disbanded whilst DTS 60917 repaired at Slade Green. MBS 60143 to 3Hs 1113, 1118 then 1129, later to 3D 1312. TC 60617 to 2H 1120 Mar‑76 running as 3-car. Reverted to original formation about Jun‑76.

1319

Unit to Eastleigh for C6 overhaul 30‑Jan‑67 and was first one painted blue with full yellow ends, these were experimental and wrapped around onto the side of the cabs back to the first crew door. Unit released thus 24‑Feb‑67.

Unit also slightly damaged in collision between 1116 and 1310 at Oxted 11‑Dec‑72.

Unit side damaged after collision with stolen car down embankment near Woldingham 21‑Feb‑75.

Unit to Eastleigh 8‑May‑78 for protracted C1 overhaul, not released until 15‑Sep‑78.

DTS 60918 damaged in level crossing collision with tractor at Warehorn, near Ham Street 21‑Jul‑81 and temporarily exchanged with 60916 (ex.1317) for a few weeks. This DTS in all-blue livery, remainder of unit in blue & grey.

Unit in collision with DSL at Selhurst depot 10‑Nov‑85 and MBS 60144 damaged and replaced by ‘Hastings’ MBS 60044 (ex disbanded 5L 1037) from Nov‑85 to 25‑Mar‑86 when 60144 returned after repairs using cab of withdrawn 60134 (ex.1309).

60144 was further damaged in collision with 6321 at Selhurst depot 27‑Apr‑86 but again repaired, being renumbered as 207019 on release c.Mar‑87.

Note.

These units were subject to occasional short term reformations which were not recorded officially, sometimes running with Hastings or Hampshire unit motor coaches or as 2-car units without the trailer composite, such misformed units usually being restricted to the Hastings ‑ Ashford service.

               

 

3D 1314 @ASHFORD 11.15 FROM HASTINGS 3 June 72.JPG

3D 1314 arrives at Ashford with the 11.15 from Hastings 3rd June 1972©

 

Renumbered Oxted Units from Jun-86

Unit

MBS

TC

DTS

Wdn date

Diag no.
Code
BR Code

655
NB
DB2050A

667
TB
DH3010A

681
VB
DE2010A

 

207001 P

60126

60600

60900

12-Jul-93

207002

60127

60601

60901

See 207103

207003

60128

60602

60902

5-Oct-87

207004

60129

60603

60903

See 207101

207005

60130

60604

60904

See 207102

207006

60131

60605

60905

5-Oct-87

207007

60132

60606

60906

5-Oct-87

207008

60133

60607

60907

16-May-88

207009

60045#1

60608

60908

5-Oct-87

207010 P

60135

60609
60674#2
60609

60909
60828#3
60909

12-Jul-93

207011

60136
60139

60610

60910

14-May-90

207012

60137

60611

60911

5-Oct-87

207013 P

60138

60612

60912

9-Aug-93

207014

60139
60136

60613

60913

5-Oct-87

207015

60140

60614

60914

5-Oct-87

207016

60141

60615

60915

5-Oct-87

207017 P

60142

60616

60916

Now 2 car

 

60142

60916

31-Aug-04

207018

60143

60617

60917

5-Oct-87

207019

60144

60618

60918

16-May-88

Notes:

#1 ‘Hastings’ long frame MBS, diagram 651, code MA-1A.

#2 ‘Hampshire’ TS, diagram 672, code TA-1A.

#3 ‘Hampshire’ DTC, diagram 680, code VA-2B.

 

 

3D 207017 @ Southampton copyright BloodandCustard.JPG

3D 207017 leaving Southampton Central
© BloodandCustard

 

Individual Unit Notes
207001 - 207019

 

 

Unit

Notes

207001

Droplight restrictions applied Apr‑89.

Unit withdrawn 12‑Jul‑93 and stored at Eastleigh. Allocated to Porterbrook leasco from 1‑Apr‑94 though not in use. Unit hauled from Eastleigh to Gwent Demolition, Margam for scrapping 31‑May‑94. All coaches cut‑up w/e 25‑Jun‑94.

