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Southern Railway’s
2 BIL UNITS

2-car Bi-Lavatory Units

 

3358812021_b62108f637_o.jpg

1st August 1962 and the demise of 2 BIL 2088 at Barnham

© Ian Nolan

 

 

Links to Contents

2001-2010

2011-2048

2049-2116

2117-2152

Set 900 /701

 

BR liveries

Additional DTC vehicles

Barnham derailment 1962

Model Form

 

 

R3162-BR-2-BIL-Train-Pack.jpg

© Hornby R3162 Model of 2 BIL No.2134

 

 

INTRODUCTION

The 2 BIL units were built in four distinct batches:

 

 

Units*

Built

Purpose

1.

2001 to 2010

Feb-35

Brighton Line scheme to Seaford and Ore

2.

2011 to 2048

Aug-36 to Jan-37

Portsmouth No.1 scheme

3.

2049 to 2116

Jul-37 to Dec-37

Portsmouth No.2 scheme

4.

2117 to 2152

Aug-38 to Nov-38

Reading Extension scheme (Virginia Water to Reading, Ascot to Ash Vale and Aldershot to Guildford)

 

*after renumbering took place

 

The first 2 BIL units were constructed for the 1935 extension of the Brighton line electrification to Seaford, Eastbourne & Hastings, (Ore). Order number HO 806 (dated 23rd March 1934) was for ten two-coach units for the semi‑fast and stopping services. They were known as ‘2 BIL’ units; this denoting that both coaches of the unit had access to a lavatory.

These units appeared as 1891 – 1900 although the first unit (delivered in February 1935) was numbered 1890. However, this unit was renumbered 1900 in January 1936 to make way for the final 2 NOL unit. The other nine 2 BIL units were ready about March 1935.

The 2 BIL units were ordered alongside other batches of stock for the 1935 electrification extension scheme:

6 PAN units numbered 2021 – 2037
(Order no. HO 805 - seventeen six-coach corridor units for the express services)

2 NOL units numbered 1824 – 1855
(Order no. HO 807 - thirty two two-coach non-gangwayed units for local stopping services).

Public services over the newly electrified lines commenced on 7th July 1935 after a period of trial running from May 1935.

 

This first batch of 2 BIL units (as well as all subsequent orders) was constructed at Eastleigh on new underframes from Lancing with steel‑clad timber framed bodies and canvas covered roofs. These units were not gangwayed between coaches and were coupled with the centre buffer /three-link chain arrangement. However, as they were intended for use on some quite lengthy services it was considered necessary for all passengers to have access to a lavatory so each coach were provided with a side corridor and one lavatory these being located at the opposite end to the driving cabs.

All the seating was in compartments; each compartment having an outside access door and a sliding door into the corridor. These units were similarly equipped to most of the 2 NOL units and the 4 LAV unit (also the vast majority of the suburban three coach motor units) with electro-magnetic control equipment (supplied in this case by Metro-Vick), resulting in a large driver's cab in the motor coach and a raised floor in the guard's brake as a result of this control equipment.

In the motor coaches smoking was allowed in the two compartments (including the coupés) at the van end of the coach and the three at the opposite (toilet compartment); the two remaining compartments being designated non-smoking.

In the driving trailer composites smoking was allowed in the three third compartments behind the cab and in the three first compartments at the inner (toilet compartment) end of the coach; one first class compartment and the adjacent third-class being designated non-smoking.

However, subsequent batches of 2 BIL units were equipped with EE electro-pneumatic control gear (as were the last batch of 2 NOL units and all subsequent ‘1936 type’ stock built); this equipment all being below solebar level allowing a smaller cab to be provided. This difference meant that once again and like the MV control equipped 2 NOL units, there was a difference in the power cable conduit runs between the cab ends of the motor coach and driving trailer. The later batches had the same (driving trailer style) arrangement at both ends.

This first batch of units were regarded as satisfactory and further units of a similar type were then ordered during 1936 for the next three electrification extensions as follows:

1901 ‑ 1920 and 1954 ‑ 1971 in 1937 for Portsmouth No. 1 extension
(Order HO 898 dated 8th January 1936 (36 units) with a further two added as order HO 903 on 27th January 1936).

2049 ‑ 2116 in 1938 for Portsmouth No. 2 extension
(Order HO 949 dated 6th November 1938 - 68 units).

2117 ‑ 2152 in 1939 for Reading extension
(Order HO 948 also dated 6th November 1938 - 36 units).

The two additional units for HO 903 were added when Farnham - Alton was added to the ‘Portsmouth No. 1’ scheme.

The motor coaches of each of these further batches (final numbering 2011 to 2152) had a larger luggage area, six first class compartments and one four seat coupe (when compared to the first batch of units numbered 2001 to 2010).

 

SR RENUMBERING

The rapid expansion of the Southern Railway’s electric fleet had led to the numbering system becoming rather complex, with the Portsmouth No 1 batch being split around the existing 4 LAV numbers, and a renumbering scheme was drawn up from January 1937 to tidy-up the numbers and put them into a more logical sequence, this affecting the 2 BIL units. Unit numbers 1891 ‑ 1900 now became 2001 ‑ 2010 (renumbered in order) whilst the newly delivered Portsmouth No 1 batch (not yet in traffic but in store or working running-in turns) became 2011 ‑ 2048. The final two batches of units carried their new numbers when delivered.

 

CHANGES IN DESIGN

The three larger batches of 2 BIL units had a number of detail improvements over the first ten units, principally that now having EE electro-pneumatic control gear allowed a smaller driver's cab and a larger guard's brake to be provided in the motor coaches, the luggage space in the first batch having proved inadequate. The larger guard's brake also meant that one of the full compartments in each motor coach was now reduced to a coupe (seating four) whilst the remaining six compartments were made slightly wider.

Other changes were made to the location of some of the doors along the corridor side, resulting also in changes to the window layout.

Following a collision at Woking in 1937 when 2 BIL 2046 suffered a partial underframe collapse the final batch of ‘Reading line’ units featured a reinforced underframe design and heavier buffers. This raised the buffing load from 90 to 120 tons. As a result each vehicle in the final batch weighed about one ton more than the earlier ones.

 

2-BIL 2084 at Ardingly Station, 30 Mar 1963 13760487113_4920418e2c_o.jpg

30th March 1963 and 2 BIL 2084 at Ardingly

© Ian Nolan

 

 

IN SERVICE

Once delivered, this large fleet of 152 units was found working widely over all the electrified routes of both the Western and Central sections of the Southern, though they were much less common on the Eastern section, where similar duties were covered by the 2 HAL units built later for the Gillingham & Maidstone electrification scheme in 1939.

However, an eight coach 2 BIL formation was diagrammed to cover the 8:23am Sevenoaks to Cannon Street and 6:5pm return with other associated workings, the train being berthed at Orpington overnight. The trainset was changed over on Friday night to New Cross Gate with a fresh train returning to Orpington on Sunday evenings formed off a service arriving from Brighton. These workings ceased in February 1939 when new 2 HAL units took over these trains, units 2610 - 2613 being put into traffic for this working from 24th February 1939.

Formations of units up to twelve coaches long could be found from Waterloo, Victoria and London Bridge. Units on the Central section also ran in conjunction with 4 LAV and 2 NOL units on some trains, whilst mixed formations with 4 SUB units were not uncommon.

2 BIL units also deputised from time to time on suburban services though their lower seating capacity was a disadvantage when working such trains. However, these units could not run in multiple with the ‘main line’ fleets of PUL /PAN /BEL and COR /RES /BUF units.

All batches of units were intermixed in traffic and units therefore received their routine maintenance at Fratton, Wimbledon Park and Lovers Walk depots. Heavier body repairs and overhauls were carried out at Lancing works whilst electrical overhauls and bogie changes were dealt with at Slade Green Repair Shop. More serious damage and collision repairs were carried out at Eastleigh works whilst other unscheduled repairs were also done at Peckham Rye and later Selhurst Repair Shops. Following closure of Lancing works in 1963, bodywork overhauls were transferred to Eastleigh.

The 2 BIL units continued on their intended duties for many years although four units were destroyed during the war by enemy action and many others suffered lesser damage. A few others with damaged driving trailers had these replaced by ‘all‑steel’ type 2 HAL pattern vehicles during the early 1950's; some of these being mounted on recovered underframes from damaged vehicles.

The toilet water heaters were isolated during the war years and not reinstated, though the hot taps remained in the toilets until removed in the early 1960's.

 

NATIONALISATION

Nationalisation in 1948 had little effect other than the units' livery changing from SR to BR green.

During 1953 all units were modified with a compressor governor fitted to prevent units being able to take power until sufficient brake pressure was available to stop the train, this following a ‘runaway’ collision at Guildford involving a 2 BIL unit.

Similar equipment was fitted to all other units and whilst modifications were in progress a temporary restriction was imposed on two car units running solo, this affecting unit diagrams for a while (along with those of the 2 NOL and 2 HAL units). During the modification programme, units dealt with had a small 2" diameter white circle painted onto their bodysides close to the cab doors, once all were completed these were then removed.

Third Class became Second Class in June 1956 resulting in the vehicle types changing, the motor brake third (MBT) now becoming a motor brake second (MBS).

From 1956 the 2 NOL units began to be withdrawn, their bodies scrapped and the underframes recovered for further use in construction of new ‘SR type’ 2 EPB and 2 HAP units. 2 BIL units were used to cover some of the former 2 NOL duties, being supplemented by 2 HAL units now being displaced from the Eastern section by new 2 HAP units. Unit 2146 was the first to receive the new style circular BR carriage crest circa March 1957 replacing the ‘riding lion’ crest used hitherto.

The 2 BIL and 2 HAL units had no operational distinction (except for a small batch of 2 HAL units used between Victoria and Gatwick Airport) and were freely mixed from about 1960 onwards.

During the mid 1960's units began to gain air horns in place of their whistles (possibly starting in 1963; certainly some received horns in 1964) and had UIC (Union Internationale des Chemins de fer) yellow bands applied at cantrail level to indicate the location of the first class compartments. Small yellow warning panels were painted onto cab ends from January 1964 with units 2080 and 2087 amongst the first BR(S) units so treated: the yellow later being extended to the whole cab end.

Many of the small yellow warning panels were hastily painted on (some undertaken in stabling sidings) so dates for their application are few and far between. Where a painted ‘by date’ is stated in the livery table (below) this may have been obtained through photographic evidence. If no date is known then N/K applies. With the yellow warning panels /ends came the black inverted triangle on the motor coaches; this denoted that there was no brake van at the other end of the unit.

A system of electrical code letters allocated to each vehicle was introduced in 1963 and the 2 BIL units were included in this, the motor coaches becoming CA whilst the driving trailers were DA, though the first ten units were not included in the scheme.

 

Down EMU from Horsted Keynes passing Copyhold Junc, 31 Mar 1963 13780321633_593694acbc_o.jpg

31st March 1963 and a 2 BIL (possibly unit 2059) passes
Copyhold Junction en route to Ardingly and Horsted Keynes

© Ian Nolan

 

 

CORPORATE BLUE & WITHDRAWAL

From late 1967 units began to be repainted into BR blue livery with full yellow ends; unit 2111 being the first in October. Following the replacement of the 4 LAV units on the Brighton line in 1968/9 by new 4 VEP units, further batches of the 4 VEP units were ordered to begin replacement of the 2 BIL and 2 HAL fleet and withdrawals of undamaged units began in 1969, some still being in green livery.

The first ten 2 BIL units were among the earliest withdrawn and delivery of further 4 VEP and 4 CIG units and redeployment of 2 HAP units saw the 2 BIL fleet steadily lose the main line stopping duties on the Portsmouth line. Displaced 4 COR units were then used to replace the units on the Waterloo to Reading /Guildford lines and further 4 VEP deliveries saw the last scheduled workings on the Brighton main line on 30th April 1971, leaving their last duties on coastal local trains from Brighton.

The final day of normal public service for the 2 BIL (and 2 HAL) units was 29th July 1971 with units 2016 /2034 /2111 /2023 /2040 in use. Three units were retained for a final railtour on 25th September 1971 when the last three (2111 /2035 /2040) were withdrawn.

Withdrawn units were sent to Slade Green, thence Selhurst for stripping of equipment prior to sale to scrap dealers and disposal. However, one unit 2090 was claimed by the National Railway Museum and preserved. Unless accident-damaged most units were withdrawn in batches and stored at various locations around the system awaiting movement to Slade Green /Selhurst for electrical stripping.