207002

Droplight restrictions applied 5‑May‑89.

Unit reduced to 2-car from Feb‑92 and reclassified as 2D and renumbered 207103. TC 60601 withdrawn and stripped at Eastleigh, moved for scrapping to M. C. Metals, Glasgow 9‑May‑92 and cut‑up 28‑May‑92.

207003

Unit withdrawn 5‑Oct‑87 and initially stored at Ore. After stripping at St Leonards MBS 60128 moved from Ore to Chart Leacon 22‑Nov‑88 for further stripping then sent for store to Sevenoaks, moved to Mayer Newman, Snailwell for scrapping 26‑Jan‑89 and burnt 17‑Apr‑89.

Both trailers 60902 and 60602 moved from Ore to Chart Leacon for stripping c.Jun‑88 then to Paddock Wood 24‑Aug‑88, then on to Willesden 13‑Sep‑88. Moved to Mayer Newman, Snailwell for scrapping 26‑Apr‑89. 60902 burnt 2‑May‑89 and 60602 burnt 3‑May‑89.

207004

Droplight restrictions applied Apr‑89.

Unit reduced to 2-car from Jun‑91 and reclassified as 2D and renumbered 207101. TC 60603 withdrawn and stripped at Selhurst, moved for scrapping to Mayer Newman, Snailwell 18‑Oct‑91, and burnt 12‑Nov‑91.

207005

Droplight restrictions applied May‑91.

Unit reduced to 2-car at Selhurst Oct‑91 and MBS & DTS sent for overhaul at Eastleigh 30‑Nov‑91 and reclassified as 2D and renumbered 207102. TC 60604 withdrawn and stripped at Selhurst, moved for scrapping to Mayer Newman, Snailwell 18‑Oct‑91, and burnt 30‑Oct‑91.

207006

Unit withdrawn 5‑Oct‑87 and stored initially at Gatwick, moving to Fratton where MBS 60131 detached, both trailers then moving to Clapham Yard 23‑Oct‑87 and on to Canterbury West 26‑Oct‑87. They soon went to Chart Leacon for stripping and were both at Eastleigh by 5‑Dec‑87 for some further stripping.

MBS 60131 used with Tribometer Test Train Oct‑87.

Both trailers earmarked for use as brake force for withdrawn stock but found unsuitable and not so used, MBS 60131 & DTS 60905 both moved to Ore for store 25‑Aug‑88. After stripping at St Leonards and Chart Leacon coaches sent to Sevenoaks for store.

MBS 60131 and DTS 60905 moved to Mayer Newman, Snailwell 9‑Dec‑88, arriving there 22‑Dec‑88, 60905 burnt 3‑Jan‑89 and 60131 burnt 13‑Jan‑89. TC 60605 moved from Eastleigh to Chart Leacon 20‑Dec‑88 then also sent to Sevenoaks for store. Moved to Meyer Newman, Snailwell for scrapping 26‑Jan‑89 and arriving 27‑Jan‑89; burnt 28‑Feb‑89.

207007

Unit withdrawn 5‑Oct‑87 and stored initially at Ore. After stripping at St Leonards unit moved to Chart Leacon for further stripping. MBS 60132 taken from Chart Leacon to Eastleigh 9‑Mar‑88 for engine recovery, both trailers sent to Sevenoaks for store.

DTS 60906 and TC 60606 moved to Mayer Newman, Snailwell for scrapping 19‑May‑88 arriving there 22‑Jun‑88; both burnt 4‑Jul‑88.

MBS 60132 returned from Eastleigh to Ore 25‑Aug‑88, later also moving to Sevenoaks. It was hauled to Meyer Newman, Snailwell for scrapping 9‑Dec‑88, arriving 22‑Dec‑88 and burnt 4‑Apr‑89.

207008

Unit withdrawn 5‑Oct‑87 but reinstated again from 12‑Oct‑87.

Unit withdrawn 16‑May‑88 and stripped at St Leonards and Chart Leacon then stored at Ore.

Hauled to Mayer Newman, Snailwell for scrapping 15‑Feb‑89, arriving 22‑Feb‑89. Coaches burnt as follows: 60607 22‑Feb‑89, 60907 24‑Feb‑89 and 60133 3‑Mar‑89.

207009

Unit withdrawn 5‑Oct‑87 and stored at Selhurst.

MBS 60045 used briefly during Nov‑87 in 6L 202001.

Unit then moved to Ore for store, there by 5‑Dec‑88. After stripping at St Leonards and Chart Leacon unit stored at Sevenoaks. Hauled to Mayer Newman, Snailwell for scrapping 26‑Jan‑89 and coaches burnt at follows: 60608 21‑Mar‑89, 60908 11‑Apr‑89 and 60045 5‑May‑89.

207010

Unit out of use with defects Oct‑90 and both trailers exchanged with Hampshire DTC 60828 and TS 60674 (both ex.205029). TS 60674 exchanged back with 60609 from Feb‑91 though unit still out of use in this formation. Driving trailers exchanged back Jan‑91.

Unit withdrawn 12‑Jul‑93 and stored at Eastleigh.

Allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not in use and both trailers 60909 & 60609 already scrapped at Gwent Demolition (Margam) having moved from Eastleigh 24‑Mar‑94 and both cut‑up w/e 9‑Apr‑94.

MBS 60135 used in departmental service as ‘horse’ for test coach Mars and renumbered ADB977906, though this not carried on vehicle. To Selhurst for stripping Oct‑94 and moved to St Leonards for further stripping 27‑Feb‑95. Remains scrapped there between Mar‑97 and Dec‑97.

207011

Unit withdrawn 5‑Oct‑87 but reinstated again 26‑Oct‑87.

MBS 60136 exchanged with 60139 (ex withdrawn 207014) Jan‑88. Unit withdrawn again 16‑May‑88 but once more reinstated from 16‑Jun‑88.

Droplight restrictions applied 19‑May‑89.

Unit finally withdrawn 14‑May‑90 (though still in use until 23‑May‑90) and stored at Eastleigh.

TC 60610 moved to Mayer Parry, Snailwell 27‑Jan‑92 and burnt 28‑Jan‑92. MBS 60139 and DTS 60910 both used in departmental service as part of sandite unit 068 from Sep‑90 with former Hastings TSO 60522 (ADB977696) marshalled between them. Both coaches renumbered into departmental series, 60139 as ADB977700 and 60910 as ADB977701.

Both 3D coaches maintained to passenger standards and available in emergencies from 5‑Nov‑90.

Unit 068 only used for autumn 1990 and 1991 sandite seasons and ADB977700/1 withdrawn after engine defective and hauled from Eastleigh to M. C. Metals, Glasgow for scrapping 2‑May‑92. Both cut‑up 7‑Aug‑92.

207012

Unit damaged in collision with DMMU at Reading depot 9‑Jun‑87 but repaired.

Unit withdrawn 5‑Oct‑87 but held for possible conversion into Track Recording Train and moved from Eastleigh to Radyr Yard for storage 19‑Jan‑88 prior to conversion at Cardiff Cathays depot.

However, conversion not undertaken and unit hauled from Radyr to Mayer Parry, Snailwell 28‑May‑91. Coaches burnt as follows: 60911 30‑May‑91, 60611 3‑Jun‑91 and 60137 12‑Jun‑91.

207013

Unit ran briefly in Nov‑92 with both trailers of 205031 in blue & grey with MBS in NSE livery. In this formation unit seated 13 first and 208 standard.

Unit withdrawn 9‑Aug‑93 and stored.

Allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not in use and both trailers 60912 & 60612 already scrapped at Gwent Demolition, Margam having moved from Eastleigh 24‑Mar‑94 and both cut‑up 16‑Apr‑94.