Some units were out of use for a few days/weeks prior to their official withdrawal date. Following stripping there were further periods of storage before units were hauled away to the scrap dealer to which they had been sold. The ‘scrap date’ in the following lists is usually the month in which the units were hauled away from the SR, but some survived for some time afterwards in scrap yards prior to being broken‑up.

The class number 401 was allocated to the 2 BIL fleet by BR as part of the TOPS system in 1972. However, as units had all been withdrawn for disposal by this time this was not carried on any of the units.

Back to top

 

2 BIL 2004 leads arriving at Ardingly Station, 20 Aug 196212013081645_0ab6af7b86_o.jpg

20th August 1962 and 2 BIL 2004 leads another into Ardingly

© Ian Nolan

 

 

BR LIVERIES

The inverted black triangle on yellow warning panels /ends was there to provide an early indication to station staff that there was no brake van at the other end of the unit.

 

 

 

Unit

BR(S) Green dates

BR corporate blue livery dates

Notes

 

Yellow warning panels

Full yellow ends

Yellow warning panels

Full yellow ends

 

 

2001

N/K

Withdrawn

 

 

 

 

2002

26-Nov-64

Withdrawn

 

 

 

 

2003

N/K

Yes

Withdrawn

 

 

 

2004

27-Sep-65

Withdrawn

 

 

 

 

2005

N/K

28-Nov-66

Withdrawn

 

 

 

2006

N/K

Disbanded

 

 

 

 

2007

27-Oct-64

Withdrawn

 

 

 

 

2008

Yes

Withdrawn

 

 

 

 

2009

N/K

11-Jun-65 §

Withdrawn

 

§ yellow wrap

 

2010

By May-68

Withdrawn

 

 

 

 

2011

Nov-64

14-Aug-67 §

Withdrawn

 

§ yellow wrap

 

2012

N/K

Withdrawn

 

 

 

 

2013

N/K

Withdrawn

 

 

 

 

2014

Withdrawn

 

 

 

 

 

2015

N/K

Withdrawn

 

 

 

 

2016

26-Nov-64

No

No

26-Apr-69

 

 

2017

By Jun-67

Withdrawn

 

 

 

 

2018

N/K

Withdrawn

 

 

 

 

2019

2-Dec-64

Withdrawn

 

 

 

 

2020

9-Dec-65

Withdrawn

 

 

 

 

2021

N/K

Yes §

No

5-Apr-67

§ yellow wrap

 

2022

N/K

Yes §

No

1-Jul-67

§ yellow wrap

 

2023

N/K

Withdrawn

 

 

 

 

2024

16-Nov-64

No

No

18-Jan-69

 

 

2025

12-Jan-65

No

No

9-Jan-68

 

 

2026

N/K

18-Dec-67 §

Withdrawn

 

§ yellow wrap

 

2027

3-Feb-67

Withdrawn

 

 

 

 

2028

Feb-64

Yes

No

By Oct-69

 

 

2029

11-Oct-66

Withdrawn

 

 

 

 

2030

N/K

Withdrawn

 

 

 

 

2031

N/K

Withdrawn

 

 

 

 

2032

N/K

No

No

By Nov-70

 

 

2033

Aug-64

No

No

By Nov-70

 

 

2034

N/K

No

No

21-Jul-69

 

 

2035

N/K

Withdrawn

 

 

 

 

2036

9-Jan-66

No

No

By Oct-70

 

 

2037

26-Aug-66

Withdrawn

 

 

 

 

2038

N/K

4-Mar-68 §

Withdrawn

 

§ yellow wrap

 

2039

N/K

Withdrawn

 

 

 

 

2040

By May-69

Withdrawn

 

 

 

 

2041

N/K

Withdrawn

 

 

 

 

2042

N/K

Withdrawn

 

 

 

 

2043

N/K

No

No

Mar-68

 

 

2044

15-Mar-67

Withdrawn

 

 

 

 

2045

May-64

Withdrawn

 

 

 

 

2046

N/K

Withdrawn

 

 

 

 

2047

N/K

Withdrawn

 

 

 

 

2048

N/K

c.May-68

Withdrawn

 

 

 

2049

N/K

Withdrawn

 

 

 

 

2050

6-Jan-66

26-Mar-68 §

Withdrawn

 

§ yellow wrap

 

2051

24-Jan-67

Withdrawn

 

 

 

 

2052

30-Nov-66

No

No

By May-70

 

 

2053

30-Jan-65

18-Sep-67 §

Withdrawn

 

§ yellow wrap

 

2054

Yes

Withdrawn

 

 

 

 

2055

16-Nov-64

24-Apr-67

Withdrawn

 

 

 

2056

10-Mar-65

22-Nov-68 §

Withdrawn

 

§ yellow wrap

 

2057

N/K

25-Aug-67

 

 

 

 

2058

2-Jun-66

?-67

No

9-May-69

 

 

2059

N/K

Withdrawn

 

 

 

 

2060

15-Apr-66

14-Nov-68 §

Withdrawn

 

§ yellow wrap

 

2061

9-Jan-67

Withdrawn

 

 

 

 

2062

23-Aug-65

No

No

28-Nov-69

 

 

2063

N/K

Withdrawn

 

 

 

 

2064

14-Jan-65

No

No

5-Dec-67

 

 

2065

N/K

Yes

Withdrawn

 

 

 

2066

N/K

Withdrawn

 

 

 

 

2067

28-Oct-66

No

No

By May-70

 

 

2068

N/K

Withdrawn

 

 

 

 

2069

Mar-64

Withdrawn

 

 

 

 

2070

N/K

Withdrawn

 

 

 

 

2071

N/K

Withdrawn

 

 

 

 

2072

12-May-65

No

No

7-May-69

 

 

2073

N/K

Withdrawn

 

 

 

 

2074

15-Sep-64

4-Mar-68 §

Withdrawn

 

§ yellow wrap /last green

 

2075

N/K

No

No

By Oct-69

 

 

2076

By April-69

Withdrawn

 

 

 

 

2077

N/K

Withdrawn

 

 

 

 

2078

N/K

4-Jul-67

Withdrawn

 

 

 

2079

N/K

Yes

Withdrawn

 

 

 

2080

26-May-65

No

No

6-Feb-69

 

 

2081

N/K

Withdrawn

 

 

 

 

2082

16-Nov-66

Withdrawn

 

 

 

 

2083

N/K

9-Jun-65 §

Withdrawn

 

§ yellow wrap

 

2084

N/K

Withdrawn

 

 

 

 

2085

27-Oct-66

Withdrawn

 

 

 

 

2086

N/K

No

No

By Feb-70

 

 

2087

1964

Withdrawn

 

 

 

 

2088

No

Withdrawn

 

 

Barnham derailment 1962

 

2089

By Feb-67

22-Oct-65 §

Withdrawn

 

§ yellow wrap

 

2090

N/K

16-Jun-67

No

6-Feb-70

 

 

2091

N/K

Withdrawn

 

 

 

 

2092

N/K

Withdrawn

 

 

 

 

2093

N/K

15-Nov-67 §

Withdrawn

 

§ yellow wrap

 

2094

N/K

Withdrawn

 

 

 

 

2095

10-Nov-65

Withdrawn

 

 

 

 

2096

Yes

Unlikely

Withdrawn

 

 

 

2097

N/K

Withdrawn

 

 

 

 

2098

N/K

No

No

26-Aug-69

 

 

2099

9-Dec-65

No

No

By Jun-70

Air horns fitted by 3-Jun-67

 

2100

20-May-65

Withdrawn

 

 

 

 

2101

May-64

No

No

20-Jun-69

Air horns fitted by 13-Sep-64

 

2102

Withdrawn

 

 

 

 

 

2103

31-Dec-64

No

No

By Oct-69

 

 

2104

3-Jun-66

No

No

18-Sep-69

 

 

2105

12-Jan-67

Withdrawn

 

 

 

 

2106

16-Nov-64

Withdrawn

 

 

 

 

2107

N/K

Withdrawn

 

 

 

 

2108

N/K

Withdrawn

 

 

 

 

2109

N/K

Withdrawn

 

 

 

 

2110

14-Feb-65

Withdrawn

 

 

 

 

2111

N/K

No

No

21-Sep-67

First blue 2 BIL

 

2112

26-Oct-66

No

No

20-Sep-68

 

 

2113

25-Mar-66

6-Aug-68

Withdrawn

 

 

 

2114

18-Oct-66

Withdrawn

 

 

 

 

2115

26-Apr-65

Withdrawn

 

 

 

 

2116

Jun-64

Yes §

Withdrawn

 

§ yellow wrap

 

2117

N/K

Withdrawn

 

 

 

 

2118

N/K

Withdrawn

 

 

 

 

2119

Withdrawn

 

 

 

 

 

2120

N/K

Withdrawn

 

 

 

 

2121

N/K

Yes

Withdrawn

 

 

 

2122

N/K

Withdrawn

 

 

 

 

2123

N/K

No

No

19-Mar-68

 

 

2124

N/K

Withdrawn

 

 

 

 

2125

By May-67

Withdrawn

 

 

 

 

2126

N/K

Withdrawn

 

 

 

 

2127

N/K

Withdrawn

 

 

 

 

2128

N/K

Withdrawn

 

 

 

 

2129

N/K

Withdrawn

 

 

 

 

2130

N/K

10-May-67

Withdrawn

 

 

 

2131

Withdrawn

 

 

 

 

 

2132

17-Jan-67

No

No

By Apr-70

 

 

2133

N/K

No

No

30-Nov-67

 

 

2134

By 1967

No

No

By Aug-68

 

 

2135

25-May-66

No

No

30-Dec-68

 

 

2136

27-Mar-65

Withdrawn

 

 

 

 

2137

N/K

14-Mar-67

No

By Jun-70

 

 

2138

N/K

Withdrawn

 

 

 

 

2139

N/K

No

No

13-Jan-70

 

 

2140

19-Aug-65

No

No

18-Dec-68

 

 

2141

N/K

21-Mar-67

No

30-Aug-69

 

 

2142

Yes

Withdrawn

 

 

 

 

2143

N/K

Withdrawn

 

 

 

 

2144

N/K

Withdrawn

 

 

 

 

2145

N/K

Withdrawn

 

 

 

 

2146

25-Sep-65

30-Nov-68

Withdrawn

 

 

 

2147

N/K

16-Mar-67

No

30-Oct-69

 

 

2148

N/K

Withdrawn

 

 

 

 

2149

N/K

Withdrawn

 

 

 

 

2150

24-Nov-65

8-Jul-68

Withdrawn

 

 

 

2151

N/K

27-Nov-67

Withdrawn

 

 

 

2152

N/K

Withdrawn

 

 

 

 

 

 

 

 

 

Back to top

 

 

2 BIL 2150 Bluebell Railway into Horsted Keynes 29 Oct 1961 14756836906_ecd1b3e331_o.jpg

29th October 1961 and 2 BIL 2150 takes second-stage at Horsted Keynes

© Ian Nolan

 

 


UNITS NUMBERED 2001 - 2010

This first batch of ten units (delivered early in 1935) were the prototypes for the larger batches of units built during the next three years. Each unit consisted of a motor brake third (MBT) and a driving trailer composite (DTC), and had similar equipment to contemporary suburban units. Cab end design was similar with a domed roof and the usual side buffers, central drawhook and low level air brake hoses whilst power, control and lighting jumpers were mounted on the cab end.

A standard stencil route indicator was fitted between the two cab observation lights, with the whistle to the nearside of the driver's window. The secondman’s window is hinged (on the external door side) to open outwards in order to for the driver to lean out and change the route indicator’s stencils; the opening frame of this window making it look smaller in size when compared to the (fixed) driver’s window.

The bodysides along the luggage van and cab area was not flattened and inset as on the 4 LAV units, therefore the cabs at both ends of the unit were full width. Each coach had a full length side corridor, both these being along the same side of the unit as marshalled. When the motor coach was leading the corridors were on the nearside.

The motor brake third consisted of driver's cab entered by inwards opening doors each side, this cab being 9' 1" wide to accommodate some of the electro-magnetic control equipment behind the driver. Like similarly equipped suburban and 2 NOL units, this resulted in power conduits running up to roof level on the left hand side of each observation window (as seen facing the cab).

The guard's brake van followed (there was no access from this to either the cab or the passenger area of the coach), this being 7' 11¾" wide and with a pair of outward opening doors each side for access. No side lookout duckets were provided; the Guard having periscopes in each direction to assist with observing signals.