MBS 60138 used in departmental service as ‘horse’ for test coach Mars and renumbered ADB977907, though this not carried on vehicle.

To Selhurst for stripping Oct‑94 and moved to St Leonards for storage 27‑Feb‑95.

To Eastleigh 26‑Oct‑95 for overhaul and fitting of gangway connection, fluorescent lighting and PA system prior to reinstatement to traffic as MBS of further Ashford ‑ Hastings unit 207204. However, this overhaul did not commence and coach returned to St Leonards 10‑Mar‑98 for storage and possible overhaul for use on preserved railway hires.

Later sold and moved by road to the ‘Pump House Museum’ at Walthamstow in Jun-04.

207014

Unit withdrawn 5‑Oct‑87 and stored initially at Gatwick, moving to Fratton where MBS 60139 detached, both trailers then moving to Clapham Yard 23‑Oct‑87 and on to Canterbury West 26‑Oct‑87. They soon went to Chart Leacon for stripping and were both at Eastleigh by 5‑Dec‑87 for some further stripping.

MBS 60139 used with Tribometer Test Train Oct‑87.

Both trailers earmarked for use as brake force for withdrawn stock but found unsuitable and not so used. MBS 60139 exchanged with 60136 (ex.207011) from Jan‑88. MBS 60136 & DTS 60913 both moved from Eastleigh to Ore 25‑May‑88. Both then stripped at Chart Leacon before MBS 60136 returned to Eastleigh for engine recovery and DTS 60913 moved to Sevenoaks for store.

DTS 60913 hauled to Mayer Newman, Snailwell for scrapping 9‑Dec‑88, arriving 22‑Dec‑88 and burnt 5‑Jan‑89. TC 60613 moved from Eastleigh to Chart Leacon for stripping 20‑Dec‑88 then also stored at Sevenoaks. It also went to Meyer Newman (Snailwell) for scrapping, moving there 26‑Jan‑89 and burnt 2‑3‑89.

MBS 60136 moved Eastleigh to Ore 25‑Aug‑88 then heavily stripped of parts at St Leonards, Shell of MBS 60136 taken by road from Southampton Down Yard to Vic Berry, Leicester for scrapping 19‑Mar‑90.

207015

Unit withdrawn 5‑Oct‑87 and stored initially at Folkestone East and moved to Chart Leacon for stripping 15‑Jan‑88. Later moved to Ore for further store and stripping at St Leonards before moving to Sevenoaks for store. Unit hauled to Mayer Newman (Snailwell) for scrapping 19‑May‑88 and coaches burnt as follows: 60914 28‑Jun‑88, 60614 5‑Jul‑88 and 60140 15‑Aug‑88.

207016

Unit withdrawn 5‑Oct‑87 and stored initially at Folkestone East before moving to Chart Leacon for stripping 15‑Jan‑88. Later moved to Ore for further store and stripping at St Leonards before moving to Sevenoaks for store. Unit hauled to Mayer Newman, Snailwell for scrapping 19‑May‑88 and coaches burnt as follows: 60915 29‑Jun‑88, 60615 30‑Jun‑88 and 60141 12‑Jul‑88.

207017

Due to defects on trailer coaches unit out of use from Feb‑91 and MBS 60142 to 3H 205028 and replaced with defective 60150 (ex.205032) until reverted to booked formation from Aug‑91.

Unit withdrawn 30‑Apr‑93 but reinstated as a 2-car as spare for Ashford to Hastings line in Jul‑93. In this form unit seated 118 standard and had no toilet facilities. TC 60616 stored at Ashford Yard until later moved to St Leonards depot. Unit not modified internally as other 2D units and retained number 207017. TC 60616 to St Leonards for further storage 21‑Oct‑94.

All three coaches allocated to Porterbrook leasco fleet from 1‑Apr‑94. Unit still retained original interior through 1999 with ‘Trojan’ seating moquette, lighting by individual bulbs and no PA system, the last complete SR unit to retain these features.

Unit taken into Selhurst Repair Shop 10‑Jan‑00 for patch retrim and painting into Connex livery, being released 11‑Feb‑00.

Stored TC 60616 sold to the Hampshire & Sussex Unit Preservation Society during 1999, remaining stored at St Leonards until moved to Selhurst depot 21‑Feb‑01 for initial restoration.

Unit fitted with TPWS equipment at Selhurst early in Mar-03 and ran two test trips to London Bridge (along with similarly equipped 207203) on 11-Mar-03. Further test trips were run on 21-Mar-03.

Unit suffered a major engine failure at Crowborough whilst working on 17.10hrs London Bridge to Uckfield 23‑Mar‑04 and (after a period out of use at Selhurst depot) a replacement engine was fitted during Aug-04. Unit then ran under own power to St Leonards depot 31‑Aug‑04 for disposal by road to the Spa Valley Railway at Tunbridge Wells West, to whom it had been sold by Porterbrook.

Coaches moved from St Leonards, DTC 60916 on 16‑Sep‑04 and MBS 60142 the following day.

TC 60616 painted green at Selhurst by May‑05.

Coach sold-on to Spa Valley Railway and moved by road from Selhurst to the East Somerset Railway at Cranmore 7‑Jun‑05 for further restoration prior to eventually joining the other two coaches at Tunbridge Wells West. Coach moved to the Spa Valley Railway Jun‑08.

Unit used (as 2-car) between Tunbridge Wells and Eridge 9‑Jul‑12 for first time in preservation, marking the 27th anniversary of the closure of the line (1317 was in use on last day).

207018

Unit withdrawn 5‑Oct‑87 and initially stored at Ore. After stripping at St Leonards, both trailers taken to Chart Leacon for further stripping then moved to Paddock Wood 24‑Aug‑88 and on to Willesden for store 13‑Sep‑88.

Both hauled to Mayer Newman, Snailwell 26‑Apr‑89, 60617 burnt 4‑May‑89 and 60917 burnt 5‑May‑89. MBS 60143 moved from Ore to Chart Leacon 22‑Nov‑88 then to Eastleigh for engine recovery. Shell taken by road from Southampton Down Yard to Vic Berry, Leicester 1‑Apr‑90 for scrapping.

207019

 

Unit withdrawn 5‑Oct‑87 but reinstated again from 12‑Oct‑87.

Unit withdrawn again 16‑May‑88 having been stored at Ore by 3‑May‑88, then stored in Hastings Yard and stripped at Selhurst. Moved from Ore to Chart Leacon 22‑Nov‑88 then stored at Sevenoaks. DTS 60918 moved to Mayer Newman, Snailwell for scrapping 26‑Jan‑89 and burnt 13‑Apr‑89. MBS 60144 & DTS 60918 both hauled to Vic Berry, Leicester for scrapping 30‑Oct‑89.

Note.

These units were subject to occasional short term reformations which were not recorded officially, sometimes running with Hastings or Hampshire unit motor coaches or as two car units without the trailer composite, such misformed units usually being restricted to the Hastings ‑ Ashford service.

 

 

3D 1310 Clapham Jcn 18th Mar 1972 copyright BloodandCustard.JPG

3D 1310 south of Clapham Jcn 18th March 1972
© BloodandCustard

 

2D Units
207101 - 207103

 

During the latter half of 1991 authorisation was given for the conversion of three remaining 3D units to two cars; modified for conductor guard operation for use on the Ashford to Hastings line. This conversion involved the fitting of gangways between the two coaches; these being second-hand fittings recovered from withdrawn former REP and TC vehicles.

A doorway was cut at one side of the guard's van into the passenger saloon, this doorway being to the nearside when the motor coach was leading, the doors being recovered from the side corridor sections of the withdrawn TC vehicle. The centre partition in the DTS was completely removed and where the gangway was cut in the coach ends, seating was rearranged two each side in place of the previous full width seat for five.