The remainder of the motor brake third consisted of seven third class compartments (all 5' 11" wide each seating 8) giving an overall capacity of 56 third. Each compartment had an exterior access door whilst there were three doors along the corridor side. From the guard's end these were placed opposite the partition of the first/second, the door of the fourth and the partition of the sixth/seventh compartments, resulting in an outside window layout of large sidelight (L/S/L), door, three L/S/L, door, three L/S/L, door, L/S/L and toilet window.

The lavatory was located at the inner end of the coach. This coach was given the diagram number 2111 and weighed 43 tons 6cwt. The motor bogie below the driver's cab was equipped with shoegear and fitted with two MV339 motors of 275hp, though these were replaced by EE339 motors during the 1950's. Smoking was allowed in the two compartments at the van end of the coach and the three at the opposite (toilet compartment) end.

The driving trailer composite consisted of a driver's cab 4' 8 & 3/8" deep followed by eight compartments, the four behind the cab being third class and 6' 3" wide, the four at the inner end being first class and 7' 1¾" wide, and finally a lavatory compartment at the inner end of the coach.

The corridor was along the offside when the cab was leading, the opposite side to that of the motor coach so that both corridors were along the same side of the unit.

Each third class compartment again seated 8 and the firsts seated 6; giving this coach a total of 24 first and 32 third class seats. There were four access doors along the corridor side, located (from the cab end) opposite the partitions of the first/second, third/fourth, fifth/sixth and seventh/eighth compartments. There were L/S/L windows on each side of each door opening with three ¼ light windows splitting pairs of L/S/L windows along the corridor length to give a regular large/¼/large window pattern. Each compartment again had an access door on the non-corridor side. This coach was to diagram number 2700 and weighed 30 tons 17cwt.

Smoking was allowed in the three third compartments behind the cab and in the three first compartments at the inner (toilet compartment) end of the coach; one first class compartment and the adjacent third-class being designated non-smoking. Power conduits at this end of the unit looped up each side of the headcode glass and did not run onto the roof dome.

 

Overall length of the unit was 129' 5" and they weighed 74¼ tons and seated 24 first and 88 third. The non-corridor side had standard size ¼ light windows each side of the door droplight, whilst those on the corridor side were carried right up to the roofline, though the door droplights were of standard size. The passenger door droplights were to a new design with no frame, having a brass bar along the top edge and a wooden locking bar at the bottom controller by a lever to lock/unlock then and allow the droplight to be moved, traditional wooden framed droplights with leather straps to control the amount of opening were retained for the guard‘s and cab doors. Above each passenger droplight each door had a ventilation louvre with the vent along the bottom edge. Wooden panelling in the corridor was painted cream, whilst the compartments had varnished wooden panels.

 

These units were ready prior to the opening of the Eastbourne & Hastings electrification scheme and were run-in on the Brighton line, indeed virtually all the diagrammed workings were on the main Brighton line as all workings east of Keymer Junction were covered by 6 car PUL and PAN units and 2 NOL units. As a consequence the 2 BILs found themselves operating alongside 4 LAV units on semi-fast and stopping services between London Brighton as well as to Reigate.

Four units were soon being loaned to the Eastern section (1936) until displaced by new 2 HAL units in February 1939; these operated a peak-hour Sevenoaks – Cannon Street service (via Orpington) – am Up /pm Down. Once further batches of 2 BIL units were built, this batch were intermixed with them after the completion of the Portsmouth No.2 scheme and worked wherever 2 BIL units were diagrammed.

Unit 2006 was disbanded in July 1963 and used as part of a loco-hauled electrically heated set on the Oxted line, two units were withdrawn in July 1968 after exchanging their DTCs with damaged ones from later build units and the remainder in 1969 and stripped at Slade Green or Selhurst prior to sale for scrapping.

As these units were among the earliest withdrawn none received blue livery. However, units 2003/5/9/10 gained full yellow ends, those on 2009 wrapping round onto the bodysides as far back as the leading edge of the driver's door.

 

The following list shows unit formations with the original unit number also shown and the dates units were completed and withdrawn, also the date and location of scrapping.

 

Unit no.

Diag no.

First no.

Unit new

MBT

2111

DTC

2700

Withdrawn

Scrapping

Scrapped by

2001

1891

Mar-35

10568

12102

19-Apr-69

Oct-69

Armytage Ltd, Sheepbridge

2002

1892

Mar-35

10569

12103

3-May-69

Sep-69

Armytage Ltd, Sheepbridge

2003

1893

Mar-35

10570

12104

26-Apr-69

Sep-69

Armytage Ltd, Sheepbridge

2004

1894

Mar-35

10571

12105

8-Mar-69

Jul-69

Armytage Ltd, Sheepbridge

2005

1895

Mar-35

10572

12106

12-Apr-69

Sep-69

Armytage Ltd, Sheepbridge

2006

1896

Mar-35

10573

12107

27-Jun-63

Feb-70

A. King Ltd, Wymondham

2007

1897

Mar-35

10574

12108

12078+

6-Jul-68

Nov-69

Bird Group, Long Marston

2008

1898

Mar-35

10575

12109

12052+

12-Apr-69

Sep-69

Armytage Ltd, Sheepbridge

2009

1899

Mar-35

10576

12110

12-Apr-69

Oct-69

Armytage Ltd, Sheepbridge

2010

1900*

1890

Feb-35

 

10567

12101

12129+

6-Jul-68

Nov-69

Bird Group, Long Marston

* Renumbered Jan-36

Other renumbering Jan-37

+  Later type 2 BIL DTC diagram 2701

                                                                                       

 

INDIVIDUAL UNIT NOTES 2001 - 2010

2001      Unit out of use at Barnham by 30‑Mar‑69. Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved for scrapping 3‑Oct‑69 from Norwood Yard, unit arrived in yard 14‑Oct‑69. DTC 12102 cut-up 30-Oct-69 and MBS 10568 cut-up 31‑Oct‑69.

2002      After stripping unit stored at Polegate, then Guildford and moved for scrapping 9-Sep‑69 from there, unit arrived in yard 15‑Sep‑69. MBS 10569 cut-up 22‑Sep‑69 and DTC 12103 cut-up 23‑Sep-69.

2003      After stripping at Slade Green, unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69. DTC 12104 cut-up 10-Sep-69 and MBS 10570 cut-up 11‑Sep-69.

2004      After stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there, train delayed at Cricklewood unit not arriving in yard until 11-Jul-69. DTC 12105 cut-up 18-Jul-69 and MBS 10571 cut-up 22-Jul-69.

2005      After stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 9-Sep-69. MBS 10572 cut-up 12‑Sep-69 and DTC 12106 cut-up 13‑Sep-69.

2006      Unit disbanded 27-Jun-63 after damage repairs to DTC 12107 and both coaches transferred to set 900, later became 7 TC 701 in Feb-66. MBS 10573 operated as a trailer brake second whilst in 900/701, with motors removed. Both vehicles had their jumpers altered to allow heating from BRCW Type 3 Diesel Loco ‘KA’ (later Class 33).

Unit 701 was disbanded early in 1969 and both 10573 and 12107 withdrawn 12-Apr-69 and stored at Micheldever and moved for scrapping 31‑Jan-70 from there.

2007       Unit out of use for a period in 1944 and MBS 10574 used as part of 4 LAV unit 2938, possibly due to war damage.

DTC 12108 badly damaged in collision with 4 SUB 4369 at Horsham 2-Jul-61 (details?) but repaired.

MBS 10574 damaged by fire at Brighton 8-Jun-68, DTC 12108 to 2055 and replaced by collision damaged 12078 (ex 2055), and unit withdrawn 6-Jul-68 and stored at Micheldever then Polegate and moved for scrapping 22-Nov-69 from Gatwick.

2008       Unit involved in Ford collision 5-Aug-51 and damaged (units 2029, 2056 & 2100 also involved). During repairs DTC 12109 to unit 2029 and replaced by 12052 (ex 2029).

                The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

                The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

After stripping unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69. DTC 12052 cut-up 8‑Sep-69 and MBS 10575 cut-up 9-Sep-69.

2009       Unit out of use at Barnham by 30-Mar-69. Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved for scrapping 3-Oct-69 from Norwood Yard, unit arrived in yard 14-Oct-69. Both coaches cut-up 29-Oct-69.

2010       This was the first built unit in February 1935 and delivered as unit 1890. It was renumbered 1900 in January 1936, and then renumbered again, along with the whole batch of ten units in January 1937, becoming unit 2010.

DTC 12101 to 2096 Jul-68 and replaced by collision damaged 12129 (ex 2096), and unit withdrawn 6-Jul-68 and stored at Micheldever then Polegate and moved for scrapping 22-Nov-69 from Gatwick.

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UNITS NUMBERED 2011 ‑ 2048

This batch of units were authorised for the Portsmouth No. 1 electrification scheme and were built as unit numbers 1901 ‑ 1920 and 1954 ‑ 1971 but all were renumbered before entering public traffic.

Units were completed from August 1936 until January 1937 and stored on delivery, trial running commencing in February 1937. These units differed from the first batch in a number of ways, the principle difference being the adoption of electro-pneumatic control gear allowing a smaller driver's cab in the motor coach, a larger guard's brake and the reduction of the number of compartments in the motor coach from 7 to 6½. Other changes involved the door positioning along the corridor side of the trailer and consequential alterations to the window layout, flusher fitting fixed windows mounted from the outside in aluminium frames and no ventilation louvre above door droplights.

The motor brake third consisted of driver's cab 4' 8½" deep, guard's brakevan now 11' 9½" wide, coupe compartment 4' 2½" wide seating four and six third class compartments each 6' 3" wide. This coach seated 52 and was to diagram number 2115 and weighed 43 tons 5cwt. Motors were the EE339 275hp type from new with EE control equipment. The floor of the guard's brake van was now flat with the remainder of the coach, whilst along the corridor side, the first L/S/L before the door at the guard's end was replaced by a ¼ light, and there was no frosted glass window opposite the toilet compartment door.

The driving trailer composite had an identical internal layout to those of the first batch, the main difference being the moving of the first door at the cab end on the corridor side forwards to be opposite the doorway into the first compartment, remaining door positions being as before. The intermediate non-doorway ¼ light windows were dispensed with and the coach now had the following arrangement from the cab end, ¼ light, door, three L/S/L, door, two L/S/L, door, three L/S/L, door and ¼ light. Diagram number was 2701 and the coach weighed 30 tons 17cwt and seated 24 first and 32 third.

Overall unit length remained at 129' 5" and overall weight was now 74 tons 2cwt, whilst seating capacity was now 24 first and 84 third. The coupe compartment had the four seats facing backwards (away from the driving cab) and there was a shelf along the wall opposite, this compartment being intended for train crew travelling ‘passenger’ if required.

The panelling in the corridors was now varnished teak and use was made of ‘Rexine’, a synthetic leathercloth for other panel trim.

Units receiving full yellow ends whilst in green livery were as follows: 2011 /2021 /2026 /2028 /2038 /2048, those on all except 2028 /2048 wrapping round onto the bodysides as far back as the leading edge of the driver's door.

Units painted blue (with full yellow ends) were as follows: 2016 /2021 /2022 /2024 /2025 /2028 /2032 /2033 /2034 /2036 /2043.

 

Unit formations were as shown below, with the original unit number also shown, date of delivery, date of withdrawal and date and location of scrapping.

 

Unit no.

Diag no.

Code

First no.

Unit new

MBT

2115

CA

DTC

2701

DA

Withdrawn

Scrapping

Scrapped by

2011

1901

Aug-36

10577

12034

23-Jan-71

Sep-71 

Bird Group, Long Marston

2012

1902

Aug-36

10578

12035

20-Sep-69

Oct-70 

Fratton Depot

2013

1903

Aug-36

10579

12036

6-Sep-69

Nov-69 

Bird Group, Long Marston

2014

1904

Oct-36

10580

12037

23-Jun-43

Jun-43

Destroyed by enemy action Brighton

2015

1905

Oct-36

10581

12038

24-May-69

Oct-69

Armytage Ltd, Sheepbridge

2016

1906

Oct-36

10582

12039

11-Sep-71

Mar-72 

J. McWilliam Ltd, Shettleston

2017

1907

Oct-36

10583

12040

21-Nov-70

May-71 

T. J. Thomson Ltd, Stockton

2018

1908

Oct-36

10584

12041

12-Apr-69

Feb-70 

Fratton Depot

2019

1909

Oct-36

10585

12042

3-Jan-70

May-70 

J. Cashmore Ltd, Newport

2020

1920

Oct-36

10586

12043

10-May-69

Sep-69 

Armytage Ltd, Sheepbridge

2012

1921

Oct-36

10587

12044

27-Jun-70

Feb-71 

T. J. Thomson Ltd, Stockton

Renumbered Jan-37

 

 

Unit no.