Seating capacity of the MBS was therefore reduced to 40 and that of the DTS to 73, giving a unit total of 113 standard. In this form the units were 133' 3½" long and weighed 88 tons.

This initial conversion was carried out at Selhurst with the units then going to Eastleigh for overhaul and fitting of fluorescent lighting and a public address system. The units were reclassified as Class 207/1 and renumbered 207101 – 207103; their former identities being 207004/5/2 respectively.

Both vehicles were allocated revised BR design codes at this time. The units remained allocated to Selhurst for maintenance purposes. The former TC vehicles were all withdrawn for disposal after recovery of certain parts used in the conversion process.

All three were allocated to the ownership of the Porterbrook train leasing company under the BR privatisation arrangements.

In connection with the introduction of a number of Ashford ‑ Brighton through trains from 28th May 1995 it was felt these units would require additional seating capacity and toilet facilities and each would be made up to three cars once again by insertion of a former 4 CEP TSO taken from a withdrawn unit. Units were sent to Eastleigh during April /May 1995 for reforming and overhaul and were once again renumbered as 207201 ‑ 207203. Dates below unit numbers were dates unit into service in 2-car form.

Unit

Date

MBS

DTS

Ex. Unit

Date conv.

Reformed

Code
BR Code

 

NB-1A
DB2051A

VB-1A
DE2011A

 

 

 

207101

c.Jan-92

60129

60903

207004

Jun-91

24-Apr-95

207102

c.Feb-92

60130

60904

207005

Oct-91

13-Apr-95

207103

Jun-92

60127

60901

207002

Feb-91

22-May-95

 

 

 

3D TWW 1971 copyright.JPG

3D leaving Tunbridge Wells West©

 

 

 

3D Units
207201 - 207203

 

These three units were formed in May 1995 in connection with the introduction of a number of through trains between Ashford and Brighton where it was felt the 2D units would have insufficient seating capacity and their lack of toilet facilities would be a problem. Each of the existing 2D units were taken to Eastleigh for overhaul and reforming, and a former 4 CEP TSO vehicle was inserted, this coach seating 64 standard and having two toilet compartments at one end, these being marshalled against the DTS vehicle. The seating capacity of the resulting 3D unit was therefore 177, units still remaining fully gangwayed.

Modifications to the former EMU coach involved repositioning certain jumper connections and alterations to the lighting circuits as the supply was now the DEMU 90 volt rather than the EMU standard 70 volt. However, the coach retained Commonwealth bogies and differed in appearance with its greater overall width and large side windows with hopper lights above as opposed to the DEMU vehicle’s side doors to each seating bay. This coach was allocated a new BR design code in the DEMU series as DH2.06.0A.

The TSO weighed 34 tons, giving an overall unit weight of 122 tons and a reversion to the overall length of 199' 6" of the former 3D units.

All three units were renumbered as Class 207/2, becoming 207201 ‑ 207203 in order. Maintenance of the units remained at Selhurst depot as before. Units remained as part of the Porterbrook Leasco fleet, the former 4 CEP trailers also coming from this fleet. The three remaining vehicles from each donor 4 CEP unit were withdrawn for disposal at this time.

Unit 207202 was the first into service on 24th May 1995. Two of the units were named in ceremonies at Ashford and Brighton on 3rd June 1995, the nameplates being mounted on the motor coaches between the guard's brake and passenger saloon area. The units also had their restricted opening droplights altered back to normal at this time, precluding their use on Uckfield line services.

To assist units during the ‘leaf fall’ season in 1998, the units had their CEP trailers removed and reverted to 2D once again, though without renumbering. The units then reverted to seating 113 standard, weighing 88 tons with an overall length of 133' 3½". The CEP trailers were stored at Selhurst depot though two were briefly returned to their units prior to programmed overhauls and removed again shortly after these completed.

All three units were repainted into Connex yellow /white livery during late 1998 /early 1999 and also had their restricted droplight openings restored, including fitting window bars to the doors of the CEP trailers to enable then to be used on the through London - Uckfield services.

The units were once again made up to 3D during March /April 1999 for the summer timetable. Two only were reduced to 2-car in October 1999 for the Winter season (being made up to 3-car again in April) but all units remained as three cars throughout the winter 2000 /2001 period.

Unit 207201 was damaged in a collision with a fallen tree in May 2001 and taken to Selhurst for repairs, though these were not carried out and the unit was then extensively stripped for spare parts and withdrawn.

Unit 207203 suffered a serious engine failure in December 2002 but this was replaced at St Leonards and the unit was back in traffic by February 2003. It returned to St Leonards depot later in the month to be the first South Central DEMU unit to be fitted with TPWS equipment.

Both 207202 and 207203 remained in traffic until July 2004, 207203 last running on the Marshlink line on 13th July 2004; the 18.54 Ashford to Hastings being the last train on this route to be worked by a DEMU unit (with the exception of preserved ‘Hastings’ unit 1001 which was kept at St Leonards as a ‘standby’ for this route).

The final ‘Oxted’ unit to remain in traffic was therefore 207202 and this ran on the 21.00 Uckfield to Oxted on 17th August 2004, being the last passenger working of these units. Both were then moved to Redhill for storage pending disposal to preserved railways, having been sold for a nominal sum by owners Porterbrook. They were both loco-hauled to Swindon 27th October 2004, and 207202 taken on to Bury the following day for the East Lancs Railway, moving onto this line under its own power. 207203 was moved by road from Swindon, the two DEMU coaches to the Swindon and Cricklade Railway whilst the ex 4 CEP trailer was taken to a scrapyard.

Unit formations were as follows, with date ex Eastleigh works shown below the unit number and the unit number of each vehicle’s former unit being shown below in brackets.

 

Unit

Date

MBS

TSO

DTS

Nome

Reformed

Code
BR Code

 

NB-1A
DB2051A

BX
DH2060A

VB-1A
DE2011A

 

 

207201

25-May-95

60129
(207101)

70286
(1546)
70547
70286
-
70286
-
70286

60903
(207101)
60901
60903

Ashford Fayre

21-May-01

Code

 

 

BX-1A

 

 

 

207202

19-May-95

60130
(207102)

70549
(1597)
-
70549
-
70549

60904
(207102)

Brighton Royal Pavilion

Oct-04

207203

26-May-95

60127
(207103)

70547
(1569)
-
70547

60901
(207103)
60903
60901

 

Oct-04

 

 

 

Individual Unit Notes
207201 - 207203

 

 

Unit

Notes

207201

Unit in collision with 319050 in Selhurst depot 7‑Jan‑98 and DTS 60903 damaged. Temporarily exchanged with 60901 (ex.207203) at Selhurst 6‑Feb‑98 and back to traffic 12‑Feb‑98. DTS 60903 returned to unit 3‑Jul‑98 and TSO 70286 also temporarily exchanged with 70547 (ex.207203) on the same date. These TSOs exchanged back 13‑Jul‑98 and unit back to normal formation. TSO 70286 removed from unit and stored at Selhurst depot 15‑Oct‑98 and unit to traffic as 2-car. TSO 70286 back into unit prior to overhaul at Eastleigh 27‑Oct‑98, though removed on return to Selhurst. TSO 70286 back into unit 22‑Mar‑99 and unit to traffic as 3-car.

Unit reduced to 2-car for winter 1999 from 5‑Oct‑99 and reverted to 3-car again from 22‑Apr‑00.

Cab end of DTS 60903 damaged when unit in collision with fallen trees at landslip near Ore 21‑May‑01 and to Selhurst for repairs. However, these repairs were not carried out and the unit was used as a parts donor and withdrawn from traffic, remaining stored at Selhurst depot into 2003.