Diag no.

Code

First no.

Unit new

MBT

2115

CA

DTC

2701

DA

Withdrawn

Scrapping

Scrapped by

2022

1912

Oct-36

10588

12045

21-Nov-70

Jul-71 

Bird Group, Long Marston

2023

1913

Oct-36

10589

12046

13-Sep-69

Dec-69

Armytage Ltd, Sheepbridge

2024

1914

Oct-36

10590

12047

12-Jun-71

Sep-71 

A. King Ltd, Wymondham

2025

1915

Oct-36

10591

12048

23-Jan-71

Sep-71 

Bird Group, Long Marston

2026

1916

Oct-36

10592

12049

4-Apr-70

Jan-71 

Milton Metals, Cardiff

2027

1917

Oct-36

10593

12050

23-Jan-71

May-71 

T. J. Thomson Ltd, Stockton

2028

1918

Oct-36

10594

12051

12854 1

12-Jun-71

Sep-71 

A. King Ltd, Wymondham

2029

1919

Oct-36

10595

12052

12109 2

21-Nov-70

Jul-71 

J. Cashmore Ltd, Newport

2030

1920

Oct-36

10596

12053

13-Sep-69

Oct-70

A. King Ltd, Wymondham

2031

1954

Oct-36

10597

12054

10-Jan-70

May-70 

J. Cashmore Ltd, Newport

2032

1955

Oct-36

10598

12055

12-Jun-71

Sep-71 

A. King Ltd, Wymondham

2033

1956

Oct-36

10599

12056

12-Jun-71

Sep-71 

A. King Ltd, Wymondham

2034

1957

Oct-36

10600

12057

11-Sep-71

Apr-72 

J. McWilliam Ltd, Shettleston

2035

1958

Nov-36

10601

12058

10-Jan-70

Aug-70 

Armytage Ltd, Sheepbridge

2036

1959

Nov-36

10602

12059

11-Sep-71

Jan-72 

J. Cashmore Ltd, Newport

2037

1960

Nov-36

10603

12060

4-Apr-70

See notes

 

2038

1961

Nov-36

10604

12061

23-Jan-71

Oct-71

Bird Group, Long Marston

2039

1962

Nov-36

10605

12062

27-Dec-69

May-70 

J. Cashmore Ltd, Newport

2040

1963

Nov-36

10606

12063

20-Sep-69

Apr-70 

A. King Ltd, Wymondham

2041

1964

Nov-36

10607

12064

8-Feb-69

Jun-69 

Armytage Ltd, Sheepbridge

2042

1965

Nov-36

10608

12065

21-Jun-69

Dec-69

Armytage Ltd, Sheepbridge

2043

1966

Nov-36

10609

12066

21-Nov-70

Jun-71

J. Cashmore Ltd, Newport

2044

1967

Nov-36

10610

12067

8-Feb-69

Jun-69 

Armytage Ltd, Sheepbridge

2045

1968

Nov-36

10611

12068

21-Nov-70

May-71 

T. J. Thomson Ltd, Stockton

2046

1969

Dec-36

10612

12069

10-Jan-70

May-70 

Armytage Ltd, Sheepbridge

2047

1970

Jan-37

10613

12070

10-Jan-70

May-70 

Armytage Ltd, Sheepbridge

2048

1971

Jan-37

10614

12071

10-Jan-70

Aug-70

Armytage Ltd, Sheepbridge

Renumbered Jan-37

 

#1 ‘all‑steel’ 2 HAL DTC diagram 2705, Code DQ.

#2 ‘Early type’ 2 BIL DTC diagram 2700.

 


INDIVIDUAL UNIT NOTES 2011 - 2048

2011       Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping 8‑Sep-71 from Basingstoke.

2012       Unit slightly damaged in collision in Polegate Sidings 8‑Jan-63 (details?).

After stripping unit stored at Herne Hill, hauled to Micheldever 25-Jun-70 but detached at Woking after DTC 12035 damaged by fire but moved on to Micheldever by 9-Aug-70. Unit moved to Basingstoke by Sep-70 and moved for scrapping 29-Sep-70 from there.

2013       After stripping unit stored at Polegate and moved for scrapping 22-Nov-69 from Gatwick.

2014       Both coaches destroyed at Brighton by enemy action 25-May-43 and unit withdrawn 23-Jun-43 when remains of bodies scrapped. Underframe of DTC 12037 salvaged and used in construction of ‘all-steel’ 2 HAL DTC 12855 for unit 2700 Jun-54.

2015       After stripping unit stored at Balcombe and moved for scrapping 3-Oct-69 from Norwood Yard, unit arrived in yard 7-Oct-69. Both coaches cut-up 16-Oct-69.

2016       Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved for scrapping 23-Mar-72 from there.

2017       Unit withdrawn 17-May-69 but reinstated from 31-May-69. After stripping at Selhurst unit hauled to Micheldever (via Eastleigh) arriving 18-Feb-71 and moved for scrapping 15-May-71 from there.

2018       Unit (with 2120) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 (details?) and withdrawn 12-Apr-69. Scrapped at Fratton by 21-Feb-70 by France Services.

2019       Unit damaged by H/E blast at Brighton station 18-May-42 but repaired. After stripping unit stored at Gatwick and moved for scrapping 29-Apr-70 from there.

2020       After stripping unit stored at Polegate, moving to Guildford and moved for scrapping 9-Sep-69 from there, unit arrived in yard 15‑Sep-69. DTC 12043 cut-up 23‑Sep-69 and MBS 10586 cut-up 24‑Sep-69.

2021       After stripping unit stored at Norwood Yard, moved for scrapping 30‑Jan-71 from there.

2022       After stripping unit moved from Selhurst to Micheldever arriving 29-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.

2023       After stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there, unit arrived in yard 5-Dec-69. DTC 12046 cut-up 10-Dec-69 and MBS 10589 cut-up 11-Dec-69.

2024       Unit out of use and stored at Lancing cMay-71 then moved to Selhurst for stripping, hauled to Gatwick Oct-Jul-71 for store and moved for scrapping 22‑Sep-71 from there.

2025       Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping 8‑Sep-71 from Basingstoke.

2026       After stripping unit stored at Norwood Yard, moved for scrapping 5‑Sep-70 from there, though not broken‑up until Jan-71.

2027       After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2028       MBS 10594 damaged by fire at Waterloo Oct-66 and DTC 12051 to 2 HAL 2626 Jan-67. Unit out of use until 10594 repaired and DTC 12051 replaced by ‘all-steel’ 2 HAL DTC 12854 (ex 2653) from cFeb-69. Unit then 129' 6" long and weighed 74 tons.

Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping 15‑Sep-71.

2029       Unit involved in Ford collision 5-Aug-51 and damaged (units 2008, 2056 & 2100 also involved). DTC 12052 to unit 2008 and replaced by 12109 (ex 2008) during repairs.

                The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

                The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

Unit damaged (where?) c.May-66 and to Eastleigh for repairs. After stripping at Selhurst unit hauled to Micheldever 25-May-71 for store and moved for scrapping 12-Jul-71 from there.

2030       After stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then moved to Micheldever 25-Jun-70 and moved for scrapping 29-Sep-70 from Basingstoke.

2031       After stripping unit stored at Gatwick and moved for scrapping 2-May-70 from there.

2032       Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping 15‑Sep-71.

2033       Unit damaged mid-1962 (where?) and MBS 10599 damaged, repaired at Lancing.

Unit out of use and stored at Lancing cMay-71 then moved to Selhurst for stripping, hauled to Gatwick 10-Jul-71 for store and moved for scrapping 22‑Sep-71 from there.

2034       Following withdrawal unit initially stored at Ford. After stripping at Selhurst unit stored at Micheldever, moving to Basingstoke 29-Mar-72 and moved for scrapping 6-Apr-72 from there.

2035       After stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70 from there, unit arrived in yard 30-Jun-70. MBS 10601 cut-up 17-Jul-70 and DTC 12058 cut-up 8-Aug-70.

2036       Following withdrawal unit initially stored at Ford. After stripping at Selhurst unit hauled to Micheldever for store, moved for scrapping 17‑Jan-72 from Basingstoke.

2037       Unit withdrawn 4-Apr-70 and sent from Norwood Yard to Derby Research Centre 25-Jul-70 as an ‘Air Brake Test Unit’ numbered 024. MBS 10603 renumbered DS70321, DTC 12060 renumbered DS70322.

Unit withdrawn during 1972 (dumped in Chaddesden Sidings 5-Nov-72), and disposed of for scrap to Arnott Young, Bilston Apr-73.

2038       After stripping unit spent periods in store at Three Bridges and Horsham before moving to Micheldever 29-Mar-71. Moved for scrapping 30‑Sep-71 from Basingstoke.

2039       Unit damaged by H/E blast at Brighton station 18-May-42 but repaired.

Unit converted at Selhurst Nov-69 for Christmas mail & parcels traffic Dec-69 prior to withdrawal 27-Dec-69. After further stripping unit stored at Gatwick then Norwood Yard, moved for scrapping 16-May-70 from there.

2040       After stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train terminated at Hounslow with brake trouble and forward 26-Mar-70.

2041       After stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69. Moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 30-May-69. DTC 12064 cut-up 19-Jun-69 and MBS 10607 cut-up 25-Jun-69.

2042       After stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there, unit arrived in yard 5-Dec-69. Both coaches cut-up 13-Dec-69.

2043       After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.

2044       Unit damaged in derailment at Reading c.May-66 (details?) and hauled to Micheldever 13-Jun-66 prior to repair at Eastleigh.

After stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69. Moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 30-May-69. MBS 10610 cut-up 11-Jun-69 and DTC 12067 cut-up 13-Jun-69.

2045       DTC 12068 damaged in collision with 4 COR 3142 at Denville Jct, Havant 17-Jun-39.

It is understood that unit 2045 was operating (solo) a stopping train from Chichester when it overran the junction signals at Denville Junction. The DTC (trailing) was sideswiped by the leading coach of a Waterloo – Portsmouth train derailing both the 2 BIL DTC and the 4 COR motor coach adjacent to Havant East signalbox. It is possible that the second coach of the 4 COR may also have been partially derailed.  

Unit withdrawn but reinstated c.Feb-70. After stripping at Selhurst unit stored at Micheldever, arriving 2-Feb-71 and moved for scrapping 15-May-71 from there.

2046       Unit damaged in a collision at Woking in 1937 (details?) and suffered a partial underframe collapse, but repaired.

Following withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping 18-Apr-70 from there, unit arrived in yard 30-Apr-70. Both coaches cut-up 14-May-70.

2047       Following withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70. MBS 10613 cut-up 30-Apr-70 and DTC 12070 cut-up 1-May-70.

2048       After stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70 from there, unit arrived in yard 30-Jun-70. DTC 12071 cut-up 12-Aug-70 and MBS 10614 cut-up 14-Aug-70.

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UNITS NUMBERED 2049 ‑ 2116

This batch of units was authorised for the Portsmouth No. 2 electrification scheme and were identical to the previous batch with the exception of the final unit built. This whole batch were completed between July and December 1937; entering service working with the earlier units. These units carried their new 20xx numbers from new.

The final unit, 2116, of the batch was experimentally built of ‘all‑steel’ construction with steel panels welded onto a steel framework and differed slightly in appearance from the other units, particularly in the roof detail. It also had heavier self-contained buffers rather than the solid shank type fitted to the earlier units.

Units gaining full yellow ends with green livery were 2055 /2057 /2058 /2065 /2078 /2079 /2113, those with the yellow wrapping onto the bodyside were 2050 /2053 /2056 /2060 /2074 /2083 /2089 /2093 /2096 /2116, whilst the following were painted blue with full yellow ends 2052 /2058 /2062 /2064 /2067 /2072 /2075 /2080 /2086 /2090 /2098 /2099 /2101 /2103 /2104 /2111 /2112.

Unit 2074 was the last 2 BIL unit to run in green livery, being last used in April 1971.

 

Unit formations were as shown below with date of delivery, date of withdrawal and date and location of scrapping.

 

Unit no.

Diag no.

Code

Unit new

MBT

2115

CA

DTC

2701

DA

Withdrawn

Scrapping

Scrapped by

2049

Jun-37

10615

12072

23-Aug-69

Dec-69

Armytage Ltd, Sheepbridge

2050

Jun-37

10616

12073

23-Jan-71

Oct-71

Bird Group, Long Marston

2051

Jun-37

10617

12074

9-May-70

Jan-71 

Milton Metals, Cardiff

2052

Jun-37

10618

12075

27-Jun-70

Jan-71 

T. J. Thomson, Stockton

2053

Jun-37

10619

12076

4-Apr-70

Aug-70 

Milton Metals, Cardiff

2054

Jun-37

10620

12077

4-Apr-70

Aug-70 

Milton Metals, Cardiff

2055

Jun-37

10621

12078

12108 3

23-Jan-71 

Sep-71 

Bird Group, Long Marston

2056

Jun-37

10622

12079

12231 4

23-Jan-71

Aug-71

Bird Group, Long Marston

2057

Jun-37

10623

12080

23-Jan-71

Aug-71 

Bird Group, Long Marston

2058

Aug-37

10624

12081

12-Jun-71

Sep-71 

A. King Ltd, Wymondham

2059

Aug-37

10625

12082

5-Nov-66

May-67 

Wimbledon Park depot

2060

Aug-37

10626

12083

4-Apr-70

Oct-70

Milton Metals, Briton Ferry

2061

Aug-37

10627

12084

4-Apr-70

Aug-70 

Milton Metals, Cardiff

2062

Aug-37

10628

12085

12-Jun-71

Nov-71

A. King Ltd, Wymondham

2063

Aug-37

10629

12086

10-Jan-70

May-70 

Armytage Ltd, Sheepbridge

2064

Aug-37

10630

12087

21-Nov-70

Jul-71 

Bird Group, Long Marston

2065

Aug-37

10631

12088

4-Apr-70

Oct-70

Milton Metals, Cardiff

2066

Sep-37

10632

12089

9-May-70

Aug-70 

Milton Metals, Briton Ferry

2067

Sep-37

10633

12090

12-Jun-71

Sep-71 

A. King Ltd, Wymondham

2068

Sep-37

10634

12091

21-Nov-70

Jun-71 

J. Cashmore Ltd, Newport

2069

Sep-37

10635

12092

12858 5

23-Jan-71

May-71 

T. J. Thomson, Stockton

 

 

 

#3 ‘Early type’ 2 BIL DTC diagram 2700.

#4 ‘1939 type’ 2 HAL DTC diagram 2702, Code DE.

#5 ‘all-steel’ 2 HAL DTC diagram 2705, Code DQ.

                   

                   

Unit no.

Diag no.

Code

Unit new

MBT

2115

CA

DTC

2701

DA

Withdrawn

Scrapping

Scrapped by

2070

Sep-37

10636

12093

12186 6

12093

4-Apr-70

Oct-70

Milton Metals, Cardiff

2071

Sep-37

10637

12094

14-Jun-69

Oct-70

A. King Ltd, Wymondham.

2072

Oct-37

10638

12095

12-Jun-71

Sep-71 

A. King Ltd, Wymondham.

2073

Oct-37

10639

12096

13-Sep-69

Apr-70 

A. King Ltd, Wymondham.

2074

Oct-37

10640

12097

12-Jun-71

Sep-71 

A. King Ltd, Wymondham.

2075

Oct-37

10641

12098

21-Nov-70

Jun-71 

J. Cashmore Ltd, Newport

2076

Oct-37

10642

12099

20-Sep-69

Dec-69

Armytage Ltd, Sheepbridge

2077

Oct-37

10643

12100

27-Sep-69

Jan-70 

Bird Group, Long Marston

2078

Oct-37

10644

12111

23-Jan-71

May-71 

T. J. Thomson, Stockton

2079

Oct-37

10645

12112

26-Jul-69

Nov-69

Armytage Ltd, Sheepbridge

2080

Oct-37

10646

12113

24-May-69

Oct-69

Armytage Ltd, Sheepbridge

2081

Oct-37

10647

12114

23-Jan-71

May-71 

T. J. Thomson, Stockton

2082

Oct-37

10648

12115

9-May-70

Jan-71 

Milton Metals, Cardiff

2083

Oct-37

10649

12116

23-Jan-71

Dec-71

A. King Ltd, Wymondham.

2084

Oct-37

10650

12117

23-Jan-71

Dec-71

A. King Ltd, Wymondham.

2085

Oct-37

10651

12118

27-Dec-69

May-70 

J. Cashmore Ltd, Newport

2086

Oct-37

10652

12119

12-Jun-71

Nov-71

A. King Ltd, Wymondham.

2087

Oct-37

10653

12120

12-Sep-70

Nov-70

J. Cashmore Ltd, Newport

2088

Oct-37

10654

12121

12807 7

11-Aug-62

Aug-62

Barnham accident
(cut up on site)

2089

Oct-37

10655

12122

11-Oct-69

Mar-70 

Armytage Ltd, Sheepbridge

2090

Oct-37

10656

12123

11-Sep-71

 

Preserved by NRM

2091

Oct-37

10657

12124

11-Oct-69

Jan-70 

Bird Group, Long Marston

2092

Oct-37

10658

12125

8-Feb-69

Jul-69 

Armytage Ltd, Sheepbridge

2093

Oct-37

10659

12126

27-Sep-69

Mar-70 

Armytage Ltd, Sheepbridge

2094

Oct-37

10660

12127

13-Sep-69

Nov-69

Bird Group, Long Marston

2095

Oct-37

10661

12128

4-Apr-70

Jun-70 

J. Cashmore Ltd, Newport

2096

Oct-37

10662

12129

12101 8

27-Dec-69

May-70 

Milton Metals, Briton Ferry

2097

Oct-37

10663

12130

13-Sep-69

Nov-69

Bird Group, Long Marston

2098

Oct-37

10664

12131

11-Sep-71

Apr-72 

J. McWilliam Ltd, Shettleston

2099

Oct-37

10665

12132

12-Jun-71

Sep-71 

A. King Ltd, Wymondham.

2100

Oct-37

10666

12133

12857 9

22-Aug-70

Dec-70

J. Cashmore Ltd, Newport

2101

Nov-37

10667

12134

12-Jun-71

Nov-71

A. King Ltd, Wymondham.

2102

Nov-37

10668

12135

4-Sep-40

Sep-40

Destroyed by enemy action at Portsmouth Harbour

2103

Nov-37

10669

12136

23-Jan-71

May-71 

T. J. Thomson, Stockton

2104

Dec-37

10670

12137

12-Jun-71

Jun-72 

A. King Ltd, Wymondham.

2105

Dec-37

10671

12138

23-Oct-65

See notes

 

 

 

 

#6 ‘1939 type’ 2 HAL DTC diagram 2702, Code DE.

#7 ‘1939 type’ 2 HAL DTC diagram 2702, Code DE.

#8 ‘Early type’ 2 BIL DTC diagram 2700.

# 9 ‘all-steel’ 2 HAL DTC diagram 2705, Code DQ.

                                     

 

Unit no.

Diag no.

Code

Unit new

MBT

2115

CA

DTC

2701

DA

Withdrawn

Scrapping

Scrapped by

2106

Dec-37

10672

12139

8-Feb-69

Jun-69 

Armytage Ltd, Sheepbridge

2107

Dec-37

10673

12140

6-Sep-69

Nov-69

Bird Group, Long Marston

2108

Dec-37

10674

12141

2-Aug-69

Nov-69

Armytage Ltd, Sheepbridge

2109

Dec-37

10675

12142

21-Jun-69

Nov-69

Armytage Ltd, Sheepbridge

2110

Dec-37

10676

12143

7-Mar-70

Jun-70 

J. Cashmore Ltd, Newport

2111

Dec-37

10677

12144

9-Oct-71

Feb-72 

J. Cashmore Ltd, Newport

2112

Dec-37

10678

12145

12-Jun-71

Dec-71

A. King Ltd, Wymondham

2113

Dec-37

10679

12146

12196 10

12146

23-Jan-71

May-71 

J. Cashmore Ltd, Newport

2114

Dec-37

10680

12147

21-Nov-70

Jul-71 

J. Cashmore Ltd, Newport

2115

Dec-37

10681

12148

11-Oct-69

Mar-70 

Armytage Ltd, Sheepbridge

2116

Dec-37

10682

12149

12-Sep-70

Nov-70

J. Cashmore Ltd, Newport

 

 

 

#10 '1939 type' 2 HAL DTC Diagram 2702, Code DE.

 

 

INDIVIDUAL UNIT NOTES 2049 - 2116

2049       Unit ran with DTC 12134 (ex 2101) for a period before May-55 (reason unknown).

Unit damaged early 1960 (where?) and repaired at Eastleigh.

After stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there, unit arrived in yard 1-Dec-69. DTC 12072 cut-up 6-Dec-69 and MBS 10615 cut-up 9-Dec-69.

2050       After stripping unit spent periods in store at Three Bridges and Horsham before moving to Micheldever 29-Mar-71. Moved for scrapping 30‑Sep-71 from Basingstoke.

2051       After stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70 from there. Not broken‑up until Jan-71.

2052       After stripping unit stored at Norwood Yard and moved for scrapping 9-Jan-71 from there.

2053       After stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70 from there.

2054       After stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70 from there.

2055       DTC 12078 damaged in collision at Wimbledon Park 14-Mar-68 and to 2007 Jun-68. Replaced by 12108 (ex 2007).

Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping 8‑Sep-71 from Basingstoke.

2056       DTC 12079 withdrawn after collision at Brighton 31-Dec-46 (details?) and condemned 1-Nov-47. MBT 10622 spare until unit reformed with ‘1939 type’ 2 HAL DTC 12231 (ex.2646) Nov-47. Unit then weighed 74 tons 17cwt.

With MBS 10622 leading this hybrid unit ran into the sand drag and buffers by New England Road Bridge, Brighton c.18-Jan-52. There was extensive damage to both the MBS and DTC 12231 (the end next to the MBS and first compartment appear to have been more or less destroyed?).

After stripping at Selhurst unit hauled to Micheldever 24-May-71 and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2057>.

2057       After stripping at Selhurst unit hauled to Micheldever 24-May-71 and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2056>.

2058       Unit out of use for a while damaged during 1957 (details unknown, possibly derailment between Brookwood and Farnborough at 6:33pm on 22-Nov-56 when a broken rail lead to the partial derailment of the rearmost bogie of the eight-coach 5:37pm Waterloo to Acot via Woking train formed of two-car units which in turn was sidescraped by the passing 6pm Waterloo to Plymouth train).

Unit out of use and stored at Lancing c.May-71 then moved to Selhurst for stripping and withdrawn 12-Jun-71, hauled to Gatwick Oct-Jul-71 for store and moved for scrapping 22‑Sep-71 from there.

2059       Both coaches withdrawn following collision with 4 COR 3135 at Wimbledon Park 20-Jun-66. Unit stripped and broken-up on site by 6-May-67.

2060       Storage details following withdrawal unknown.

2061       After stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70 from there.

2062       Following withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71. After stripping unit stored at Micheldever and moved for scrapping 3-Nov-71.

2063       Following withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70. DTC 12086 cut-up 2-May-70 and MBS 10629 cut-up 5-May-70.

2064       After stripping unit moved from Selhurst to Micheldever arriving 2Sep-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.

2065       Unit disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.

2066       Unit withdrawn but reinstated cFeb-70. After stripping unit stored at Norwood Yard and moved for scrapping 8-Aug-70 from there.

2067       Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping 7‑Sep-71 from there.

2068       Unit withdrawn but reinstated cFeb-70. After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.

2069       Unit involved in Ford collision at 11:58am on 5-Aug-51 and DTC 12092 badly damaged and withdrawn 22‑Sep-51 (units 2008, 2029 and 2100 also involved). MBT 10635 spare until unit reformed with new ‘all-steel’ 2 HAL DTC 12858, built Feb-55. Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed 74½ tons, and MBT fitted with heavier buffers.

                The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

                The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2070       Unit damaged (where?) and DTC 12093 exchanged with ‘1939 type’ 2‑HAL DTC 12186 (ex 2601) Jun-56 to Aug-57. Unit weighed 74 tons 17cwt for duration of this change.

Unit disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.

2071       After stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then moved to Micheldever 25-Jun-70 and moved for scrapping 29-Sep-70 from Basingstoke.

2072       Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping 15‑Sep-71.

2073       After stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train terminated at Hounslow with brake trouble and forward 26-Mar-70.

2074       Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping 7‑Sep-71 from there.

2075       After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.

2076       After stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there, unit arrived in yard 11-Dec-69. MBS 10642 cut-up 19-Dec-69 and DTC 12099 cut-up 20-Dec-69.

2077       After stripping unit stored at Gatwick and moved for scrapping 24‑Jan-70 from there.

2078       After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2079       After stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there, unit arrived in yard 29-Oct-69. MBS 10645 cut-up 12-Nov-69 and DTC 12112 cut-up 15-Nov-69.

2080       Unit badly damaged at Balham Jct. in collision with derailed goods train 15-May-69 (details?) and withdrawn 24-May-69. Part of bodyside of MBS 10646 torn out. 2 HAL unit number 2696 was also damaged. Damaged unit stored at Gatwick then Guildford, moved for scrapping 9-Sep-69 from there, unit arrived in yard 19-Sep-69. MBS 10646 cut-up 3-Oct-69 and DTC 12113 cut-up 4-Oct-69.

2081       After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2082       After stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70 from there. Not broken‑up until Jan-71.

2083       Unit had plain end and whistle 30-Mar-63.

Unit stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in error on scrap train to Thomson, Stockton without stripping and still with shoegear fitted 1-Sep-71. Unit detached at Eaglescliffe and subsequently returned to Selhurst for stripping. Unit then used for accident exercises at Ashford, moving to Wimbledon Park in early April 1971 before being taken to Three Bridges for a further exercise there 12-Jun-71. Unit then moved to Micheldever for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71 from there.

2084       Unit stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in error on scrap train to Thomson, Stockton without stripping and still with shoegear fitted 1-Sep-71. Unit detached at Bedford and subsequently returned to Selhurst for stripping 20-Feb-71. Unit then used for accident exercises at Ashford, moving to Wimbledon Park in early April 1971 before being taken to Three Bridges for a further exercise there 12-Jun-71. Unit then moved to Micheldever for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71 from there.

2085       Unit partly stripped at Selhurst Nov-69 for Christmas mail traffic Dec-69 prior to withdrawal 27-Dec-69. Unit further stripped at stored at Norwood Yard and moved for scrapping 16-May-70 from there.

2086       Following withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71. Unit then stored at Micheldever and moved for scrapping 3-Nov-71.

2087       After stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70 from there.

2088       Body of DTC 12121 badly damaged in collision with 2653 at 08:19am at Littlehampton on 30-Nov-49 and withdrawn 25-Feb-50.

Formed of eight-coaches, as the 8:4am Bognor Regis to London Bridge (via Littlehampton) was entering platform 3 at 20 mph under clear signals it collided with the two-coach 8:18am Littlehampton to Ford train which left platform 2 against a red starting signal.

All the wheels of the two leading coaches of the 8:4am train were derailed; 25’ of the offside panelling of the leading coach was stripped off. Foul of the Down line the leading bogie of the 8:18am was derailed and the corner of the motorman’s cab driven in.

DTC 12121 was replaced by ‘1939 type’ 2 HAL DTC 12807 (ex 2653). Unit then weighed 74 tons 17cwt. Underframe of 12121 used in construction of ‘all-steel’ 2 HAL DTC 12854 for unit 2653.

Unit overturned in derailment at 11:03am at Barnham on 1-Aug-62 when its motor coach 10654 was leading the 6-car 10:17 am Brighton to Portsmouth Harbour service.

As the train entered Barnham station it derailed on the partially open switches of a facing turnout number 8 (leading into the platform loop) causing the left-hand wheels of the leading bogie to travelled up the Down platform ramp and the rear of coach 10654 swung to the right against the Up platform so coach 10654 came to rest on its right-hand side diagonally across both lines between the platforms, some 85 yards from the toe of the open switch and 40 yards past the beginning of the platform ramp; its body separating from the underframe in the process.

The front of the second coach (ex.HAL DTC 12807) followed the rear of 10654 and partially overturned on its right-hand side; leaning against the Up platform. The rear four coaches were not derailed and suffered only slight damage. The derailment tripped the traction current.

Thirty-seven of the two-hundred and fifty passengers and Driver A. Light were injured; Guard J.E. Sands suffered shock.

The turnout had moved because of a loose washer had bridged the reverse operating wire contact (electrical circuit) energising the motor (Westinghouse style M3) when signal 21 was replaced as the train passed.

Following the Barnham derailment unit 2088 was withdrawn 11-Aug-62 and cut‑up on site 22-Aug-62.

2089       After stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from there, unit arrived in yard 26-Feb-70. MBS 10655 cut-up 11-Mar-70 and DTC 12122 cut-up 12-Mar-70.

2090       Unit withdrawn 11-Sep-71 though out of use since 28-Jul-71 and briefly stored at Ford prior to moving to Preston Park 14-Aug-71 for secure storage as part of the National Collection, officially transferred 6-Apr-72. Later restored for limited use on special occasions and open days etc.

Both coaches allocated numbers in the ‘Private Owner’ series, 10656 as NRMY 99951, 12123 as NRMY 99952, these carried on plate on underframe, original numbers still being displayed on vehicle sides. After a period in store at Lovers Walk, then West Worthing where unit suffered some vandal damage, unit moved to secure storage at St Leonards depot Aug-96.

DTC 12123 moved by road to York 17-May-03 and MBS 10656 followed in June, both coaches then underwent restoration at York National Railway Museum (NRM) prior to moving to the NRM outstation at Shildon for display.

2091       After stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70 from there.

2092       After stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there, train delayed at Cricklewood unit not arriving in yard until 6-Jun-69. MBS 10658 cut-up 30-Jun-69 and DTC 12125 1-Jul-69.

2093       After stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from there, arrived in yard 20-Feb-70. DTC 12126 cut-up 25-Feb-70 and MBS 10659 cut-up 3-Mar-70.

2094       Following withdrawal unit initially stored at Gatwick. After stripping unit returned to Gatwick and moved for scrapping 8-Nov-69 from there.

2095       After stripping at Selhurst unit hauled to Micheldever 8-Apr-70 for store and moved for scrapping 28-May-70 from there.

2096       DTC 12129 was damaged (corner of the cab on the secondman’s side) in a sidescrape collision with the second open of solo 4 BIG 7033 at Lovers Walk 23-Jun-68 and exchanged with 12101 (ex 2010) Jul-68. DTC had small yellow warning panels and UIC yellow first-class banding.

After stripping unit stored at Norwood Yard and moved for scrapping Sep-May-70 from there.

2097       After stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.

2098       MBS 10664 damaged in collision with a van train at Hove 2-Nov-49 (details?).

Unit withdrawn but reinstated cFeb-70. Following withdrawal unit initially stored at Ford and after stripping at Selhurst stored at Micheldever, moving to Basingstoke 29-Mar-72. Moved for scrapping 6-Apr-72 from there.

2099       Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping 7‑Sep-71 from there.

2100       Unit involved in Ford collision 5-Aug-51 and DTC 12133 badly damaged and withdrawn 22‑Sep-51 (units 2008, 2056 & 2069 also involved). MBT 10666 spare until unit reformed with new ‘all-steel’ 2 HAL DTC 12857, built Feb-55. Interior had EPB-style Formica and veneer finish.  Unit then 129' 6" long and weighed 74½ tons and MBT fitted with heavier buffers. Underframe of 12133 used in construction of ‘all-steel’ 2 HAL DTC 12856 for unit 2133.

                The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

                The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

After stripping unit stored at Norwood Yard and moved for scrapping 5-Dec-70 from there.

2101       DTC 12134 used for a period prior to May-55 in unit 2049 (reason unknown).

Unit ‘ran away’ at Streatham Hill and in collision with buffers near Balham 12-Jul-63 and badly damaged, but repaired at Eastleigh May-64 after a period of storage at Micheldever.

Following withdrawal unit initially stored at Lancing and moved to Selhurst for stripping 24-Jul-71. After stripping unit stored at Micheldever and moved for scrapping 3-Nov-71

2102       Both coaches destroyed by enemy action at Portsmouth Harbour 12-Aug-40 (along with 2132) and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing during 1943, that of 10668 30-Jun-43.

2103       Unit in collision with 4 SUBs 4717 and 4703 at Wimbledon Park 24-Nov-70 and DTC 12136 cab damaged and unit withdrawn 23‑Jan-71 and hauled to Micheldever 5-Feb-71 for store and moved for scrapping 15-May-71 from there.

2104       Following withdrawal unit initially stored at Gatwick and after stripping returned there for storage prior to moving to Weymouth 25-Mar-72 and later back to Brockenhurst. Unit moved for scrapping from there 12-Jun-72 but train delayed at Hounslow and forward from there 20-Jun-72.

2105       Unit in collision with ‘Queen Mary’ bus at 09:31hrs on Roundstone Level Crossing near (near Worthing) 22-Aug-65 and DTC 12138 derailed and damaged by fire and withdrawn 23-Oct-65. Body of 12138 scrapped at Brighton Nov-65. MBS 10671 to store at Micheldever 5-Dec-65 until Nov-66 then to 4‑LAV 2943. Underframe of 12138 also stored at Micheldever with 10671, (eventual disposal unknown).

Running about 15 minutes late in thick fog the 08:47hrs Down four-coach electric train (pair of two-car units) ran through the crossing gates at Roundstone Level Crossing which had been incorrectly opened for road traffic.

The train collided (possibly at about 35mph) with a Southdown 69-seat double-deck ‘Queen Mary’ bus pushing it some 54 yards along the line. The bus caught fire and was completely burned out. The leading bogie of unit 2105 was derailed and the coach damaged by fire. Eight bus passengers perished in the incident.

Prior to the incident unit 2105 had been last painted in 1959 and varnished in 1963.

2106       After stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 6-Jun-69. MBS 10672 cut-up 23-Jun-69 and DTC 12139 cut-up 27-Jun-69.

2107       After stripping unit stored at Polegate and later Gatwick and moved for scrapping 22-Nov-69 from there.

2108       After stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there, unit arrived in yard 22-Oct-69. DTC 12141 cut-up 1-Nov-69 and MBS 10674 cut-up 5-Nov-69.

2109       After stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there, unit arrived in yard 22-Oct-69. DTC 12142 cut-up 13-Nov-69 and MBS 10675 cut-up 11-Nov-69.

2110       After stripping at Selhurst unit hauled to Micheldever 8-Apr-70 for store and moved for scrapping 28-May-70 from there.

2111       Unit retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71 then withdrawn and after stripping at Selhurst stored at Shalford from 13‑Jan-72. Moved for scrapping 11-Feb-72 from there.

2112       Following withdrawal unit stored initially at Lancing and moved to Selhurst for stripping 9-Sep-71. Stored (probably at Norwood Yard) and moved for scrapping Dec-71.

2113       Unit in collision with 2 HAL 2611 at Wimbledon Park late 1959 and MBS 10679 damaged. DTC 12146 exchanged with damaged 12196 (ex 2611) and unit stored at Hassocks prior to repair at Lancing. Reverted to original formation Mar-61. Unit weighed 74 tons 17cwt for duration of this change.

After stripping at Selhurst unit hauled to Micheldever arriving 8-Mar-71 and moved for scrapping 8-May-71 from there.

2114       Following withdrawal unit stored initially at Lancing. After stripping at Selhurst unit hauled to Micheldever 25-May-71 for store and moved for scrapping 12-Jul-71 from there.

2115       After stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from there, unit arrived in yard 26-Feb-70. DTC 12148 cut-up 7-Mar-70 and MBS 10681 cut-up 14-Mar-70.

2116       Units introduced with an experimental steel roof and individual curved gutters above each door.

After stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70 from there.

 

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UNITS NUMBERED 2117 ‑ 2152

Built between August and November 1938 this final batch of thirty-six 2 BIL units was authorised for the extension of electrification from Virginia Water to Reading (Southern), Ascot to Ash Vale and Aldershot (South Junction) to Guildford. This scheme covered 88 track miles and also included electrifying the local lines between Pirbright Junction and Sturt Lane Junction and round the spur to Frimley Junction though these lines were not used by regular timetabled electric trains.

Engineering work for this scheme was less extensive than that required for both the Portsmouth schemes and involved lengthening platforms to 540' where necessary and a new goods yard was provided at Virginia Water as a consequence of track layout alterations there.

At Ascot there were separate platforms for the Reading and Guildford lines and a new spur was provided at the west end of the station to allow the splitting of electric trains there for both routes. This required the provision of a new signal box and the new arrangements being brought into use from 16th October 1938.

Berthing sidings were provided at Reading and additional sidings electrified at Guildford. Power supplies for this scheme saw current taken from the CEGB at Reading and distributed to ten rectifier substations, six of these between Virginia Water and Reading, three between Ascot and Ash Vale and one between Aldershot and Guildford. These were controlled from the existing control room at Woking.

 

Trial running of electric trains began from 30th October 1938, though a unit had been steam‑hauled to Reading on 23rd October for shoe clearance trials, and the full public service commenced from 1st January 1939 although the official opening had taken place on 30th December 1938 when a 4 BUF unit ran from Waterloo to Reading picking up Mayors, Town Clerks and other civic leaders en route.

The train service consisted of trains at ½ hourly frequency running fast from Waterloo to Staines and dividing at Ascot for Reading & Guildford, the Guildford portion reversing at Aldershot. In busy hours the frequency stepped up to every twenty minutes and there were a few trains from Ascot to Woking via Aldershot with London connections to avoid Camberley line passengers having to change at Ash Vale.

 

Units 2117 ‑ 2152 provided for this scheme were delivered from July to November 1938 and the bodies were identical to those of the previous two batches of units with the exception of the use of wider ‘Alpax’ aluminium flanges around the window frames. This batch also had stronger underframes (through the provision of additional cross-bracing) and heavier self-contained Spencer Moulton buffers and each vehicle was heavier, the MBTs now weighing 44 tons 8cwt and the DTCs 31 tons 13cwt giving a revised unit total of 76 tons.

 

The strength of the pre-war SR electric stock was not great when compared to the post-war (pre-1951) Southern Region stock or proposed strength for 1951 British Railways stock. The shear strength of the body was taken at a point just above floor level with the figure based on the ultimate shear strength of the materials involved.

 

Type of coach

Strength of underframe to resist end thrust measured in tons

Shear strength of body end to resist telescoping measured in tons

Pre-war Motor coach

60

44

Pre-war Driving Trailer

80

44

Post-war Motor coach

106

146

Post-war Driving Trailer

90

146

Future BR Motor coaches

150

230

Future BR Driving Trailers

150

230

 

Units gaining full yellow ends with green livery were 2137 /2151 whilst units 2121/ 2130 /2141 /2146 /2147 /2150 were similarly treated though with the yellow wrapping round onto the bodysides back as far as the leading edge of the driver's door.

The following units were painted blue with full yellow ends 2123 /2132 /2133 /2134 /2135 /2137 /2139 /2140 /2141 /2147.

 

Unit formations were as shown below with date of delivery, date of withdrawal and date and location of scrapping.

 

Unit no.

Diag no.

Code

Unit new

MBT

2115

CA

DTC

2701

DA

Withdrawn

Scrapping

Scrapped by

2117

Aug-38

10683

12150

12-Sep-70

Nov-70

J. Cashmore Ltd, Newport

2118

Aug-38

10684

12151

27-Dec-69

May-70 

Milton Metals, Briton Ferry

2119

Aug-38

10685

12152

13-Jan-45

Jan-45

Destroyed by enemy action (V2) at Peckham Rye depot

2120

Aug-38

10686

12153

12-Apr-69

Feb-70 

Fratton Depot

2121

Aug-38

10687

12154

2-Aug-69

Feb-70 

Fratton Depot

2122

Aug-38

10688

12155

8-Feb-69

Jul-69

Armytage Ltd, Sheepbridge

2123

Aug-38

10689

12156

12193 11

11-Sep-71

Mar-72 

J. McWilliam Ltd, Shettleston

2124

Sep-38

10690

12157

12-Sep-70

Nov-70

J. Cashmore Ltd, Newport

2125

Sep-38

10691

12158

2-Aug-69

Dec-69

Armytage Ltd, Sheepbridge

2126

Sep-38

10692

12159

13-Sep-69

Nov-69

Bird Group, Long Marston

2127

Sep-38

10693

12160

20-Sep-69

Nov-69

Bird Group, Long Marston

2128

Sep-38

10694

12161

11-Oct-69

Jan-70

Bird Group, Long Marston

2129

Sep-38

10695

12162

26-Jul-69

Nov-69

Armytage Ltd, Sheepbridge

2130

Sep-38

10696

12163

23-Jan-71

Jul-71 

Bird Group, Long Marston

2131

Sep-38

10697

12164

4-Sep-40

Sep-40

Destroyed enemy action at Portsmouth Harbour

2132

Sep-38

10698

12165

12-Jun-71

Sep-71 

A. King Ltd, Wymondham

2133

Sep-38

10699

12166

12856 12

12-Jun-71

Dec-71

A. King Ltd, Wymondham

2134

Sep-38

10700

12167

4-Jul-70

Dec-70

J. Cashmore Ltd, Newport

2135

Sep-38

10701

12168

9-Oct-71

Feb-72 

J. Cashmore Ltd, Newport

2136

Sep-38

10702

12169

9-May-70

Jan-71 

Milton Metals, Cardiff

2137

Oct-38

10703

12170

12-Jun-71

Dec-71

A. King Ltd, Wymondham

2138

Oct-38

10704

12171

18-Oct-69

Jan-70 

Bird Group, Long Marston

2139

Oct-38

10705

12172

12-Jun-71

Dec-71

A. King Ltd, Wymondham

2140

Oct-38

10706

12173

9-Oct-71

Feb-72 

J. Cashmore Ltd, Newport

2141

Oct-38

10707

12174

12-Jun-71

Dec-71

A. King Ltd, Wymondham

2142

Oct-38

10708

12175

10-May-69

Sep-69 

Armytage Ltd, Sheepbridge

2143

Oct-38

10709

12176

26-Jul-69

Nov-69

Armytage Ltd, Sheepbridge

2144

Oct-38

10710

12177

11-Oct-69

Feb-70 

Armytage Ltd, Sheepbridge

2145

Oct-38

10711

12178

10-Jan-70

May-70 

J. Cashmore Ltd, Newport

2146

Nov-38

10712

12179

23-Jan-71

Jul-71 

Bird Group, Long Marston

2147

Nov-38

10713

12180

12-Jun-71

Nov-71

A. King Ltd, Wymondham

2148

Nov-38

10714

12181

3-May-69

Oct-69 

Armytage Ltd, Sheepbridge

2149

Nov-38

10715

12182

11-Oct-69

Jan-70 

Bird Group, Long Marston

2150

Nov-38

10716

12183

21-Nov-70

Aug-71 

Bird Group, Long Marston

2151

Nov-38

10717

12184

4-Apr-70   

Oct-70

Milton Metals, Cardiff

2152

Nov-38

10718

12185

4-Apr-70

Oct-70

Milton Metals, Cardiff

 

 

 

#11 ‘1939 type’ 2 HAL DTC diagram 2702, Code DE.

#12  ‘All-steel’ 2 HAL DTC diagram 2705, Code DQ.

 


Individual Unit Notes 2117 to 2152

2117       After stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70 from there.

2118       Unit partly stripped at Selhurst Nov-69 for Christmas mail and parcels traffic Dec-69 prior to withdrawal 27-Dec-69. Unit stored partly stripped at Balcombe until moved to Selhurst for further stripping, then stored at Norwood Yard until moved for scrapping Sep-May-70 from there.

2119       Unit wrecked by enemy action during V2 hit at Peckham Rye Depot 6‑Jan-45 and withdrawn 13‑Jan-45. Underframe of DTC 12152 used in repair of ‘1939 type’ 2 HAL DTC 12191 in unit 2606.

2120       Unit (with 2018) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 (details?) and withdrawn 12-Apr-69. Scrapped at Fratton by 21-Feb-70 by France Services.

2121       Unit damaged in collision with 4 CIG 7309 in Three Bridges Sidings c.1-Aug-69 and withdrawn 2-Aug-69. Unit stored in disused MPD until taken to Fratton for scrapping by 21-Feb-70 by France Services.

2122       Unit damaged Feb-69 (location unknown) and withdrawn 8-Feb-69. After stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 11-Jul-69. DTC 12155 cut-up 17-Jul-69 and MBS 10688 cut-up 24-Jul-69.

2123       DTC 12156 damaged (where?) and withdrawn 3‑Jan-68 and replaced by ‘1939 type’ 2 HAL DTC 12193 (ex 2608). 12156 scrapped at A King Ltd, Wymondham Sep-68 formed as part of 4 LAV 2941.

Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved for scrapping 23-Mar-72 from there.

2124       Unit withdrawn but reinstated c.Feb-70. After stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70 from there.

2125       After stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there, unit arrived in yard 25-Nov-69. DTC 12158 cut-up 28-Nov-69 and MBS 10691 cut-up 2-Dec-69.

2126       After stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.

2127       After stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.

2128       After stripping unit stored at Gatwick and moved for scrapping 24‑Jan-70 from there.

2129       After stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there, unit arrived in yard 4-Nov-69. DTC 12162 cut-up 20-Nov-69 and MBS 10695 cut-up 26-Nov-69.

2130       Unit out of use from c.Sep-57 to c.Jun-58 damaged, (details unknown).

After stripping at Selhurst unit hauled to Micheldever for store, arriving 29-Mar-71 and moved for scrapping 19-Jul-71 from there.

2131       Both coaches destroyed by enemy action at Portsmouth Harbour 12-Aug-40 (along with unit 2102) and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing during 1943, that of 10697 23-Jun-43 and that of 12164 18-Aug-43.

2132       Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping 7‑Sep-71 from there.

2133       Whilst working the Aldershot portion of the 8:54pm from Waterloo on 8-Nov-52 unit 2133 had a brake failure resulting in collision with light engine outside Guildford station. DTC 12166 was badly damaged and withdrawn 15-Nov-52.

The 8:54pm from Waterloo ha divided at Ascot with the front two coaches going to Reading; the rear two coaches forming the 9:46pm portion to Guildford via Aldershot. The train lost control descending Pinks Hill (1 in 100) running past two signals at danger and colliding with the tender of approaching ‘700’ class locomotive number 30693 outside of Guildford’s signalbox. The brakes had failed due to lack of air pressure after a compressor fuse had blown.

30693 was pushed back nearly 30 yards and its tender badly damaged. The leading coach of 2133 (DTC 12166) was split open, the two steel solebars of the underframe were bent backwards and the front half of the vehicle destroyed; its leading bogie being driven back to the trailing bogie. 12166 was thrown to the right coming to rest against the tender of another light engine Q1 class 33013. MBT 10699 was virtually undamaged.

Motorman H. Tullett was killed instantly. Of the sixty-five passengers on the train, one died, thirty-seven were injured with six detained in hospital.

MBT 10699 spare until unit reformed with new ‘all‑steel’ 2 HAL DTC 12856 built Feb-55 on underframe of former 12133 (ex 2100). Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed 75 tons.

After withdrawal unit initially stored at Lancing, moving to Selhurst 17-Jul-71 for stripping. Unit then stored at Micheldever and later Feltham. Moved for scrapping 20-Dec-71 from there.

2134       Unit out of use from 4-Jul-70 and initially stored at Ford and moved to Selhurst for stripping 21-Aug-70 and withdrawn. After stripping unit stored at Norwood Yard and moved for scrapping 5-Dec-70 from there.

2135       Unit had plain end and whistle 22-Mar-64.

Unit retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71 then withdrawn and after stripping at Selhurst stored Weymouth, moving to Shalford from 28‑Jan-72. Moved for scrapping 11-Feb-72 from there.

2136       Unit withdrawn but reinstated cFeb-70. After stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70 from there. Not broken‑up until Jan-71.

2137       After withdrawal unit initially stored at Lancing, moving to Selhurst 17-Jul-71 for stripping. Unit then stored at Micheldever and later Feltham. Moved for scrapping 20-Dec-71 from there.

2138       After stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70 from there.

2139       Following withdrawal unit stored initially at Lancing and moved to Selhurst for stripping 9-Sep-71. Stored (probably at Norwood Yard) and moved for scrapping Dec-71.

2140       Unit retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71 then withdrawn and after stripping at Selhurst stored at Shalford from 13‑Jan-72. Moved for scrapping 11-Feb-72 from there.

2141       After withdrawal unit initially stored at Lancing, moving to Selhurst 17-Jul-71 for stripping. Unit then stored at Micheldever and later Feltham. Moved for scrapping 20-Dec-71 from there.

2142       After stripping unit stored at Polegate then Guildford and moved for scrapping 9-Sep-69 from there, unit arrived in yard 11‑Sep-69. DTC 12175 cut-up 17‑Sep-69 and MBS 10708 cut-up 20‑Sep-69.

2143       After stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there, unit arrived in yard 4-Nov-69. MBS 10709 cut-up 20-Nov-69 and DTC 12176 cut-up 26-Nov-69.

2144       After stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from there, unit arrived in yard 20-Feb-70. DTC 12177 cut-up 5-Mar-70 and MBS 10710 cut-up 10-Mar-70.

2145       Unit hit by enemy incendiaries at Fratton Depot 3-May-41 and DTC 12178 badly burnt out but repaired.

Unit damaged by enemy action at Brighton 25-May-43, MBT 10711 badly affected. Unit repaired at Lancing by 5-Oct-43.

After stripping unit stored at Gatwick and moved for scrapping 2-May-70 from there.

2146       After stripping at Selhurst unit hauled to Micheldever for store, arriving 5-Apr-71 and moved for scrapping 26-Jul-71 from there.

2147       Following withdrawal unit initially stored at Lancing, moving to Selhurst Oct-Jul-71 for stripping. After stripping unit stored at Micheldever and moved for scrapping 3-Nov-71.

2148       Unit damaged in sidescrape incident (where?) and at Lancing for repair Aug-64.

Following withdrawal unit initially stored at Gatwick. After stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69, then Guildford and moved for scrapping 9-Sep-69 from there, unit arrived in yard 7-Oct-69. MBS 10714 cut-up 19-Oct-69 and DTC 12181 cut-up 20-Oct-69.

2149       After stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70 from there.

2150       After stripping unit hauled to Micheldever 24-May-71 and moved for scrapping 5-Aug-71 from Basingstoke.

2151       Unit disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.

2152       Following withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 31-Jul-70. Unit disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.

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ADDITIONAL DTC VEHICLES

BUILT FOR 2 BIL AND 2 HAL UNITS

Five DTCs were constructed between 1951 and 1955, three on underframes from collision /fire damaged 2 BIL and 2 HAL vehicles, numbered 12854 ‑ 12858. These coaches were formed into various 2 BIL and 2 HAL units to make up accident losses, but one (12855) was paired with a 4 SUB type saloon motor coach and used to make up a further 2 HAL unit numbered 2700 from July 1954.

In the middle of the coach one first-class and the immediately adjacent second-class compartment were designated non-smoking.

These vehicles were to Diagram 2705 and Code DQ.


Order No. HO 3618 dated 2‑Nov‑49

12854 on underframe of 12121 (ex 2088) for 2 HAL unit 2653. (c.Jan‑51).

 

Order No. HO 4009 dated 2‑Jul‑53

12855 on underframe of 12037 (ex 2014) for 2 HAL unit 2700. (Jul‑54).

12856 on underframe of 12133 (ex 2100) for 2 BIL unit 2133. (Feb‑55).

12857 on new underframe for 2 BIL unit 2100. (Feb‑55).

12858 on new underframe for 2 BIL unit 2069. (Feb‑55).

 

Note:

These last two were built on underframe order No. 7566; the last two SR type 62' 0" underframes ever built.

 

 

2 HAL Three EMUs at Hove Station, Aug 1964 14219471027_b641c69345_o.jpg

2 BIL no. 2069 unit at Hove Station, Aug 1964

© Ian Nolan

 

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Set 900/ 7 TC Set 701

With the dieselisation of the Oxted line there was a shortage of electrically heated stock to work with the BRCW Type 3 Diesel Locomotives (later Class 33). 2 BIL unit 2006 was disbanded on the 27th June 1963 after damage repairs to DTC 12107 and both coaches transferred to set 900 sandwiching five former 4 SUB trailer coaches. The shoegear and control equipment was removed and the jumper cables modified. MBS 10573 operated as a trailer brake second with motors removed reducing the coaches weight from 43 to 35 tons. Both vehicles had their jumpers altered to allow heating from the diesel locomotives. The lavatories and first class compartments remained. Livery was the darker shade of BR(S) multiple unit green.

Four of the SUB vehicles were 1946-built wooden /canvas roofed 10 compartment 'augmentation' trailers numbered 10346 /10349 /10351 & 10353 which had been removed from units 4329 /4346 /4328 & 4352 respectively. These 4 SUB units had been withdrawn in 1960/1 with the remaining ‘original’ SUB trailers from these units having been scrapped at Newhaven. After storage on the former spur line from Winchester Junction to Worthy Down (the spur became a siding on 25th November 1951 before removal on 24th June 1962) they were moved to Fullerton Goods Yard thence to Micheldever before being taken to Eastleigh for overhaul. During overhaul they were fitted with glass-fibre doors.

The fifth SUB trailer was 1946-built 11485 which had been removed from unit 4115 during July 1963 and was equipped with a lighting generator. This was an all-steel 9 compartment trailer; these having been designed as composites but never previously used in that guise. For set 900 11485 had its six centremost compartments were fitted out as first class thus becoming the only one of these trailers to used as a composite. The single second class compartment was marshalled towards the DTC.

Immediately prior to their use in set 900 all these trailers were equipped with self-coloured fibreglass doors.

Set 900 was released from Eastleigh works on 6th September 1963 being ready for service on the next day.­ From 9th September 1963 its usual workings were the 7:25am Tunbridge Wells to London Bridge (via East Grinstead) berting at New Cross Gate in readiness for the 5:20pm return. Overnight and weekends it was berthed at Eridge.

In February 1966 set 900 became 7 TC 701 and although ‘TC’ designated ‘Trailer Control’ set 701 never had the driving cabs reinstated. In any event the lack of side-buffers between intermediate vehicles would have probably precluded pull-push operation.

Following the 2nd January 1967 closure of Ashurst Junction to East Grinstead set 701’s service now departed Crowborough at 07:57am running via Edenbridge Town but still departed London Bridge at 17:20pm. Overnight and weekend berthing was now undertaken at Crowborough.

On 19th July 1967 set 701 was overhauled at Eastleigh in all-over blue (and strangely) with full yellow ends but with the headcode panels now plated over.  Vehicle 11485 received UIC yellow banding over its first class compartments.

Between 21st July and 27th September 1967 the duties of set 701 were covered by a mixed loco-hauled set comprising Bullied BCK, Mk1 FO and five Mk1 S coaches; these being displaced from Waterloo – Basingstoke services by the new electric trains of the Bournemouth electrification.

However, after two electrical fires in September 1967 set 701 was stopped being used around October 1967 and stored at Tennison Road Sidings (Norwood Junction) thence Micheldever before being disbanded early in 1969. Both ex.2 BIL coaches 10573 and 12107 were withdrawn on 12th April 1969 at Micheldever before being used (along with a SUB trailer) for a Fire Brigade exercise at Woking in November 1969. The 2 BIL coaches were subsequently moved for scrapping at A. King’s (Wymondham) on 31st Jan 1970.

The SUB trailers all saw further service; 9-compartment composite 11485 was declassified to all-second and during modification for use in unit 5115 (which had suffered accident damage at Norwood Junction) was renumbered as 15084. 10346 went to 4 SUB 4131 in June 1969; 10349 & 10351 to 4132 in August 1969 and 10353 to 4364 (which had suffered accident damage at Hampton Court).

 

Coach no.

Diag no.

SR Code.

Type in set 900

From unit number

Original unit type

Set 701 & into Blue

Number Change

In unit

Final unit type

10573

2111

N/K

TBS

2006

2 BIL MBS

1967

Wdn

Scrapped

 

10351

2013

DN

TS

4328

Aug. SUB

1967

No change

4132

4 SUB

10353

2013

DN

TS

4352

Aug. SUB

1967

No change

4364

4 SUB

11485

2314

DP

TC

4115

4 SUB

1967

15084

5115

4 EPB

10349

2013

DN

TS

4346

Aug. SUB

1967

No change

4132

4 SUB

10346

2013

DN

TS

4329

Aug. SUB

1967

No change

4131

4 SUB

12107

2700

N/K

TC

2006

2 BIL TC

1967

Wdn

Scrapped

 

 

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Barnham Derailment 1st August 1962

These photographs of hybrid 2 BIL unit 2088 were taken by Ian Nolan immediately after the Barnham derailment on 1st August 1962. Ian’s report is as follows:

On 1st August 1962, I was a 17 year old passenger in the second coach of this train, when suddenly at Barnham there was a change from running on rails to running on the platform. Fortunately, there were no serious injuries, and after "all change" on to buses, I was able to complete my trip - to Eastleigh Railway Works Open Day”.

 

8541432940_247d0024d7_o.jpg

© Ian Nolan

 

3621484061_4fab34d175_o.jpg

© Ian Nolan

 

3358812021_b62108f637_o.jpg

© Ian Nolan

 

3358810505_4d541828d1_o.jpg

© Ian Nolan

 

3359794508_53c5e52dd6_o.jpg

© Ian Nolan

 

4788174731_747aca6eae_o.jpg

© Ian Nolan

3359627380_2557c5171b_o.jpg

© Ian Nolan

 

 

2 BILs in Model Form

Prior to the Hornby model Ian Kirk produced an excellent plastic kit of the 2 BIL; these were continued by DC Kits.

In 2013 Hornby produced ready-to-run 2 BIL units with SR lined-olive liveried 2114 and 2041 as well as BR(S) green liveried 2090, 2134 and 2142.

Both the Ian Kirk kit and the Hornby model have the correct bodystyle for units 2011 to 2152 with the motor coach having a larger luggage area, six first class compartments and one four seat coupe (when compared to units 2001 to 2010). Units 2117 to 2152 had the larger self-contained buffers.

These do appear to be fine models and Hornby has fitted the correct size buffer variants. The only errors noted so far suggest the arc chutes may be on the slim side and the cab door handles face down instead of up. Sadly quality control was lacking on some with white glue visible around the window surrounds. However, it is possible that Hornby have corrected this glue fault from 2142 onwards; a welcome step forward.

Further models followed in 2014 with units 2019 (BR green), 2086 (blue), 2090 (blue) & 2147 (SR lined olive).

 

Unit

Catalogue

Livery

Notes

2019

(R3257)

BR green

Fitted with air horns, yellow warning panel and UIC first-class yellow cantrail banding. The model therefore dates between 2nd December 1964 and withdrawal on 3rd January 1970. However, the model appears to be erroneously fitted with the heavier buffers. The inverted black triangle provided an early indication to station  staff that there was no brake van at the other end of the unit.

2041

(R3161A)

SR lined

As renumbered from January 1937.

2086

(R3258)

BR blue

Fitted with air horns, full yellow ends and UIC first-class yellow cantrail banding placing it around February 1970 to withdrawal on 12th June 1971. The inverted black triangle provided an early indication to station staff that there was no brake van at the other end of the unit.

2090

(R3177)

BR green

Fitted with air horns which would suggest an earliest date of 1963. 2090 lacks yellow warning panels; it is not recorded if it received yellow warning panels before receiving full yellow ends in green on 27th August 1967 (possibly not as these were not recorded when it undertook an unclassified repair - but not painting - at Eastleigh on 27th August 1965).

2090

(R3259)

BR blue

Fitted with air horns, full yellow ends and UIC first-class yellow cantrail banding placing it between 6th February 1970 to withdrawal an 11th Sep 1971. The inverted black triangle provided an early indication to station staff that there was no brake van at the other end of the unit.

2114

(R3161)

SR lined

As renumbered from January 1937.

2134

(R3162)

BR green

BR green livery with self-contained buffers. Fitted with air horns which would suggest an earliest date of 1963. The lack of yellow warning panels certainly places it before its painting in blue livery 22nd November 67; it is possible unit 2134 didn’t gain yellow warning panels.

2142

(R3162A)

BR green

BR green livery with self-contained buffers. Fitted with air horns (which would suggest an earliest date of 1963), 2142 lacks yellow warning panels; it is highly probably that it received yellow warning panels before withdrawal in green livery on 10th May 1969.

2147

(R3161B)

SR lined

As renumbered from January 1937.

 

Finally articles on ‘Improving the Hornby 2 BIL’ including conversion to P4 can be found here and on 2 BIL hybrid units (with 2 HAL vehicles) can be found here in the East Sussex Finescale web pages.

 

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

In addition a thank you to Ian Nolan for kind use of his photographs and his personal account of the Barnham derailment involving 2 BIL unit 2088.

 

 

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

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

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

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

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

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

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