MBS 60129 moved from Selhurst by road for scrapping at Immingham Railfreight Terminal 30‑Sep‑03, eventually being cut‑up 15‑Oct‑04, whilst TSO 70286 arrived at Immingham 30‑Sep‑03 and was cut‑up 24‑Oct‑03, with DTC 60903 arriving the following day and also cut‑up 24‑Oct‑03.

207202

Unit to Eastleigh for overhaul as 3-car 2‑Oct‑98 and released 5‑Nov‑98 in Connex livery. TSO 70549 removed and stored at Selhurst depot and unit back to traffic as 2-car 13‑Nov‑98. TSO 70549 back into unit 6‑Apr‑99 and unit to traffic as 3-car. TSO 70549 stored again from Oct‑99 and unit released as 2-car for winter period, reverting to 3-car again in April 2000.

DTS 60904 slightly damaged when unit in collision with car at Forge Farm Crossing near Eridge in April 2001. Unit then to Eastleigh for repair and back to traffic 1‑Jun‑01. Ran briefly as 2-car unit during July 2001.

Unit fitted with TPWS equipment at Selhurst in March 2003.

Unit out of use at Selhurst after working 21.00 Uckfield to Oxted 17‑Aug‑04 and moved to Redhill for storage 24‑Aug‑04. Hauled to Swindon 27‑Oct‑04 and on to Castleton Junction 28‑Oct‑04 from where it ran onto the East Lancs Railway under its own power for preservation. Later restored to green livery and carrying unit number 1305 once again.

207203

Unit in collision with 319013 in Selhurst depot 10‑Dec‑95 and DTS 60901 damaged. Repaired at Selhurst and unit back to traffic 15‑Jan‑96.

Due to engine defects unit out of use Feb‑98 and DTC 60901 exchanged with damaged 60903 (ex.207201) at Selhurst 6‑Feb‑98. MBS 60127 to Eastleigh for engine overhaul Mar‑98, TSO 70547 spare at Selhurst and 60903 repaired at Selhurst. DTS 60903 returned to unit 207201 3‑Jul‑98 after repairs along with TSO 70547 and own DTS 60901 spare until 70547 returned from 207201 13‑Jul‑98 and unit back to traffic in original formation.

TSO 70547 removed from unit and stored at Selhurst depot 13‑Oct‑98 and unit to traffic as 2-car. TSO 70547 returned to unit prior to being sent to Chart Leacon for running gear overhaul 28‑Oct‑98, released 4‑Nov‑98 and TSO removed once again at Selhurst depot. TSO 70547 repainted into Connex livery at Selhurst Apr‑99 and remainder of unit also stopped for body repair and repaint from 29‑Apr‑99. Unit back to traffic as 3-car 17‑Sep‑99, remaining as 3-car throughout the winter period and used mostly on Uckfield line diagrams.

Unit suffered a serious engine failure near Ashford during Dec-02 and taken to St Leonards depot where a replacement power unit was fitted, returning to traffic early in Feb-03. It was back at St Leonards depot later that month as a prototype unit for fitting of TPWS equipment, then returning to Selhurst depot where some TPWS test runs took place (along with similarly equipped 207017) on both 11-Mar-04 & 21-Mar-04. Unit out of use at Selhurst after working 18.54 Ashford to Hastings 13‑Jul‑04 and moved to Redhill for storage 24‑Aug‑04.

Along with 207202 unit hauled to Swindon 27‑Oct‑04 and both DEMU coaches moved by road to the Swindon and Cricklade Railway during the next two days. Trailer 70547 was taken by road from Swindon direct to Immingham Railfreight Terminal for scrapping, arriving there 1‑Nov‑04.

However this coach was then resold for preservation (for use in unit 205205) and moved from Immingham to the North Yorkshire Moors railway at Goathland 13‑Jan‑05. It was then sold again and later reported in use as an office in Hungerford Nov‑05.

Unit 207203 restored to green livery (green cab ends) as ‘unit 1302’ and in use by Apr-09.

 

 

Author John Atkinson with contributions and editorial from C. Watts.

 

 

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BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL